JP6282476B2 - Engine governor - Google Patents

Description

  The present invention relates to an engine speed control device, and more particularly to an engine speed control device that can prevent a problem that engine output is insufficient when a load increases during low-speed operation.

Conventionally, there are the following types of engine speed control devices (see, for example, Patent Document 1).
As shown in FIG. 12, the governor lever (103) is interlocked and connected to the governing lever (101) via a governor spring (102), and the governor force generator (104) is linked to the governor lever (103). The governor lever (103) is swung by an unbalanced force between the governor spring force (102a) of the governor 102 and the governor force (104a) of the governor force generating device (104), and the fuel metering is interlocked with the governor lever (103). A speed control device for an engine configured so that the portion (105) is metered.

  According to this type of speed control device, there is an advantage that the speed of the engine can be easily controlled by an unbalanced force between the governor spring force (102a) and the governor force (104a).

  However, in this prior art, as is apparent from FIG. 12, when the engine control operation of the speed control lever (101) is stopped, the governor lever (103) is moved by the speed control lever (101) that is swung to the engine stop position (106) side. ) Is pressed, the governor lever (103) is pushed in the fuel decreasing direction (L) by the speed adjusting lever (101), and the fuel metering portion (105) is moved to the non-fuel supply position (107). ), So there is a problem.

JP 2003-269195 A (see FIG. 1)

<< Problem >> When the load increases during low-speed operation, engine output may be insufficient.
As is apparent from FIG. 12, when the engine control operation of the speed control lever (101) is stopped, the engagement pin (P) of the governor lever (103) is moved by the speed control lever (101) swinging to the engine stop position (106) side. ) Is pushed, the governor lever (103) is pushed in the fuel decreasing direction (L) by the governing lever (101), and the fuel metering section (105) is moved to the no fuel supply position (107). Therefore, when the load increases at low speed operation, the engaging pin (P) moving in the fuel increasing direction (R) hits the governing lever (101), and the governor lever (103) swings in the fuel increasing direction (R). Movement may be hindered, fuel may not increase, and engine output may be insufficient.

  An object of the present invention is to provide an engine speed control device that can prevent a problem that an engine output is insufficient when a load increases during low-speed operation.

Invention specific matters of the invention according to claim 1 are as follows.
As illustrated in FIG. 1 , a governor lever (3) is linked to a governing lever (1) via a governor spring (2), and a governor force generator (4) is linked to the governor lever (3). The governor lever (3) is swung by the unbalanced force between the governor spring force (2a) of (2) and the governor force (4a) of the governor force generator (4), and the fuel adjustment is interlocked to the governor lever (3). In the engine speed control device, which is configured so that the metering section (5) is metered,
As can be seen from FIG. 1, when the engine control operation of the speed control lever (1) is stopped, the governor spring (2) compressed by the speed control lever (1) swinged toward the engine stop position (6) is pushed. Accordingly, the governor lever (3) is pushed by the governor spring (2) in the fuel decreasing direction (L), and the fuel metering section (5) is moved to the non-fuel supply position (7) .
As illustrated in FIGS. 2 (A) to 2 (D), the locking hook (2b) on one end side of the governor spring (2) is engaged with the hook locking hole (1a) of the governing lever (1),
As illustrated in FIGS. 2C and 2D, when the engine control operation of the speed control lever (1) is stopped, the locking hook (2b) is pressed by the inner peripheral surface (1b) of the hook locking hole (1a). The governor spring (2) is configured to be pushed,
As illustrated in FIGS. 2A to 2D, the governor spring (2) is composed of a first spring (41) and a second spring (42).
As illustrated in FIGS. 2A and 2B, a bush (43) is attached to the speed control lever (1), and a hook locking hole (1a) of the speed control lever (1) is formed in the bush (43). The hook engaging hole (1a) is engaged with the engaging hook (2b) of the first spring (41), and the second spring (42) is provided with an engaging portion (42a) on one end side. Portion (42b) is formed, and the folded portion (42b) is slidably fitted to the bush (43),
When the speed adjusting lever (1) is set at a high speed, the locking hook (2b) of the first spring (41) and the locking portion (42a) of the folded portion (42b) of the second spring (42) are connected to the bush (43 ), The governor spring force (2a) of the first spring (41) and the second spring (42) is applied to the governor lever (3).
At the time of the low speed setting operation of the speed control lever (1), only the locking hook (2b) of the first spring (41) is locked to the speed control lever (1) via the bush (43), and the first spring (41 ) Governor spring force (2a) is applied to the governor lever (3)
During engine stop operation of the speed control lever (1), the locking hook (2b) of the first spring (41) is pressed by the inner peripheral surface (1b) of the hook locking hole (1a), and the first spring (41 ) Alone, the governor lever (3) is configured to be pushed in the fuel reduction direction (L).

