JPWO2015122521A1 - Engine governor device and engine - Google Patents

Abstract

The governor device includes a first lever and a second lever. The first lever includes a force receiving portion that receives a force based on the rotational speed of the crankshaft, a rack locking groove that locks the rack, and a one-side biasing force receiving portion that receives a force from the starting spring. The second lever has a biasing force receiving portion on the other side that receives a force from the starting spring. Each of the first and second levers is rotatable around the shaft member. One end of the regulator spring is locked to the second lever.

Description

  The present invention relates to an engine governor device and an engine. The present invention also relates to an engine governor device and an engine that are preferable when mounted on an agricultural machine such as a tiller or a rice transplanter.

  Conventionally, as an engine governor device, there is one described in JP 2001-271657 A (Patent Document 1). The governor device includes a first lever and a second lever. A governor weight is connected to the input portion of the first lever, and a fuel injection pump adjuster is connected to the output portion of the first lever. The second lever is connected to the speed control lever via a regulator spring. Since this governor device is provided with the second lever in addition to the first lever, the starting increase of fuel injection can be increased and the maximum output can be increased as compared with the governor device having only one lever.

JP 2001-271657 A

  Since the conventional governor device includes two levers, the starting increase in fuel injection can be increased and the maximum output can be increased. However, the conventional governor apparatus cannot control the rotational speed at the start (release) of the start increase, and cannot properly adjust the start (release) of the start increase in which a lot of fuel is injected. And the engine speed increase range may extend to the normal engine speed range, and smoke (blue-white smoke (unburned fuel generated due to blow) or black smoke) caused by engine blow-off occurs. There is a problem that the engine life is also reduced.

  SUMMARY OF THE INVENTION An object of the present invention is to provide an engine governor device and an engine that can easily control the engine speed increase range and suppress the generation of smoke.

In order to solve the above-described problems, an engine governor device of the present invention provides:
A first biasing member having one end and the other end;
A force receiving portion that receives a force based on the rotational speed of the crankshaft, a metering device locking portion that locks a metering device capable of adjusting the fuel injection amount, and a force from one end of the first biasing member. A first lever that has a one-side biasing force receiving portion that is received, and is rotatable about a first fulcrum;
A second lever that has a biasing force receiving portion on the other side that receives a force from the other end of the first biasing member, and is rotatable around a second fulcrum;
The second lever has one end locked to the second lever, and can apply a force to the second lever to rotate the second lever in the rotation direction on one side with respect to the second fulcrum. 2 urging members.

  The above-mentioned requirement of “receiving force” is that each of the force receiving portion, the one side biasing force receiving portion and the other side biasing force receiving portion receives a force in any rotational speed region of the engine. If it is, it shall be satisfied.

  The first biasing member is disposed between the one side biasing force receiving portion of the first lever and the other side biasing force receiving portion of the second lever, and applies a force to these receiving portions. I can do it. For example, the first urging member does not have to be in direct contact with at least one of the one-side urging force receiving portion and the other-side receiving portion. You may connect with the one receiving part.

  According to the present invention, the first urging member includes the first urging member that can apply force to the one side urging force receiving portion of the first lever and the other side urging force receiving portion of the second lever. By adjusting the urging force, the movement of the first lever and the second lever can be adjusted, and the position of the metering tool can be adjusted via the first lever. That is, the urging force of the first urging member can be introduced as a new parameter for adjusting the position of the metering tool, and the degree of freedom in adjusting the position of the metering tool can be increased. Therefore, by adjusting parameters such as the urging force of the first urging member, the operating rotational speed range that is increased at the time of starting can be made a rotational speed range lower than the steady rotational speed range of the engine, and smoke (blue and white smoke, black Smoke) can be suppressed.

In one embodiment,
The first fulcrum and the second fulcrum are on the same first axis.

  According to the above embodiment, the first fulcrum that is the rotation fulcrum of the first lever and the second fulcrum that is the rotation fulcrum of the second lever are located on the same first axis. Therefore, the torque can be easily calculated, and an appropriate torque curve can be easily realized particularly in the low speed range. Moreover, according to the said embodiment, since a 1st fulcrum and a 2nd fulcrum are on the same 1st axis | shaft, a number of parts can also be reduced.

