JPS6228655Y2 - - Google Patents
Info
- Publication number
- JPS6228655Y2 JPS6228655Y2 JP12425781U JP12425781U JPS6228655Y2 JP S6228655 Y2 JPS6228655 Y2 JP S6228655Y2 JP 12425781 U JP12425781 U JP 12425781U JP 12425781 U JP12425781 U JP 12425781U JP S6228655 Y2 JPS6228655 Y2 JP S6228655Y2
- Authority
- JP
- Japan
- Prior art keywords
- spring
- speed rotation
- governor
- low
- fuel
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 239000000446 fuel Substances 0.000 claims description 30
- 238000002347 injection Methods 0.000 claims description 9
- 239000007924 injection Substances 0.000 claims description 9
- 230000003247 decreasing effect Effects 0.000 claims description 2
- 238000012887 quadratic function Methods 0.000 description 6
- 238000013459 approach Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000009977 dual effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000012886 linear function Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 230000003134 recirculating effect Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
Description
【考案の詳細な説明】
本考案は、エンジンのガバナ装置に関し、エン
ジンの回転速度を高速から低速までのどの値に設
定した場合でも、整定速度変動率及びハンチング
を小さくできるようにすることを目的とする。[Detailed description of the invention] The purpose of the invention is to reduce the settling speed fluctuation rate and hunting when the engine rotational speed is set at any value from high to low speed with respect to the engine governor device. shall be.
遠心錘式ガバナでも空気式ガバナでも、ガバナ
フオースは回転速度に対して２次関数で変化する
のに対し、ガバナスプリングの張力は１次関数で
変化する。このため、第７図に示すようにガバナ
フオースとガバナスプリングの張力との回転速度
に対する変化率Ｆ・S4が互いに１箇所でしか一致
せず、それより低速側ではガバナフオースの変化
率Ｆが小さくなり、整定速度変動率が大きくなる
欠点があり、それより高速側ではガバナフオース
の変化率Ｆが大きくなり、ハンチングが大きくな
る欠点がある。 In both centrifugal weight governors and pneumatic governors, the governor force changes as a quadratic function with respect to rotational speed, whereas the tension of the governor spring changes as a linear function. Therefore, as shown in Fig. 7, the rate of change F・S 4 of the governor force and the tension of the governor spring with respect to the rotational speed matches each other only at one point, and at lower speeds, the rate of change F of the governor force becomes smaller. , there is a drawback that the rate of fluctuation of the settling speed becomes large, and on the higher speed side, the rate of change F of the governor force becomes large, resulting in a drawback that hunting becomes large.
このような欠点を解消するために、本出願人は
第５図及び第６図に示すもの（特公昭55−51085
号発明）を提案した。 In order to eliminate such drawbacks, the present applicant has developed the system shown in Figures 5 and 6 (Japanese Patent Publication No. 55-51085).
No. 2 invention) was proposed.
即ち、デイーゼルエンジンの燃料噴射ポンプの
燃料噴射量が、ガバナレバー３１を介して、ガバ
ナスプリング装置３２で増量側ｒにガバナフオー
スGFで減量側に調節される。ガバナスプリング
装置３２は、バネ定数の小さい低速回転用スプリ
ング３３とバネ定数の大きい高速回転用スプリン
グ３４とを、ガバナレバー３１と調速レバー３５
とに並列状に架け渡して成る。 That is, the fuel injection amount of the fuel injection pump of the diesel engine is adjusted via the governor lever 31 to the increasing side r by the governor spring device 32 and to the decreasing side by the governor force GF. The governor spring device 32 connects a low-speed rotation spring 33 with a small spring constant and a high-speed rotation spring 34 with a large spring constant to a governor lever 31 and a speed control lever 35.
It is constructed by spanning the bridges in parallel.
エンジンの回転速度を調節レバー３５で低速域
r5内に設定した状態では、高速回転用スプリング
３４が長孔３６内を遊動して働かず低速回転用ス
プリング３３のみが働く。これにより、第６図に
示すように、そのスプリング３３の張力の直線状
変化率S5をガバナフオースGFの変化率Ｆの低速
域部分F5にほぼ沿わせる。 Adjust the engine rotation speed in the low speed range with the lever 35
In the state set within r5 , the high-speed rotation spring 34 moves freely within the elongated hole 36 and does not work, and only the low-speed rotation spring 33 works. As a result, as shown in FIG. 6, the linear rate of change S5 of the tension of the spring 33 is made to substantially follow the low speed region portion F5 of the rate of change F of the governor force GF.
