JPH0144894B2 - - Google Patents

Description

[Detailed Description of the Invention] <Industrial Application Field> The present invention supplies fuel sequentially from a fuel injection pump to each cylinder of an engine, and also controls rotation of a load lever of a mechanical governor attached to the fuel injection pump. The present invention relates to a fuel supply control device that controls the amount of fuel supplied accordingly.

<Prior Art> In a diesel engine, a fuel injection pump is provided on the side of the engine, and the fuel injection pump sequentially supplies fuel to each cylinder of the engine. In order to control the amount of fuel supplied to the engine, the fuel injection pump is equipped with a mechanical governor, and the load lever of this mechanical governor is connected to the accelerator pedal via an accelerator cable. It's summery. Therefore, when the accelerator pedal is depressed, the control rack of the fuel injection pump is moved via the load lever and the mechanical governor to increase the amount of fuel supplied. Therefore, with such a diesel engine, it is possible to rapidly accelerate the vehicle equipped with the engine by rapidly depressing the accelerator pedal, but if the accelerator pedal is pressed more than necessary, the engine Otherwise, the drive wheels may slip, resulting in a waste of fuel.

Therefore, in order to prevent such waste of fuel in a diesel engine, an economy traveling device is attached to the engine. This economy traveling device is composed of, for example, an electronic control device, and limits the amount of fuel supplied by regulating the amount of rotation of the load lever based on commands from the electronic control device. Therefore, by providing such a device, even if the accelerator pedal is depressed greatly, the amount of fuel supplied will be limited by the economy running device, so the engine output will be proportional to the amount of depression of the accelerator pedal. This makes it possible to prevent wasteful consumption of fuel. However, there are cases where sudden acceleration of the vehicle is required for emergency avoidance or the like.
In such a case, it becomes necessary to detect the sudden acceleration by some means and to provide a device for canceling the economical driving state upon this detection.

<Problems to be Solved by the Invention> Therefore, the conventional economy travel device requires a release device for emergency avoidance, which has the disadvantage of making the device complicated.

The present invention has been made in view of these problems, and makes it possible to prevent the engine from wasting fuel, and to easily remove the restriction on the fuel supply in an emergency. It is an object of the present invention to provide a fuel supply control device as described above.

<Means for Solving the Problems> In order to achieve the above object, the present invention provides a mechanical governor that rotates in response to depression of the accelerator pedal, and the load lever is rotated at the tip of the load lever. A full stopper facing the load lever is attached to the support plate so as to be adjustable in forward and backward movement, and a piston rod for regulating the maximum rotational position of the load lever is attached parallel to the full stopper so as to be movable in and out of the support plate. A return spring is provided for retracting and biasing the piston rod so that the tip of the piston rod is retracted and held at a position farther from the load lever than the tip of the full stopper. The present invention is characterized in that an air cylinder is provided to protrude and hold the full stopper toward the load lever side from the tip of the full stopper, and the air cylinder is attached to the base end of the full stopper so as to be adjustable in forward and backward movement.

<Function> In the fuel supply device configured as described above, when air is not being supplied to the air cylinder, the piston rod receives the urging force of the return spring and its tip is retracted and held at a position farther from the load lever than the tip of the full stopper. Therefore, the maximum rotation position of the load lever (the maximum amount of fuel supplied) is regulated by the full stopper.

On the other hand, when air is supplied to the air engine, the piston rod moves against the return spring, causing its tip to protrude toward the load lever side beyond the tip of the full load stopper. Therefore, in this case, the maximum rotational position of the load lever is regulated by the piston rod.
The regulation value of the maximum fuel supply amount is smaller than in the above case, and so-called economy driving (driving) is performed.

By the way, if you strongly press the accelerator pedal while supplying air to the air cylinder and performing economical operation, the piston rod will retract against the holding force of the air cylinder, so it will be regulated by the full stopper. The load lever can be rotated to this position. Therefore, sudden acceleration for emergency avoidance can be performed even during economy driving with a limited maximum fuel supply amount.

Further, when the full stopper is moved forward and backward with respect to the support plate in order to adjust the maximum amount of fuel supplied during normal operation, the air cylinder also moves accordingly. Therefore, even if the full stopper is moved to adjust the maximum amount of fuel supplied during normal operation, the relative position between the piston rod controlled by the air cylinder and the full stopper does not change, so the full stopper is normally moved. By simply making adjustments, you can also adjust the maximum supply amount during economy operation. By moving the air cylinder forward and backward relative to the full stopper, the maximum supply during economy operation can also be adjusted independently. Furthermore, since the maximum rotational position of the load lever (maximum depression position of the accelerator pedal) is regulated by the full stopper and piston rod,
It is possible to instantly determine whether the vehicle is in the normal mode or the economy mode by feeling the accelerator pedal being depressed, and it is also possible to avoid troubles caused by misidentification of the driving condition.

<Example> Examples of the present invention will be described below based on the drawings.

