JPH0313409B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention relates to a speed governor for a diesel engine used primarily in construction work vehicles.

BACKGROUND OF THE INVENTION In this type of work vehicle, different output/rotational speed ranges are required for normal actual work and traveling work. In other words, in actual work, it is necessary to lower the rotation speed and increase the output, while in driving work, a large output is not required, and the maximum value of the rotation speed is increased to enable high-speed running. That is required. Normally, in this type of work vehicle, the maximum permissible power of the engine is adjusted to match the actual work, and therefore,
Since its maximum rotational speed is also adjusted to the actual work, it has the disadvantage that it cannot run at a sufficiently high speed when running.

Therefore, conventionally, there are two types of operating tools for adjusting the engine rotation speed, one for work and one for driving. A device that increases the maximum number of rotations possible is being considered.

In addition, as two types of speed governor operation tools are provided, one for traveling work and one for actual work, the work speed governor operation tool is installed in the link system between the engine speed governor and the speed governor operation tool for travel. (Refer to Utility Model Publication No. 54-31691).

Problems to be Solved by the Invention However, with the conventional structure, except when there is a margin in the maximum allowable engine output, in other cases, it is difficult to obtain sufficient output during actual work and still drive. It is not possible to obtain the maximum rotational speed suitable for the work. For example, the first
In the figure, curve a in the figure shows a performance curve during work, and its maximum output x is set to the maximum allowable for the engine, and the no-load maximum rotation speed A is also set accordingly. It is set. Then, if the maximum no-load rotation speed of the engine adjusted in this way is set so that it can be increased from A to B, then, for example, if a load is applied from this maximum no-load rotation speed B, the maximum output of the engine will be The output exceeds the allowable maximum output at point x and reaches point z, which means that the engine will be used beyond its guaranteed range, and there is a risk of shortening the engine life.

Furthermore, since this adjustment is performed at the link between the conventional structural device described in the above publication and the speed regulating device for traveling, if the main body of the work vehicle is disassembled during maintenance, this adjustment must be made again when reassembling. It's extremely troublesome.

The present invention has been made in view of these conventional drawbacks, and is capable of obtaining sufficient maximum output required during actual work, and at the same time, has a rotating speed that is lower than the maximum rotation speed during actual work. Even when driving at high speed by increasing the engine speed, the maximum output is limited to the minimum necessary so that the maximum output does not exceed the allowable limit of the engine, thereby preventing overload operation. I tried to avoid it.

Means for Solving the Problems As a configuration thereof, the present invention has a driving regulator handle and an actual working regulator handle mounted on the same axis so as to be relatively rotatable, and the driving regulator handle is connected to the governor's fuel tank. The regulator handle for actual work is interlocked and connected to the fuel rack via a regulator spring, and the regulator handle for actual work is free from the fuel rack. Provided with a pressing portion that pushes and rotates the traveling regulator handle toward the high speed side as the travel regulator handle rotates toward the high speed side, and
A stopper that regulates the maximum rotational speed position of the travel regulator handle is provided on the higher rotation side than a stopper that restricts the maximum rotational speed position of the regulator handle for actual work. When the travel regulator handle is rotated to the high speed side beyond a certain range with respect to the fuel reduction lever that moves the fuel rack in the fuel reduction direction, the fuel reduction lever is moved in the fuel reduction direction by a certain amount. The device is characterized by being provided with a pressing portion that presses to a certain position and rotates the device.

Embodiment Below, the structure of the present invention will be explained based on an illustrated embodiment. In FIGS. 2 to 6, reference numeral 1 denotes a gear case of an engine. 4 As shown in Figure 4, a regulator handle shaft 2 is pivotally supported, and at the outer end of the regulator handle shaft 2 are a pair of regulator handles,
That is, the traveling regulator handle 3 and the actual working regulator handle 4 are connected to cylindrical bosses 5 and 6, respectively.
It is mounted so that it can rotate freely. Of these regulator handles 3 and 4, the traveling regulator handle 3 rotates together with the handle shaft 2 by a pin 7 inserted into the boss 5, and the other regulator handle 4 for actual work rotates integrally with the handle shaft 2. is in an idle state. A regulator lever 8 is fixed to the inner end of the regulator handle shaft 2, and the regulator lever 8 is connected to a fuel rack 10 via a regulator spring 9, as shown in FIG. The rotation speed is controlled by being connected to a governor lever 11 that moves the rotation speed. That is, the traveling regulator handle 3 is interlocked and connected to the fuel rack 10 via the regulator spring 9, while the actual working regulator handle 4 is free with respect to the fuel rack 10.

