JPH0447130A - Air governor for gasoline engine - Google Patents
Air governor for gasoline engineInfo
- Publication number
- JPH0447130A JPH0447130A JP15397390A JP15397390A JPH0447130A JP H0447130 A JPH0447130 A JP H0447130A JP 15397390 A JP15397390 A JP 15397390A JP 15397390 A JP15397390 A JP 15397390A JP H0447130 A JPH0447130 A JP H0447130A
- Authority
- JP
- Japan
- Prior art keywords
- air governor
- throttle valve
- valve
- air
- governor
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 239000003381 stabilizer Substances 0.000 claims abstract description 13
- 230000007423 decrease Effects 0.000 claims description 10
- 230000000694 effects Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 239000000446 fuel Substances 0.000 description 3
- 230000002411 adverse Effects 0.000 description 2
- 229940112112 capex Drugs 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 230000000994 depressogenic effect Effects 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- FEBLZLNTKCEFIT-VSXGLTOVSA-N fluocinolone acetonide Chemical compound C1([C@@H](F)C2)=CC(=O)C=C[C@]1(C)[C@]1(F)[C@@H]2[C@@H]2C[C@H]3OC(C)(C)O[C@@]3(C(=O)CO)[C@@]2(C)C[C@@H]1O FEBLZLNTKCEFIT-VSXGLTOVSA-N 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 210000005241 right ventricle Anatomy 0.000 description 1
- 238000009423 ventilation Methods 0.000 description 1
Landscapes
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は主としてフォークリフト等産業用車両に用いら
れるガソリンエンジンの調速装置として用いられるエア
ガバナに関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an air governor used as a speed governor for a gasoline engine mainly used in an industrial vehicle such as a forklift.
従来のフォークリフト等の産業用車両において用いられ
るガソリンエンジンのエアガバナの多くは、キャブレタ
の下流にエアガバナを設置してエンジンの最高回転数を
制御するようになって参る。In many conventional air governors for gasoline engines used in industrial vehicles such as forklifts, the air governor is installed downstream of a carburetor to control the maximum rotational speed of the engine.
その−例を第３〜４図に示すと、第３図に示すようにキ
ャブレタ１のスロットルバルブ２の下流側にエアガバナ
２０が配設され、これはエアガバナバルブ６、ピストン
ロッド７、スタビライザピストン８より成り、エアガバ
ナバルブシャフト２１に。An example of this is shown in FIGS. 3 and 4. As shown in FIG. 8 and is the air governor valve shaft 21.
り第４図に示すカム９と連結されている。コイノばね１
１は板ばね１０、カム９、エアガバナバルブシャフト２
１を介してエアガバナバルブ６を常に開方位置へ付勢し
ている。エンジンの運転中、吸気ｊ路１７内に発生する
負圧はバキュームポー）１８を〆す、第３図においてス
タビライザピストン８のメ室２２に入りこの負圧と、エ
アポート１９よりビス）ン８の右室２３に入る大気圧と
の差圧により発生する力と、コイルばね１１の付勢力と
のバランスにＪリニアガバナバルブ６の開閉が行われる
。（実用昭６４−１１３３４号公報参照）
〔発明が解決しようとする課題〕
上記の従来のエアガバナの構造においてはキャブレタス
ロットルバルブ２の直ぐ下流にエアガノ−す２０が存在
し、エアガバナスロットルバルブ６、エアガバナバルブ
シャフト２１等が吸気通路内にあるために吸気の流れの
抵抗となり、このために空燃比、排気ガス成分、充填効
率等に関するエンジン性能に悪影響を及ぼす欠点がある
。It is connected to a cam 9 shown in FIG. Koino spring 1
1 is a leaf spring 10, a cam 9, an air governor valve shaft 2
1, the air governor valve 6 is always urged to the open position. While the engine is running, the negative pressure generated in the intake path 17 closes the vacuum port 18, and as shown in FIG. The J linear governor valve 6 is opened and closed based on the balance between the force generated by the pressure difference between the atmospheric pressure entering the right ventricle 23 and the biasing force of the coil spring 11. (Refer to Publication No. 11334/1983) [Problems to be Solved by the Invention] In the structure of the conventional air governor described above, the air governor nose 20 exists immediately downstream of the carburetor throttle valve 2, and the air governor throttle valve 6, Since the air governor valve shaft 21 and the like are located in the intake passage, they create resistance to the flow of intake air, which has the drawback of adversely affecting engine performance in terms of air-fuel ratio, exhaust gas components, charging efficiency, and the like.