FIG. 1 shows a diesel engine 1 equipped with a control device according to this embodiment.
A fuel injection pump 2 is provided on the side surface of the fuel injection pump 2 . The fuel injection pump 2 extracts a part of the rotational force of the engine 1 through the gear 3, transmits this rotational force to the pump 2 via the timer 4 and the camshaft 5, and thereby drives the pump 2. That's what I do. That is, the cam provided on the camshaft 5 connects each pump unit 6 of the fuel injection pump 2.
By driving the fuel injection pump 2, the pump unit 6 of the fuel injection pump 2 sequentially supplies fuel to the cylinders of the engine 1 via the fuel supply pipe 7.

Furthermore, this fuel injection pump 2 is equipped with a mechanical governor 8, and a load lever 9 of this mechanical governor 8 is connected to an accelerator pedal 11 via an accelerator cable 10. Therefore, when the accelerator pedal 11 is depressed, the accelerator cable 1
0, and the rotation of the load lever 9 is transmitted to the control rack 12 of the fuel injection pump 2 via the mechanical governor 8. That is, when the accelerator pedal 11 is depressed, the control rack 12 moves to the left in FIG. 1, and the amount of fuel supplied by each pump unit 6 at one time increases.

An idle stopper 13 and a full stopper 14 are provided on the side surfaces of the load lever 9, respectively, and are fixed to a support plate 15. These pair of stoppers 13 and 14 are adapted to restrict the backward movement position and the forward rotation position of the load lever 9, respectively. And the above pair of stoppers 1
Among the full stoppers 3 and 14, the full stopper 14 has a cylindrical shape as shown in FIG. 2, and the piston rod 17 of the air cylinder 16 is inserted into the inside of the full stopper 14. The air cylinder 16 is attached at its front end by being screwed into a male thread 18 formed on the outer periphery of the full stopper 14. The piston 19 of the air cylinder 16 is pushed to the right in FIG. 2 by the return spring 20. Moreover, the air cylinder 16
It is connected to an air tank 22 via a solenoid valve 21 shown in the figure. The opening and closing of the solenoid valve 21 is controlled by an operating switch 23.
In addition, the full stopper 14 and the air cylinder 1
The mounting positions of the screws 6 are adjusted by male screws 18, and are locked at the adjusted positions by lock nuts 24 and 25, respectively.

In the above configuration, when driving a vehicle equipped with this engine 1 under normal conditions,
The device switch 23 is opened. Then, since the solenoid valve 21 is closed, compressed air is not supplied from the air tank 22 to the air cylinder 16, and therefore the piston 1 of the air cylinder 16
9 is in a state where it is pushed to the right by the return spring 20, as shown in FIG. That is, the piston rod 17 of the air cylinder 16 does not protrude from the tip of the full stopper 14. Therefore, in this case, each load lever 9 is connected to the idle stopper 1.
3 and the position where it abuts against the full stopper 14. That is, the load lever 9 is rotated via the accelerator cable 10 in accordance with the amount of depression of the accelerator pedal 11, and the rotation of the load lever 9 is transmitted to the control rack 12 via the mechanical governor 8. Therefore, as the control rack 12 moves leftward and rightward, the amount of fuel supplied by the fuel injection pump 2 changes to the accelerator pedal 1.
It is controlled according to the amount of depression of step 1.

Next, when the vehicle equipped with this diesel engine 1 is to be driven economically, the operation switch 23 is closed, thereby energizing the coil of the solenoid valve 21. Then, because the solenoid valve 21 opens,
Compressed air is supplied from the air tank 22 to the air cylinder 16, and as shown in FIG.
The piston 19 of No. 6 will move to the left against the return spring 20. Therefore, this air cylinder 1
The tip of the piston rod 17 of No. 6 protrudes from the tip of the full stopper 14. That is, in this case, when the load lever 9 rotates greatly,
It will come into contact with the piston rod 17 before it comes into contact with the full stopper 14. Therefore, the amount of rotation of the load lever 9 is regulated by the piston rod 17, and for example, the rotation position is regulated at a rotation angle of 3/4 of the rotation angle at which the load lever 9 contacts the full stopper 14. In order to do this, the control rack 1 of the fuel injection pump 2 is
The amount of leftward movement of No. 2 will also be restricted, thereby restricting the amount of fuel supplied. Therefore, by achieving economical running using this air cylinder 16, it becomes possible to eliminate wastage of fuel.

While driving in such an economical manner, if sudden acceleration is required to avoid an emergency, close the operation switch 23 and leave the economical driving set state, and then press the accelerator pedal 11 even louder.
All you have to do is step into it. When the accelerator pedal 11 is strongly depressed, the force applied to the accelerator pedal 11 is transmitted to the load lever 9 via the accelerator cable 10, and as a result, the load lever 9
This will forcefully push the piston rod 17 of the air cylinder 16. Therefore, as shown by the chain line in FIG. 3, the compressed air in the air cylinder 16 is compressed, and the load lever 9 is rotated to a position where it comes into contact with the tip of the full stopper 14. Therefore, in this case, it is possible to obtain the same full output as in normal driving, thereby making it possible to achieve rapid acceleration for emergency avoidance. At this time, the change in depression force with respect to the stroke of the accelerator pedal 11 has characteristics as shown by the solid line in FIG. 4. That is, when the load lever 9 comes into contact with the piston rod 17 of the air cylinder 16, the air inside the air cylinder 16 must be compressed by the pressing force of the accelerator pedal 11, so it is necessary to apply a stronger pressing force. come to arise. Note that the characteristics indicated by the dotted line in FIG. 4 are the characteristics when economy driving is canceled.