Therefore, in the above configuration, when the traveling regulator handle 3 is rotated independently, the regulator lever 8 is rotated via the regulator handle shaft 2, and thereby the engine rotation is The number is controlled. In this case, when the travel regulator handle 3 is rotated to the left (clockwise around the regulator handle shaft 2 in Fig. 2), the number of revolutions increases; 2 in the counterclockwise direction), the rotational speed decreases, and FIG. 2 shows the maximum rotational speed position, and FIG. 5 shows the idle rotational position. Further, a return spring 13 is connected between the upper end 3a of the travel regulator handle 3 and a spring support plate 12 attached to the gear case 1, so that the travel regulator handle 3 is always It is energized to return to the deceleration side.

Next, an L-shaped support piece 14 is fixed to the travel regulator handle 3, which protrudes toward the opposite side (rear side) of the speed-increasing rotation direction and is further bent downward. A pressing portion 15 having a threaded structure is screwed onto the lower end of the support piece 14 and has a tip thereof protruding in the speed-increasing rotation direction (forward). On the other hand, a pressing portion 16 consisting of an L-shaped piece that protrudes in the opposite direction to the speed-increasing rotational direction and is further bent toward the first handle 3 is fixed to the regulator handle 4 for actual work. At the same time, the tip of the pressing portion 16 is arranged so as to be located on the rear side of the support piece 14. Therefore, when the regulator handle 4 for actual work is rotated from the idle rotation position to the speed increasing side, the L-shaped pressing part 16 presses the support piece 14, so that the regulator handle 3 for traveling is rotated.
are also rotated in the same direction, so that even if the regulator handle 4 for actual work is rotated independently, the engine can be operated to the high speed rotation side.

In such a configuration, in front of each regulator handle 3, 4, a first and a second
Stopper screws 17 and 18 are screwed into gear case 1 with their heads projecting toward the front of each of these regulator handles 3 and 4. These stopper screws 17 and 18 determine the maximum number of rotations adjusted by the respective regulator handles 3 and 4, and in this embodiment, the maximum number of rotations by the traveling regulator handle 3 is actually The rotation speed is adjusted to be higher than the maximum rotation speed that can be adjusted by the working regulator handle 4.

Next, reference numeral 19 denotes a fuel reduction lever pivotally supported by the gear case 1. In this embodiment, this fuel reduction lever 19 is similar to a commonly used stop lever, and as shown in FIG. Then, when the weight reduction lever 19 is rotated to the left in FIG. 2, the governor lever 11 is rotated in the weight loss direction and the fuel rack 10 is brought to the stop position, regardless of the position of each regulator handle 3, 4. The engine can be stopped by moving the In this embodiment, the weight reduction lever 19 is located in front of the pressing portion 15 having a threaded structure screwed onto the support piece 14 of the traveling regulator handle 3, thereby reducing the pressure on the traveling regulator handle 3. 3 to the high speed side up to a certain range, the pressing part 15 with the screw structure
is designed to push and rotate the weight loss lever 19 in the weight loss direction.

In the above configuration, the traveling regulator handle 3 is normally connected to a foot lever (not shown) that adjusts the traveling speed of the work vehicle, while the actual work regulator handle 4 is connected to the rotation speed during work. It is connected to a hand lever that adjusts the Therefore, to explain the operation based on this configuration, when the hand lever etc. is operated during actual work and the regulator handle 4 for actual work is rotated from the idle rotation position shown in FIG. 5 to the high speed side, the above-mentioned As described above, the pressing part 16 of the L-shaped piece presses the support piece 14, and the traveling regulator handle 3 rotates accordingly, causing the regulator lever 8 to rotate toward the speed increasing side. Then, the governor is adjusted to the high speed side and the engine speed increases.

And this regulator handle 4 for actual work
The maximum rotation speed that can be adjusted by the second stopper screw 1 is
8 (position of the two-dot chain line in Figure 5),
The performance curve in that case is as shown in curve a in FIG. 7, which is the same as in FIG.

