JPH073192B2 - Centrifugal governor with stop operation for the diesel engine - Google Patents

Description

The present invention relates to a centrifugal governor with a stop operation tool for a diesel engine.

[Basic Structure] The basic structure of the centrifugal governor with a stop operation tool for a diesel engine, which is the premise of the present invention, is as follows.

For example, as shown in FIGS. 1 (A) to (C) or FIG. 9, the metering rack pin 29 of the fuel injection pump 4 of the diesel engine 1 is connected to the increasing biasing spring 30 of the centrifugal governor 10.
The governor lever 11 is configured to move to the decrease side 1 against the increase biasing spring 30, while the governor lever 11 is pressed against the increase side r by the governor spring 12. , The centrifugal weight 13 is pressed toward the weight reduction side l, and the governor lever 11 is received by the fuel limiter 52 at the full load position 34.
The tension of 30 is set weaker than the tension of the governor spring 12, and the metering rack pin 29 is operated by the engine stop operation tool 37 while the governor lever 11 and the governor spring 12 are left undisturbed.
It is configured so as to be able to move to the engine stop position 38 against the increase bias spring 30.

The governor lever 11 may be of a single type or a double type.

[Prior Art] In the basic structure described above, as a connection structure between the metering rack pin 29 and the governor lever 11, there is a conventional structure disclosed in Japanese Utility Model Laid-Open No. 62-148.

As shown in FIG. 9, the metering rack pin 29 is brought into contact with the fuel reducing side edge portion 66 of the upper end portion 67 of the governor lever 11.

Moreover, since the governor lever 11 is directly linked to the metering rack pin 29, the lower end portion 68 of the governor lever 11 is located on the lower side of the fuel injection pump 4, and the governor lever 10 is attached to the lower end portion 68 of the governor lever 10a. The weight support member 17 of the centrifugal weight 13 for providing the weight avoids the fuel injection cam shaft 5 on which the fuel injection cam 67 is formed,
It is fixed at 15.

[Problems to be Solved by the Invention] Therefore, the above-mentioned prior art has the following problems.

When the metering rack pin 29 is moved by the governor lever 11, the fuel reducing side edge 66 of the upper end 67 of the governor lever 11 slides on the metering rack pin 29 for a long distance, so that the force from the governor lever 11 to the metering rack pin 29 is increased. The resistance of the governor 10 is low, and its control accuracy is low.

To attach the weight support 17, the fuel injection camshaft 5
Besides, the weight drive shaft 15 must be provided, and the weight drive shaft input wheel 17, bearings, etc. must be provided accordingly, which complicates the structure of the engine 1 and increases the manufacturing cost. Maintenance is also troublesome.

[Means for Solving the Problems] The present invention is characterized in that, in the basic structure, the connecting structure between the metering rack pin 29 and the governor lever 11 is as follows.

For example, as shown in FIGS. 1A to 1C, the metering rack pin 29 and the governor lever 11 are articulated by a governor link 49, and at least one of the metering rack pin 29 and the governor lever 11 and the governor link 49 are connected. The articulation part 54 of the
55 is movably engaged, and the metering rack pin 29 is configured to be movable to the engine stop position 38 by the movement of the pin 55 in the long hole 39, and the weight support 57 of the centrifugal weight 13 is connected to the fuel injection pump 4. It is fixed to the fuel injection cam shaft 5.

[Effect] The present invention has the following effects.

When moving the metering rack pin with the governor lever,
Due to the slight tilting of the cabana link, the articulation part of the governor link only slides on the peripheral surface of the articulation pin for a short distance, so there is little resistance to the transmission of force from the governor lever to the metering rack pin. The response sensitivity of the governor is high and its control accuracy is high.

Since it is not necessary to provide a weight drive shaft separately from the fuel injection cam shaft, and the weight drive shaft input wheels, bearings, etc. attached to it can be omitted, the structure of the engine is simplified, and the manufacturing cost is reduced and maintenance is simplified. Can be realized.

[Embodiment] An embodiment of the present invention will be described with reference to the drawings.

1 to 6 are views for explaining a centrifugal governor of a diesel engine according to an embodiment of the present invention, FIG. 1 (A) is a plan view of the governor, and FIG. 1 (B) is a front view of the governor. , First
FIG. 2C is a side view of the governor, FIGS. 2A to 2F are operation explanatory views of the governor, FIG. 3 is a longitudinal sectional front view of the engine, FIG. 4 is a longitudinal sectional side view of the engine, and FIG. FIG. 5 is a perspective view of the engine, FIG. 6 is an explanatory view of a stop operation state of the joint portion of the governor link and the rack pin, FIG. 7 is a view corresponding to FIG. 6 of another embodiment, and FIG. It is a figure equivalent to FIG. 6 of other Example.

Reference numeral 1 indicates an engine.