(Invention of Claim 1)
The invention according to claim 1 has the following effects.
<Effect> It is possible to prevent a problem that the engine output is insufficient when the load increases during low-speed operation.
As can be seen from FIG. 1, when the engine control operation of the speed control lever (1) is stopped, the governor spring (2) compressed by the speed control lever (1) swinged toward the engine stop position (6) is pushed. As a result, the governor lever (3) is pushed in the fuel decreasing direction (L) by the governor spring (2), and the fuel metering section (5) is moved to the non-fuel supply position (7). When the load increases during low-speed operation, the governor lever (3) is not prevented from swinging in the fuel increase direction (R), so that the fuel is increased and the engine output is insufficient.

<Effect> The engine can be surely stopped.
As is apparent from FIGS. 2C and 2D, when the engine control operation of the speed adjusting lever (1) is stopped, the locking hook (2b) is pressed by the inner peripheral surface (1b) of the hook locking hole (1a). Since the governor spring (2) is configured to be pushed, the engine stop operation of the speed control lever (1) can be stopped via the inner peripheral surface (1b) of the hook locking hole (1a). 2b) is accurately transmitted, and the engine can be surely stopped.

<Effect> A high low-speed output can be obtained.
As illustrated in FIGS. 2A to 2D, the governor spring (2) is composed of the first spring (41) and the second spring (42), so that one governor spring (2) is provided. Compared with the case of the above, the spring constant of the governor spring (2) at the time of the low speed setting operation can be made smaller, and a high low speed output can be obtained.

<Effect> The engine can be surely stopped.
As is apparent from FIGS. 2C and 2D, when the engine control operation of the speed control lever (1) is stopped, the first spring (41) is locked on the inner peripheral surface (1b) of the hook locking hole (1a). Since the hook (2b) is pressed and the governor lever (3) is pressed in the fuel reduction direction (L) only by the first spring (41), the governor spring (2) is moved to the first spring (41). ) And the second spring (42), the engine stop operation of the speed control lever (1) is locked via the inner peripheral surface (1b) of the hook locking hole (1a). It is accurately transmitted to the hook (2b), and the engine can be surely stopped.

(Invention of Claim 2)
The invention according to claim 2 has the following effect in addition to the effect of the invention according to claim 1.
<Effect> The dimensional error of the governor spring can be absorbed.
As illustrated in FIG. 1 , a separation adjusting portion (3e) is provided in either of the engaging portions (3c) and (3d), and the engagement portions (3c) ( Since the separation distance between the first lever (3a) and the second lever (3b) engaged with 3d) is adjusted, even if there is a dimensional error in the governor spring (2), the separation adjustment section The dimensional error can be absorbed by adjusting (3e).

That is, when the governor spring (2) is too short due to a manufacturing error or the like, the first lever (3a) in which the engaging portions (3c) (3d) are engaged with each other by adjusting the separation adjusting portion (3e). And the second lever (3b) are made longer, and the fuel metering section (5) is positioned so as to come to the no-fuel supply position (7) when the engine control operation of the speed control lever (1) is stopped. The engine can be reliably stopped.
Further, when the governor spring (2) is too long due to a manufacturing error or the like, the first lever (3a) in which the engaging portions (3c) (3d) are engaged with each other by adjusting the separation adjusting portion (3e). And the second lever (3b) are shortened, and when the engine is operated to stop the speed control lever (1), the speed control lever (1) operated up to the engine stop position (6) and the no fuel supply position (7) Therefore, it is possible to prevent a problem that unnecessary compression force is applied to the governor spring (2) which is too long with respect to the fuel metering unit (5) which is stopped at (5). Therefore, it is possible to prevent the governor spring (2) from being damaged and the governor spring (2) from falling off the governor lever (1) or the governor lever (3).

