JPH0240029A - Governor for diesel engine with supercharger - Google Patents

Abstract

PURPOSE:To facilitate control through effective utilization of the limit of a fuel injection amount by means of a boost compensator by a method wherein a start enrichment regulation release control is interlocked with engine stop control. CONSTITUTION:A limit lever 45 coupled to a boost compensator is engageable with and disengageable from an adjust ring 41 of a slider rod through a cam cylinder 50. A cancel lever 51 formed to the cam cylinder 50 is interlocked and coupled with a stop lever 73 of an engine. Thereby, when an engine is stopped, the limit lever 45 is automatically disengaged from the slider rod and brought into a start enrichment state. Namely, engine stop control and ensurance of a start enrichment for a next use are effected through one control process, and controllability can be improved. Further, since only a cable for a stop lever is provided and only the stop lever is controllable, the number of parts for control can be saved and advantage in terms of a cost can be ensured.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a governor for a diesel engine equipped with a supercharger and a boost compensator.

(Prior art and its problems) When an engine equipped with a supercharger accelerates rapidly, the increase in pressure by the supercharger turbine lags behind the rise in rotational speed, resulting in a supercharging delay and a shortage of fuel air. This may result in excess fuel supply and cause black smoke to be generated.

The boost compensator is provided to cope with the oversupply of fuel, and prevents oversupply of fuel and the generation of black smoke during sudden acceleration.

However, when starting the engine, especially when starting at a low temperature, it is necessary to release the fuel restriction by the boost compensator in order to ensure startability. Conventional boot compensators have a cancel lever independent of the stop lever for stopping the engine, so when stopping the engine, you have to operate the stop lever and cancel for the next start. It is necessary to perform an operation to release the starting increase restriction using the lever.

Also, since the boost pressure does not increase much in the low speed rotation range, we cannot expect much control using boost pressure in the low speed rotation range.

(Objective of the Invention) An object of the present application is to enable effective use of fuel injection amount restriction by a boost compensator.

That is, the invention described in claim (1) aims to facilitate the operation by linking the start increase restriction release operation with the engine stop operation. Furthermore, the invention as claimed in claim (2) aims to more effectively prevent the generation of black smoke during acceleration from low speeds to medium speeds by using a boost compensator and a reverse Angleich spring in combination. .

(Technical Means and Effects for Achieving the Object) In order to achieve the above object, the invention described in claim (1) of the present application supports a limit lever shaft in a governor case so as to be movable in the axial direction, and A cam cylinder having a cancel lever is fitted into the lever shaft, and a cam member that contacts the cam surface of the cam cylinder is provided on the lever shaft, and the cancel lever is interlocked and connected to a stop lever that operates the tension lever to the fuel stop side. However, when the stop lever is operated to stop fuel, the limit lever is removed from the slider rod by the cam action of the cam cylinder, making it possible to secure an increase in starting fuel.

When the stop lever is operated to stop the engine, the limit lever is disengaged from the slider rod in the axial direction of the limit lever due to the cam action of the cam cylinder, and the starting increase restriction is automatically released. Therefore, the next time it is used, the engine can be started with the increased starting amount secured.

Further, in order to achieve the above object, in the invention described in claim (2), the intermediate part of the governor lever is fitted to the tension lever shaft with a certain amount of play, and the reverse Unkreich lever shaft is fitted to one end of the tension lever. The reverse Angleich lever is pivotably mounted on the reverse Angleich lever, and the intermediate part of the governor lever is rotatably supported on the swinging end of the reverse Angleich lever via an intermediate shaft, and the tension lever and the reverse Angleich lever are connected to each other. A reverse Angleich spring is installed in between.

In the low speed range, the fuel is controlled by a reverse Angleich spring, and then in the medium speed range, the fuel is controlled by the boost compensator, preventing the generation of black smoke over a wide range from low to medium speeds.

(Embodiment of the invention set forth in claim (1)) Fig. 1 shows a longitudinal sectional view of a governor with a set of three levers to which the invention set forth in claim (1) is applied. A camshaft 2 extends from the rear side of the fuel injection pump case inside the camshaft 1, and a governor weight 3 is supported on the camshaft 2 so as to be freely expandable, and a governor sleeve 5 is fitted so as to be movable in the axial direction. There is. As the rotational speed of the camshaft 2 increases, the governor weight 3 expands and pushes the governor sleeve 5 forward.

