JPS6145302Y2 - - Google Patents

Description

[Detailed description of the invention] The invention relates to an engine control device,
In particular, the present invention relates to a control device capable of preventing wear of a load control lever of a diesel engine and its stopper member due to repeated tests.

Conventionally, in order to perform a load test on a diesel engine, a control rod 4 is connected to one end of a load control lever 3 of a governor 2 of a fuel injection pump 1, as shown in FIG. An air cylinder 7 is connected to the bell crank, and its piston 8 is projected to rotate the bell crank 6 clockwise in the figure, thereby controlling the air cylinder. The load control lever 3 is rotated counterclockwise via the rod 4, and the control rack 9 is protruded via the internal mechanism of the governor 2 to increase the fuel injection amount. , and was regulated by a stopper 10. In addition, in the case of deceleration, the air cylinder 7 acts in the opposite direction, causing the control rack 9 to retreat via the internal mechanisms of the bell crank 6, control rod 4, control lever 3, and governor 2, reducing the amount of fuel injection. The engine is decelerated, and this operation is repeated by repeatedly operating the air cylinder 7, so that the engine load test is performed to obtain an effect similar to that of repeatedly pressing the accelerator pedal with a human foot. Ta.

However, according to this conventional example, the air cylinder 7
The driving force is bell crank 6 and controlled 4
Since it strongly acts on the control lever 3 through the contact surface 3a with the stopper 10 and the stopper 1
0 is prone to wear, the fuel injection amount changes gradually, and the test is conducted under conditions that are quite different from those in which the accelerator pedal is repeatedly operated with the human foot.
The drawback was that favorable test results could not be obtained.

The present invention was devised to eliminate the drawbacks of the prior art described above, and its purpose is to directly transfer the strong driving force of the air cylinder to the control lever when carrying out the load test of the diesel engine described above. The objective is to prevent the air cylinder from acting on the air cylinder or the stopper, prevent wear on these members, and ensure that a constant amount of fuel is always injected with respect to the constant movement of the air cylinder.
In addition, it is possible to obtain test results similar to those obtained by pressing the accelerator pedal with a human foot.

In short, the present invention is an engine testing device in which a bell crank with an arm extending from one end is rotatably pivoted to a fixed member, and a driving device such as an air cylinder is connected to one end of the driving crank of the bell crank. A locking portion is provided at the end of the driven crank of the bell crank, and an auxiliary bell crank is rotatably pivoted at a proper position of the driven crank, and one end of the driving crank of the auxiliary bell crank and the bell crank are connected to each other. A spring is stretched between one end of the arm, and the spring biases the driven crank of the auxiliary bell crank so that it comes into contact with the locking part of the bell crank. Connecting a control rod connected to the engine's fuel adjustment lever at one end,
The surplus driving force from the drive device is absorbed by stretching the spring and rotating only the bell crank, so that an excessive load is not applied to the fuel adjustment lever and its stopper. That is.

The present invention will be explained below based on embodiments shown in the drawings. In FIG. 2, the bell crank 11 is pivotally attached to a fixed member 12, and has an arm 11a extending from one end thereof. Further, a piston 8 of an air cylinder 7, which is an example of a drive device, is connected to one end of the drive crank 11b of the bell crank 11. On the other hand, a locking portion 11d is provided in an upright manner at the end of the driven crank 11c, and a pin 13 is provided at an appropriate position on the driven crank 11c.
An auxiliary bell crank 14 is rotatably attached to the auxiliary bell crank 14, and a spring 15 is stretched between one end of the drive crank 14a of the auxiliary bell crank 14 and one end of the arm 11a of the bell crank 11. Driven crank 14 of auxiliary bell crank 14 by spring
b is biased clockwise in the figure so as to come into contact with the locking portion 11d of the bell crank 11.

The control rod 17 connected to the control lever 3, which is an example of a fuel adjustment lever fixed to the control lever shaft 16, is connected to the driven crank 14b of the auxiliary bell crank 14, and the control rod 17 is connected to the driven crank 14b of the auxiliary bell crank 14. is absorbed by stretching the spring 15 and rotating only the bell crank 11, and the auxiliary bell crank 14
The control lever 3 and the stopper 10 are moved so that no force greater than the tensile force of the spring 15 is applied to the control lever 3 and the stopper 10.
The structure is designed to prevent overload from being applied to the

Note that the fuel injection pump 1, governor 2, and control rack 9 are the same as those in the conventional example, so their explanations will be omitted.