This engine 1 is a secondary combustion chamber type diesel engine, and as shown in FIG. 3, air is supplied from an air cleaner 20 (see FIG. 5) to a surge tank 21, an intake inertia pipe 22, an intake port 23.
The fuel is injected into the cylinder 24 by passing the fuel in the order of, and the fuel is injected by the fuel injection pump 4 under the force of the fuel injection pipe 25 and the fuel injection valve.
It is adapted to be passed through the order of 26 and supplied to the auxiliary combustion chamber 27.

The amount of fuel injected from the fuel injection pump 4 is controlled by the centrifugal governor 10, so that the rotation of the engine 1 can be kept constant at the set value set by the speed control lever 28, regardless of the load fluctuation applied to the engine 1. Has become.

As shown in FIG. 2 (A), the governor 10 is
The rack pin 29 is positioned at the starting increasing position by the tension 30a of the increasing bias spring 30 so that the starting can be easily performed.

As shown in FIG. 2 (B), the tension 31a of the low rotation governor spring 31 is set (the high rotation governor spring 35 is idle at low rotation) by setting the speed control lever 28 to the low rotation position during low rotation operation. The balance between the governor force 10a and the governor force 10a allows the rack pin 29 to be appropriately adjusted within the fuel control region between the 0/4 load position and the 4/4 load position, regardless of the load fluctuation applied to the engine 1. Instead, the rotation of the engine 1 is kept constant according to the value set by the speed control lever 28.

As shown in FIG. 2 (C), the tension 31a of the low rotation governor spring 31 and the high rotation governor spring 3 are set by setting the speed control lever 28 to the high rotation position during high rotation operation.
The rack pin 29 is appropriately adjusted within the fuel control region by the resultant force of the tension force 35a of 5 and the balance with the governor force 10a, and the rotation of the engine 1 is maintained constant as described above.

As shown in FIG. 2 (D), when the engine 1 is partially loaded, the governor force 10a and the tension 31a are applied.
Or, depending on the balance between 31a and 35a, rack pin 29
Are controlled in the fuel control area.

As shown in FIG. 2 (E), when the overload is applied beyond the full load, the spring lever 32 is largely pulled by the tension 31a or the resultant force of 31a and 35a due to a large decrease in the governor force 10a. However, since the spring lever 32 comes into contact with and is locked by the fuel limiter 52 at the full load position of the rack pin 29, the tension 31a or 35a is not transmitted to the rack lever 48 thereafter, and the rack lever 48 is not transmitted. Is pushed by the elastic force of the torque spring 36.

The spring constant of the torque spring 36 is set to be smaller than the spring constants of both the governor springs 31 and 35, and the amount of change in the governor force 10a after the rack pin 29 exceeds the full load position before it exceeds the full load position. Against rack pin 29
The speed of movement of the engine, that is, the fuel increase speed is slowed down, the engine speed is quickly reduced, the transient period until the engine stall is maintained for a long time, and a time margin for the engine stall avoidance operation can be secured. Has become.

As shown in FIG. 2 (F), the rack pin 29 can be moved along the elongated hole 39 to the stop position by stopping and rotating the engine stop operating tool 37 when the engine is stopped.

The rack pin 29 can be moved along the elongated hole 39 independently of the governor lever 11, and the operating force 37a of the engine stop operation tool 37 is not affected by the tensions 31a and 35a of the governor springs 31 and 35, and the increasing bias spring 30 The engine 1 can be stopped with a small force that resists the tension 30a of the engine 1.

As shown in FIG. 3, the engine 1 has a cylinder block 40.
A cylinder head 41 and a head cover 42 are assembled in this order in the upper part of the above, the crank case 2 is formed in the lower part of the cylinder block 40, and the pump housing 3 is formed in the right side part of the crank case 2.

A fuel injection pump 4 and a fuel injection cam shaft 5 are provided in the pump housing 3, and a timing transmission case 6 is fixed to the front portions of the crankcase 2 and the pump housing 3 as shown in FIG. A timing transmission 8 is arranged in the case 6.

The timing transmission 8 includes a crankshaft output wheel 43, a valve cam wheel input wheel 44, a fuel injection camshaft input wheel 16, and a timing transmission belt.
As shown in FIG. 4, by winding 45, the power of the crankshaft 7 is transmitted to the valve operating camshaft 46 and the fuel injection camshaft 5 (see FIG. 3), and these are interlocked at a predetermined timing. It is supposed to do.

As shown in FIGS. 1 (A) to (C), the centrifugal governor 10
Is a spring lever that constitutes the governor lever 11 on the pivot 47
32 and the rack lever 48 are pivotally supported, and the tip of the push-out pin 51 urged by the torque spring 36 is projected to the upper rear surface of the spring lever 32, and the upper front surface of the rack lever 48 is abutted against this. Configured.

