JP3881918B2 - Centrifugal governor of diesel engine - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a centrifugal governor of a diesel engine.
[0002]
[Prerequisite configuration]
The centrifugal governor of the diesel engine of the present invention is intended for one having the following premise configuration as shown in FIGS. 1 to 4 (present invention) or FIG. 5 (prior art), for example.
[0003]
1 to 4 show Embodiment 1 of a centrifugal governor for a diesel engine according to the present invention. FIG. 1 (A) is an enlarged plan view of a main part of a centrifugal governor of a water-cooled horizontal diesel engine, and FIG. 1 (B) is an enlarged view of part B of FIG. 1 (A).
[0004]
FIG. 2 is a cross-sectional plan view of a centrifugal governor of a water-cooled horizontal diesel engine. FIG. 3 is a longitudinal front view of FIG. 4 (A) is a plan view of the mechanism of the centrifugal governor, FIG. 4 (B) is a front view of the centrifugal governor, FIG. 4 (C) is a plan view of a spring side lever constituting the governor lever, and FIG. 4 (D). FIG. 3 is a plan view of a weight side lever that constitutes a governor lever.
[0005]
FIG. 5 shows a plan view of an engine stop lever portion of a centrifugal governor of a conventional diesel engine.
[0006]
The fuel metering device (2) of the fuel injection pump (1) of the centrifugal governor of the diesel engine is elastically pressed to the fuel increase side (R) by the tension (GS) of the governor spring (4) via the governor lever (3). On the other hand, the governor force (GF) of the governor weight (6) is configured to be pressed toward the fuel reduction side (L).
[0007]
The fuel metering tool (2) is configured to move in a fuel increasing / decreasing direction by an unbalanced force between the tension (GS) of the governor spring (4) and the governor force (GF) of the governor weight (6). The governor spring (4) is configured so that the tension can be adjusted by swinging the speed adjusting lever (14).
[0008]
The engine stop lever (7) is connected to the speed adjusting lever (14) so as to swing together. The stop operation surface (8) of the engine stop lever (7) is made to face the stop passive surface (9) of the governor lever (3). In the engine low speed operation state where the speed adjustment lever (14) is positioned at the engine low speed operation setting position (Low), the governor lever (3) is swung up to the torque up position (TU) of the fuel metering tool (2). The fuel limiting receiving surface portion (10) located at the tip of the stop operating surface (8) of the engine stop lever (7) receives the stop passive surface (9) of the governor lever (3). Thus, the fuel metering tool (2) is configured not to exceed the torque-up position (TU).
In the engine stop operation state in which the speed adjustment lever (14) is operated from the low speed operation setting position (Low) to the stop operation position (Stp), it is located on the base end side of the stop operation surface (8) of the engine stop lever (7). The engine stop pushing surface portion (11) is configured to push the stop passive surface (9) of the governor lever (3) into the engine stop position (STP) of the fuel metering tool (2) to stop the engine. .
[0010]
[Prior art]
In the above premise configuration, as a configuration of the engine stop lever (7), there is a conventional technology as shown in FIG.
FIG. 5 shows a plan view of a centrifugal governor engine stop lever portion of a conventional diesel engine.
[0011]
The stop operation surface (8) of the engine stop lever (7) is formed in a straight line. The stop operation surface (8) is made to coincide with a virtual straight line (12) connecting the fuel limiting receiving surface portion (10) and the engine stop pushing surface portion (11) of the stop operation surface (8). It is a thing.
[0012]
[Problems to be solved by the invention]
The above prior art has the following problems.
[ I. When the engine stop lever (7) starts to push the governor lever (3) from the torque-up position (TU) toward the engine stop position (STP) by an amount corresponding to a relatively large opening start opening angle (Θ2). Therefore, it is difficult to start moving the governor lever (3) to the engine stop position (STP) with a light force, and it is difficult to stop the engine quickly. ]
[0013]
In order to stop the engine from the operating state, the speed adjustment lever (14) is operated from the engine operating position between the high speed operation setting position (Hi) and the low speed operation setting position (Low) to the stop operation position (Stp). . Then, the stop operation surface (8) of the engine stop lever (7) moves the stop passive surface (9) of the governor lever (3) from the torque-up position (TU) of the solid line diagram of FIG. Push into STP) to stop the engine.
[0014]
In the state where the stop operation surface (8) starts to push the stop passive surface (9) toward the engine stop position (STP) at the torque-up position (TU), as shown in FIG. 7) The push-in start opening angle (Θ2) that starts pushing and swinging the governor lever (3) is the same as the lever crossing angle (Θ3) between the governor lever (3) and the engine stop lever (7). It becomes a big angle.