(Invention of Claim 3)
The invention according to claim 3 has the following effect in addition to the effect of the invention according to claim 2.
<Effect> It is possible to suppress engine stall during overload operation.
As is apparent from FIG. 1, during overload operation, the second lever (3b) is received by the fuel limiter (9) due to a decrease in the governor force (4a), and the spring force (8a) of the torque riser (8) is received. ) And the governor force (4a) cause the first lever (3a) to swing, and the fuel metering section (5) moves meteringly in the overload increasing region (10), increasing the engine torque. Since it is comprised so that the engine stall at the time of an overload driving | operation can be suppressed.

It is a schematic diagram of the speed control apparatus of the diesel engine which concerns on embodiment of this invention. FIGS. 2A and 2B are views for explaining a locking state of the speed control lever and the governor spring of the speed control device of FIG. 1, FIG. 2A is a plan view during high speed setting operation, and FIG. FIG. 2B is a cross-sectional view taken along the line -B, FIG. 2C is a plan view during a low speed setting operation, and FIG. 2D is a cross-sectional view taken along the line D-D in FIG. It is a top view of the speed governor of FIG. 1 and its peripheral part. It is a side view of the speed governor of FIG. 1 and its peripheral part. It is a cross-sectional top view of the diesel engine using the speed governor of FIG. It is a vertical side view of the diesel engine using the speed governor of FIG. FIG. 7A is a diagram for explaining a locking state of a speed control lever and a governor spring of a speed control device for a diesel engine according to a first reference embodiment of the present invention. FIG. 7A is a plan view during a high speed setting operation, and FIG. ) Is a cross-sectional view taken along line BB in FIG. 7A, FIG. 7C is a view taken in the direction C in FIG. 7A, and FIG. 7D is a view taken in the direction D in FIG. 7E is a plan view at the time of the low speed setting operation, and FIG. 7F is a view in the direction of arrow F in FIG. FIG. 8A is a diagram illustrating a locking state of a governing lever and a governor spring of a diesel engine governing device according to a second reference embodiment of the present invention. FIG. 8A is a plan view during a high-speed setting operation, and FIG. ) is B direction arrow view of FIG. 8 (a), FIG. 8 (C) Figure 8 C-C line cross-sectional view of (B), FIG. 8 (D) are sectional view taken along line D-D shown in FIG. 8 (B) FIG, 8 (E) is a plan of the low speed setting operation, and FIG. 8 (F) is F direction arrow view of FIG. 8 (E), G-G line cross section of FIG. 8 (G) FIG. 8 (E) FIG. 8 (H) is a cross-sectional view taken along line HH of FIG. 8 (F). It is a schematic diagram of the speed control apparatus of the diesel engine which concerns on the 3rd reference form of this invention. FIG. 10 is a plan view of the speed governor of FIG. 9 and its peripheral part. FIG. 10 is a side view of the speed governor of FIG. 9 and its peripheral part. FIG. 2 is a view corresponding to FIG. 1 of the prior art.

1 to 6 show an embodiment of the present invention, FIG. 7 shows a first reference embodiment , FIG. 8 shows a second reference embodiment , and FIGS. 9 to 11 show a diesel engine speed control device according to a third reference embodiment . In the embodiment and each reference embodiment , a speed control device for a horizontal single-cylinder diesel engine will be described.

First, an embodiment will be described.
The outline of this engine is as follows.
As shown in FIG. 6, when viewed in a direction parallel to the crankshaft center axis (11), the crankshaft (13) is in a specific observation posture with the cylinder (12) horizontally oriented on the left side of the crankshaft center axis (11). ) Are arranged on the upper right and lower right of the rotation balancer (14a) (14b). The cylinder block (15) includes a crankcase (16), a lower oil sump (17), a cylinder liner mounting portion (18) on the left side of the crankcase (16), and a surrounding cylinder jacket (19). It has. A cylinder head (20) is assembled to the left end of the cylinder block (15), a cylinder head cover (21) is assembled to the cylinder head (20), and an upper portion of the cylinder jacket (19) is disposed above the cylinder block (15). Thus, a radiator (22) communicating with the cylinder jacket (19) is disposed, and a fuel tank (23) is disposed above the crankcase (16).