In one embodiment,
The first biasing member is disposed so as to surround the second axis,
A third urging member is provided so as to surround the second axis.

  According to the above embodiment, the urging force of the third urging member can be introduced as a new parameter, and when a load is applied, the metering tool can be moved by the third urging member to increase the fuel. It becomes possible. Therefore, it is difficult for the engine speed to decrease when a load is applied.

In one embodiment,
A reinforcing portion for increasing rigidity is provided.

  If the governor device is deformed when a load is applied, the metering tool cannot be moved to a desired position due to the deformation, and a desired amount of fuel may not be increased.

  According to the embodiment, since the reinforcing portion that increases the rigidity is provided, deformation of the governor device can be suppressed. Therefore, the torque calculation result can be executed more accurately, and a reliable torque rise performance can be ensured.

  Moreover, the engine of this invention is provided with the governor apparatus of the engine of this invention, It is characterized by the above-mentioned.

  According to the present invention, it is possible to make the operating rotational speed range of the fuel injection increase amount at the start time lower than the engine steady rotational speed range, and to suppress the generation of smoke.

  According to the governor device of the present invention, it is possible to make the operating rotational speed region of the fuel injection start-up amount increased to a rotational speed region lower than the engine steady rotational region, and to suppress the generation of smoke.

It is a perspective view of the principal part of the horizontal water-cooled diesel engine of one Embodiment of this invention. It is a figure for demonstrating the moving direction of the piston of the said horizontal water cooling dee engine, and is a longitudinal cross-sectional view of the principal part of a horizontal water cooling dee engine. It is a perspective view which shows the regulator handle | steering-wheel and governor apparatus of the said horizontal water-cooled diesel engine. It is a perspective view of a governor apparatus. It is a schematic cross section when the governor device is cut by a plane including the central axis of the shaft member surrounded by the starting spring and the height direction of the engine. It is a figure for demonstrating operation | movement of a governor apparatus in detail, and is a figure when the governor apparatus is seen from the upper direction of an engine. It is a figure when the governor apparatus is seen from the side of the engine. In the engine, it can be realized by appropriately adjusting the spring constant of the regulator spring, the spring constant of the starting spring, the spring constant of the Anglich spring, the maximum value that S can take, and the maximum value that A can take. It is the schematic which shows the relationship between shaft torque (engine output) and fuel flow volume, and the rotational speed of a crankshaft.

  Hereinafter, the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a perspective view of a main part of a horizontal water-cooled diesel engine according to an embodiment of the present invention.

  As shown in FIG. 1, this horizontal water-cooled diesel engine (hereinafter simply referred to as an engine) includes a cylinder body 1, a sub tank 3, a flywheel 4, an intake pipe 5, an outlet 6, an air cleaner 7, A muffler 8 is provided.

  Radiator water is returned to the sub-tank 3. The flywheel 4 is provided in order to increase the moment of inertia of the rotating system and moderate the change in rotational speed. The flywheel 4 is rotated and used as an energy source for storing kinetic energy and applying torque to another machine element.

  The engine further includes a crankshaft (not shown) and a cylinder (not shown). The crankshaft passes through the center of the flywheel 4 and extends in a direction substantially perpendicular to the flywheel 4. The cylinder extends in the horizontal longitudinal direction. A piston attached to the crankshaft advances and retreats in the cylinder.

  The air that has passed through the air cleaner 7 is supplied to the combustion chamber in the cylinder via the intake pipe 5. Moreover, diesel fuel is combusted in a combustion chamber by supplying diesel fuel to a combustion chamber from a fuel injection nozzle (not shown). Accordingly, the piston is moved, the crankshaft is rotated, and the load member is driven. The high-temperature exhaust gas generated in the combustion chamber passes through the muffler 8 and the jet outlet 6 in order to attenuate the exhaust sound, and then is discharged into the atmosphere. The jet outlet 6 plays a role of changing the direction of exhaust from the muffler 8.