また、エアガバナスロットルバルブ６を常に開放位置へ
付勢する付勢手段となるコイルばね１１の付勢力は従来
のものはエンジンの運転中は常に一定に保たれているが
、エンジン回転数が上昇しエアガバナ２０を作動させて
回転数を制御する必要が生じた場合にはエアガバナスロ
ットルバルブ６の閉鎖方向への動作が緩慢であると、エ
ンジンの負荷が急激に低下した場合にはエンジン回転数
が大幅に上昇し、エアガバナの調速装置としての高速回
転制御が不十分となる傾向がある。したがってコイルば
ねの付勢力は、常に一定ではなくエンジン回転数が上昇
した場合には付勢力が小さくなり、これによりエアガバ
ナスロットルバルブ６が閉じ易くなり、速かに閉鎖され
ることが望ましい。In addition, the biasing force of the coil spring 11, which is a biasing means that always biases the air governor throttle valve 6 to the open position, is always kept constant during engine operation in conventional models, but as the engine speed increases. However, when it becomes necessary to operate the air governor 20 to control the engine speed, if the air governor throttle valve 6 moves slowly in the closing direction, the engine speed may decrease if the engine load suddenly decreases. increases significantly, and the air governor's high-speed rotation control as a speed governor tends to be insufficient. Therefore, the biasing force of the coil spring is not always constant, but becomes smaller when the engine speed increases, which makes it easier to close the air governor throttle valve 6, and it is desirable to close it quickly.
上記の課題を解決するために本発明においては、キャブ
レタスロットルバルブの下流側にエアガバナスロットル
バルブを配設し、前記エアガバナスロットルバルブには
該バルブを常に開放位置へ付勢するコイルばねを備え、
前記キャブレタスロットルバルブの下流側の吸気通路内
圧力を感知して作動するスタビライザピストンに連結し
たピストンロンドにヨリ、前記エアガバナスロットルバ
ルブを回動してその開度調節を行うようにしたガソリン
エンジンのエアガバナ装置において、前記エアガバナス
ロットルバルブを、その開放時においては前記吸気通路
外に収納し、その閉鎖時においては前記ピストンロンド
により前記吸気通路内に押し出し前記吸気通路を閉鎖す
るような構成としたことを特徴とするガソリンエンジン
のエアガバナ装置を提供する。In order to solve the above problems, in the present invention, an air governor throttle valve is disposed downstream of the carburetor throttle valve, and the air governor throttle valve is equipped with a coil spring that always biases the valve to the open position. ,
A gasoline engine is provided in which the opening degree of the air governor throttle valve is adjusted by rotating the air governor throttle valve by means of a piston rod connected to a stabilizer piston that operates by sensing the pressure within the intake passage on the downstream side of the carburetor throttle valve. In the air governor device, the air governor throttle valve is housed outside the intake passage when the air governor throttle valve is opened, and is pushed into the intake passage by the piston rond when the air governor throttle valve is closed, thereby closing the intake passage. To provide an air governor device for a gasoline engine characterized by the following.
また、前記ガソリンエンジンのエアガバー）−ｉｆに対
して、前記エアガバナスロットルバルブに備えた前記コ
イルばねの付勢力を、前記キャブレタスロットルバルブ
の開度を増せば減少するように調節するコイルばね付勢
力調節手段を設けることが好ましい。Further, a coil spring biasing force that adjusts the biasing force of the coil spring provided in the air governor throttle valve with respect to the air governor)-if of the gasoline engine such that the biasing force of the coil spring decreases as the opening degree of the carburetor throttle valve increases. Preferably, adjustment means are provided.