[0015]
As a result, the engine stop lever (7) pushes the governor lever (3) from the torque-up position (TU) toward the engine stop position (STP) by an amount corresponding to the relatively large opening start opening angle (Θ2). The operation resistance at the start of the operation increases, and it is difficult to start moving the governor lever (3) to the engine stop position (STP) with a light force, and it is difficult to stop the engine quickly.
[0016]
[B. The stop passive surface (9) receives the fuel limit at the torque-up position (TU) by the amount that the opening start opening angle (Θ2) becomes a relatively large angle that is the same angle as the lever crossing angle (Θ3). The error of the position received by the surface portion (10) becomes large, and it is difficult to improve the position accuracy of the fuel limiting position at the torque-up position (TU) of the governor lever (3) in the engine low speed operation state. ]
[0017]
In general, the error in the position where the stop passive surface (9) is received by the fuel limiting receiving surface portion (10) at the torque-up position (TU) increases in proportion to the pushing start opening angle (Θ2).
[0018]
As described above, the stop passive surface (9) is at the torque-up position by the relatively large angle at which the pushing start opening angle (Θ2) shown in FIG. 5 becomes the same angle as the lever crossing angle (Θ3). (TU) increases the error of the position received by the fuel limiting receiving surface portion (10), and improves the position accuracy of the fuel limiting position at the torque-up position (TU) of the governor lever (3) in the engine low speed operation state. It is difficult to do.
[0019]
An object of the present invention is to do as follows.
(I). By reducing the pushing start opening angle (Θ2), the engine stop lever reduces the operating resistance when the governor lever starts to push the governor lever from the torque-up position (TU) toward the engine stop position (STP). Make the stop operation promptly.
[0020]
(B). By reducing the pushing start opening angle (Θ2), the error of the position where the stop passive surface is received by the fuel limiting receiving surface portion at the torque-up position (TU) is reduced, and the governor lever torque in the engine low speed operation state is reduced. Increase the position accuracy of the fuel limit position at the up position (TU).
[0021]
[Means for Solving the Problems]
In order to solve the above problems, the centrifugal governor of the diesel engine of the present invention has the following characteristic configuration as a configuration of the engine stop lever (7) portion, for example, as shown in FIGS. Is added.
[0022]
1 to 4 show Embodiment 1 of a centrifugal governor for a diesel engine according to the present invention. FIG. 1 (A) is an enlarged plan view of a main part of a centrifugal governor of a water-cooled horizontal diesel engine, and FIG. 1 (B) is an enlarged view of part B of FIG. 1 (A).
[0023]
FIG. 2 is a cross-sectional plan view of a centrifugal governor of a water-cooled horizontal diesel engine. FIG. 3 is a longitudinal front view of FIG. 4 (A) is a plan view of the mechanism of the centrifugal governor, FIG. 4 (B) is a front view of the centrifugal governor, FIG. 4 (C) is a plan view of a spring side lever constituting the governor lever, and FIG. 4 (D). FIG. 3 is a plan view of a weight side lever that constitutes a governor lever.
[0024]
○ Invention 1. Claim 1. See FIGS. 1-4.
A stop operation surface (8) of the engine stop lever (7) is formed into a concave surface. With respect to a virtual straight line (12) connecting the fuel limiting receiving surface portion (10) and the engine stopping pushing surface portion (11) of the stop operation surface (8), a fuel limiting receiving surface portion (10 The tangent line (13) of) is configured to form a rake opening angle (Θ1) that is inclined toward the side closer to the fulcrum (15) of the governor lever (3).
[0025]
○ Invention 2. Claim 2. See FIGS. 1-4.
The invention 2 is characterized in that the following feature configuration is added to the invention 1 described above.
The stop operation surface (8) of the engine stop lever (7) is formed in a concavely curved surface that is smoothly curved.
[0026]
【The invention's effect】
The centrifugal governor of the diesel engine of the present invention has the following effects.
○ Invention 1. Claim 1. See FIGS. 1-4.
[ I. Operation resistance when the engine stop lever (7) starts to push the governor lever (3) from the torque-up position (TU) toward the engine stop position (STP) by the amount by which the push start opening angle (Θ2) becomes smaller. And the engine can be quickly stopped. ]
[0027]
In order to stop the engine from the operating state, the speed adjustment lever (14) is operated from the engine operating position between the high speed operation setting position (Hi) and the low speed operation setting position (Low) to the stop operation position (Stp). . Then, the stop operation surface (8) of the engine stop lever (7) moves the stop passive surface (9) of the governor lever (3) from the torque-up position (TU) of the solid line diagram of FIG. Push the engine to the stop position (STP) to stop the engine.