  In FIG. 1, reference numeral 10 is a regulator handle. By moving the regulator handle 10, the fuel injection amount at the time of starting the engine can be increased or decreased via a governor device shown below.

  FIG. 2 is a view for explaining the moving direction of the piston 16 of the engine, and is a longitudinal sectional view of the main part of the engine.

  In the longitudinal section of the engine of FIG. 2, the crankshaft 35 extends in a direction perpendicular to the paper surface. The piston 16 moves laterally with respect to the cylinder block 15. The piston 16 advances and retreats in the cylinder 17 in the direction indicated by the arrow A in FIG. Diesel fuel is injected from the fuel injection nozzle 18 into the combustion chamber 19 at an appropriate timing.

  FIG. 3 is a perspective view showing the regulator handle 10 and the governor device 11.

  As shown in FIG. 3, the governor device 11 includes a first lever 21, a second lever 22, a coil spring (hereinafter referred to as a starting spring) 23 as an example of a first biasing member, and a second biasing member. As an example, a coil spring (hereinafter referred to as a regulator spring) 24 is provided. The first lever 21 has a force receiving portion 28 and a rack locking groove 29 as an example of a metering device locking portion. Although it is preferable that the starting spring 23 is composed of a compression coil spring, it is possible to stabilize the spring load. However, the starting spring 23 may be composed of a tension coil spring or other springs. Also good.

  This engine includes a governor weight 40 and a governor sleeve 41. The governor weight 40 is directly connected to the crankshaft 35. The governor sleeve 41 is externally fitted to the crankshaft 35 so as to be slidable in the axial direction of the crankshaft 35. The force receiving portion 28 of the first lever 21 overlaps the stepped portion 42 of the governor sleeve 41 in the axial direction of the governor sleeve 41.

  As shown in FIG. 3, the first lever 21 can be rotated about the central axis of a shaft member 37 extending linearly. The central axis of the shaft member 37 constitutes a first axis. The rack locking groove 29 is a through groove. A rack 38 as a metering tool is held in the rack locking groove 29 in a state of extending substantially parallel to the shaft member 37. Although not described in detail, the engine has a known mechanism that cooperates with the rack 38. By using this known mechanism, the injection amount injected from a fuel injection pump (not shown) can be made to correspond to the position of the rack 38. The amount of fuel injected from the fuel injection pump is adjusted by adjusting the position of the rack 38.

  The second lever 22 has a lower end surface that contacts the upper end surface of the first lever 21. The second lever 22 can also be rotated around the central axis of the shaft member 37. In other words, the first fulcrum that is the rotation fulcrum of the first lever 21 and the second fulcrum that is the rotation fulcrum of the second lever 22 are located on the central axis of the same shaft member 37. The second lever 22 can rotate relative to the first lever 21.

  One end 45 of the regulator spring 24 is locked to the second lever 22, while the other end 46 of the regulator spring 24 is locked to the rotating member 49. The rotating member 49 is rotated about the shaft 48 by the movement indicated by the arrow A of the regulator handle 10.

  FIG. 4 is a perspective view of the governor device 11.

  With reference to FIG. 4, the regulator spring 24 plays a role of applying a biasing force to the second lever 22 that pulls the second lever 22 toward the other end 46 in the extending direction of the regulator spring 24. The urging force generates a force that rotates the second lever 22 around the central axis of the shaft member 37 in the direction indicated by the arrow A in FIG. The direction indicated by the arrow A in FIG. 4 constitutes one direction of rotation about the central axis of the shaft member 37. If the second lever 22 rotates in the direction indicated by the arrow A in FIG. 4, a force is applied from the second lever 22 to the first lever 21, and the first lever 21 has an arrow in FIG. It rotates in the direction indicated by B. Further, when the first lever 21 rotates in the direction indicated by the arrow B in FIG. 4, the rack 38 (see FIG. 3) moves in the direction indicated by the arrow B.

  As shown in FIG. 4, the first lever 21 has a reinforcing member 90 attached to a plate portion constituting the bottom portion, and the thickness of the plate portion constituting the bottom portion is increased. There is also a rib 91 formed by bending one side of the bottom. The rigidity of the first lever 21 is increased by the reinforcing member 90 and the rib 91. The reinforcing member 90 and the rib 91 constitute a reinforcing portion.