エンジンの吸気通路内の負圧は、エンジンのアイドル回
転時には高く、それよりキャブレタスロットルバルブを
開いてエンジン回転数を増すに応じて負圧は低くなり、
スタビライザピストンの左室と右室との圧力差は小さく
なり、エアガバナスロットルバルブを閉ざす力は弱くな
る。エンジン回転数が中速より高速に移ると吸気通路的
負圧は益々小さくなり、コイルばねの付勢力がエアガバ
ナスロットルバルブを閉ざす力に打ち勝ち、エアガバナ
スロットルバルブは全開となり、このときは、エアガバ
ナスロットルバルブは吸気通路壁内に形成したバルブ収
納凹部に納められ、豐気通路内には吸気の流れの抵抗と
なる障害物が無くなり、エンジンへの吸気が円滑に行わ
れる。この状態のときに例えばエンジンの負荷が急に減
少するとエンジン回転数が急に増し、吸気通路内の流速
が急激に速くなり、スタビライザピストン左室内の気体
が吸気通路に吸い出されてスタビライザピストンに作用
する負圧は高くなり（気圧が下がり）、このためにピス
トンロッドはコイルばねの付勢力に打ち勝ってエアガバ
ナスロフトルバルブヲ押シて該バルブを閉じる方向に動
かし、これに更に高速の気流による動圧がエアガバナバ
ルブに作用して該バルブは閉鎖され、エンジンの最高回
転数が所定値以上に上昇しないように制御される。The negative pressure in the engine intake passage is high when the engine is idling, and as the carburetor throttle valve opens and the engine speed increases, the negative pressure decreases.
The pressure difference between the left and right chambers of the stabilizer piston becomes smaller, and the force that closes the air governor throttle valve becomes weaker. As the engine speed moves from medium speed to high speed, the negative pressure in the intake passage becomes smaller and smaller, the biasing force of the coil spring overcomes the force that closes the air governor throttle valve, and the air governor throttle valve becomes fully open. The governor throttle valve is housed in a valve accommodating recess formed in the wall of the intake passage, and there are no obstacles in the intake passage that would create resistance to the flow of intake air, allowing smooth intake of air to the engine. In this state, for example, if the engine load suddenly decreases, the engine speed will suddenly increase, the flow velocity in the intake passage will rapidly increase, and the gas in the left chamber of the stabilizer piston will be sucked out into the intake passage and flow into the stabilizer piston. The applied negative pressure increases (atmospheric pressure decreases), and as a result, the piston rod overcomes the biasing force of the coil spring and pushes the air governor throttle valve, moving it in the direction of closing. Dynamic pressure acts on the air governor valve to close the valve and control the maximum engine speed so that it does not rise above a predetermined value.
また、コイルばねの付勢力は、コイルばね付勢力調節手
段によりキャブレタスロットルバルブの開度を増せば減
少するように調節されるために、キャブレタスロットル
バルブ全開の時は前記付勢力は最小となり、エアガバナ
スロットルバルブが閉じ易い状態となっている。In addition, the biasing force of the coil spring is adjusted by the coil spring biasing force adjusting means so that it decreases as the opening degree of the carburetor throttle valve is increased, so when the carburetor throttle valve is fully open, the biasing force is the minimum, and the biasing force is reduced when the carburetor throttle valve is fully opened. The governor throttle valve is in a state where it is easy to close.
本発明の実施例を図面を参照して説明する。 Embodiments of the present invention will be described with reference to the drawings.
第１図に本発明によるエアガバナ２０の要部断面図を示
す。図において前述の第３図に示した従来技術のエアガ
バナと同一の部位については同一の符号が付しである。FIG. 1 shows a sectional view of essential parts of an air governor 20 according to the present invention. In the figure, the same parts as those of the prior art air governor shown in FIG. 3 are given the same reference numerals.
