JPS6038034Y2 - engine control device - Google Patents

Description

[Detailed description of the invention] This invention aims to improve internal combustion engines, and in particular, by centralizing the control device that adjusts the injection amount of the fuel pump using a hydraulic governor, the control device itself can be removed from the engine and preliminary tested. This is intended to make the control device more versatile and to improve ease of handling.

In internal combustion engines such as diesel engines, in order to suppress sudden changes in engine speed due to load fluctuations and stably maintain the required engine speed, the engine speed is input and the fuel pump is adjusted accordingly. A governor device is attached to adjust the amount of fuel injection by adjusting the amount of movement of the control rack, but among the governor devices, the hydraulic governor, which has a built-in hydraulic device, is different from the conventional mechanical type. Compared to governors, it has various advantages such as being compact despite having a large control force, being highly versatile to many models, and being able to control with high precision. It has come to be widely used in land-based generators, other general power engines, etc.

However, the configuration of a control mechanism including the hydraulic governor in a conventional internal combustion engine is generally such that the hydraulic governor is installed on a gear case at the end of the engine, and its input shaft is linked to a crankshaft or camshaft. The terminal shaft, which is the output shaft of the engine, and the fuel injection pump installed individually for each cylinder are connected in series by a link, and the injection amount of multiple fuel injection pumps can be changed all at once. , the entire control mechanism becomes longer in the longitudinal direction of the engine,
This requires a large installation space, hindering the miniaturization of the engine, and requires a control mechanism to be designed for each model, leading to a rise in manufacturing costs.

Further, in the control mechanism, since the hydraulic governor, fuel pump, etc. were separately provided to the engine body, it was impossible to remove these and perform a preliminary test on the control mechanism alone.

The above problems have been somewhat resolved by the use of so-called in-line pumps, in which the fuel pumps previously provided for each cylinder are consolidated and housed in a single case. Currently, the control mechanisms are located separately, making it impossible to test only the control mechanism, and each time the control mechanism is removed, the link connecting the hydraulic governor and fuel pump must be adjusted. However, there remains the problem of poor handling.

The present invention focuses on the problems that the conventional fuel pump control mechanism had and has been made to improve the problem. A governor drive device case is integrally attached to the fuel pump via a link case, a hydraulic governor is attached to the upper surface of the governor drive device case to form a seat, and the seat is connected to the link case and the governor drive device case. A separate hydraulic governor is mounted and fixed, and a hydraulic governor drive device that interlocks the pump camshaft of the fuel pump and the input shaft of the hydraulic governor is housed inside the governor drive device case, and the link case By installing a link mechanism that transmits the rotation of the terminal shaft of the hydraulic governor to the control rack of the fuel pump inside the engine control system, it is possible to centralize the control mechanism and facilitate the replacement of the hydraulic governor. This is what we provide.

Hereinafter, specific contents of the present invention will be explained in detail with reference to embodiments shown in the accompanying drawings.

Here, FIG. 1 is a schematic sectional view showing an example of the engine control device of the present invention, and FIG. 2 is a sectional view taken along the line I--I in FIG.

In each figure, 1 is a fuel pump, 2 is a link case fixed to the side of the fuel pump 1, and 3 is the link case 2.
A governor drive device case 3 is attached to the other side of the fuel pump cam, which extends from the bottom of the fuel pump 1 across the inside of the link case 2 and is rotatably supported by bearings 4 and 5. It houses a shaft 6, a heavy-duty drive gear 7 fixed to the tip of the camshaft 6, and a governor drive shaft 9 with a driven gear 8 fixed to the lower end that meshes with the drive gear 7. Fitted bearing case 10
The governor drive shaft 9 is rotatably supported by a bearing 11° 11, and the hydraulic governor mounting formed on the upper surface of the bearing case 10 is connected to the input shaft 13 of the governor 12 using a known hydraulic pressure mounted and fixed on the seat 10a. are connected at a spline portion 14 formed at the upper end of the governor drive shaft 9.

Due to the rotation of the fuel pump camshaft 6, the hydraulic governor 12 drives the input shaft 1 through the gear 7.8 and the governor drive shaft 9.
When rotation is applied to 3, the terminal shaft 15 protruding from the upper side will move in the direction of the arrow (+) depending on the rotation speed.
The terminal lever 16 is rotated in the direction of increasing fuel as shown by arrow (-) or in the direction of decreasing fuel as shown by arrow (-), thereby tilting the terminal lever 16 fixed thereto.

