JPS6343394Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] This invention relates to a centrifugal speed governor that controls the rotational speed of an engine.

[Prior Art] Conventionally, as this type of speed governor, one shown in FIG. 3 has been implemented. In the figure, reference numeral 1 denotes a camshaft that is supported by a housing 2 via a bearing 3 and rotates in conjunction with an engine (not shown), with a gear 6 having a governor weight 5 at one end 4.
is attached, and a support hole 8 along the axial direction 7 is formed in the axial center. Further, in the support hole 8 of the camshaft 1, a round bar-shaped governor rod 9 is installed.
is loosely fitted, and the collar 1 is press-fitted and fixed to this.
0 engages with the notch 11 of the governor weight 5. The collar 10 is set to rotate integrally with the gear 6 and the camshaft 1 by engaging with a pin 49 (see FIG. 4) fixed to the gear 6.

12 is an arm body, which is an engine fuel supply device;
For example, in this example, the rotation of the engine is kept constant by controlling the amount of fuel supplied in conjunction with the fuel injection pump 35. The arm body 12 includes a floating arm 13, a governor arm 14, and a governor link 15, and controls the fuel injection pump 35.

As shown in FIG. 4, a control mechanism 44 consisting of a control lever 40, a shaft body 41, an arm 42, and a spring 43 is provided at the upper part of the housing 2. By operating the accelerator lever (not shown), the control lever 40 is rotated, and the shaft body 41, arm 42, spring 16 in FIG. 3, rod 14, and governor arm pin 45 are rotated.
By moving the governor link 15 in the directions of arrows 25 and 26, the amount of fuel supplied by the fuel injection pump 35 can be adjusted and the engine speed can be set to a predetermined value.

Next, the operation of the above configuration will be explained.

When the engine is driven and the camshaft 1 rotates, the cam 3 provided on the camshaft 1 rotates.
6 drives the fuel injection pump 35. On the other hand, the governor rod 9 is moved by the centrifugal force of the governor weight 5, which rotates integrally with the camshaft 1.
Since it rotates in the direction of arrow 18 around pin 17,
The collar 1 also rotates integrally with the camshaft 1.
0 and moves in the axial direction 7 until the centrifugal force of the governor weight 5 corresponding to the rotation of the camshaft 1 and the preset spring force of the spring 16 are balanced. This allows the governor rod 9
The tip 9a of the floating arm 13 presses the tip 19 of the floating arm 13.
is rotated around the shaft 20, and in conjunction with this, the governor link 15 is moved in the directions of arrows 25 and 26.

By moving the governor link 15, the amount of fuel ejected from the fuel injection pump 35 connected thereto is controlled, and if the governor link 15 moves in the direction of arrow 25, the rotation speed increases, and if it moves in the direction of arrow 26, the number of revolutions increases. Decrease rotation speed. That is, the governor rod 9 moves in the axial direction 7 in accordance with the engine speed, and the arm body 12 moves in conjunction with this to control the fuel injection pump 35 and operate to keep the engine speed constant.

[Problems to be solved by the invention] In the above configuration, the collar 10 is connected to the governor rod 9.
As shown in FIG.
is pressed, and the tip 9 of the governor rod 9
A is a flat surface, and the tip 19 is a spherical surface, and since they operate with relative speed, the tip 9a of the governor rod 9 wears out as shown by the broken line in FIG. 6. As a result, the amount of rotation of the floating arm 13 is no longer accurately proportional to the amount of movement of the governor rod 9, and the original performance of the governor remains unchanged even if the output fluctuates, as shown by the solid line a in FIG. Although the rotational speed of the governor rod 9 has a characteristic of being almost constant, as shown by the broken line, curves b and c gradually slope from the vertical direction depending on the amount of wear of the governor rod 9, and the speed control performance is significantly deteriorated.

Furthermore, since the attitude (inclination) of the floating arm 13 in FIG. 6 changes depending on the rotation speed,
Since the contact point between the tip 19 of the floating arm 13 and the tip 9a of the governor rod 9 moves slightly depending on the rotation speed, wear occurs particularly at the specific contact point where they come into contact at around the normal rotation speed Ro, which is controlled to a constant rotation speed. So-called "uneven wear" occurs, where the amount of wear is large and the amount of wear at the contact points at other rotational speeds is small. As a result, as shown by the curve d in FIG. 7, a problem occurs in which the output is greatly reduced near the normal rotation speed Ro, which also reduces the regulating performance.