１はキャブレタ、２はキャブレタスロットルバルブを示
し、この下流の吸気通路１７に面してエアガバナ２０が
配設されている。図にはエアガバナ２０の全開時の状態
を示し、エアガバナバルブ６はその一端に片持ち梁成に
してエアガバナバルブシャフト２１が取り付けられ、該
シャフト２１を中心として回動する。この状態ではガバ
ナバルブ６とその付属品は吸気通路１７の壁面に形成さ
れたバルブ収納凹部２５内に収められ、したがって吸気
通路内の吸気の流れを妨げることは無い。吸気通路１７
の側壁に開口しているバキュームポート１８は、スタビ
ライザピストン８の図において左側に位置するガバナの
シリンダ室（以下左室という）２２に連通し、左室２２
内は概ね吸気通路内圧力Ｐと等しい負圧となっている。Reference numeral 1 indicates a carburetor, 2 indicates a carburetor throttle valve, and an air governor 20 is disposed facing the intake passage 17 downstream of the carburetor. The figure shows the state when the air governor 20 is fully open, and the air governor valve 6 has an air governor valve shaft 21 attached to one end thereof in the form of a cantilever, and rotates about the shaft 21. In this state, the governor valve 6 and its accessories are accommodated in the valve housing recess 25 formed in the wall surface of the intake passage 17, and therefore do not obstruct the flow of intake air in the intake passage. Intake passage 17
The vacuum port 18 opened in the side wall of the stabilizer piston 8 communicates with the cylinder chamber (hereinafter referred to as the left chamber) 22 of the governor located on the left side in the figure.
The internal pressure is approximately equal to the intake passage internal pressure P.
スタビライザピストン８の図において右側に位置するシ
リンダ室（以下右室という）２３内はエアポート１９を
介して大気圧Ｐ０となっている。このＰｏとＰとの差圧
がスタビライザピストン８に掛り、ピストンロッド７を
介してエアガバナバルブ６を押圧している。The inside of the cylinder chamber (hereinafter referred to as right chamber) 23 located on the right side of the stabilizer piston 8 in the figure is at atmospheric pressure P0 via the air port 19. This pressure difference between Po and P is applied to the stabilizer piston 8 and presses the air governor valve 6 via the piston rod 7.
第２図はエアガバナ付コイルばね１１の付勢力調節手段
３０の模式図を示す。実線はキヤプレクスロフトルバル
ブ２が全開時、破線は該バルブが全閉時２．の状態を示
す。カム９にはエアガバナバルブシャフト２１が嵌合し
、エアガバナシャフト２１が回動するとカム９は該シャ
フト２１を中心として回動し、これによりコイルばね１
１が伸縮する。スロットルレバー３はキャブレタスロッ
トルバルブ２の回転軸２．に一端が嵌挿され、該スロッ
トルバルブ２と共に回動する。このレバー３の他端はコ
ネクティングロッド１２と連接し、スライダ１５を経て
アーム１３、スライダ１６を経てコイルばね１１の一端
に連結している。スロットルレバー３にはその作動半径
が調節できるアジャストポート４が着いている。また、
アーム１３はアームシャフト１４を中心として揺動可能
である。キャブレタスロットルバルブ全閉のときにはス
ロットルレバー３は破線で示す位置３ｂとなりこのとき
はアーム１３はアームシャフト１４を中心として破線で
示す位置１３．に動き、したがってスライダ１６が図面
で右側の位置１６、に移動しコイルばね１１が延ばされ
てその付勢力（引張り力）が大きくなり、エアガバナス
ロットルバルブ６を開く方向に回動させようとする力が
強くなる。FIG. 2 shows a schematic diagram of the urging force adjusting means 30 of the coil spring 11 with an air governor. The solid line indicates when the Capplex loft valve 2 is fully open, and the broken line indicates when the valve is fully closed. Indicates the status of An air governor valve shaft 21 is fitted into the cam 9, and when the air governor shaft 21 rotates, the cam 9 rotates around the shaft 21, thereby causing the coil spring 1 to rotate.