[0028]
In the state where the stop operation surface (8) starts to push the stop passive surface (9) toward the engine stop position (STP) at the torque-up position (TU), as shown in FIG. The pushing start opening angle (Θ2) at which the stop lever (7) pushes the governor lever (3) and begins to swing is larger than the lever intersection angle (Θ3) between the governor lever (3) and the engine stop lever (7). It becomes smaller by the angle (Θ1).
[0029]
As a result, the engine stop lever (7) starts to push the governor lever (3) from the torque-up position (TU) toward the engine stop position (STP) by the amount by which the push start opening angle (Θ2) becomes smaller. And the governor lever (3) can be started to move to the engine stop position (STP) with a light force, and the engine can be quickly stopped.
[0030]
[B. As the opening angle (Θ2) at the start of pushing becomes smaller, the error in the position where the stop passive surface (9) is received by the fuel limiting receiving surface portion (10) at the torque-up position (TU) is reduced, and the engine speed is reduced. The position accuracy of the fuel limiting position at the torque up position (TU) of the governor lever (3) in the operating state can be increased. ]
[0031]
In general, the error in the position where the stop passive surface (9) is received by the fuel limiting receiving surface portion (10) at the torque-up position (TU) increases in proportion to the pushing start opening angle (Θ2).
[0032]
As described above, the stop passive surface (9) is increased in torque by the rake angle (Θ1) smaller than the lever crossing angle (Θ3) as shown in FIG. The error of the position received by the fuel limiting receiving surface portion (10) at the position (TU) is reduced, and the position accuracy of the fuel limiting position at the torque up position (TU) of the governor lever (3) in the engine low speed operation state is improved. Can be increased.
[0033]
○ Invention 2. Claim 2. See FIG.
The invention 2 has the following effects in addition to the effects [A] and [B] of the invention 1.
[C. The stop operation surface (8) having a concave curved surface of the engine stop lever (7) pushes the stop passive surface (9) of the governor lever (3) from the torque-up position (TU) to the engine stop position (STP). Since the operation is performed continuously and smoothly, the engine can be stopped more quickly. ]
[0034]
The stop operation surface (8) of the engine stop lever (7) was formed into a concavely curved surface that curves smoothly.
Accordingly, the stop operation surface (8) having a concave curved surface of the engine stop lever (7) moves the stop passive surface (9) of the governor lever (3) from the torque-up position (TU) to the engine stop position (STP). Since the pushing operation is performed continuously and smoothly, the engine can be stopped more quickly.
[0035]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of a centrifugal governor for a diesel engine according to the present invention will be described below with reference to the drawings.
Embodiment 1 Claims 1 and 2. See FIGS. 1-4.
[0036]
1 to 4 show Embodiment 1 of a centrifugal governor for a diesel engine according to the present invention. FIG. 1 (A) is an enlarged plan view of a main part of a centrifugal governor of a water-cooled horizontal diesel engine, and FIG. 1 (B) is an enlarged view of part B of FIG. 1 (A).
[0037]
FIG. 2 is a cross-sectional plan view of a centrifugal governor of a water-cooled horizontal diesel engine. FIG. 3 is a longitudinal front view of FIG. 4 (A) is a plan view of the mechanism of the centrifugal governor, FIG. 4 (B) is a front view of the centrifugal governor, FIG. 4 (C) is a plan view of a spring side lever constituting the governor lever, and FIG. 4 (D). FIG. 3 is a plan view of a weight side lever that constitutes a governor lever.
[0038]
2 and 3, reference numeral (21) is a centrifugal governor of a water-cooled horizontal diesel engine, (22) is a cylinder block, (23) is a cylinder head, (24) is a piston, (25) is a crankshaft, (26 ) Is a crank gear, (27) is a gear case for timing transmission, (28) is a valve cam gear, (29) is a fuel injection cam, and (1) is a fuel injection pump.
[0039]
As shown in FIGS. 1 to 4, the fuel metering rack (2) of the fuel injection pump (1) is connected to the fuel increasing side by the tension (GS) of the governor spring (4) via the governor lever (3). It is configured so that it is pressed to the fuel reduction side (L) by the governor force (GF) of the governor weight (6) while being repressed to (R). The fuel metering rack (2) is configured to move in a fuel increasing / decreasing direction by an unbalanced force between the tension (GS) of the governor spring (4) and the governor force (GF) of the governor weight (6). The governor spring (4) is configured so that the tension can be adjusted by swinging the speed adjusting lever (14).