As shown in FIG. 6, a cylinder liner (12a) mounted on a cylinder liner mounting portion (18) is used for the cylinder (12), and a piston (24) is fitted in the cylinder liner (12a). A crankshaft (13) is linked to the piston (24) via a connecting rod (25). A valve camshaft (32) is disposed below the left side of the crankshaft (13) and below the cylinder liner (12a).
As shown in FIG. 5, a gear case (26) is assembled to the front end of the cylinder block (15), and the timing transmission gear (27) and the speed governor (28) are accommodated in the gear case (26) . ing. A flywheel (39) is disposed at the rear end of the cylinder block (15).

The outline of the governor (28) is as follows.
As shown in FIG. 1, a governor lever (3) is linked to a governing lever (1) via a governor spring (2), and a governor force generator (4) is linked to the governor lever (3). The governor lever (3) is swung by the unbalanced force between the governor spring force (2a) of 2) and the governor force (4a) of the governor force generator (4), and the fuel metering is interlocked to the governor lever (3). The section (5) is configured to be metered.

As shown in FIG. 4, the speed control lever (1) is pivotally supported by a pivot (33) on the ceiling wall (26a) of the gear case (26). The governor spring (2) is a tension spring, and hooks (2b) (2c) are provided at both ends. As shown in FIG. 3, the hooks (2b) (2c) are respectively hooks of the speed control lever (1). The stopper hole (1a) is engaged with the hook engaging hole (3f) of the governor lever (3). As shown in FIG. 3, the governor force generator (4) includes a governor weight (34) and a governor sleeve (35), and the governor weight (34) is rotationally driven by a crankshaft (13). As shown in FIGS. 3 and 4, the fuel metering section (5) is a rack pin (37) of the fuel metering rack (36) of the fuel injection pump (29).

  As can be seen from FIG. 1, when the engine control operation of the speed control lever (1) is stopped, the governor spring (2) compressed by the speed control lever (1) swinged toward the engine stop position (6) is pushed. Accordingly, the governor lever (3) is pushed in the fuel decreasing direction (L) by the governor spring (2), and the fuel metering section (5) is moved to the non-fuel supply position (7). In the case of the fuel injection pump (29), the no fuel supply position (7) is the no fuel injection position.

  For this reason, when the load is increased in the ultra-low speed operation, the governor lever (3) is not prevented from swinging in the fuel increasing direction (R), so that the fuel is increased and the engine output is insufficient. . Ultra-low speed operation refers to low-speed operation near the idling rotational speed.

As shown in FIG. 1, the governor lever (3) is composed of a first lever (3a) linked to a governor force generator (4) and a second lever (3b) connected to a governor spring (2). The first lever (3a) is connected to the fuel metering portion (5), and the first lever (3a) and the second lever (3b) are provided with engaging portions (3c) (3d), respectively. .
At the time of engine stop operation of the speed control lever (1), the engaging portions (3c) (3d) are engaged with each other, and from the second lever (3b) pushed in the fuel reduction direction (L) by the governor spring (2). The first lever (3a) is configured to be pushed in the fuel reduction direction (L) via both engaging portions (3c) (3d).
Among the engaging portions (3c) and (3d), the engaging portion (3d) of the second lever is provided with a separation adjusting portion (3e), and the engaging portions (3c) are adjusted by adjusting the separating adjusting portion (3e). ) (3d) is configured such that the distance between the first lever (3a) and the second lever (3b) engaged with each other is adjusted.

  As shown in FIG. 3, the first lever (3a) and the second lever (3b) are pivotally supported on the gear case (26) by a pivot (38). As shown in FIG. 1, the spacing adjusting portion (3e) is a screw rod provided on the engaging portion (3d) of the second lever (3b) and is a tongue piece (3g) led out from the second lever (3b). Is screwed on. The starting spring (40) is locked to the tongue piece (3g), and the fuel metering section (5) is positioned at the starting increasing position by the spring force (40a) of the starting spring (40) when the engine is started.

The adjustment by the separation adjusting unit (3e) is performed as follows.
As apparent from FIG. 1, by adjusting the advancement so that the screw rod approaches the engaging portion (3c) of the first lever (3a), the first engaging portion (3c) (3d) is engaged. The distance between the lever (3a) and the second lever (3b) can be increased, and the engagement portion is adjusted by moving the screw rod backward from the engagement portion (3c) of the first lever (3a). The distance between the first lever (3a) and the second lever (3b) engaged with each other (3c) (3d) can be reduced.