1 expands and contracts. The throttle lever 3 is a rotating shaft 2 of the carburetor throttle valve 2. One end is fitted into the throttle valve 2 and rotates together with the throttle valve 2. The other end of this lever 3 is connected to a connecting rod 12, an arm 13 via a slider 15, and an end of a coil spring 11 via a slider 16. The throttle lever 3 has an adjustment port 4 that can adjust its operating radius. Also,
The arm 13 is swingable about an arm shaft 14. When the carburetor throttle valve is fully closed, the throttle lever 3 is at position 3b shown by the broken line, and at this time the arm 13 is at the position 13b shown by the broken line with the arm shaft 14 as the center. Therefore, the slider 16 moves to position 16 on the right side in the drawing, and the coil spring 11 is extended and its biasing force (tensile force) becomes large, and the air governor throttle valve 6 attempts to rotate in the opening direction. The power to do becomes stronger.
次に上記の構成によるエアガバナ２０の作用を説明する
と、エンジンが停止しているときにはキヤプレクスロ−
／ ）ルバルブ２は破線２ｂで示すように全開状態であ
るが吸気通路１７内の圧力Ｐは吸気の流れもなくは５゛
大気圧Ｐ。と等しいた杓にエアガバナ２０のンリンダ左
室２２と右室２３との圧力差はほとんど無く、したがっ
てエアガバナバルブ６はコイルばね１１の付勢力により
、全開の状態に引張られてし−る。Next, the operation of the air governor 20 with the above configuration will be explained. When the engine is stopped, the air governor 20
/) Although the valve 2 is fully open as shown by the broken line 2b, the pressure P in the intake passage 17 is 5 degrees atmospheric pressure P without the flow of intake air. There is almost no pressure difference between the left chamber 22 and the right chamber 23 of the air governor 20, and therefore the air governor valve 6 is pulled to the fully open state by the biasing force of the coil spring 11.
エンジンが始動し、アイドル回転の状態ではキヤプレク
スロ−／ ）ルバルブ２は第１図破線２ｂで示すように
閉じられ吸気通路１７内の圧力Ｐは負圧が上り（圧力が
下がり）前記大気圧Ｐ。との差圧が大きくなるために、
コイルばね１１の付勢力に打ち勝ってスタビライザピス
トン８がエアガバナバルブ６の方向に押し下げられエア
ガバナバルブ６が一点鎖線で示すように閉じられる。When the engine is started and is running at idle, the capex throttle valve 2 is closed as shown by the broken line 2b in FIG. 1, and the pressure P in the intake passage 17 increases (decreases) to the atmospheric pressure P. Because the differential pressure between
The stabilizer piston 8 overcomes the biasing force of the coil spring 11 and is pushed down in the direction of the air governor valve 6, so that the air governor valve 6 is closed as shown by the dashed line.
その後、アクセルペダル（図示せず）が踏み込まれスロ
ットルバルブ２が開き、エンジン回転数が上昇するにつ
れて吸気通路１７内の負圧は小さくなり（気圧は上昇し
）、前記Ｐ０とＰとの差圧が小さくなるためにスタビラ
イザピストン８がエアガバナバルブ６の方向に押圧され
る力が弱くなり、このためコイルばね１１の力の方が強
くなり、エアガバナバルブ６が開き始め、両者の力がバ
ランスした位置でガバナバルブ６は止まり回転が続けら
れる。Thereafter, the accelerator pedal (not shown) is depressed to open the throttle valve 2, and as the engine speed increases, the negative pressure in the intake passage 17 decreases (the atmospheric pressure increases), and the differential pressure between P0 and P becomes smaller, the force with which the stabilizer piston 8 is pressed in the direction of the air governor valve 6 becomes weaker, and the force of the coil spring 11 becomes stronger, the air governor valve 6 begins to open, and the two forces are balanced. At this position, the governor valve 6 stops and continues to rotate.