This invention was made in order to eliminate the above-mentioned conventional drawbacks, and it is an object of the present invention to provide a speed governor in which the tip of the governor rod hardly wears out, uneven wear does not occur, and speed control performance does not deteriorate. With the goal.

[Means for Solving the Problems] In order to achieve the above object, this invention loosely fits the governor rod that presses the arm body into the collar body that rotates in conjunction with the engine, and
The tip has a cylindrical surface that makes line contact with the tip of the governor rod.

[Function] According to the above structure, since the governor rod is loosely fitted to the collar body, the relative rotational speed between the governor rod and the tip of the arm body is reduced, and wear of this portion is suppressed. Furthermore, since the tip and the tip of the governor rod are in line contact, local wear is more suppressed than in the case of point contact.

Furthermore, the main wear surface is the contact surface between the governor rod and the collar body. Even if the engine speed changes, the relative posture between the governor rod and the collar body does not change, so frictional force is always applied to the entire contact surface regardless of the engine speed, and the entire surface wears out evenly. No uneven wear occurs.

[Example] Hereinafter, an example of this invention will be described with reference to the drawings. In the following description, the same or equivalent parts as in FIGS. 3 and 4 are given the same reference numerals, and detailed description thereof will be omitted.

In FIG. 1, reference numeral 10 denotes a collar body that is engaged with a pin 49 provided on the gear 6 and rotates together with the camshaft 1. This collar body 10 is rotated by the rotation of the governor weight 5 in the direction of the arrow 18, so that the engine It moves in the axial direction 7 by an amount corresponding to the number of rotations.

As shown in FIG. 2, the governor rod 9 consists of a small-diameter shaft portion 91 and a large-diameter head portion 92 formed at the tip thereof, and the shaft portion 91 is connected to the axial center of the camshaft 1. It is loosely fitted into a support hole 8 provided in the camshaft 1, so that it can slide relative to the camshaft 1 in the rotational direction and the axial direction 7. Further, the governor rod 9 is loosely fitted into an insertion hole 50 provided at the axial center of the collar body 10, thereby causing a relative sliding movement in the rotational direction with respect to the collar body 10. ,and,
A stepped portion 93 between the shaft portion 91 and the head 92 is pressed by the collar body 10 and is set to move together with the collar body 10 in the axial direction 7.

Furthermore, in the conventional example shown in FIGS. 3 and 4, the tip 19 of the floating arm 13
is formed into a spherical surface and is brought into point contact with the governor rod 9, but the chip 19A in FIG.
has a cylindrical surface, so that the governor rod 9 and the tip 19A are in line contact in the horizontal direction.

In the above configuration, when the camshaft 1 shown in FIG. 1 rotates due to the drive of the engine, the governor weight 5 and the collar body 10 also rotate integrally.
In this state, the governor weight 5 is rotated in the direction of the arrow 18 by centrifugal force, so the collar body 10 moves in the axial direction 7, and the stepped portion 93 in FIG. 2 of the governor rod 9 is also pressed by the collar body 10. and move in the axial direction 7.

At this time, the step 93 of the governor rod 9 is constantly pressed by the collar 10, and there is no gap between the step 93 and the collar 10, so the governor rod 9 and the collar 10 are completely integrated. Moving. Therefore, as in the conventional case in which the governor rod 9 is press-fitted into the collar body 10, the amount of movement of the governor rod 9 is exactly proportional to the engine rotation speed (the centrifugal force that the governor weight 5 receives), and this proportional relationship is Since there is no possibility that the centrifugal force changes depending on the magnitude of the centrifugal force, that is, the magnitude of the force that presses the collar body 10 in the axial direction 7, the speed regulating performance is maintained at a high level.

Due to the movement of the governor rod 9, the tip end 9a of the governor rod 9 is moved to the floating arm 13.
Although the governor rod 9 presses the tip 19A, the governor rod 9 slides in the direction of rotation with respect to the collar body 10, so the relative rotational speed between the governor rod 9 and the tip 19A is reduced, and wear of this portion is suppressed. Furthermore, since the governor rod 9 and the tip 19A are in line contact rather than point contact, local wear is reduced, and deterioration of speed control performance over time is more effectively prevented.