By the way, when the lock nut 24 is loosened and the full stopper 14 is moved in the left-right direction in the figure, the maximum rotational position of the load lever 9 changes and the maximum amount of fuel supplied changes accordingly. In addition, since the air cylinder 16 attached to the full stopper 14 also moves together with the full stopper 14, no matter what position the full stopper 14 is moved to, when air is supplied to the air cylinder 16, the tip of the piston rod 17 will move towards the full stopper 14. A predetermined amount protrudes from the tip. Therefore, there is no need to readjust the position of the air cylinder 16 in conjunction with the movement of the full stopper 14, and the adjustment work can be easily performed. Furthermore, when driving in an economy mode where the piston rod 17 instead of the full stopper 14 regulates the maximum rotational position of the load lever 9, the depression force on the accelerator pedal 11 suddenly increases midway through, so it may be difficult to see if it is in a normal condition. It is possible to accurately know whether economy is selected from the feeling of operating the accelerator pedal 11. Furthermore, by moving the air cylinder 16 in the left-right direction in the figure with respect to the full stopper 14, the amount of protrusion of the piston rod 17 can be changed, so that the maximum supply amount during economy operation can be adjusted independently.

As described above, the control device of this embodiment has an extremely simple configuration in which the air cylinder 16 is provided on the full stopper 14 that regulates the maximum rotation angle of the load lever 9 of the mechanical governor 8, so that economical driving can be achieved. The arrangement can be constructed for this purpose without increasing the cost of the engine by providing an economy running gear. Furthermore, according to the control device of this embodiment, sudden acceleration for emergency avoidance can be performed in the state of economical driving set, so sudden acceleration can be detected and economical driving canceled due to this detection. This eliminates the need for additional equipment. The positions at which the full stopper 14 and the air cylinder 16 respectively restrict the load lever 9 can be adjusted by loosening the lock nuts 24 and 25 and using the male screw 18.

<Effects of the Invention> As described above, the present invention provides a piston rod in addition to the full stopper that regulates the maximum rotational position of the load lever, and moves the piston rod forward and backward using an air cylinder attached to the full stopper to control the load lever. Since the maximum rotational position of the piston rod can be changed, even when the full stopper is moved to adjust the maximum amount of fuel supplied during normal operation, the piston rod controlled by the air cylinder and the full stopper can be moved. Since the relative position does not change, the maximum supply amount during economy operation can usually be adjusted simply by adjusting the position of the full stopper. Furthermore, since the driver can know the driving mode by feeling the accelerator pedal being depressed (operated), it is possible to avoid problems caused by misidentification between the normal state and the economy state. In addition, since this control device is composed of an air cylinder, by compressing the air in the air cylinder, it is possible to rotate the load lever beyond the regulated position by the air cylinder. This makes it possible to perform sudden acceleration for emergency avoidance. Therefore, there is no need for a device for detecting sudden acceleration and for canceling economical driving accompanying this detection.

[Brief explanation of drawings]

FIG. 1 is a side view of a diesel engine equipped with a fuel supply control device according to an embodiment of the present invention, and FIG.
The figure is a cross-sectional view of an air cylinder for regulating the maximum rotational position of the load lever of this control device, Figure 3 is a cross-sectional view of the air cylinder in the same operating state, and Figure 4 is a cross-sectional view of the air cylinder when this device is operated. It is a graph showing changes in depression force with respect to the stroke of an accelerator pedal. In addition, in the symbols used in the drawings, 1...diesel engine, 2...fuel injection pump, 8...mechanical governor, 9...load lever, 11...
Accelerator pedal, 13...Idle stopper, 1
4...Full stopper, 16...Air cylinder, 1
7... Piston rod, 21... Solenoid valve, 22...
...air tank, 23...operation switch.

Claims (1)

[Claims] 1 In a device that sequentially supplies fuel from a fuel injection pump to each cylinder of an engine and rotates a load lever of a mechanical governor attached to the fuel injection pump following an accelerator pedal, the load lever is a full stopper attached to the support plate so as to be adjustable forward and backward with its tip facing the load lever in order to regulate the maximum rotational position; and a support plate parallel to the full stopper to regulate the maximum rotational position of the load lever. A piston rod is attached to the piston rod so as to be movable in and out of the piston rod, a return spring that biases the piston rod to retract and maintain its tip at a position farther from the load lever than the tip of the full stopper, and a return spring that pushes the piston rod against the return spring. A fuel supply device comprising: an air cylinder that is moved and held so that its tip protrudes toward the load lever side from the tip of the full stopper, and the air cylinder is attached to the base end of the full stopper so as to be adjustable in forward and backward movement.