JPS6235869Y2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for a fuel injection pump of an engine in a motor vehicle equipped with a working power extraction device such as a fire engine, a powder pumping vehicle, or a garbage disposal vehicle.

A fuel injection pump for an engine in a vehicle equipped with a power extraction device for work as described above is equipped with a governor that has a fuel control lever that increases or decreases the amount of fuel injection and a rotation control lever that adjusts the engine speed. It is being
In controlling such a fuel injection pump, when driving, the rotation control lever is switched to and held at the maximum rotation position, and the fuel control lever is freely moved between the fuel depletion position and the fuel increase position by operating the accelerator pedal. The fuel control lever is held in the fuel increase position when extracting power for work, and the rotation control lever is rotated within the range of the minimum to maximum rotational speed by operating the power control lever for work. Therefore, the rotation control lever and the fuel control lever must be switched in position and in a freely rotating state when the vehicle is traveling and when extracting power for work. Conventionally, each link mechanism of the rotation control lever and the fuel control lever has been provided with a cylinder device for switching operation. This not only increases costs, but also increases the weight and complicates the configuration of the pressure fluid piping and control device.

The present invention combines multiple lever mechanisms for transmitting various movements into one bracket, and
The above-mentioned conventional problems are solved by making it possible to reliably use a single cylinder as the cylinder device which is the switching drive source.

Embodiments of the present invention will be described below with reference to the drawings. First, in order to facilitate understanding of the structure of the present invention, the basic structure will be explained with reference to FIG. 1 is a fuel injection pump, 2 is a governor, and 3 is a fuel control lever, which rotates between a fuel decrease position L and a fuel increase position H,
It is always biased to rotate toward the fuel depletion position L by an internally installed spring. Reference numeral 4 denotes a rotation control lever that rotates between a minimum rotation speed position I and a maximum rotation speed position F, and is always urged to rotate toward the minimum rotation speed position I by an internal spring.

The basic structure of the present invention for controlling the fuel injection pump 1 having the above structure is as follows.

First bracket BK1 fixed on frame 5
A main accelerator lever 6 is rotatably attached to the main accelerator lever 6 by a pivot shaft 7, and connected to the main accelerator lever 6 by an accelerator pedal (not shown) and an accelerator cable 8. The main accelerator lever 6 has a secondary accelerator lever 9
is rotatably pivoted by a pivot shaft 10 approximately in the center thereof, and moves integrally with the rotation movement of the accelerator main lever 6 using the pivot shaft 7 as a fulcrum, and the pivot shaft 10
The sub accelerator lever 9 itself is configured to rotate independently using the fulcrum as the fulcrum. The upper end of this sub-accelerator lever 9 and the fuel control lever 3 are connected by a pull cable 11.

Next, a second bracket BK2 is fixedly installed on the frame 5 alongside the first bracket BK1.
An operating lever 12 and a switching lever 18 are provided on the second bracket BK2 so as to be rotatable on the same pivot shaft 13.

The operating lever 12 is connected to a working power operating lever (not shown) via a link rod 14 and a clevis 15, and further connected to the rotation control lever 4 via a pull cable 16. A stopper pin 17 is also provided in a protruding manner.

On the other hand, the switching lever 18 is connected to the stopper pin 17.
An engaging portion 19 is formed which comes into contact with the accelerator sub-lever 9, and is further connected to the lower end of the sub-accelerator lever 9 by a rod 22. Also, the second bracket BK
A cylinder 20 is rotatably mounted on the frame 5 near the cylinder 2, and its piston rod is connected to the switching lever 18. 21 is switching lever 1
8 return spring is shown.

Next, the operation of the above configuration will be explained. The state shown now is the state when the vehicle is running. That is, when driving, the rotation control lever 4 must be held at the maximum rotation speed position F, and in this state, the fuel control lever 3 must be controlled between the fuel depletion position L and the fuel increase position H by operating the accelerator pedal. .
Therefore, by retracting the piston rod of the cylinder 20, the switching lever 18 is pivoted and stopped at the illustrated position by the tensile force of the return spring 21. As the switching lever 18 pivots, the engaging portion 19 comes into contact with the stopper piece 17, and the actuating lever 12 is rotated in the same direction and restricted to the illustrated position. This allows the rotation control lever 4 to be connected via the pull cable 16.
is rotated to the maximum rotational speed position F and maintains that state. The rotation control lever 4 is locked at the maximum rotation speed position F, but the fuel control lever 3 is free to rotate.
Accelerator main lever 6 by operating the accelerator pedal
Based on the rotation of the fuel control lever 3, the fuel control lever 3 is controlled via the sub-accelerator lever 9 and the pull cable 11. The pivot point of the rod 22 at the lower end of the accelerator sub lever 9 coincides with the center of rotation of the accelerator main lever 6 by the pivot 7, so even if the accelerator sub lever 9 rotates integrally with the accelerator main lever 6, switching will not occur. The lever 18 is not affected in any way.

When extracting power for work, the fuel control lever 3 is held at the fuel increase position H, and the rotation control lever 4 is moved between the minimum rotation speed position I and the maximum rotation speed position F, and the operation power operation lever (not shown) is pressed. It must be controlled by operation.