  Referring to FIG. 3 again, the starting spring 23 is disposed so as to surround the outer peripheral surface of a cylindrical member (not shown in FIG. 3). Further, the cylindrical member is disposed so as to cover the shaft member 50. As shown in FIG. 3, the first lever 21 has a flat plate portion 51 extending in the engine height direction, and the second lever 22 also has a flat plate portion 52 extending in the engine height direction. . One end portion of the shaft member 50 passes through the flat plate portion 51 of the first lever 21, and the other end portion of the shaft member 50 passes through the flat plate portion 52 of the second lever 22.

  As shown in FIG. 3, one end of the starting spring 23 contacts the surface 30 of the flat plate portion 51 of the first lever 21 that faces the flat plate portion 52, and the other end of the starting spring 23 is connected to the second lever 22. The flat plate portion 52 is in contact with the surface 31 corresponding to the flat plate portion 51. In the flat plate portion 51 of the first lever 21, the surface 30 facing the flat plate portion 52 constitutes one side biasing force receiving portion, and in the flat plate portion 52 of the second lever 22, the surface 31 corresponding to the flat plate portion 51 is the other side. The side urging force receiving portion is configured (hereinafter referred to as one side urging force receiving surface 30 and the other side urging force receiving surface 31).

  FIG. 5 is a schematic cross-sectional view of the governor device 11 taken along a plane including the central axis of the shaft member 50 and the height direction of the engine.

  As shown in FIG. 5, in addition to the first lever 21, the second lever 22, the starting spring 23, and the shaft member 50, the governor device 11 includes a cylindrical member 70 and a coil spring (hereinafter referred to as a third biasing member). , Referred to as Angreich Spring) 71.

  As shown in FIG. 5, the shaft member 50 includes a head 72, a first small-diameter outer peripheral surface portion 73, a large-diameter outer peripheral surface portion 74, and a second small-diameter outer peripheral surface portion 75 in this order. The outer peripheral surface portion 73 has a smaller outer diameter than the head portion 72 and a smaller outer diameter than the large-diameter outer peripheral surface portion 74. The said 1st small diameter outer peripheral surface part 73 has penetrated the flat plate part 51 (refer also FIG. 3). The head 72 is located on the opposite side of the flat plate portion 51 from the flat plate portion 52 (see also FIG. 3) side, and the large-diameter outer peripheral surface portion 74 is located closer to the flat plate portion 52 than the flat plate portion 51. Each of the head 72 and the large-diameter outer peripheral surface 74 cannot pass through the flat plate portion 51.

  As shown in FIG. 5, the cylindrical member 70 has a large-diameter inner peripheral surface portion 77 and a small-diameter inner peripheral surface portion 78. The inner diameter of the large-diameter inner peripheral surface portion 77 is substantially the same as the outer diameter of the large-diameter outer peripheral surface portion 74, and the inner diameter of the small-diameter inner peripheral surface portion 78 is substantially the same as the outer diameter of the second small-diameter outer peripheral surface portion 75. Yes. The large diameter inner peripheral surface portion 77 is externally fitted to the large diameter outer peripheral surface portion 74 so as to be slidable in the axial direction, and the small diameter inner peripheral surface portion 78 is externally fitted to the second small diameter outer peripheral surface portion 75 so as to be slidable in the axial direction. ing.

  As shown in FIG. 5, the large-diameter inner peripheral surface portion 77 and the small-diameter inner peripheral surface portion 78 are connected via a step portion 80, and the large-diameter outer peripheral surface portion 74 and the second small-diameter outer peripheral surface portion 75 are stepped portions. 81 is connected. The Anglich spring 71 is disposed in an annular space surrounded by a large-diameter inner peripheral surface portion 77, a second small-diameter outer peripheral surface portion 75, a step portion 80, and a step portion 81. As shown in FIG. 5, the start spring 23 and the Anglich spring 71 are both arranged so as to surround the central axis of the shaft member 50. The central axis of the shaft member 50 constitutes a second axis. The Anglich spring 71 applies a force in the direction away from the step portion 81 in the axial direction to the step portion 80 and applies a force in the direction away from the step portion 80 in the axial direction to the step portion 81.