A vane lever 7, a tension lever 8, and a sub-governor lever 9 are rotatably supported on the tension lever shaft 6. A fuel increasing/decreasing rack 2 of the fuel injection pump is connected to the upper end of the gaff lever 7 via a link 20.

The tension lever 8 is formed into an inverted rLJ shape, and a governor spring 10 is stretched between the rear upper end and the front throttle lever 12, and the governor spring 10 biases the tension lever 8 toward the fuel increasing side. ing. The throttle lever 12 is fixed to a control shaft]5, and the control shaft 15 is rotatably supported by the cabana case 1, and extends outside the governor case 1, and has an outer throttle lever 23 (see FIG. 2) at its outer end. It is equipped with

The sub-governor lever 9 has a force receiving part 14 that extends downward and is located on the rear side of the tension lever 8.
A shifter 13 is fixed to 4, and the shifter 13 contacts the governor sleeve 5 and receives the governor force. A set spring 17 is stretched between the upper front end of the sub-governor lever 9 and the governor lever 7, and the tension of the set spring 17 connects the governor lever 7 and the sub-governor lever part 9 so that they can rotate together.

Force receiving part of sub-governor lever 9 ] 4 and tension lever 8
A starting power increase spring] 9 is installed between the two, which urges the force receiving part [4] of the sub-governor lever 9 rearwardly with respect to the tension lever 8, thereby ensuring an increased starting power. There is.

A stop shaft 22 for stopping the engine is arranged on the front side of the governor lever 7 and the tension lever 8. The stop shaft 22 has a semicircular cross-sectional shape and faces the front edges of the governor lever 7 and the tension lever 8. . The stop shaft 22 is rotatably supported by the governor case 1.
By rotating in direction B2, the governor lever 7 and tension lever 8 can be pushed rearward, reducing the fuel injection amount and stopping the engine.

A boost compensator 30 is provided at the front wall portion of the upper end of the governor case 1. A boost pressure chamber 32 is provided inside the compensator case 38 by a rubber diaphragm 31.
The boost pressure chamber 32 is connected to the pressurized air passage of the supercharger 40 via an introduction pipe, and
The pressure within the boost pressure chamber 32 is increased in response to an increase in the turbine rotational speed.

The slider rod 37 is supported by the case 38 so as to be movable in the front and back direction, extends rearward, and has an adjusting ring 41 screwed onto its rear end.

The front end of the slider rod 37 comes into contact with the diaphragm 3 via a washer, etc., and a spring 42 is compressed between the front end washer of the slider rod 37 and the rear end wall of the case 38. is biased toward the front.

The fuel limit lever 45 is disposed between the slider rod 37 and the governor lever 7, and is rotatably supported by a limit lever shaft 46. The lower end 45a of the limit lever 45 faces the front edge of the governor lever 7 so as to be able to freely come into contact with it, and the upper end is formed with a pin 49 having a spherical tip, which engages with the front end surface of the adjusting ring 41. .

FIG. 3 shows an exploded perspective view of the limit lever 45. In this FIG. 56, spring washer 58 and return spring 60
are mated in sequence.

The torsion spring 56 has one end engaged with the cut groove 57 and the other end engaged with the limit lever 45 to urge the limit lever 45 toward the fuel increasing side (around C2) with respect to the lever shaft 46. ing.

The return spring 60 is compressed between the side wall of the governor case and the washer 58, and presses the limit lever 45 toward the stepped portion 55.

A notch 65 for restricting rotation is formed at the base end of the limit lever shaft 46 and it is fitted into the cam cylinder 50 of the cancel lever 51 so as to be movable in the axial direction. 46 moves in the axial direction but is restricted from rotating.

The cam cylinder 50 has a cam surface 67 that comes into contact with the cam pin 53.
or is formed. That is, when the cam barrel 50 is rotated in the 02 direction by the cancel lever 51, the cam barrel 67 pushes the limit lever shaft 46 and the limit 1 collar 45 both in the direction of arrow A.
moving in two directions, engaging pin 49 or adjusting ring 4]
It is designed to come off from the front end surface of. Further, on the rear side of the upper end of the limit lever 45, a maximum movement limit bolt 6] for adjusting the maximum movement amount of the limit lever 45 toward the fuel increase side is arranged, and the limit bolt 61 has a notch 6]. a and is screwed into the governor case, and serves to maintain the four pins in contact with the outer peripheral surface of the adjustment ring 41 when they come off the front edge of the adjustment ring 41 as described above.