また、エンジンの回転速度を高速域r6内に設定
した状態では、低速回転用スプリング３３に加え
て、高速回転用スプリング３４も長孔３６の端部
３６ａに係止して働き出す。これにより、両スプ
リング３３，３４の張力の合力による直線状変化
率S6を、ガバナフオースGFの２次関数変化率Ｆ
の高速域部分F6にほぼ沿わせるようにしたもの
である。 Further, when the rotation speed of the engine is set within the high speed range r6 , in addition to the low speed rotation spring 33, the high speed rotation spring 34 is also engaged with the end 36a of the elongated hole 36 and begins to work. As a result, the linear change rate S 6 due to the resultant force of the tensions of both springs 33 and 34 is changed to the quadratic function change rate F of the governor force GF.
It is designed to almost follow the high-speed region F6 of .
本考案は、上記発明を更に改良したものであ
り、エンジンの回転速度を中速域内に設定した状
態では、低速回転用スプリングの全長のうちの一
部のみを働かせることにより、そのバネ定数を高
めて、その直線状変化率をガバナフオースの変化
率の中速域部分にほぼ沿わせるようにするもので
ある。 The present invention is a further improvement of the above invention, and when the engine speed is set within the medium speed range, the spring constant is increased by working only a part of the total length of the spring for low speed rotation. The linear rate of change is made to approximately follow the medium speed range portion of the rate of change of the governor force.
以下、本考案の実施例を図面に基き説明する。 Embodiments of the present invention will be described below with reference to the drawings.
図面はデイーゼルエンジンの二本ガバナレバー
型遠心錘式ガバナ装置を示し、次のように構成さ
れる。 The drawing shows a dual governor lever type centrifugal weight type governor device for a diesel engine, which is constructed as follows.
即ち、エンジンの停止時には、始動用バネ１で
主ガバナレバー２がその下端部を支点３として燃
料増量側ｒに引かれて、燃料噴射ポンプ４のラツ
ク５を右端の始動用燃料増量位置に引き寄せる。
この状態でエンジンを始動操作すると、混合気の
燃料濃度が濃く、エンジンが容易に始動される。 That is, when the engine is stopped, the starting spring 1 pulls the main governor lever 2 toward the fuel increasing side r with its lower end as the fulcrum 3, and draws the rack 5 of the fuel injection pump 4 to the starting fuel increasing position at the right end.
When the engine is started in this state, the fuel concentration of the air-fuel mixture is high and the engine can be started easily.
エンジン運転中は、ガバナ６のガバナフオース
GFで主ガバナレバー２が燃料減量側ｌに押され
る。これと同時にギアケース１１に枢支される調
速レバー７の内腕部７ａで張り調節されたガバナ
スプリング８で、副ガバナレバー９とトルクスプ
リング装置１０とを介して、主ガバナレバー２が
燃料増量側ｒに引かれる。このガバナ力GFとガ
バナスプリング８の張力との釣合いで、主ガバナ
レバー２が左右に調節移動されて、ラツク５が左
端近くの燃料噴射量最小位置と右端近くの最大位
置との間で自動制御作動される。 While the engine is running, the governor force of governor 6 is
At GF, the main governor lever 2 is pushed to the fuel reduction side l. At the same time, the tension of the governor spring 8 is adjusted by the inner arm 7a of the speed control lever 7, which is pivotally supported by the gear case 11. Attracted to r. The balance between the governor force GF and the tension of the governor spring 8 causes the main governor lever 2 to be adjusted and moved left and right, and the rack 5 is automatically controlled between the minimum fuel injection amount position near the left end and the maximum position near the right end. be done.
エンジンが定格以下の正常負荷運転していると
きは、トルクスプリング装置１０が完全に圧縮さ
れた状態で、ガバナスプリング８の張力とガバナ
フオースGFとが釣合う。定格負荷で運転してい
るときは、トルクスプリング装置１０が完全に圧
縮され、かつ、副ガバナレバー９がギアケース１
１に固定の燃料制限ネジ１２に受止められた状態
になる。そして、過負荷運転時には、副ガバナレ
バー９が燃料制限ネジ１２に受止められた状態
で、トルクスプリング装置１０が伸縮作動して、
トルクスプリング装置１０のトルクスプリング１
３の張力がガバナフオースGFと釣合う。 When the engine is operating under a normal load below the rated value, the tension of the governor spring 8 and the governor force GF are balanced with the torque spring device 10 being completely compressed. When operating at the rated load, the torque spring device 10 is fully compressed and the sub-governor lever 9 is in the gear case 1.
It is in a state where it is received by the fuel restriction screw 12 fixed at 1. During overload operation, the torque spring device 10 expands and contracts with the sub-governor lever 9 being received by the fuel restriction screw 12.
