JPS6035135A - Centrifugal speed governor of internal-combustion engine - Google Patents

Abstract

PURPOSE:To reduce smoke generation likely when the accelerator pedal is stamped in violently during low speed operation by making a structural addition to a link mechanism which connects a governor sleeve to displace in the axial direction in compliance with the number of revolutions of pump with a control rack for control of the fuel supply amount. CONSTITUTION:A centrifugal governor in concern has a governor sleeve 4 displaced in the axial direction in linkage with the motion of a fly fate 3, which is expanded by a centrifugal force to be produced when a cam shaft 1 of a fuel injection pump rotates, and also a control rack 8 for control of the fuel supply amount to be operated through a link mechanism in compliance with the displacement of said sleeve 4. This link mechanism has a guide lever 5 whose middle part is pivoted on said governor sleeve 4, a control lever 6 pivoted at one of the ends of said guide lever 5, and another control lever 34 connecting the middle part of the first named control lever 6 to the above-mentioned control rack 8, wherein the two levers 6, 34 are tied resiliently by an elastic member 33.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a centrifugal speed governor that adjusts the amount of fuel supplied to a fuel injection pump in a diesel engine.

In a conventional diesel engine with a supercharger, the control rack for controlling the fuel supply amount and the boost compensator are connected, and the supercharging pressure at high speed rotation when everyone is loaded is used at u'.
Increase the amount of fuel.

On the other hand, in recent turbocharged diesel engines, by installing a wastegate in the engine, the boost pressure is utilized in the high-negative 6η low speed range, and the boost compensator is activated, allowing acceleration at no-load rotation speed. There is a tendency to use a method of reducing smoke at time (2).

However, if a conventional boost compensator (for example, Utility Model Application Publication No. 56-1.27509) is applied directly to a high-load, low-speed range, the influence of the "pump rotation speed - rack position characteristic" in the low-speed range will affect the area where the boost pressure is small. However, it goes in the wrong direction (increasing fuel) and it is difficult to hope for smoke reduction.

On the other hand, there are some well-known boost compensators with significantly improved structures, but the structure is complicated and parts cannot be shared with conventional products, so it is difficult to avoid a considerable increase in cost. do not have.

The present invention has been made in view of the above points, and by adding a part of the governor link mechanism, when accelerating from low speed no load to full load, when the boost pressure is low, the injection, It is an object of the present invention to provide a centrifugal speed governor for an internal combustion engine that makes it possible to limit the amount of boost with a boost compensator.

Hereinafter, the present invention will be explained based on examples.

(3) FIG. 1 is a configuration diagram of an embodiment of a centrifugal speed governor according to the present invention. A camshaft 1 of the fuel injection pump rotates in synchronization with the engine, and a bushing 2 integrated with the camshaft 1 has a governor sleeve 4 that is rotatably movable in the direction of extension of the camshaft as the flyweight 3 rotates. Furthermore, a kite lever 5 having a rotational fulcrum on the governor sleeve 4 is rotatably attached with its lower fulcrum toward the governor case side.The upper end of the guide lever 5 is connected to the lower end of the control lever A6. is rotatably connected.

The upper end of the control lever A6 is rotatably connected to one end of the floating lever 10 via a lever 9 rotatably connected to the shaft 27.

Further, the control bar 6 and the control lever B34 are brought into contact with each other by a spring 33 with the shaft 27 as the center of rotation, so that they can move integrally.

Furthermore, the control lever Δ6 has a U-shaped portion 6a at the upper end.
At the lower end of the U-shaped part 6a, a bolt 31 and a nut 32 (4) whose protrusion amount can be adjusted without a protrusion are installed, and the tip of the bolt 31 touches the control lever B34. It is possible to contact.

Further, the control lever B34 is connected to the control rack 8 for controlling the fuel supply amount via the shackle 7, and can come into contact with the L-shaped lever 17.

Further, the other end of the floating lever 10 is connected to a fork member 12 formed at one end of the adjuster lever 14.
It is slidably fitted into and engaged with the groove portion 12a.

Further, the adjuster lever 14 is interlocked with an accelerator pedal of a vehicle (not shown).