As shown in FIG. 1, a torque riser (8) is provided between the first lever (3a) and the second lever (3b).
As is apparent from FIG. 1, during overload operation, the second lever (3b) is received by the fuel limiter (9) due to a decrease in the governor force (4a), and the spring force (8a) of the torque riser (8) is received. ) And the governor force (4a) cause the first lever (3a) to swing, and the fuel metering section (5) moves meteringly in the overload increasing region (10), increasing the engine torque. Is configured to do.

  As shown in FIG. 1, the torque rise device (8) is attached to the second lever (3b), and includes a torque pin (30) and a torque spring (31). When the partial load is high, the governor force (4a) The torque pin (30) is pushed into the torque riser (8) by the clamping force of the governor spring force (2a), and the first lever (3a) and the second lever (3b) swing together, and from FIG. As is apparent, when the rated load is reached, the second lever (3b) is received by the fuel limiter (9), and when the load is overloaded, the spring force (8a) and the governor force (4a) of the torque riser (8). The torque pin (30) is pushed out of the torque riser (8) by an unbalanced force, and the first lever (3a) swings in the fuel increasing direction (L) by the amount of the pushing out, and the fuel metering unit (5) moves by metering in the overload increase area (10) to maximize engine speed while increasing fuel Close to the torque rotational speed, increasing the engine torque.

As shown in FIGS. 2 (A) to 2 (D), the locking hook (2b) on one end side of the governor spring (2) is engaged with the hook locking hole (1a) of the governing lever (1). .
As is apparent from FIGS. 2C and 2D, when the engine control operation of the speed adjusting lever (1) is stopped, the locking hook (2b) is pressed by the inner peripheral surface (1b) of the hook locking hole (1a). Thus, the governor spring (2) is configured to be pushed.

As shown in FIGS. 2A to 2D, the governor spring (2) is composed of a first spring (41) and a second spring (42).
A bush (43) is attached to the speed control lever (1), a hook locking hole (1a) of the speed control lever (1) is provided in the bush (43), and the first hook locking hole (1a) has a first hook. The locking hook (2b) of the spring (41) is engaged, and a folded portion (42b) having a locking portion (42a) is formed on one end side of the second spring (42), and this folded portion (42b). Is slidably fitted to the bush (43).
The folded portion (42b) is retained by the flange portion (43a) of the bush (43) and the speed control lever (1).

  As shown in FIGS. 2A and 2B, when the speed adjusting lever (1) is operated at a high speed, the locking hook (2b) of the first spring (41) and the folded portion (42b) of the second spring (42) are provided. ) And the governor spring force (2a) of the first spring (41) and the second spring (42) are controlled by the governor lever (42a) via the bush (43). It takes (3).

  As shown in FIGS. 2C and 2D, when the speed adjusting lever (1) is operated at a low speed, only the locking hook (2b) of the first spring (41) is moved through the bush (43). The governor spring force (2a) of only the first spring (41) is applied to the governor lever (3).

  As is apparent from FIGS. 2C and 2D, when the engine control operation of the speed control lever (1) is stopped, the first spring (41) is locked on the inner peripheral surface (1b) of the hook locking hole (1a). The hook (2b) is pressed, and the governor lever (3) is pressed in the fuel reduction direction (L) only by the first spring (41).

Next, the first reference embodiment will be described.
As shown in FIGS. 7A to 7F, the governor spring (2) includes a first spring (41) and a second spring (42). For this reason, the spring constant of the governor spring (2) during the low speed setting operation can be further reduced, and a high low speed output can be obtained.
A hook locking hole (1a) is drilled in the speed control lever (1), and the locking hook (2b) of the first spring (41) is engaged in the hook locking hole (1a), and the second spring (42). ) Is formed on one end side of the foldable portion (42b) having a locking portion (42a), and the fold-back portion (42b) is formed in a folded shape along the front and back surfaces of the speed control lever (1). The speed lever (1) is slidably fitted.
The folded portion (42b) is prevented from coming off in the vertical direction by the speed control lever (1), and from the lateral direction perpendicular to the sliding direction by the pair of locking claws (1c) (1d). ing.