Further, the cam cylinder 50 is formed with an arcuate notch 70 through which the restriction pin 65 passes.

The notch 70 has a constant length in the circumferential direction, thereby allowing the cam cylinder 50 to rotate to perform a cam action.

In FIG. 2, which shows the cross section from ■-■ in FIG. A pin 52 is formed therein, and the pin 52 serves as a contact plate 73a of a stop lever 73 provided on the knob 22. The stop lever 73 is biased by the torsion spring 74 in the direction of arrow B1 (=1 force) and is locked in the release position by the pin 75. That is, the stop lever 73 cannot be rotated toward the engine stop side (in the direction of arrow B2). As a result, the cancel lever 51 is pushed by the contact plate portion 73a and rotates in the direction of arrow C2, and the cam surface 67 pushes out the limit lever shaft 46 in the direction of arrow A2.

Explain the operation. In FIG. 1, when the engine is running, the stopper 22 is separated from the governor lever 7 and the tension lever 8, and the upper end pin 49 of the limit lever 45 is engaged with the adjusting ring 4.

Therefore, for example, in the low rotation range, the rack position is limited to R4 as shown by the solid line up to the rotation speed N4 in FIG.
4, as the boost pressure increases due to the increase in rotational speed, the pressure in the boost pressure chamber 32 shown in FIG. 1 increases in proportion to it, and the slider rod 37 moves backward against the elastic force of the spring 42. Then, move the limit lever 45 to the limit lever shaft 4.
6 to the fuel increasing side (arrow C2 side) to increase the fuel as shown in sections N4 to N6 in FIG.

In addition, when accelerating suddenly from a low-speed idle rotation, a so-called supercharging delay occurs during the acceleration, resulting in a lack of air supply and excess fuel, or due to a delay in boost pressure rise, the fuel increase side movement is regulated, oversupply of fuel is prevented, and the generation of black smoke is prevented.

To stop the engine, press the stop lever 7 in Figure 2.
3 in direction B2, the governor lever 7 and tension lever 8 are moved largely toward the fuel reduction side. As a result, the engine stops, and the contact plate 73a and pin 5
2, the cancel lever 51 rotates in the direction C2 in FIG. It comes off. Then, the limit lever 45 is largely rotated toward the fuel increase side by the torsion spring 56, and comes into contact with the limit pin 6], thereby making it possible to secure an increase in starting fuel.

Therefore, when reusing the engine, an increase in starting power at the rack position R1 is ensured as shown by the broken line in FIG. 4, and good starting performance can be achieved.

After starting, the slider rod 37 increases due to the increase in boost pressure.
When the adjusting ring 4 passes the position of the pin 49, the return spring 60 shown in FIG.
9 is pushed back in the direction of arrow A], and the adjustment ring 41
automatically engages the front end surface of the Therefore, during operation after startup, injection amount control is performed in proportion to the boost pressure as shown in N4 to N6 in FIG. 4 described above.

(Embodiment of the invention set forth in claim (2)) FIG. 5 is a longitudinal sectional view of a cabana to which the invention set forth in claim (2) is applied, and has a structure in which a boost compensator 30 and a reverse Angleich spring 9] are combined. be. The same parts as in FIG. 1 are given the same numbers. The governor lever 7 has a separate sub-governor lever, unlike the one shown in FIG. The boost compensator 30 has substantially the same structure as that shown in FIG.
and the slider rod 37 always move together in the front and back direction. Further, the lower end portion 45a of the limit lever 45 abuts from the front side a contact fitting 79 provided at the front end of the fuel increase/decrease rack 21, and the limit lever shaft 46 has a limit lever shaft 46 that rotates the limit lever 45 largely toward the fuel increase side. A fuel restriction release lever (not shown) is connected thereto.