[0040]
The governor lever (3) comprises a weight side lever (31) and a spring side lever (32). Both levers (31) and (32) are pivotally supported by a fulcrum shaft (15) supported by a gear case (27). The fuel metering rack (2) of the fuel injection pump (1) adjusts the speed through the weight side lever (3), torque-up device (34), spring side lever (32), and governor spring (4) in this order. Linked to the lever (35).
[0041]
An idle spring (5) and a governor weight (6) are interlocked and connected to the weight side lever (31). The spring side lever (32) is received by the fuel limiter (39) at the full load position (4/4) and absorbs the tension (GS) of the governor spring (4). As a result, the governor spring (4) does not work in the overload region between the fuel metering rack (2) from the full load position (4/4) to the torque up position (TU), and the torque up device (34). The fuel metering rack (2) is metered through the weight side lever (31) by the unbalanced force between the torque spring (36) and the governor force (GF) of the governor weight (6).
[0042]
An engine stop lever (7) is connected to the speed adjusting lever (14) so as to swing together. The stop operation surface (8) of the engine stop lever (7) is made to face the stop passive pin (9) of the governor lever (3). This passive stop pin (9) is fixedly projected upward from the weight side lever (31) and penetrates through the floating hole (40) of the spring side lever (32) so as to be able to swing horizontally.
[0043]
In the engine low speed operation state where the speed adjustment lever (14) is positioned at the low speed operation setting position (Low) of the engine, the weight side lever (31) is increased to the torque up position (TU) of the fuel metering tool (2). When it is moved, the fuel limiting receiving surface portion (10) located on the tip side of the stop operating surface (8) of the engine stop lever (7) is the stop passive pin (9) of the governor lever (3). The fuel metering tool (2) is configured not to exceed the torque-up position (TU).
[0044]
In the engine stop operation state in which the speed adjustment lever (14) is operated from the low speed operation setting position (Low) to the stop operation position (Stp), it is located on the base end side of the stop operation surface (8) of the engine stop lever (7). The engine stop pushing surface portion (11) is configured to push the stop passive pin (9) of the weight side lever (31) into the engine stop position (STP) of the fuel metering tool (2) to stop the engine.
[0045]
A stop operation surface (8) of the engine stop lever (7) is formed into a concave surface. With respect to a virtual straight line (12) connecting the fuel limiting receiving surface portion (10) and the engine stopping pushing surface portion (11) of the stop operation surface (8), a fuel limiting receiving surface portion (10 ) Tangent line (13) forms a rake opening angle (Θ1) inclined toward the side closer to the fulcrum (15) of the governor lever (3).
[0046]
Further, the stop operation surface (8) of the engine stop lever (7) is formed into a concavely curved surface that is smoothly curved.
[0047]
[Development plan]
In the course of developing the present invention, the present inventor, in the above-described premise configuration of the centrifugal governor of the diesel engine, as a configuration of the engine stop lever (7) portion of the centrifugal governor of the diesel engine, separately from the present invention, The one shown in FIG. 6 was considered.
[0048]
That is, as shown in FIG. 6, the stop operation surface (8) has a receding angle (Θ5) with respect to the lateral edge (41) on the stop passive pin (9) side of the engine stop lever (7). It is formed in a shape.
[0049]
This configuration has the following advantages. By shortening the overall length of the governor spring (4) and increasing its spring constant, the speed control operation region (Θ6) from the stop operation position (Stp) of the speed adjustment lever (14) to the high speed operation setting position (Hi) ) May be shorter. In this case, the speed control operation area (Θ6) shifts to the stop operation position (Stp) side.
[0050]
In this case, if the engine stop lever (7) of the prior art shown in FIG. 5 is used as it is, the engine is stopped in the engine low speed operation state where the speed adjustment lever (14) is positioned at the low speed operation set position (Low). While the passive pin (9) moves from the full load position (4/4) to the torque up position (TU), it is received by the fuel limiting receiving surface portion (10) of the engine stop lever (7), and the torque up position is reached. There is a problem that it becomes impossible to move to (4/4).
[0051]
In order to solve this problem, as shown in FIG. 6, the stop operating surface (8) is set to the receding angle (41) with respect to the lateral edge (41) on the stop passive pin (9) side of the engine stop lever (7). It was formed in a straight line with Θ5). As a result, the fuel limit receiving surface portion (10) of the stop operation surface (8) is slightly moved to the high speed operation setting position (Hi) side by the retreat angle (Θ5), and the normal fuel limit receiving position is reached. Will be located.