Torque spring 1 of torque spring device 10
The tension of 3 balances the governor force GF.
ガバナスプリング８は高速回転用スプリング１
４と低速回転用スプリング１５とで構成され、高
速回転用スプリング１４よりも低速回転用スプリ
ング１５の方がバネ定数が小さく、低速回転用ス
プリング１５は高速回転用スプリング１４内に非
接触状に挿嵌される。この状態で、各スプリング
１４，１５の各両端のフツク１４ａ，１４ｂ，１
５ａ，１５ｂが、調速レバー内腕部７ａと副ガバ
ナレバー９とに形成した両係止孔１６，１７に亘
つて並列状に嵌入係合される。 Governor spring 8 is spring 1 for high speed rotation.
4 and a low-speed rotation spring 15, the low-speed rotation spring 15 has a smaller spring constant than the high-speed rotation spring 14, and the low-speed rotation spring 15 is inserted into the high-speed rotation spring 14 in a non-contact manner. be fitted. In this state, hooks 14a, 14b, 1 at both ends of each spring 14, 15
5a and 15b are fitted and engaged in parallel across both locking holes 16 and 17 formed in the speed governor lever inner arm portion 7a and the sub-governor lever 9.
副ガバナレバー９に形成した係止孔１７は長孔
に形成される。低速回転用スプリング１５が自由
長になつた状態で、高速回転用スプリング１４の
片方のフツク部１４ｂが長孔状係止孔１７の両端
部間の外端部寄り箇所に位置するとともに、その
コイル先端部１４ｃが副ガバナレバー９の内側縁
１８に達しない程度に接近する。 The locking hole 17 formed in the sub-governor lever 9 is formed into a long hole. When the low-speed rotation spring 15 has a free length, one hook portion 14b of the high-speed rotation spring 14 is located near the outer end between both ends of the elongated locking hole 17, and the coil The tip portion 14c approaches the inner edge 18 of the sub-governor lever 9 to the extent that it does not reach it.
低速回転用スプリング１５の途中部に環状のス
トツパー２３が固定され、高速回転用スプリング
１４のコイル先端部１４ｃのコイル径が小さくな
つてストツパー２４を形成している。 An annular stopper 23 is fixed in the middle of the spring 15 for low-speed rotation, and a stopper 24 is formed by reducing the diameter of the coil tip 14c of the spring 14 for high-speed rotation.
エンジンが低速回転域r1で運転する状態ではフ
ツク１４ｂが長孔状係止孔１７内を遊動して、高
速回転用スプリング１４が全く働かず、低速回転
用スプリング１５のみがその全長に亘つて伸縮し
て、ラツク５を燃料増量側ｒに弾圧する。これに
より、そのバネ定数が小さく、そのバネ張力の直
線状変化率S1は、第４図に示すようにガバナフオ
ースGFの２次関数変化率Ｆの低速域部分F1にほ
ぼ沿う。 When the engine is operating in the low speed rotation range r1 , the hook 14b moves freely in the long locking hole 17, the high speed rotation spring 14 does not work at all, and only the low speed rotation spring 15 operates over its entire length. It expands and contracts to press the rack 5 to the fuel increasing side r. As a result, the spring constant is small, and the linear rate of change S1 of the spring tension approximately follows the low speed region portion F1 of the quadratic function change rate F of the governor force GF, as shown in FIG.
エンジンが中速回転域r2で運転する状態では、
ストツパー２３がストツパー２４で受止められ
て、低速回転用スプリング１５がストツパー２３
よりも先の部分１５ｘのみが伸縮して、ラツク５
を燃料増量側ｒに弾圧する。これにより、バネ定
数が少し大きくなり、そのバネ張力の直線変化率
S2は、ガバナフオースGFの２次関数変化率Ｆの
中速域部分F2にほぼ沿う。 When the engine is operating in the medium speed range R2 ,
The stopper 23 is received by the stopper 24, and the low speed rotation spring 15 is received by the stopper 23.
Only the part 15x ahead of 15x expands and contracts, making it easy 5
is forced to the fuel increase side r. This makes the spring constant a little larger and the linear rate of change of that spring tension
S 2 substantially follows the medium speed region portion F 2 of the quadratic function change rate F of the governor force GF.