Furthermore, "uneven wear" is prevented for the following reasons.

First, considering the contact surface, since the shaft portion 91 of the governor rod 9 is loosely fitted into the support hole 8 of the camshaft 1 as in the conventional case, there is no wear contact between the support hole 8 and the shaft portion 91. Therefore, the contact surface is between the collar body 10 and the stepped portion 93 of the governor rod 9, as shown in FIG.
, surface B between the tip 9a of the governor rod 9 and the tip 19A, and surface C between the governor weight 5 and the collar body 10. Among them, since the governor weight 5 and the collar body 10 rotate integrally, there is no relative slip on the C surface, so the wear contact surface where relative slip occurs is the same as the remaining A
They are side and B side.

Here, the frictional force acting on surface B is proportional to the pressing force in the axial direction by the governor weight 5, so it is the same whether it is a point contact or a line contact.
In the case of point contact, the point of contact is located at the axis of the governor rod, so the effect of the tip to stop the rotation of the governor rod due to frictional force is extremely weak.
Since surface B in this design is a line contact, the contact part extends in the radial direction through the axis of the governor rod 9. Since the contact part is a certain distance away from the axis, the frictional force is a constant moment around the axis. The effect of stopping the rotation of the governor rod 9 becomes stronger. As a result, the relative slippage between the governor rod 9 and the chip 19A is reduced on the B surface where they are in line contact.

Therefore, it becomes possible to move the relative slip to the A plane, and make this A plane mainly responsible for the relative slip. In other words, a large relative slip occurs on the A side,
Wear is concentrated on the A side. However, even if the engine speed changes, the relative posture between the governor rod 9 and the collar body 10 does not change, so a frictional force is always applied to the entire surface of surface A regardless of the engine speed, and the entire surface is evenly distributed. wear out. Therefore, on surface A, which is the main sliding surface, uneven wear, where only a specific part wears significantly at normal rotation speeds, will not occur, and problems such as a large drop in engine output near normal rotation speeds will be prevented. , speed control performance is maintained at a high level.

In this way, the wear of the tip 9a and the tip 19A of the governor rod 9 is effectively suppressed, and as a result, the occurrence of uneven wear near the normal rotation speed is prevented, and as a result, the adjustment performance is as shown by the solid line a in FIG. Maintain good condition as indicated by.

[Effects of the invention] As explained above, according to this invention, the deterioration of the speed control performance over time due to wear at the tip of the governor rod, and the deterioration of the speed control performance due to uneven wear near the normal rotation speed. It is possible to provide a speed governor that does not cause

[Brief explanation of the drawing]

Fig. 1 is a partially cutaway side view showing a speed governor according to an embodiment of this invention, Fig. 2 is a side view showing main parts of the same embodiment, and Fig. 3 is a side view showing a conventional speed governor. Fig. 4 is a cross-sectional view taken along line B-B in Fig. 3, Fig. 5 is a side view showing the main parts of the conventional example, and Fig. 6 shows a worn state of the governor rod. The side view, FIG. 7, is a graph showing the speed governing performance of the speed governor. 1...Shaft, 5...Governor weight, 7...
...Axis direction, 9...Governor rod, 9a...Tip, 10...Brim body, 12...Arm body, 19A
... Chip, 91 ... Shaft, 92 ... Head, 93
...Danbe.

Claims (1)

[Claims for Utility Model Registration] A shaft that rotates in conjunction with the engine, a governor weight that rotates integrally with the shaft, and a centrifugal force of the governor weight that rotates integrally with the shaft and that responds to the rotational speed of the engine. It consists of a collar body that moves in the axial direction according to the difference between the spring force and the set spring force, a small diameter shaft part and a large diameter head at the tip, and the shaft part is connected to a support hole formed in the shaft center of the shaft. is loosely fitted into the insertion hole formed in the shaft center of the collar body, causing a relative sliding movement in the rotational direction with respect to the shaft and the collar body, and the collar body allows the shaft portion and the head The tip includes a governor rod that moves in the axial direction integrally with the collar body when the step between the governor rod and the tip is pressed, and an arm that swings when pressed by the tip of the governor rod via the tip. , a speed governor that has a cylindrical surface that makes line contact with the tip of the governor rod.