The present invention is constructed as described above, and its operation will be explained below. In FIG. 3, when the air cylinder 7 operates and the piston 8 protrudes, the drive crank 11b of the bell crank 11 rotates clockwise about the fixed member 12, and its arm 11a pulls the spring 15 and is driven by the spring. When the crank 14a is pulled, the auxiliary bell crank 14 is locked by the locking portion 11d of the bell crank 11 and rotates together with the driven crank 11c in the same direction.As a result, the driven crank 14b of the auxiliary bell crank 14 is controlled. Push the rod 17 to the left in the figure, and move the control lever 3 to the load control shaft 1.
6 in the counterclockwise direction, and its abutting surface 3a
comes into contact with the stopper 10. Up to this point, the bell crank 11 and the auxiliary bell crank 14 operate as one. This operation causes the control rack 9 (FIG. 2) to protrude and the engine speed to increase.

Next, since the driving force of the air cylinder 7 is strong and the piston 8 protrudes instantaneously, the excess driving force acts on the bell crank 11, but the control lever 3 cannot be rotated any further due to the stopper 10, so the control rod 17 and The auxiliary bell crank 14 is stationary, and the arm 11a of the bell crank 11 stretches the spring 15 as shown in FIG. The force is absorbed, and a spring 1 is attached to the contact surface 3a of the control lever 3 and the stopper 10.
Forces greater than the tension of 5 will not act. Therefore, the same force will be applied to the control lever 3 and the stopper 10 as if the accelerator pedal were pressed with a human foot. Furthermore, when the operation of the air cylinder 7 is stopped and the piston 8 is retracted, each part returns to the state shown in FIG. 2, and the engine is decelerated.

By repeating the above actions, the engine load test will be performed under the same conditions as when the engine is actually driven by human feet. It is clear that the device of the present invention can be used not only for diesel engines but also for various types of engines.

Since the present invention is constructed and operates as described above, when carrying out load tests on various engines, the strong driving force of the air cylinder acts elastically without directly acting on the control lever or its stopper. Therefore, the same force as when pressing the accelerator pedal with a human foot can be applied, which has the effect of preventing wear on the control lever and its stopper. can get. Further, as a result, a constant amount of fuel is always injected into the engine with respect to constant movement of the air cylinder, so that highly reliable test results can be obtained even over a long period of time.

[Brief explanation of the drawing]

Fig. 1 is a mechanical diagram of an engine control device according to a conventional example, Figs. 2 to 4 are related to an embodiment of the present invention, Fig. 2 is a mechanical diagram showing an air cylinder in an inoperative state, and Fig. 3 is a mechanical diagram of an engine control device according to a conventional example. A mechanism diagram showing the moment when the air cylinder is activated and the control lever contacts the stopper. Figure 4 shows the mechanism in which the excess driving force of the air cylinder is absorbed by the spring and released. It is a diagram. 1 is a fuel injection pump, 2 is a governor, 3 is a control lever that is an example of an engine fuel adjustment lever, 7 is an air cylinder that is an example of a drive device, 8 is a piston, 9 is a control rack, 10 is a stopper, and 11 is a bell crank. , 11a is the arm, 11b
is a driving crank, 11c is a driven crank, 11d
12 is a locking portion, 12 is a fixing member, 14 is an auxiliary bell crank, 14a is a driving crank, 14b is a driven crank, 15 is a spring, 16 is a control lever shaft, and 17 is a control rod.

Claims (1)

[Scope of utility model registration request] In an engine testing device, a bell crank having an arm extending from one end is rotatably pivoted to a fixed member, a driving device such as an air cylinder is connected to one end of a driving crank of the bell crank, and a driving device such as an air cylinder is connected to one end of a driving crank of the bell crank. A locking portion is provided at the end of the driven crank, and an auxiliary bell crank is rotatably pivoted at a proper position on the driven crank, and one end of the drive crank of the auxiliary bell crank and one end of the arm of the bell crank are connected. A spring is stretched between them, and the spring urges the driven crank of the auxiliary bell crank to come into contact with the locking part of the bell crank, and the engine fuel is applied to one end of the driven crank of the auxiliary bell crank. connecting a control rod connected to an adjustment lever, absorbing excess driving force from the drive device by stretching the spring and rotating only the bell crank;
An engine control device characterized in that the fuel adjustment lever and its stopper are configured so as not to be overloaded.