On the other hand, in the figure, reference numeral 17 denotes a support shaft that is rotatably supported by bearings 18 and 19 in the upper part of the link case 2, and the support shaft 17 is a portion that protrudes outward from the link case 2. A control lever 21 connected via a link 20 is fixed to the terminal lever 16 on the side of the hydraulic governor 12, and a control lever 21 is provided at the lower end of the portion of the support shaft 17 extending inside the case 2. pin 23
The second lever 24, which swingably supports the intermediate portion of the second lever 24, is fixed.

The second lever 24 is connected at its upper end 24a to a rack connecting member 27 fixed to the tip of the control rack 25 of the fuel pump 1 by a port 26 via a connecting link 28, and at its lower end 24b. Boss part 2
A connecting pin 30 protruding laterally from 9 and the connecting pin 3
A sliding tube 31 fitted into the third lever 32 is slidably inserted into a sliding groove 33 provided at the lower end of the third lever 32.

The third lever 32 is fixed to the inner end 35a of a third lever shaft 35 supported by a bearing 34 provided in the link case 2, and the auxiliary lever 36 is fixed to the case outer end 35b of the lever shaft 35. Due to the action of a tension spring 39 stretched between a hook pin 37 provided at the tip and a fixed portion 38 at an appropriate position, it is constantly urged to rotate in the direction of arrow V with a required strength.

Furthermore, 40 is rotatably supported on the side surface of the link case 2 so as to face the third lever shaft 35 by a bearing 41 provided coaxially and symmetrically with the bearing 34 of the third lever. The stop lever 42 is a stop lever shaft fixed to the inner end 40a of the lever shaft 40.
One abutting surface 42a abuts the stopper 43 integrally formed on the link case 2, and the other abutting surface 42b abuts the lower end 24b of the second lever 24, so that the second lever 24 While restricting movement in the V direction, the stop bundle 44 fixed to the outer end 40b of the stop lever shaft 40 is controlled by a remote control wire (not shown) or the like attached to the upper end 44a of the tension spring 39 in the V direction. When tilting against the biasing force in the direction, the second lever 2
The lower end 24b side of 4 is pressed by the abutting surface 42b to tilt in the direction of arrow U.

In the figure, reference numeral 45 denotes a limit bolt 47 screwed into a screw hole 46 formed in the upper wall of the link case 2, and a rotation stopper nut 4 screwed into the upwardly projecting end of the limit bolt 47.
8 and a cap nut 49, the restriction device 45 adjusts the amount of screwing of the restriction bolt 47 into the case 2, and a conical lock provided at the lower end of the restriction bolt 47. The vertical position of the control rack 25 is adjusted so that the locking part 50 abuts the slope part 51 formed at the upper end of the rack connecting member 27.
+) direction is restricted, and the maximum injection amount of the fuel pump 1 is determined.

The engine control device of the present invention has the construction as described above, and its operation will now be explained with reference to FIGS. 3 to 5, which conceptually show each member.

In the figure, the same elements as in FIGS. 1 and 2 are designated by the same reference numerals.

First, during normal engine operation, the hydraulic governor 12 is driven in accordance with the rotation of the fuel pump camshaft 6, and the terminal shaft 14, which is its output shaft, rotates, causing the terminal lever 16 to move, for example, as shown in the solid line in FIG. When rotated in the decreasing direction ((-) direction) from the position to the broken line position, link 2
0, the letter control lever 21 and the first lever 23 tilt around the support shaft 17, so that the second lever 23
The second lever 24 supported by a pin 22 at the lower end of the third lever 3 whose position is secured by a biasing spring 39
The upper end 2 of the second lever 24 is tilted to the left in the drawing, centered on the connecting pin 30 fitted into the sliding groove 33 of the second lever 24, toward the broken line position.
4a and the control rack 25 connected via the connecting link 28 is pulled in the decreasing direction ((-) direction), the amount of fuel supplied by the fuel injection pump 1 decreases, and conversely, the engine rotation speed decreases to the set rotation speed. If it becomes lower than , a link effect opposite to that described above will occur, and the amount of fuel supplied will increase,
The engine speed is maintained constant near the set value of the hydraulic governor 12.