エンジン回転数が更に上昇し、第１図に示すようにスロ
ットルバルブ２が全開となると吸気道路内負圧は更に小
さくなり大気圧Ｐ０との差圧が小さくなるために、コイ
ルばね１１の付勢力によりエアガバナスロットルバルブ
６は全開して該バルブとその付属品は全部バルブ収納凹
部２５に納められ、吸気通路内には吸気の流れを妨げる
ものが全く無くなり、吸気通路１７についてはエンジン
の性能上吊も好ましい状態で運転を続けることができ、
空燃比、排気ガス成分、充填効率等に関する吸気通路障
害のためのエンジンへの悪影響を避けることが可能とな
る。When the engine speed further increases and the throttle valve 2 is fully opened as shown in FIG. As a result, the air governor throttle valve 6 is fully opened, and the valve and its accessories are all housed in the valve storage recess 25, and there is no obstruction to the flow of intake air in the intake passage, and the intake passage 17 is not restricted in terms of engine performance. can continue to operate in favorable conditions,
It is possible to avoid adverse effects on the engine due to intake passage disturbances regarding air-fuel ratio, exhaust gas components, filling efficiency, etc.
上記の状態でエンジンが高負荷、高回転中に、例えばフ
ォークリフトに積荷を搭載し、ついでその重量の大きな
積荷を卸した時のように高負荷が急に無負荷に近い状態
となるとエンジン回転数は急に上昇する。このときは前
記吸気通路１７内を流れている吸気の流速は急激に増し
、その動圧が増すと共に、バキュームボート１８よりシ
リンダ左室２２内の混合気を吸気通路エフに吸い出し左
室２２内の気圧は吸気通路１７内圧力Ｐよりも更に低く
なるためにシリンダ右室２３内の大気圧Ｐ０との差圧が
大きくなる。またこのときは、前記のコイルばねの付勢
力調節手段３０が働いてコイルばね１１は第２図実線で
示すように縮まった状態にあり、その付勢力は弱い状態
に調節されているので前記左室２２と右室２３の圧力差
が大きくなるとスタビライザピストンにか−るシリンダ
左室２２とシリンダ右室２３の差圧はコイルばね１１の
付勢力に容易に打ち克ってエアガバナ２０が第１図−点
鎖線の矢印で示すようにバルブシャフト２１を中心とし
て半時針方向に回動する。このとき前記のように吸気の
速い流れによる動圧が大きいためにこの動圧がガバナバ
ルブ６に当りこれの回動を促進し、最初に僅かでもガバ
ナバルブ６が回動して吸気通路１７内にその先端部を出
せば、これが引金となってあとは吸気の流れの動圧によ
りガバナバルブ６が押されて第１図−点鎖線矢印で示す
ように回動して吸気通路１７を閉じ、エンジンが所定の
回転数以上速く回転しないように、エンジンの過回転が
防がれ最高回転が制御され調速装置としての機能が果た
される。Under the above conditions, when the engine is under high load and rotating at high speeds, if the high load suddenly becomes close to no load, such as when a load is loaded onto a forklift and then a heavy load is unloaded, the engine speed will increase. rises rapidly. At this time, the flow velocity of the intake air flowing in the intake passage 17 increases rapidly, its dynamic pressure increases, and the air-fuel mixture in the left chamber 22 of the cylinder is sucked out from the vacuum boat 18 to the intake passage F. Since the atmospheric pressure becomes even lower than the internal pressure P of the intake passage 17, the pressure difference between the atmospheric pressure P0 and the internal pressure P0 of the cylinder right chamber 23 increases. Also, at this time, the coil spring biasing force adjusting means 30 operates and the coil spring 11 is in a contracted state as shown by the solid line in FIG. 2, and the biasing force is adjusted to a weak state, so that When the pressure difference between the chamber 22 and the right chamber 23 increases, the pressure difference between the cylinder left chamber 22 and the cylinder right chamber 23 applied to the stabilizer piston easily overcomes the biasing force of the coil spring 11, and the air governor 20 moves as shown in FIG. - It rotates in the direction of the half-hour hand about the valve shaft 21 as shown by the dotted chain arrow. At this time, as mentioned above, since the dynamic pressure due to the fast flow of intake air is large, this dynamic pressure hits the governor valve 6 and promotes its rotation. When the tip comes out, this will act as a trigger and the governor valve 6 will be pushed by the dynamic pressure of the intake air flow and rotate as shown by the dotted chain arrow in Figure 1, closing the intake passage 17, and the engine will start. The engine functions as a speed governor by preventing overspeeding of the engine and controlling the maximum rotation so that it does not rotate faster than a predetermined number of rotations.