  As shown in FIG. 5, the shaft member 50 has a locking portion 57 whose axial relative position to the head 72 is constant. The governor device 11 has a shim 58. The shim 58 is disposed between the end portion 88 on the opposite side to the flat plate portion 51 side in the axial direction of the cylindrical member 70 and the locking portion 57. By adjusting the thickness of the shim 58 in the axial direction and the number of shims 58 to be arranged (in the figure, only one shim 58 is arranged), a stroke that allows the cylindrical member 70 to move on the shaft member 50 ( (Distance) can be adjusted.

  The governor device basically operates as follows before the engine is started and when the engine is started. That is, referring to FIG. 3 again, when the regulator handle 10 is pulled in the RUN direction indicated by the arrow A in FIG. 3 before the engine is started, the second force is applied to the second lever 22 from the regulator spring 24. The lever 22 rotates relative to the central axis of the shaft member 37 in the direction indicated by the arrow B in FIG. Then, the first lever 21 that receives the force from the second lever 22 via the cylindrical member 70 (see FIG. 5) rotates relative to the central axis of the shaft member 37 in the direction indicated by the arrow B in FIG. . In this way, the first lever 21 is operated to move the rack 38 locked in the rack locking groove 29 in the fuel increasing direction indicated by the arrow C in FIG.

  In addition, when the engine is started and the rotational speed of the crankshaft 35 is higher than a predetermined rotational speed, the governor weight 40 is opened outward by a centrifugal force based on the rotational speed of the crankshaft 35. Then, the governor sleeve 41 receives the force from the governor weight 40, moves relative to the crankshaft 35 in the axial direction on the crankshaft 35, and presses the force receiving portion 28 of the first lever 21. ing. Then, by this force, the first lever 21 rotates relative to the central axis of the shaft member 37 in the direction indicated by the arrow D in FIG. 3, and the rack 38 locked in the rack locking groove 29 is changed to the arrow in FIG. The fuel is moved in the fuel decreasing direction indicated by E.

  FIG. 6 is a diagram for explaining the operation of the governor device 11 in more detail, and is a diagram when the governor device 11 is viewed from above the engine.

  In FIG. 6, S is an increasing stroke at start-up, and is a distance from the seating surface of the head portion 72 of the shaft member 50 to the flat plate portion 51. A is the angle stroke, which is the distance from the tubular member 70 to the shim 58 (see also FIG. 5). In FIG. 6, Fg represents a force applied from the governor sleeve 41 (see FIG. 3), Fs represents a force applied from the starting spring 23 (see FIG. 4), and Fa represents an Anglich spring. The force given from 71 (refer FIG. 5) is shown. Fr indicates a force applied from the regulator spring 24 (see FIG. 4).

  FIG. 7 is a view of the governor device 11 as viewed from the side of the engine. In FIG. 7, each force Fr, Fg, Fs, Fa shown in FIG. 6 is a force in the illustrated direction. That is, Fg, Fs, and Fa are forces in a direction perpendicular to the paper surface of FIG. 7, and Fr in FIG. 7 in any of the left-right direction, the vertical direction, and the direction perpendicular to the paper surface in FIG. It is a tilting force.

  Referring to FIG. 6, before starting the engine with Fg = 0, Fr causes first lever 21 to be in the limiter position, and Fs causes second lever 22 to be in the start increasing position. It has become. At this time, S = A = 0 is realized, and the rack moves in the fuel increase direction indicated by the arrow A in FIG.

  Next, after the engine is started, Fg increases as the rotational speed of the engine increases, and the start spring 23 is compressed by Fg. When the engine is in an operating state, S is maximized while A = 0 is realized. In this way, the rack 38 (see FIG. 3) moves in the fuel decreasing direction indicated by the arrow B in FIG.

  Next, at the rated operation of the engine, the resultant force of the Fr shaft member 50 in the extending direction, Fa, and Fs is balanced with Fg. At this time, the Anglich spring 71 is in a compressed state. At this time, while S is the maximum, the state where A = 0 continues.