Incidentally, when the adjuster lever 14 is rotated counterclockwise from the state shown in FIG. 1, the floating lever 10. Control lever A6 rotates clockwise. Therefore, the control lever A6 and the control lever B34 are brought into contact with each other by the tensile force of the spring 33 (5), and are operated as one unit.

Further, when the assist steering lever 14 is rotated counterclockwise, the control lever B34 and the lever 17 are separated from each other.

On the other hand, when the control lever B34 and the lever 17 are separated from each other, when the azide stain lever 14 is rotated clockwise, the control lever A6 and the control lever 1334 are united by the spring 33, and the shaft 27 is rotated. Rotating counterclockwise around the center, the control/roll lever B34 approaches the lever 17 and comes into contact with it.

After that, control 1: I-le lever A6 is pressed to turn the adjuster lever A6 further clockwise. +
Although it rotates in the force direction, the control lever B34 is restrained by the lever 17 and does not rotate, but maintains a constant position t-. Therefore, the position of the control rack 8 connected to the control lever B34 by the shackle 7 does not change.

The tension lever 11 is attached to the governor bracket (6) by a full load stopper 15 so as not to rotate clockwise, and is loaded clockwise by a main spring 16. Reference numeral 25 denotes an idle spring, which presses and biases the governor sleeve 4 in the left direction. The L-shaped lever I7 has a rotatable fulcrum in the governor case, and one end thereof faces the protruding portion of the control lever A6.
The other end engages the lower end of the rod 18. rod 1
The upper end of 8 is connected to a diaphragm 20 of a boost compensator 19. Compression spring 21 faces stopper 22 with diaphragm 20 in between. 23 is a boost pressure chamber, and 24 is an atmospheric pressure chamber.

Next, the operation will be explained.

Figure 1 shows the state in the full load low speed range. That is, for example, this is a state immediately after the adjuster 14 has been moved from the low-speed no-load position to the full-load position.

The control lever B34 is in contact with the lever 17 and is separated from the control lever A6.

This state will be explained with reference to the "pump rotation speed-rank position characteristic" shown in FIG.

(7) FIG. 2 compares the performance of a conventional centrifugal speed governor for an internal combustion engine and a centrifugal speed governor for an internal combustion engine according to an embodiment of the present invention. Supercharging pressure, that is, boost pressure pb is P8
In the case of -0, in the low rotation range of the pump rotation speed NP, the conventional rack position is the position shown by the broken line, whereas
In the case of the present invention, this is the position shown by the solid line. Therefore, in the case of the present invention, when the boost pressure P,3=0, the fuel injection amount is greatly reduced in the low speed rotation range, so the accelerator is The smoke that occurs when the pedal is suddenly depressed can be significantly reduced compared to conventional models.

Note that the state shown in FIG. 1 is a case where the pump rotational speed NP is in the range shown by the following equation (1) in the characteristics shown in FIG. 2.

NP2≦NP≦Np3 (11 Pump rotation speed NP is N,) 2.1. If the load on the flyweight 3 also decreases, the thrust generated in the flyweight 3 becomes smaller than the load on the idle spring 25, and the guide lever 5
is rotated counterclockwise in the d1 direction, and the control lever 86 is rotated clockwise. At this time, the control lever B54jC is restrained by the lever 17 and does not rotate, but maintains the state in which it is in contact with the lever 17, so the rack position does not change.

Therefore, the tip of the bolt 31 approaches the control lever A6 and even comes into contact with it.

If the pump rotation speed further decreases, the compression spring 21 has a cent load, so the guide lever 5. The rotation of the control lever A6 is controlled by the idle spring 25.
remains stationary until the load of the compression spring 21 overcomes the load of the compression spring 21.

The operation described above is for the case where the pump rotational speed NP is in the range shown by the following equation (2) with the characteristics shown in FIG.