A reverse Angleich lever 86 is swingably supported at the lower end of the tension lever 8 via a reverse Angleich lever shaft 85. The reverse Angleich lever 86 extends upward and has an intermediate shaft 87 above the tension lever shaft 6.
It is equipped with An intermediate portion of the governor lever 7 is swingably supported on the intermediate shaft 87. The intermediate shaft 87 is inserted into the hole 90 of the tension lever 8 with a play so that it can swing within a certain width. An engagement hole 35 (36) having a larger diameter than the tension lever shaft 6 is formed in a portion of the governor lever 7 and the reverse Angleich lever 86 corresponding to the tension lever shaft 6, so that the governor lever 7 and the reverse Angleich lever 86 are fixed. It is engaged with the tension lever shaft 6 with a certain amount of play so that it can swing in width.

A bottomed cylindrical spring receiver 89 is fixed to the rear wall of the lower half of the reverse Angleich lever 86, and a starting increase spring]9 is provided between the spring receiver 89 and the lower end receiving force portion of the governor lever 7.
has been reduced.

A reverse Angleich spring 91 is disposed in the lower half of the tension lever 8 between it and a spring receiver 89 of the reverse Angleich lever 86. The reverse Angleich spring 9 is disposed within a spring case 92 screwed into the tension lever 8, and is compressed between the case 92 and the reverse Angleich rod 93.

The reverse Angleich rod 93 is movable in the axial direction with the case 92
It is fitted in and is prevented from being pulled out at a predetermined position by a locking ring, so that it can be moved forward against the reverse Angleich spring 91.

Further, the rear end portion of the reverse Angleich rod 93 faces the spring receiver 89 of the reverse Angleich lever 86.

The graph in Figure 6 shows the injection amount characteristic diagram when a boost compensator and a reverse Angleich spring are each installed.The solid line shows the injection amount characteristic when only the boost compensator is installed, and the broken line shows the injection amount when only the reverse Angleich spring is installed. This is when equipped.

By combining these, the reverse Angleich spring is compressed in the low speed range N2 to N3, as shown by the solid line in Figure 7.
The position of the adjusting ring 4] and the set position of the reverse Angleich spring 9] in FIG. 5 are adjusted so that the boost compensator operates in the medium speed range N4 to N5.

The operation will be briefly explained. When starting the engine, by releasing the limit lever 45 to the fuel increase side (C2 side) using a release lever or the like, the rack position R1 for starting fuel increase is secured in the interval 0 to NO as shown by the broken line in Fig. 7. Ru.

After starting, the governor force increases and the fifth
When the start increasing spring 19 shown in the figure is overcome, the starting increasing spring [9] is compressed, and the governor lever 7 rotates clockwise in FIG. 5 around the tension lever shaft 6, thereby reducing the fuel. This is the section NO to N1 in FIG.

When the governor lever 7 shown in FIG. 5 comes into contact with the spring receiver 89 of the reverse Angleich lever 86, the rack position is kept constant by the set load of the reverse Angleich spring 90. This is the section N1 to N2 in FIG.

When the rotational speed increases and the governor force overcomes the set load of the reverse Angleich spring 91 shown in FIG. It rotates clockwise, creating a reverse Angleich effect. That is, the fuel injection amount is temporarily increased as shown in the section N2 to N3 in FIG.

When the spring receiver 89 of the reverse Angleich lever 86 comes into contact with the reverse Angleich case 92, it comes into contact with the contact fitting 7 or the limit lever 45, and the rack position is temporarily in the range N3 to N4 in FIG. is kept constant as.

In a medium speed range where the rotational speed has further increased, the limit lever 45 rotates to the fuel increasing side (C2 side) in proportion to the boost pressure to increase the amount of fuel. This is the section N4 to N5 in FIG.

After that, the amount is regulated to a constant amount by the set load of the governor spring [0], and the speed is controlled by the balance between the centrifugal force of the governor spring 10 and the governor weight 3. For example, as the rotation speed increases, the governor spring 10 expands, and the fuel The injection amount decreases.

(Another embodiment) Limit lever 4 of boost compensator 30 in FIG.
5 may be connected to a stop lever mechanism as shown in FIG.

Further, in any of the claims, the limit lever 45 can be selectively opposed to either the governor lever or the fuel increase/decrease rack.

(Effect of the invention) (As explained above, according to the inventions described in claims (1) and (2) of the present application, the boost compensator 30
This prevents excess fuel due to supercharging delay during sudden acceleration and prevents black smoke from being generated.