  Finally, when the load is increased during the rated operation, due to the decrease in the rotational speed of the crankshaft 35, the resultant force of the component in the extending direction of the shaft member 50 of Fr and Fa and Fs becomes It becomes larger than Fg. In this case, the Anglich spring 71 operates, the second lever 22 moves to the fuel increase position by Fa, and accordingly, the rack is displaced to the fuel increase position side. At this time, while S is the maximum, A increases from A = 0 to a value that satisfies 0 <A ≦ A1 (A1 is the maximum position that A can take).

  FIG. 8 shows the spring constant of the regulator spring 24, the spring constant of the starting spring 23, the spring constant of the Anglich spring 71, the maximum value that can be taken by the starting stroke S, and the Anglich stroke A. It is the schematic which shows the relationship between the rotational speed of a crankshaft and the shaft torque (engine output) and fuel flow which can be implement | achieved by adjusting the maximum value obtained appropriately.

Note that the greater the stroke, the greater the increase in torque. Further, the relationship shown in FIG. 8 is obtained when the regulator handle 10 is fixed at the half position (intermediate position). In FIG. 8, 0 <a1 <a2 <a3 <a4 <a5 <a6 <a7 [Nm] is satisfied, and 0 <b1 <b2 <b3 <b4 <b5 <b6 [min ⁻¹ ] is satisfied. ing. In FIG. 8, 0 <c1 <c2 <c3 <c4 <c5 <c6 [mm ³ / sec] is satisfied. In FIG. 8, f1 is a line indicating the locus of axial torque in the present embodiment, and f2 is a line indicating the locus of axial torque when a one-lever type governor device is used. Further, in FIG. 8, g1 is a line indicating the trajectory of the fuel flow rate in the present embodiment, and g2 is a line indicating the trajectory of the fuel flow rate when the one lever type governor device is used.

Referring to g1 in FIG. 8, when the engine is started, S increases from 0, and the increase in fuel at start-up gradually decreases. When the rotational speed reaches j (b1 <j <k: k is a low idle rotational speed), S becomes the maximum value, and the start-up increase is completed. The reason why the rotation speed j [min ⁻¹ ] at the starting release release position is lower than the low idle rotation speed k [min ⁻¹ ] is mainly due to the action of the start spring 23.

Further, referring to g1 and f1 in FIG. 8, while the engine is being driven at the rated rotational speed m [min ⁻¹ ], a load is applied to the engine so that the rotational speed becomes l [min ⁻¹ ]. As a result, the angle spring 71 is actuated. In this way, the amount of fuel supplied to the engine is increased to increase the engine speed so that the engine speed approaches a constant value. In this example, the Anglich spring 71 operates at a rotational speed of b4 [min ⁻¹ ] or more and 1 [min ⁻¹ ] or less.

As shown at f2 in FIG. 8, in the one-lever type conventional example in which the Anglich spring 71 does not exist, in the region below the rotational speed l [min ⁻¹ ] that is the Angry operation start region, the shaft is more than the engine of the present embodiment. Torque is greatly reduced. Thus, in the engine of the present embodiment, a reduction in shaft torque can be greatly suppressed even when a load is applied during traveling at the rated rotational speed, as compared with the one-lever type conventional example.

  Further, as shown in FIG. 8, in the engine of the present embodiment, the maximum torque can be significantly increased even in the middle speed range and the low speed range of the engine rotation speed, compared with the case where the one lever type governor device is mounted. Can do.

  Further, referring to g1 and f1 in FIG. 8, when the rotational speed becomes a certain level or more (b3 or more in the example of FIG. 8), both the fuel flow rate and the shaft torque increase as the engine speed increases. is decreasing. On the other hand, when the engine is started, as the engine speed increases, the fuel flow rate decreases while the shaft torque increases.