[0052]
As a result, the stop passive pin (9) moves from the full load position (4/4) to the torque up position (TU) in the engine low speed operation state where the speed adjustment lever (14) is positioned at the low speed operation setting position (Low). At the point of movement, the fuel stop receiving surface portion (10) of the engine stop lever (7) can be accurately received.
[Brief description of the drawings]
FIG. 1 to FIG. 4 show Embodiment 1 of a centrifugal governor of a diesel engine of the present invention.
FIG. 1 (A) is an enlarged plan view of a main part of a centrifugal governor of a water-cooled horizontal diesel engine, and FIG. 1 (B) is an enlarged view of part B of FIG. 1 (A).
FIG. 2 is a cross-sectional plan view of a centrifugal governor portion of a water-cooled horizontal diesel engine.
3 is a longitudinal front view of FIG. 2. FIG.
FIG. 4A is a plan view of the mechanism of the centrifugal governor, FIG. 4B is a front view of the centrifugal governor, and FIG. 4C is a plan view of a spring-side lever constituting the governor lever. 4 (D) is a plan view of a weight-side lever that constitutes a governor lever.
FIG. 5 is a plan view of an engine stop lever portion of a centrifugal governor of a conventional diesel engine.
[Fig. 6]
The top view of the engine stop lever part of the centrifugal governor of the diesel engine considered separately from this invention.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Fuel injection pump, 2 ... Fuel metering tool, 3 ... Governor lever, 4 ... Governor spring, 6 ... Governor weight, 7 ... Engine stop lever, 8 ... Stop operation surface, 9 ... Stop passive surface, 10 ... Receiving for fuel limitation Stop surface portion, 11 ... Pushing surface portion for stopping the engine, 12 ... Virtual straight line, 13 ... Tangent line, 14 ... Speed adjustment lever, 15 ... Support point, 0/4 ... No load position, 4/4 ... Full load position, GF ... Governor force, GS ... 4 tension, L ... Fuel reduction side, Low ... Low speed operation set position, R ... Fuel increase side, STP ... Engine stop position, Stp ... Stop operation position, TU ... Torque up position, Θ1 ... Rake open Horn.

Claims (2)

The fuel metering device (2) of the fuel injection pump (1) of the centrifugal governor of the diesel engine is elastically pressed to the fuel increase side (R) by the tension (GS) of the governor spring (4) via the governor lever (3). In contrast, the governor force (GF) of the governor weight (6) is configured to be pressed toward the fuel reduction side (L),
The governor spring is configured to meter and move the fuel metering tool (2) in the fuel increasing / decreasing direction by the unbalanced force between the governor spring (4) tension (GS) and the governor weight (6) governor force (GF). (4) is configured so that the tension can be adjusted by swinging the speed adjustment lever (14).
The engine stop lever (7) is connected to the speed adjusting lever (14) so as to swing together, and the stop operation surface (8) of the engine stop lever (7) is connected to the stop passive surface (9) of the governor lever (3). The governor lever (3) increases to the torque-up position (TU) of the fuel metering tool (2) in the engine low-speed operation state with the speed adjustment lever (14) positioned at the low-speed operation setting position (Low) of the engine. When it is swung, the fuel limiting receiving surface portion (10) located on the front end side of the stop operation surface (8) of the engine stop lever (7) is the stop passive surface (9) of the governor lever (3). ) Is configured so that the fuel metering tool (2) does not exceed the torque-up position (TU),
In the engine stop operation state in which the speed adjustment lever (14) is operated from the low speed operation setting position (Low) to the stop operation position (Stp), it is located on the base end side of the stop operation surface (8) of the engine stop lever (7). The engine stop pushing surface portion (11) is configured to push the stop passive surface (9) of the governor lever (3) into the engine stop position (STP) of the fuel metering tool (2) to stop the engine.
In the centrifugal governor of a diesel engine,
The stop operation surface (8) of the engine stop lever (7) is formed as a concave surface, and the fuel limiting receiving surface portion (10) and the engine stop pushing surface portion (10) of the stop operation surface (8) ( A rake opening angle (Θ1) in which the tangent line (13) of the fuel limiting receiving surface portion (10) is inclined toward the side closer to the fulcrum (15) of the governor lever (3) with respect to the virtual straight line (12) connecting 11) )
A centrifugal governor for a diesel engine. The centrifugal governor of the diesel engine according to claim 1,
The stop operation surface (8) of the engine stop lever (7) is formed into a concavely curved surface that is smoothly curved.

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