Next, during traveling work, when the hood lever or the like is operated to rotate the traveling regulator handle 3 from the idle rotation position in FIG. 5 to the high speed side, the regulator handle shaft 2 and the regulator lever 8 rotates and the engine speed increases, but this can be adjusted to a position where it hits the first stopper screw 17 beyond the high-speed adjustment range of the regulator handle 4 for actual work (see Figure 2). ), which can be adjusted up to the no-load maximum rotation speed B position in FIG. However, when the travel regulator handle 3 reaches a certain range, for example, slightly exceeding the maximum rotation speed range that can be adjusted by the actual work regulator handle 4, it is attached to the support piece 14. Pressing part 15 with screw structure
moves the weight loss lever 19 in the weight loss direction,
The fuel rack 10 is configured such that it cannot move beyond a certain range to the increasing side, and therefore cannot output more than a certain level of output even if the load increases. That is, in FIG. 7, when a load is applied from this state to the no-load maximum rotation speed position B, the fuel rack 10 moves in the direction of increasing fuel quantity due to the adjustment action of the governor, and the output increases. When the output increases to point Y in FIG. 7, the governor lever 11 comes into contact with the reduction lever 19 and cannot move any further toward the increase side.
Therefore, the output is maximum at this Y point position,
The position at which the weight reduction lever 19 is supported by the pressing portion 15 having the screw structure is set so that the maximum output is sufficient for traveling work.
In this case, point Y in Figure 7 is set to a higher value, about 15Ps, which gives a margin of leeway than the required horsepower for driving, for example, if the horsepower required for driving is 11Ps, thereby obtaining an output that is sufficient for driving. do it like this.

Effects of the Invention Therefore, according to the present invention, one regulator handle is used for working, the other regulator handle is used for traveling, and the speed regulating operation range of the traveling regulator handle is changed from that of the other regulator handle. By setting the speed control to a higher speed range than the speed control range of the Yurator handle, it is possible not only to drive at a higher speed than during actual work, but also to During driving, the fuel reduction lever is moved to a certain position in the reduction direction so that the fuel rack does not exceed a certain range and move toward the increase side, so the maximum output that is limited by this is necessary for driving. By limiting the output to a sufficient level, overload operation beyond the guaranteed limits of the engine can be prevented.
Therefore, the work can be performed at the rotational speed and output required for each work without using an excessively large engine with sufficient output. In addition, with the present invention, all adjustments for setting the maximum rotation speed are made at the regulator handle on the engine body side, so even if the engine is disassembled, there is no need to make adjustments again, and maintenance is not required. This has the effect of making it easier to operate and also guaranteeing the engine.

[Brief explanation of drawings]

Fig. 1 is a performance diagram showing the performance curve of the engine during actual work and during driving work, Fig. 2 is a front view of the device of the present invention when adjusted to the maximum rotation speed, and Fig. 3 is the same right side view. 4 is a longitudinal sectional view of the regulator handle shaft portion, FIG. 5 is a front view of the device of the present invention showing the idle rotation position, and FIG.
FIG. 7, a front view showing the connection structure from the regulator lever to the fuel rack, is a performance diagram showing the performance curve of the engine obtained by the device of the present invention. 3... Regulator handle for traveling, 4... Regulator handle for actual work, 9... Regulator spring, 10... Fuel rack, 15... Pressing part, 16... Pressing part, 17, 18 ...Stopper, 19...Fuel reduction lever.

Claims (1)

[Claims] 1. Mount the travel regulator handle and the actual work regulator handle on the same axis so that they can rotate freely, and connect the travel regulator handle to the fuel rack of the governor via a regulator spring, and perform the actual work. The working regulator handle is made free with respect to the fuel rack, and the traveling regulator handle is attached to the actual working regulator handle as it rotates toward the high speed side. A pressing part is provided to push the handle toward the high speed side, and the stopper that regulates the maximum rotational speed position of the regulator handle for traveling is set higher than the stopper that restricts the maximum rotational speed position of the regulator handle for actual work. The driving regulator handle is provided on the high speed side, and the driving regulator handle is provided with a fuel reduction lever that moves the fuel rack in the fuel reduction direction, and the driving regulator handle is moved beyond a certain range to the high speed side. 1. A speed governor for a diesel engine, comprising a pressing part that presses and rotates a fuel reduction lever in a fuel reduction direction to a certain fixed position when the lever is rotated to a certain position.