In one test example, referring to FIG. 8, when the spring constant of the Anglich spring 71 is set to 0.75 [kgf / mm], the rotational speed at the start (release) of fuel increase at start-up is 650 [min. ⁻¹ ], the maximum torque can be 51 [Nm] / 1600 [min ⁻¹ ] or more, the load at the end of the Anglich operation can be 1.24 [kgf], and the rotational speed is 2000 [min ^−1]. The load at the start of the operation of Anglich can be 0.60 [kgf], the rotation speed can be 2400 [min ⁻¹ ], the low idle rotation speed can be 800 [min ⁻¹ ], and the rated rotation It has been confirmed that the number can be 2600 [min ⁻¹ ]. However, it goes without saying that the values of these various parameters can be values other than the values of this one test example.

  According to the above-described embodiment, the second lever 22 and the regulator spring 24 are provided in addition to the first lever 21, and the second lever 22 is rotated in the rotational direction on one side with respect to the second fulcrum by the regulator spring 24. Therefore, the first lever 21 can be moved to a position where the fuel injection is increased by the second lever and the regulator spring 24 when the engine is started. Therefore, the maximum output can be increased as compared with the governor device having only one lever.

  Moreover, according to the said embodiment, since it has the starting spring 23 which can provide force to the one side biasing force receiving surface 30 of the 1st lever 21, and the other side biasing force receiving surface 31 of the 2nd lever 22, The movement of the first lever 21 and the second lever 22 can be adjusted by adjusting the biasing force, stroke S, etc. of the start spring 23, and the position of the rack 38 can be adjusted via the first lever 21. That is, the biasing force of the starting spring 23 can be introduced as a new parameter for adjusting the position of the rack 38, and the degree of freedom in adjusting the position of the rack 38 can be increased. By adjusting the urging force of the start spring 23 and the like, release of the fuel increase at start-up can be realized at a rotational speed lower than the low idle rotational speed, and can be removed from the steady rotational range. Therefore, it is possible to suppress blowing the engine in the steady rotation range, to suppress the generation of smoke (blue white smoke, black smoke), and to extend the engine life.

  Further, according to the above embodiment, the first fulcrum that is the rotation fulcrum of the first lever 21 and the second fulcrum that is the rotation fulcrum of the second lever 22 are located on the central axis of the same shaft member 37. Yes. Therefore, the torque can be easily calculated, and an appropriate torque curve can be easily realized particularly in the low speed range. Moreover, according to the said embodiment, since a 1st fulcrum and a 2nd fulcrum are on the central axis of the same shaft member 37, a number of parts can also be reduced.

  Further, according to the above embodiment, the Anglich spring 71 is provided, and the Anglich spring 71 surrounds the central axis of the shaft member 50 surrounded by the starting spring 23. Therefore, when a load is applied, the Anglich spring 71 is provided. 71, the rack 38 can be moved to increase the fuel. Therefore, it is difficult for the engine speed to decrease when a load is applied.

  Moreover, according to the said embodiment, since it has a reinforcement part, a deformation | transformation of a governor apparatus can be suppressed. Therefore, the torque calculation result can be executed more accurately, and a reliable torque rise performance can be ensured. If the governor device has low rigidity and the governor device is deformed when a load is applied, the metering tool cannot be moved to the desired fuel injection position due to the deformation, and the desired fuel amount cannot be increased. There is.

  In the above embodiment, the first lever 21 receives a force from the governor sleeve 41 that receives a force by the governor weight 40 that operates based on the rotation of the crankshaft 35. However, in the present invention, the first lever only needs to be able to receive a force based on the rotation of the crankshaft, and the force may not be generated by the governor weight.

  Further, in the above embodiment, the first fulcrum that is the rotation fulcrum of the first lever 21 and the second fulcrum that is the rotation fulcrum of the second lever 22 are located on the central axis of the same shaft member 37. However, in the present invention, the first fulcrum that is the rotation fulcrum of the first lever and the second fulcrum that is the rotation fulcrum of the second lever may not be on the central axis of the same shaft member. The second lever may rotate around a different shaft member.

  Moreover, in the said embodiment, although the 1st-3rd biasing member was comprised with the coil spring, each of the 1st-3rd biasing member may be a compression coil spring, and may be a tension coil spring. Further, at least one of the first to third urging members may be a spring other than a coil spring such as a helical spring. Further, at least one of the first to third urging members may not be a spring, and may be, for example, a cylindrical elastic member capable of applying an urging force.