また、上記構造においては、エアガバナバルブ６が片持
ち粱りの構造のた於にその有効半径が従来のガバナバル
ブよりも大きく、運転中のガバナハンチングに対して有
利となる。すなわち本構造ではバルブの回転モーメント
が大きくなるのでハンチングに対するバルブの制御力が
大きくなり、ハンチングを起し難くなる。また、従来の
ものよりも有効半径の腕の長さが大きいためにガバナバ
ルブが高速の吸気の流れの動圧を受けた時にはバルブを
回動する効果が大きく、ガバナバルブが速かに回動して
閉じ、迅速な調速作動が行われる。Further, in the above structure, since the air governor valve 6 has a cantilevered structure, its effective radius is larger than that of a conventional governor valve, which is advantageous against governor hunting during operation. That is, in this structure, since the rotational moment of the valve increases, the control force of the valve against hunting increases, making hunting less likely to occur. In addition, since the length of the effective radius arm is larger than that of the conventional type, when the governor valve receives dynamic pressure from high-speed intake flow, the effect of rotating the valve is large, and the governor valve rotates quickly. Closed, rapid regulating operation is performed.
本発明を実施することにより次の効果がある。 By implementing the present invention, the following effects can be obtained.
（１）高速運転中にエアガバナがバルブ収納凹部に収容
されるために吸気通路内の吸気の流れに対する通気抵抗
が大幅に低減し、エンジンの吸気性能が向上する。(1) Since the air governor is accommodated in the valve storage recess during high-speed operation, ventilation resistance to the flow of intake air in the intake passage is significantly reduced, and the intake performance of the engine is improved.
（２）運転中のエアガバナのバルブ有効半径を大きくし
たことによりハンチング現象が低減し、振動、騒音が少
くなる。またこの構造により該バルブが高速回転時の吸
気通路内での気流の動圧を受は易くなり、高速時のエア
ガバナバルブの閉鎖が容易となる。(2) By increasing the effective valve radius of the air governor during operation, the hunting phenomenon is reduced and vibration and noise are reduced. Furthermore, this structure makes it easier for the valve to receive the dynamic pressure of the airflow within the intake passage during high speed rotation, making it easier to close the air governor valve during high speed rotation.
（３）コイルばね付勢力調節手段を設けたことにより高
速運転時のコイルばね付勢力が低減し、エアガバナバル
ブの閉鎖が容易になりエアガバナの性能が向上する。(3) By providing the coil spring biasing force adjusting means, the coil spring biasing force during high-speed operation is reduced, the air governor valve can be easily closed, and the performance of the air governor is improved.