  As shown in FIGS. 7A to 7D, when the speed adjusting lever (1) is operated at a high speed, the hooks (2b) of the first spring (41) and the folded portions (2) of the second spring (42) ( 42b) is engaged with the speed control lever (1), and the governor spring force (2a) of the first spring (41) and the second spring (42) is applied to the governor lever (3).

  As shown in FIGS. 7E and 7F, when the speed adjusting lever (1) is operated at a low speed, only the locking hook (2b) of the first spring (41) is locked to the speed controlling lever (1). The governor spring force (2a) of only the first spring (41) is applied to the governor lever (3).

As is apparent from FIGS. 7E and 7F, when the engine control operation of the speed control lever (1) is stopped, the first spring (41) is locked by the inner peripheral surface (1b) of the hook locking hole (1a). The hook (2b) is pressed, and the governor lever (3) is pressed in the fuel reduction direction (L) only by the first spring (41). For this reason, even when the governor spring (2) is composed of the first spring (41) and the second spring (42), the engine stop operation of the speed control lever (1) is performed by the hook locking hole ( It is accurately transmitted to the locking hook (2b) via the inner peripheral surface (1b) of 1a), and the engine can be surely stopped.
Other configurations and functions are the same as those in the embodiment .

Next, the second reference embodiment will be described.
As shown in FIG. 8 (A) ~ (H), is fitted to the locking pin (44) at one end of the retaining ring (2d) is the governor lever of the governor spring (2) (1).
As apparent from FIGS. 8G and 8H, when the engine control operation of the speed adjusting lever (1) is stopped, the locking ring (2d) is pressed by the peripheral surface (44a) of the locking pin (44), The governor spring (2) is configured to be pushed. Therefore, the engine stop operation of the speed control lever (1) is accurately transmitted to the locking ring (2d) via the peripheral surface (44a) of the locking pin (44), and the engine can be stopped reliably. .

As shown in FIGS. 8A to 8H, the governor spring (2) includes a first spring (41) and a second spring (42). For this reason, compared with the case where there is only one governor spring (2), the spring constant of the governor spring (2) during the low speed setting operation can be made smaller, and a high low speed output can be obtained.
As shown in FIGS. 8 (B) to (D), (F) to (H), the locking pin (44) is attached to the speed control lever (1), and the first spring (41) is attached to the locking pin (44). ) Is engaged, and a folded portion (42b) having a locking portion (42a) is formed on one end side of the second spring (42), and the folded portion (42b) is locked. The pin (44) is slidably fitted.
The locking ring (2d) and the folded portion (42b) are prevented from coming off by a washer (45) attached to the locking pin (44) and a speed control lever (1).

  As shown in FIGS. 8B to 8D, during the high speed setting operation of the speed control lever (1), the locking ring (2d) of the first spring (41) and the folded portion of the second spring (42) ( 42b) is locked to the speed control lever (1) via a locking pin (44), and the governor spring force (2a) of the first spring (41) and the second spring (42) is locked. ) Is applied to the governor lever (3).

As shown in FIGS. 8F to 8H, when the speed adjusting lever (1) is operated at a low speed, only the locking ring (2d) of the first spring (41) is interposed via the locking pin (44). The governor spring force (2a) of only the first spring (41) is engaged with the governor lever (1) and applied to the governor lever (3).
As apparent from FIGS. 8G and 8H, when the engine control operation of the speed adjusting lever (1) is stopped, the locking ring (1) of the first spring (41) is engaged with the peripheral surface (44a) of the locking pin (44). 2d) is pressed, and the governor lever (3) is pressed in the fuel reduction direction (L) only by the first spring (41). For this reason, even if the governor spring (2) is composed of the first spring (41) and the second spring (42), the engine stop operation of the speed control lever (1) is not performed by the locking pin (44). ) Is accurately transmitted to the locking ring (2d) of the first spring (41) via the peripheral surface (44a) of the first spring (41), so that the engine can be stopped reliably.
Other configurations and functions are the same as those in the embodiment .

Next, a third reference embodiment will be described.
As shown in FIGS. 9 to 11, the governor spring (2) is composed of a single piece, and the hook lever (1 a) is perforated in the governing lever (1), and is the same as the embodiment . It has configuration and functions.
9 to 11, the same reference numerals as those in FIGS. 1 to 6 are assigned to the same elements as those in the embodiment .