The rack pin 29 is configured to elastically press the increasing biasing spring 30 of the governor 10 toward the increasing side r, while the spring pin 32 moves the rack pin 29 to the decreasing side 1 against the increasing biasing spring 30.

For the spring lever 32, the governor ring 12 is increased by a high rotation governor spring 35 and a low rotation governor spring 31.
The centrifugal weight 13 is pressed against the weight reduction side l, while the elastic pressure is applied to.

The spring lever 32 is configured to be received by the fuel limiter 52 in the full load position 34.

The tension of the increasing bias spring 30 is 35 for both governor springs.
It is set weaker than each tension of 31.

As shown in FIG. 6, the joint portion 54 between the rack pin 29 and the governor link 45 movably engages the rack pin 29 in the elongated hole 39, and the joint portion 54 between the rack lever 48 and the governor link 45 is Engage the pivot pin 72 in the round hole 71 to make the rack pin 29 a long hole.
It is configured to be able to float to the engine stop position 38 in 39, and the rack pin 29 is moved to the engine stop position 38 against the increase bias spring 30 while leaving the governor lever 11 and the governor spring 12 left with the engine stop operation tool 37. It is configured to be possible.

As shown in FIG. 7, the articulation portion 54 of the rack pin 29 and the governor link 45 engages the rack pin 29 in the elongated hole 39 so that the rack pin 29 can move freely, and the articulation of the rack lever 48 and the governor link 49. The portion 54 may also have a structure in which the pivot pin 72 is movably engaged with the long hole 39.

Further, as shown in FIG. 8, the joint 54 of the rack pin 29 and the governor link 45 engages the rack pin 29 with the round hole 71,
The joint 54 between the rack lever 48 and the governor link 49 has a long hole 39.
It may be a structure in which the pivot pin 72 is movably engaged with.

The weight support member 57 of the centrifugal weight 13 and the governor sleeve 14 are supported by the fuel injection cam shaft 5 in the pump housing 3, and the fuel injection cam shaft 5 is also used as a weight drive shaft. Is also used as the weight drive input wheel, and parts such as the weight drive shaft, the weight drive input wheel, and the bearings of the weight drive shaft are reduced to simplify the structure of the engine 1.

[Brief description of drawings]

1 to 6 are views for explaining a centrifugal governor of a diesel engine according to an embodiment of the present invention, FIG. 1 (A) is a plan view of the governor, and FIG. 1 (B) is a front view of the governor. , First
FIG. 2C is a side view of the governor, FIGS. 2A to 2F are operation explanatory views of the governor, FIG. 3 is a longitudinal sectional front view of the engine, FIG. 4 is a longitudinal sectional side view of the engine, and FIG. FIG. 5 is a perspective view of the engine, FIG. 6 is an explanatory view of a stop operation state of the joint portion of the governor link and the rack pin, FIG. 7 is a view corresponding to FIG. 6 of another embodiment, and FIG. FIG. 6 and FIG. 9 of another embodiment correspond to FIG. 1 (C) of the prior art. 1 ... Diesel engine, 5 ... Fuel injection cam shaft,
10 …… Centrifugal governor, 11 …… Governor lever, 12 …… Governor spring, 13 …… Centrifugal weight, 29 …… Metering rack pin,
30 …… Increase biasing spring, 34 …… Full load position, 37 ……
Engine stop operation tool, 38 …… Engine stop position, 39 ……
Long hole, 49 …… Cabana spring, 50 …… Governor link,
52 …… fuel limiter, 54 …… articulation, 55 …… pin, 57 ……
Weight support.

Claims (1)

[Claims] 1. A fuel injection pump 4 of a diesel engine 1.
While the metering rack pin 29 is elastically pressed toward the increasing side r by the increasing biasing spring 30 of the centrifugal governor 10, the governor lever is
11 is configured to move to the decrease side 1 against the increase urging spring 30, and the governor lever 11 elastically presses the increase amount side r by the governor spring 12, while the centrifugal weight 13 presses the decrease side l. In this configuration, the governor lever 11 is received by the fuel limiter 52 at the full load position 34, the tension of the increasing bias spring 30 is set to be weaker than the tension of the governor spring 12, and the metering rack pin 29 is operated to stop the engine. With the tool 37, the governor lever 11 and the governor spring 12 can be moved to the engine stop position 38 against the increase bias spring 30 while leaving the governor lever 11 and the governor spring 12 left. Governor link 49 between governor lever 11 and 29
The connecting portion 54 of at least one of the metering rack pin 29 and the governor lever 11 and the governor link 49 is engaged with the pin 55 in the elongated hole 39 so that the pin 55 can move freely. Diesel characterized in that the pin 55 is allowed to move to the engine stop position 38 by the free movement of the pin 55, and the weight support 57 of the centrifugal weight 13 is fixed to the fuel injection cam shaft 5 of the fuel injection pump 4. Centrifugal governor with engine stop operation.