第１〜２図は本発明による実施例を示し、第１図はエア
ガバナの要部断面図、第２図はエアガバナ付コイルばね
の付勢力調節手段の模式図、第３〜４図は従来例を示し
、第３図はエアガバナの要部断面図、第４図はエアガバ
ナ付カムとコイルばねの取付は図を示す。
２・・・キャブレタスロットルバルブ、６・・・エアガ
バナスロットルバルブ、７・・・ピストンロッド、
８・・・スタビライザピストン、
１１・・・コイルばね、
１７・・・吸気通路、
２０・・・エアガバナ、
３０・・・コイルばね付勢力調節手段。
第
図
第
図
（＼
２］９
１９・・・エアポート
一″ ２０・・・エアガバナ
２１・・・エアカバナジャっト
２５・・・バルブ収納凹部
Ｐｏ・・・大気圧Figures 1 and 2 show an embodiment according to the present invention, Figure 1 is a sectional view of essential parts of an air governor, Figure 2 is a schematic diagram of a biasing force adjustment means for a coil spring with an air governor, and Figures 3 and 4 are conventional examples. 3 is a sectional view of the main part of the air governor, and FIG. 4 is a diagram showing the installation of the cam with the air governor and the coil spring. 2... Carburetor throttle valve, 6... Air governor throttle valve, 7... Piston rod, 8... Stabilizer piston, 11... Coil spring, 17... Intake passage, 20... Air governor , 30...Coil spring biasing force adjustment means. Figure Figure (＼ 2) 9 19...Air port 1'' 20...Air governor 21...Air cabana jack 25...Valve storage recess Po...Atmospheric pressure
Claims (1)
スロットルバルブを配設し、前記エアガバナスロットル
バルブには該バルブを常に開放位置へ付勢するコイルば
ねを備え、前記キャブレタスロットルバルブの下流側の
吸気通路内圧力を感知して作動するスタビライザピスト
ンに連結したピストンロッドにより、前記エアガバナス
ロットルバルブを回動してその開度調節を行うようにし
たガソリンエンジンのエアガバナ装置において、前記エ
アガバナスロットルバルブを、その開放時においては前
記吸気通路外に収納し、その閉鎖時においては前記ピス
トンロッドにより前記吸気通路内に押し出し前記吸気通
路を閉鎖するような構成としたことを特徴とするガソリ
ンエンジンのエアガバナ装置。 ２、前記エアガバナスロットルバルブに備えた前記コイ
ルばねの付勢力を、前記キャブレタスロットルバルブの
開度を増せば減少するように調節するコイルばね付勢力
調節手段を有することを特徴とする請求項１記載のガソ
リンエンジンのエアガバナ装置。[Scope of Claims] 1. An air governor throttle valve is disposed downstream of the carburetor throttle valve, and the air governor throttle valve is provided with a coil spring that always urges the valve to an open position, and the carburetor throttle valve In the air governor device for a gasoline engine, the opening degree of the air governor throttle valve is adjusted by rotating the air governor throttle valve by a piston rod connected to a stabilizer piston that operates by sensing the pressure inside the intake passage on the downstream side of the gasoline engine. The air governor throttle valve is housed outside the intake passage when the air governor throttle valve is open, and is pushed into the intake passage by the piston rod to close the intake passage when the air governor throttle valve is closed. Gasoline engine air governor device. 2. Claim 1, further comprising a coil spring biasing force adjusting means for adjusting the biasing force of the coil spring provided in the air governor throttle valve so that it decreases as the opening degree of the carburetor throttle valve increases. Air governor device for the gasoline engine described.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15397390A JPH0447130A (en) | 1990-06-14 | 1990-06-14 | Air governor for gasoline engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15397390A JPH0447130A (en) | 1990-06-14 | 1990-06-14 | Air governor for gasoline engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0447130A true JPH0447130A (en) | 1992-02-17 |
Family
ID=15574128
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP15397390A Pending JPH0447130A (en) | 1990-06-14 | 1990-06-14 | Air governor for gasoline engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0447130A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007139359A (en) * | 2005-11-21 | 2007-06-07 | Sanden Corp | Heat exchanger |
-
1990
- 1990-06-14 JP JP15397390A patent/JPH0447130A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007139359A (en) * | 2005-11-21 | 2007-06-07 | Sanden Corp | Heat exchanger |
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