In the invention set forth in claim (1), the limit lever 45 connected to the boost compensator 30 can be freely engaged with and disengaged from the adjustment link 41 of the slider rod 37 by a cam cylinder 50 or the like, and is formed in the cam cylinder 50. Since the cancel lever 51 is interlocked and connected to the stop lever 73 of the engine, when the engine is stopped, it is automatically disengaged from the limit lever 45 or the slider rod 37, allowing the engine to be started and increased.

In other words, the engine can be stopped and the starting amount increased for the next use in one operation, improving operability.

Furthermore, since only the cable for the stop lever is provided so that only the stop lever can be operated, the number of operating parts can be saved, which is advantageous in terms of cost.

The invention according to claim (2) includes a boost compensator 30 and a reverse Angleich spring 91, and in a low speed rotation range, the injection amount is increased by the reverse Angleich spring 91 in response to an increase in the rotation speed. In the middle speed rotation range, the boost compensator 30 increases fuel in proportion to the rise in boost pressure.
The injection amount can be finely controlled for each rotation range from low to medium speeds, and the generation of black smoke can be more accurately prevented according to the performance of each engine, and the start-up performance of the engine can be further improved for each engine performance. Can be done.

[Brief explanation of the drawing]

Fig. 1 is a vertical cross-sectional view of a mechanical governor to which the invention described in claim (1) of the present application is applied, Fig. 2 is a cross-sectional view of Fig. 1, and Fig. 3
The figure is an exploded perspective view of the limit lever shown in FIG. 1, FIG. 4 is a fuel injection amount characteristic diagram corresponding to the invention described in claim (1), and FIG.
The figure is a vertical cross-sectional view of a mechanical governor to which the invention according to claim (2) is applied, FIG. 6 is a fuel injection amount time diagram when a boost compensator and a reverse Angleich spring are each provided independently, and FIG. is a fuel injection amount characteristic diagram when the invention according to claim (2) is applied. 6. Tension lever shaft, 7. Governor lever, 8. Tension lever, 14
... Force receiving part, 19... Starting increase spring, 22... Stop shaft, 30... Boost compensator, 37...
...Slider rod, 41...Adjustment ring,
45...Fuel limit lever, 46...Limit lever shaft,
50...Cam tube, 51...Cancel lever 56...
・Torsion spring, 73... Stop lever, 85...
Reverse Angleich lever shaft, 86... Reverse Angleich lever, 91... Reverse Angleich spring, patent applicant Yanmar Diesel Co., Ltd. r'i et al.

Claims (2)

[Claims] (1) Equipped with a tension lever connected to the governor spring, a governor lever connected to the fuel increase/decrease rack, and a starting increase spring that secures the starting increase stroke, from the fuel increase side to the governor lever or the fuel increase/decrease rack. The opposing limit levers are rotatably supported on the limit lever shaft,
In the governor of a supercharged diesel engine, the pin at the end of the limit lever is engaged with the adjusting ring of the slider rod of the boost compensator, and the limit lever is rotated toward the fuel increasing side in response to an increase in boost pressure. A limit lever shaft is supported in a governor case so as to be movable in the axial direction, and a cam cylinder having a cancel lever is fitted to the limit lever shaft, and a cam member that abuts the cam surface of the cam cylinder is provided on the lever shaft, and tension The above cancel lever is interlocked and connected to the stop lever that operates the lever to the fuel stop side, and when the stop lever is operated to stop the fuel, the limit lever is removed from the slider rod by the cam action of the cam cylinder, making it possible to secure an increase in starting amount. Governor for supercharged diesel engine. (2) Equipped with a tension lever connected to a governor spring, a governor lever connected to a fuel increase/decrease rack, and a starting increase spring to ensure a starting increase stroke, and facing the governor lever or fuel increase/decrease rack from the fuel increase side. A limit lever is rotatably supported on a limit lever shaft, and a pin at the end of the limit lever is engaged with an adjustment ring of a slider rod of a boost compensator, so that the limit lever increases fuel as boost pressure increases. In the governor of a supercharged diesel engine that rotates to the side, the middle part of the governor lever is fitted onto the tension lever shaft with a certain amount of play, and the reverse Angleich lever shaft is connected to one end of the tension lever. The Angleich lever is pivotably mounted, and the intermediate part of the governor lever is rotatably supported on the swinging end of the reverse Angleich lever via an intermediate shaft, and between the tension lever and the reverse Angleich lever. Governor for a turbocharged diesel engine with a reverse Angleich spring.