  In the above embodiment, the start spring 23 can contact both the one side biasing force receiving surface 30 of the first lever 21 and the other side biasing force receiving surface 31 of the second lever 22. However, in this invention, the first urging member cannot contact at least one of the one side urging force receiving portion of the first lever and the other side urging force receiving portion of the second lever. Alternatively, a member such as a spacer may exist between the first biasing member and at least one of them.

  Moreover, in the said embodiment, the one side biasing force receiving surface 30 which comprises one side biasing force receiving part is a plane, and the other side biasing force receiving surface 31 which comprises the other side biasing force receiving part is plane. Met. However, at least one of the one-side biasing force receiving portion and the other-side biasing force receiving portion may not be a flat surface, may be a curved surface, and may have a structure (shape) other than a curved surface. . The point is that each of the one side biasing force receiving portion and the other side biasing force receiving portion may have any structure as long as it can receive a force from the first biasing member.

  In the above embodiment, the Anglich spring 71 is arranged so as to surround the central axis of the shaft member 50 surrounded by the starting spring 23. However, in the present invention, the Anglich spring may not be present. The three urging members may not be present.

  In the above embodiment, the governor device 11 is reinforced by the reinforcing member 90 and the rib 91. However, the governor device may be reinforced only with the reinforcing member, or may be reinforced only with the rib. Further, the reinforcing portion may be located anywhere in the governor device, and a part or all of the reinforcing portion may be present in the second lever. Moreover, in this invention, the governor apparatus does not need to have any reinforcement part.

  The engine of the above embodiment is a horizontal water-cooled diesel engine. However, the engine of the present invention may be a vertical engine instead of a horizontal engine, not a water-cooled engine but an air-cooled engine. It may be. Further, the engine of the present invention may be a gasoline engine or a turbine engine instead of a diesel engine. The engine of the present invention may be any engine as long as the governor device is present. The governor device of the present invention is preferably mounted on an engine of an agricultural machine such as a tiller, a rice transplanter, or a tractor. However, the governor device of the present invention is used for an engine of a vehicle other than an agricultural machine or a vehicle other than a vehicle. Needless to say, it can be installed in the engine. Moreover, it is needless to say that a new embodiment can be constructed by combining two or more of the configurations described in the above embodiments and modifications.

DESCRIPTION OF SYMBOLS 10 Regulator handle 11 Governor apparatus 21 1st lever 22 2nd lever 23 Start spring 24 Regulator spring 28 Force receiving part 29 Rack latching groove 30 One side biasing force receiving surface 31 Other side biasing force receiving surface 35 Crankshaft 37 Shaft member 38 Rack 40 Governor weight 41 Governor sleeve 45 One end portion of regulator spring 24 50 Shaft member 51 Flat plate portion 52 Flat plate portion 71 Anglich spring 90 Reinforcing member 91 Rib

Claims (5)

A first biasing member having one end and the other end;
A force receiving portion that receives a force based on the rotational speed of the crankshaft, a metering device locking portion that locks a metering device capable of adjusting the fuel injection amount, and a force from one end of the first biasing member. A first lever that has a one-side biasing force receiving portion that is received, and is rotatable about a first fulcrum;
A second lever that has a biasing force receiving portion on the other side that receives a force from the other end of the first biasing member, and is rotatable around a second fulcrum;
The second lever has one end locked to the second lever, and can apply a force to the second lever to rotate the second lever in the rotation direction on one side with respect to the second fulcrum. An engine governor device comprising two urging members. The engine governor device according to claim 1,
The engine governor device, wherein the first fulcrum and the second fulcrum are on the same first axis. The engine governor device according to claim 1 or 2,
The first biasing member is disposed so as to surround the second axis,
A governor device for an engine, comprising: a third urging member disposed so as to surround the second shaft. The engine governor device according to any one of claims 1 to 3,
A governor device for an engine, comprising a reinforcing portion for increasing rigidity.   An engine comprising the governor device for an engine according to any one of claims 1 to 4.

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