そして、エンジンが高速回転域r3で運転する状
態では、フツク１４ｂが長孔状係止孔１７の右端
部に係止して、高速回転用スプリング１４が働き
出し、この高速回転用スプリング１４と低速回用
スプリング１５との合力が、ラツク５を燃料増量
側ｒに弾圧する。これにより、その合力のバネ定
数がさらに大きくなり、そのバネ張力の直線状変
化率S3は、ガバナフオースGFの２次関数変化率
Ｆの高速域部分F3にほぼ沿う。 When the engine is operating in the high-speed rotation range r3 , the hook 14b is engaged with the right end of the elongated locking hole 17, and the high-speed rotation spring 14 is activated. The resultant force with the low-speed recirculating spring 15 presses the rack 5 toward the fuel increase side r. As a result, the spring constant of the resultant force is further increased, and the linear rate of change S3 of the spring tension approximately follows the high-speed region portion F3 of the quadratic function change rate F of the governor force GF.
なお、符号１９はハイアイドリングバネであ
り、これは無負荷運転時のラツク５のハンチング
を防止する。２０はエンジン停止レバーであり、
これはメインスイツチをエンジン停止位置に投入
したときに、回転ソレノイド２１の作動で、主ガ
バナレバー２の先端の係止部２２を左方に押し動
かせることにより、ラツク５を左端の燃料カツト
位置に移動させて、エンジンを停止させる。 Incidentally, reference numeral 19 is a high idling spring, which prevents the rack 5 from hunting during no-load operation. 20 is an engine stop lever;
When the main switch is turned to the engine stop position, the rotating solenoid 21 is activated to push the locking part 22 at the tip of the main governor lever 2 to the left, thereby moving the rack 5 to the leftmost fuel cut position. and stop the engine.
なお、本考案はガソリンエンジンガバナ装置に
使用することもでき、この場合は燃料噴射ポンプ
のラツクの代りに気化器のスロツトル弁を制御す
る。 It should be noted that the present invention can also be used in a gasoline engine governor system, in which case the throttle valve of the carburetor is controlled instead of the rack of the fuel injection pump.
本考案は上記のように構成され、作用すること
から次の効果を奏する。 Since the present invention is constructed and operated as described above, it has the following effects.
即ち、第４図に示すように、ガバナスプリング
装置の張力のエンジン回転速度に対する変化率
S1，S2，S3が、ガバナフオースの２次関数変化率
Ｆに対して、低速域r1及び高速域r3の両方でほぼ
沿ううえ、中速域r2においても沿う。これによ
り、エンジンを低速・中速・高速のどの設定回転
速度域r1，r2，r3で運転する場合においても、整
定速度変動率を小さくできるうえ、ハンチングを
小さくして安定性を高めることができる。 That is, as shown in Fig. 4, the rate of change of the tension of the governor spring device with respect to the engine rotation speed
S 1 , S 2 , and S 3 approximately follow the quadratic function change rate F of the governor force in both the low speed range r 1 and the high speed range r 3 , and also in the medium speed range r 2 . As a result, when the engine is operated in any of the set rotational speed ranges r 1 , r 2 , and r 3 - low, medium, and high speeds - it is possible to reduce the rate of fluctuation in the settling speed, and it also reduces hunting and improves stability. be able to.
しかも、そのための構造は、第５図に示す先に
提案した発明の低速回転用スプリング１５と高速
回転用スプリング１４とに第２図に示すようにス
トツパー２３，２４を追加するだけで済み、簡単
に安価に実施できる。 Moreover, the structure for this purpose is simple, as it only requires adding stoppers 23 and 24 as shown in FIG. 2 to the spring 15 for low speed rotation and the spring 14 for high speed rotation of the previously proposed invention shown in FIG. It can be carried out at low cost.
図面は本考案の実施例を示し、第１図はエンジ
ンのガバナ装置部分の縦断正面図、第２図はガバ
ナスプリング装置部分の拡大図、第３図はストツ
パーの斜視図、第４図はエンジンの回転速度に対
するガバナフオース及びガバナスプリング装置の
張力の変化特性曲線図、第５図は先に提案した発
明のガバナスプリング装置部分の拡大図、第６図
は第５図の装置のガバナフオース及びガバナスプ
リング装置の張力の変化特性曲線図、第７図は従
来品のガバナフオースとスプリング張力との変化
曲線図である。
４……燃料供給器、６……ガバナ、７……調速
レバー、８……ガバナスプリング装置、９……燃
料供給量の調節具、１４……高速回転用スプリン
グ、１５……低速回転用スプリング、１５ｘ……
先寄り部分、２３，２４……ストツパー、GF…
…ガバナフオース、ｌ……燃料減量側、ｒ……燃
料増量側。
The drawings show an embodiment of the present invention, in which Fig. 1 is a longitudinal sectional front view of the governor device part of the engine, Fig. 2 is an enlarged view of the governor spring device part, Fig. 3 is a perspective view of the stopper, and Fig. 4 is the engine. FIG. 5 is an enlarged view of the governor spring device of the previously proposed invention, and FIG. 6 shows the governor force and governor spring device of the device shown in FIG. 5. FIG. 7 is a characteristic curve diagram of the change in tension of the conventional product. 4... Fuel supply device, 6... Governor, 7... Speed regulating lever, 8... Governor spring device, 9... Fuel supply amount adjuster, 14... Spring for high speed rotation, 15... For low speed rotation Spring, 15x...