(1) Control lever
(1a) Hook locking hole
(1b) Inner peripheral surface
(2) Governor spring
(2a) Governor spring force
(2b) Locking hook
(2c) Locking hook
(2d) Lock ring
(3) Governor lever
(3a) First lever
(3b) Second lever
(3c) Engagement part
(3d) Engagement part
(3e) Spacing adjustment part
(4) Governor force generator
(4a) Governor power
(5) Fuel metering section
(6) Engine stop position
(7) No fuel supply position
(8) Torque riser
(8a) Spring force
(9) Fuel limiter
(10) Overload increase area
(L) Fuel loss direction
(41) First spring
(42) Second spring
(42a) Locking part
(42b) Folding part
(43) Bush
(44) Locking pin
(44a) Circumference
(45) Washer

Claims (3)

The governor lever (3) is linked to the governing lever (1) via the governor spring (2), and the governor force generator (4) is linked to the governor lever (3), so that the governor spring force ( The governor lever (3) is swung by the unbalanced force between the governor force (4a) of the governor force generator (4) and the fuel metering section (5) linked to the governor lever (3) is metered. In the engine speed governor configured to be
When the governor lever (1) is operated to stop the engine, the governor spring (2) compressed by the governor lever (1) that is swung to the engine stop position (6) side is pushed, so that the governor spring (2 ), The governor lever (3) is pushed in the fuel decreasing direction (L), and the fuel metering section (5) is moved to the no fuel supply position (7) .
The locking hook (2b) on one end side of the governor spring (2) is engaged with the hook locking hole (1a) of the governor lever (1),
When the engine stopping operation of the governor lever (1), locking hooks on the inner circumferential surface of the hook locking hole (1a) (1b) (2b) is pressed, it is configured to governor spring (2) is pressed ,
The governor spring (2) is composed of a first spring (41) and a second spring (42).
A bush (43) is attached to the speed control lever (1), a hook locking hole (1a) of the speed control lever (1) is provided in the bush (43), and the first hook locking hole (1a) has a first hook. The locking hook (2b) of the spring (41) is engaged, and a folded portion (42b) having a locking portion (42a) is formed on one end side of the second spring (42), and this folded portion (42b). Is slidably fitted to the bush (43),
When the speed adjusting lever (1) is set at a high speed, the locking hook (2b) of the first spring (41) and the locking portion (42a) of the folded portion (42b) of the second spring (42) are connected to the bush (43 ), The governor spring force (2a) of the first spring (41) and the second spring (42) is applied to the governor lever (3).
At the time of the low speed setting operation of the speed control lever (1), only the locking hook (2b) of the first spring (41) is locked to the speed control lever (1) via the bush (43), and the first spring (41 ) Governor spring force (2a) is applied to the governor lever (3)
During engine stop operation of the speed control lever (1), the locking hook (2b) of the first spring (41) is pressed by the inner peripheral surface (1b) of the hook locking hole (1a), and the first spring (41 ) Alone, the governor lever (3) is configured to be pushed in the fuel reduction direction (L). The engine speed control device according to claim 1,
The governor lever (3) includes a first lever (3a) linked to the governor force generator (4) and a second lever (3b) connected to the governor spring (2). The first lever (3a ) Is connected to the fuel metering portion (5), and the first lever (3a) and the second lever (3b) are provided with engaging portions (3c) and (3d), respectively.
At the time of engine stop operation of the speed control lever (1), the engaging portions (3c) (3d) are engaged with each other, and from the second lever (3b) pushed in the fuel reduction direction (L) by the governor spring (2). The first lever (3a) is configured to be pushed in the fuel reduction direction (L) via both engaging portions (3c) (3d).
A separation adjusting portion (3e) is provided in either of the engaging portions (3c) and (3d), and the engagement portions (3c) and (3d) are engaged with each other by adjusting the separation adjusting portion (3e). A speed control device for an engine, characterized in that the distance between the lever (3a) and the second lever (3b) is adjusted. The engine speed control device according to claim 2,
A torque rise device (8) is provided between the first lever (3a) and the second lever (3b),
During overload operation, the second lever (3b) is received by the fuel limiter (9) due to a decrease in the governor force (4a), and the spring force (8a) and governor force (4a) of the torque riser (8) The first lever (3a) is swung by the unbalanced force, and the fuel metering unit (5) is metered in the overload increasing region (10) to increase the engine torque. An engine speed control device characterized by that.

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