NPI≦NP≦NP2 (21 Next, when the pump rotation speed NP decreases below NPI, the load of the idle spring 25 is reduced to the compression spring 2.
1, the rod 18 moves downward. Therefore, the guide lever 5 rotates counterclockwise, and the control lever A6° (9), control lever r (34, and lever 17) rotate clockwise.As a result, the hook position is moved to the left side in FIG. The fuel II supply stitch can be increased by moving the engine.In other words, the amount of fuel can be automatically increased at the time of starting, and good starting performance can be ensured.

The operation described above is for the case where the pump rotational speed NP is in the range shown by the following equation (3) with the characteristics shown in FIG.

NFI≦Np+ f31 When the engine rotation becomes high, the boost pressure increases, and the pressure in the boost pressure chamber 23 of the boost compensator 19 increases, pressing the diaphragm 20 and pushing down the rod 18 L. Rotate the letter-shaped lever 17 clockwise. Therefore, the control lever B34 is rotated clockwise by the spring 33, and the control lever B34 and the control lever A6 are integrated. As a result, shackle 7
Since the control rack 8 moves to the left in FIG. 1, that is, in the direction of increasing fuel quantity, the output can be increased.

(10) Adjusting lever 14 position is medium load.

In the no-load position, the L7-shaped lever 17 and the control lever B34 are separated from each other, so the boost compensator 19 does not operate the governor link.

In addition, instead of the L-shaped lever 17, it may be integrated with the wand 1st.
Alternatively, the same effect can be obtained by using an interlocking cam mechanism.

As explained in detail above, according to the present invention, since the control lever A6 and the control lever B34 are elastically engaged with each other by the elastic member 33, the control lever A
6 and the control lever B34 can be integrally interlocked, and only when the adjusting lever 14 is rotated to the full load position, point O! in FIG. The characteristic at point 2 can be changed to the characteristic at point 1 by decreasing it by ΔNP in the range of pump rotational speed NP. In addition, the setting of ΔNP is made between the tip of the bolt 31 that forms the protrusion and the control lever B.
This can be done by adjusting the size of the clearance ΔS with respect to the compression spring 21 and selecting the cent load of the compression spring 21.

As a result, it is possible to significantly reduce the smoke that occurs when the accelerator pedal is suddenly depressed from a low-speed, no-load state, and to significantly improve fuel efficiency in the low speed range of supercharged diesel engines. It has an excellent effect.

[Brief explanation of the drawing]

Figure 1 is a configuration diagram of an embodiment of the present invention, and Figure 2 is a characteristic diagram comparing the performance of a conventional centrifugal speed governor for an internal combustion engine and the embodiment of the present invention shown in Figure 1. be. 1...Fuel injection pump camshaft, 3...Fly weight, 4...Governor sleeve, 5...Guide lever, 6...Control bar A, 6a...U-shaped t
J [, 7... Shackle, 8... Control rank for controlling the fuel chamber l supply amount, 16... Main spring, 33... Spring forming an elastic member, 34... Control lever B0 agent Patent Attorney Takashi Okabe Figure 1 2 35251] 4 Figure 2

Claims (1)

[Claims] The centrifugal force of the fly eight (3) rotating in synchronization with the camshaft (1) of the fuel injection pump is balanced with the elastic force of the main spring (16) via the governor sleeve (4). At the same time, the displacement of the governor sleeve (4) is transmitted to the control rank (8) for controlling the fuel supply amount through a link mechanism held in the governor sleeve (4) to control the amount of fuel supplied to the internal combustion engine. In the centrifugal speed governor for engines, the link mechanism is connected to a guide lever (5) whose intermediate portion rotatably engages with the governor sleeve (4) and whose one end is rotatably attached to the governor case;
One end rotatably engages with the other end of the guide lever (5), and the other end has a U-shaped strip (6a) and a protrusion (31).
A control lever A (6) having a control lever 13 (34), a control lever 13 (34) whose one end rotatably engages with the intermediate portion of the control lever A (6), and a control lever B (34) having one end rotatably engaged with the intermediate portion of the control lever A (6) The other end is rotatably attached to the control rack (8) for controlling the fuel supply amount.
), and the control lever A (6) and the control lever 1''1 (34) are elastically engaged by an elastic member (33). Characteristic centrifugal speed governor for internal combustion engines.