Leading part, 23, 24...stopper, GF...
...Governor flow, l...Fuel reduction side, r...Fuel increase side.
Claims (1)
９を、ガバナスプリング装置８の張力で燃料増量
側ｒに弾圧するとともに、ガバナ６のガバナフオ
ースGFで燃料減量側ｌに押圧するように構成
し、ガバナスプリング装置８はバネ定数の小さい
低速回転用スプリング１５とバネ定数の大きい高
速回転用スプリング１４とを燃料供給量の調節具
９と調節レバー７とに並列状に架け渡して構成
し、低速回転用スプリング１５の途中と高速回転
用スプリング１４とにストツパー２３，２４を設
け、エンジンの低速回転状態では、低速回転用ス
プリング１５がその全長に亘つて伸縮して燃料噴
射量の調節具９を燃料増量側ｒに弾圧し、中速回
転状態では、ストツパー２３，２４の接当により
低速回転用スプリング１５の途中部が高速回転用
スプリング１４で受止められて、低速回転用スプ
リング１５の途中部よりも先寄りの部分１５ｘの
みが燃料噴射量の調節具９を燃料噴射側ｒに弾圧
し、かつ、高速回転状態では、低速回転用スプリ
ング１５と高速回転用スプリング１４との合力が
燃料噴射量の調節具９を燃料増量側ｒに弾圧する
ように構成したことを特徴とするエンジンのガバ
ナ装置。 The fuel supply amount adjuster 9 of the engine fuel supply device 4 is configured to be pressed to the fuel increasing side r by the tension of the governor spring device 8, and to be pressed to the fuel decreasing side l by the governor force GF of the governor 6, The governor spring device 8 is composed of a low-speed rotation spring 15 with a small spring constant and a high-speed rotation spring 14 with a large spring constant, which are connected in parallel to the fuel supply amount adjuster 9 and the adjustment lever 7. Stoppers 23 and 24 are provided in the middle of the high-speed rotation spring 15 and on the high-speed rotation spring 14, and when the engine is in a low-speed rotation state, the low-speed rotation spring 15 expands and contracts over its entire length to control the fuel injection amount adjuster 9. In the middle speed rotation state, the middle part of the spring 15 for low speed rotation is received by the spring 14 for high speed rotation due to the contact between the stoppers 23 and 24, and the middle part of the spring 15 for low speed rotation is held by the spring 14 for high speed rotation. Only the front portion 15x presses the fuel injection amount adjuster 9 toward the fuel injection side r, and in a high-speed rotation state, the resultant force of the low-speed rotation spring 15 and the high-speed rotation spring 14 controls the fuel injection amount. A governor device for an engine, characterized in that the adjuster 9 is configured to press the adjustment tool 9 toward the fuel increase side r.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12425781U JPS5829133U (en) | 1981-08-21 | 1981-08-21 | engine governor device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12425781U JPS5829133U (en) | 1981-08-21 | 1981-08-21 | engine governor device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5829133U JPS5829133U (en) | 1983-02-25 |
| JPS6228655Y2 true JPS6228655Y2 (en) | 1987-07-23 |
Family
ID=29918134
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP12425781U Granted JPS5829133U (en) | 1981-08-21 | 1981-08-21 | engine governor device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5829133U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH03264126A (en) * | 1990-03-14 | 1991-11-25 | Honda Motor Co Ltd | Forming method and die for products with opening |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60105837U (en) * | 1983-12-23 | 1985-07-19 | 株式会社クボタ | Engine governor hunting prevention mechanism |
| JP2614143B2 (en) * | 1990-08-13 | 1997-05-28 | 浩治 満尾 | Hydraulic materials and methods of manufacturing, curing, and curing rooms for hydraulic materials |
-
1981
- 1981-08-21 JP JP12425781U patent/JPS5829133U/en active Granted
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH03264126A (en) * | 1990-03-14 | 1991-11-25 | Honda Motor Co Ltd | Forming method and die for products with opening |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5829133U (en) | 1983-02-25 |
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