The switching operation for this purpose is to pivot the switching lever 18 counterclockwise by extending the piston rod of the cylinder 20 from the illustrated running state. As a result, the stopper piece 17 of the actuating lever 12 and the engaging portion 19 of the switching lever 18 are separated, so that the rotation control lever 4, which had been pulled to the maximum rotation speed position F, is moved to the minimum rotation speed position F by its self-restoring force. It is returned to rotation speed position I. At the same time, the switching lever 18 shifts the rod 22 to the right in the figure, rotates the sub-accelerator lever 9 counterclockwise about the pivot 10, and connects the fuel control lever 3 via the pull cable 11. the fuel depletion position L
Switch from to fuel increase position H. Therefore, by operating the working power operating lever (not shown), the operating lever 1 is activated via the link rod 14 and the clevis 15.
2 and controls the rotation control lever 4 to control the rotational speed of the engine under full load condition when power is taken out for work.

Therefore, the structure of the present invention is based on the principle structure shown in FIG.
The gist is that the actuating lever 12 and the switching lever 18, which are pivotally connected to the BK2, are integrated on one bracket to provide a compact structure.
Its configuration will be explained with reference to FIGS. 2 and 3.

27 is a bracket. First, the accelerator main lever 9 is rotatably connected at its lower end to the bracket 27 via the pivot shaft 7. An accelerator cable 8 connected to an accelerator pedal is connected to the upper end of the accelerator main lever 9. A boss 25 is rotatably supported on a pivot shaft 10 approximately in the center of the main accelerator lever 9, and a substantially central portion of the sub-accelerator lever 9 is integrally connected to the boss 25. The fuel control lever 3 is located at the upper end of the secondary accelerator lever 9.
A pull cable 11 is connected to the pull cable 11, and the lower end is connected to a switching lever 18 and a link 22, which will be described later.

The pivot shaft 13 is fixed to the bracket 27 by the main accelerator lever 6 and the sub-accelerator lever 9. A first boss 23 and a second boss 2 are placed on this pivot 13.
The two bosses 4 and 4 are rotatably supported.
An operating lever 12 and a stopper lever 12b are fixed to the first boss. A link rod 14 that is connected to a working power operating lever is connected to the lower end of the operating lever 12 via a clevis 15, and a pull cable 16 that is connected to the rotation control lever 4 is connected to the upper end 12a.

On the other hand, a switching lever 18, an engagement lever 19, and a drive lever 18a are fixed to the second boss 24. As described above, the switching lever 18 is connected to the lower end of the accelerator sub-lever 9 by a link 22, and the engagement lever 19 is connected to the stopper lever 1.
It is positioned so as to engage with a stopper piece 17 provided on 2b. Further, a piston rod of a cylinder 20 and a return spring 21 are attached to the drive lever 18a, and one end of the cylinder 20 and the return spring 21 is attached to a bracket 27. In addition, 26 is the stopper lever 12b
The spring is shown tensioned between the bracket 27 and the bracket 27.

The operational functions of the above configuration are exactly the same as those of the above-mentioned basic configuration, so a description thereof will be omitted.

As described above, according to the present invention, the link mechanism for automatically switching the positions of the fuel control lever and rotation control lever of the fuel injection pump governor during driving and when extracting working power is integrated into one bracket. , and since the driving source is a single cylinder, the mechanism is miniaturized and the pressure fluid piping configuration is simplified.
Light weight and cost reduction can be achieved.

Furthermore, by making the link mechanism more compact, the link mechanism, which was conventionally installed on the chassis side, can now be installed on the engine side, which eliminates the effects of hunting caused by engine vibrations, which has the advantage of improving operational reliability.

[Brief explanation of the drawing]

FIG. 1 is an explanatory diagram of the basic structure of the present invention, FIG. 2 is a front view of the device of the present invention, and FIG. 3 is a view taken along the arrow in FIG. 1...Fuel injection pump, 2...Governor, 3...
Fuel control lever, 4...Rotation control lever, 6...Accelerator main lever, 9...Accelerator sub lever, 11...Pull cable, 12...
Actuation lever, 12b... Stopper lever, 13...
... Pivot, 14 ... Link rod, 16 ... Pull cable, 17 ... Stopper piece, 18 ... Switching lever, 19 ... Engagement lever, 20 ... Cylinder, 2
3...First boss, 24...Second boss, 25...Boss, 27...Bracket.

Claims (1)

[Scope of utility model registration request] In a fuel injection pump equipped with a governor that has a fuel control lever that increases or decreases the amount of fuel injected and a rotation control lever that adjusts the engine speed, an accelerator that rotates in conjunction with an accelerator pedal is mounted on one bracket body. The main lever is pivotally attached to the main accelerator lever, and the sub-accelerator lever is rotatably pivoted to the substantially central part of the main accelerator lever via a boss, and is further fixed to the bracket body. The first boss and the second boss are rotatably supported on the pivot,
A stop lever having an operating lever and a stopper piece is fixed to the first boss, and a switching lever and an engagement lever and a drive lever that come into contact with the stopper piece are installed to the second boss, and one end of the accelerator sublever is provided. is connected to the fuel control lever, the other end is connected to the switching lever by a link, one end of the actuation lever is connected to the rotation control lever, the other end is connected to the working power control link, and the drive lever is connected to the switching lever. A control device for a fuel injection pump, characterized in that cylinders for use in the fuel injection pump are connected to each other.