On the other hand, the fuel injection pump 1 reaches the set maximum injection amount, and the control rack 25 is moved in the fuel increasing direction ((+) direction) in contact with the restriction bolt 47 of the rack movement restriction device 45 as shown in FIG. Even though movement is restricted, when the terminal lever 16 of the hydraulic governor 12 is tilted in the fuel increasing direction ((+) direction) shown by the broken line, the control lever 21 and the second lever 2 are moved via the link 20.
3 is forcibly tilted counterclockwise about the support shaft 17. At this time, the second lever 24 connected to the third lever 23 rotates around its upper end 24a, and the third lever 3
2 of the hydraulic governor 12 in the direction of arrow U against the biasing force F of the tension spring 39.
The amount of movement of 6 is absorbed as the amount of rotation of the third lever 32.

Next, when the engine is operating and the position control of the control rack 25 by the hydraulic governor 12 is in a balanced state as shown by the solid line in FIG. 44 and the stop lever 42 integrated with the stop bundle 44 presses and turns the third lever 32 in the direction of the arrow U against the biasing force F of the tension spring 39.
The second lever 24 connected to the lever 32 rotates counterclockwise around the pin 22 at the lower end of the first lever 23, which is in a substantially stationary state, and moves the control rack 25 in the fuel reduction direction via the connecting link 28. Since the fuel pump 1 is caused to slide largely in the (-) direction, the injection amount of the fuel pump 1 decreases rapidly, causing the engine to stop.

As can be seen from the above description of the operation, the biasing force F of the tension spring 39 overcomes the sliding resistance of the control rack 25 and the like when the position of the control rack 25 is controlled by the normal hydraulic governor 12, and the third lever 32 At the same time, lock the control rack 2 at the stop position side.
5 is at the maximum position and movement is restricted by the restriction device 45, it is necessary to set the strength to allow rotation of the third lever 32 in the U direction due to the rotational output of the terminal shaft 14 of the hydraulic governor 12. be.

As described above, the engine control device of the present invention includes a link case that houses a link device that connects a hydraulic governor and a fuel pump to a fuel pump, and a governor drive device that connects a fuel pump camshaft and a hydraulic governor. The control mechanism, which includes the hydraulic governor and fuel pump, is fixed adjacent to the governor drive unit case that houses the fuel pump. There is no need to change the design of the control mechanism each time the control mechanism is changed, making the control mechanism more compact and versatile, increasing the degree of freedom in engine design, and making it possible to integrate the hydraulic governor and fuel pump into the engine. Since it can be assembled and removed, preliminary tests can be performed only on the control device.Furthermore, there is no need to readjust the link mechanism etc. when installing or removing it, greatly increasing work efficiency such as assembly, repair and maintenance. It exhibits an excellent effect that can improve the overall performance.

Moreover, according to the present invention, since the hydraulic governor is configured to be independently removable, there are differences in the specifications of the hydraulic governor, such as differences in the presence or absence of an electric remote control, presence or absence of an emergency stop mechanism, and differences in the capacity and accuracy of the hydraulic governor. In response to differences in specifications between manufacturers, it is possible to remove only the hydraulic governor and easily replace it with one with different specifications.Using a hydraulic governor makes the governor mechanism more compact, increases control power, and improves control accuracy. Combined with this, hydraulic pressure has the effect of greatly increasing the degree of freedom in selecting the lever.

[Brief explanation of drawings]

1 and 2 are sectional views showing one embodiment of the engine control device of the present invention, FIG. 2 is a sectional view taken along the line I-I in FIG. FIG. 3 is a conceptual diagram for explaining the operation of the invented control mechanism, and FIG. 3 shows the operation in normal operation, FIG. 4 shows operation at full-rotation stop, and FIG. 5 shows operation at engine stop operation. 1...Fuel pump, 2...Link case, 3...Governor drive device case, 6...
...Fuel pump camshaft, 10a...Hydraulic governor installation seat, 12...Hydraulic governor, 25...
・Control rack.

Claims (1)

[Scope of utility model registration request] In a fuel pump control mechanism that adjusts the amount of movement of a control rack of a fuel pump by a hydraulic governor, a governor drive device case is integrally attached to the fuel pump via a link case, and the hydraulic governor is attached to the upper surface of the governor drive device case. A hydraulic governor separate from the link case and the governor drive device case is placed and fixed on the seat, and the pump camshaft of the fuel pump and the hydraulic governor are mounted inside the governor drive device case. A hydraulic governor drive device that interlocks the input shaft is housed, and a link mechanism that transmits rotation of the terminal shaft of the hydraulic governor to the control rack of the fuel pump is housed inside the link case. engine control device.