JPH048263Y2 - - Google Patents

Description

[Detailed Description of the Invention] <Industrial Application Field> The present invention relates to a governor for a diesel engine, and provides one that can prevent the engine from stopping during sudden deceleration.

<Prior Art> The basic structure of the governor of a diesel engine, which is the object of the present invention, is, for example, as shown in FIG. 1 or FIG. The governor lever 1 is interlocked and connected to the control rack 3 of 2.
The governor spring 4 presses it toward the fuel increasing side H, and the governor working device 5 presses it toward the fuel decreasing side L, so that the control rack 3 is controlled and driven by the unbalanced force between the governor spring 4 and the governor actuating device 5. The format is as follows.

As shown in FIG. 7, in this type of prior art, two main and sub governor levers 1a and 1b are swingably supported on a common fulcrum 10 on the side of the cylinder block, and the free end of the main governor lever 1a is The fulcrum side of the sub-governor lever 1b is extended downward to be able to receive the governor force GF, and a press pin 12 is attached to the middle part of the fulcrum side of the sub-governor lever 1b to connect it to the gear shift lever 8 via the governor spring 4. There is one in which the upper end portion is formed into a fork portion 14 in the form of a fork, and a control rack pin 16 is tightly fitted into the cutout groove 15 of the fork portion 14.

Therefore, when the engine speed increases due to changes in external load after the speed change lever 8 is set to a predetermined speed, the governor force GF acts to swing the sublever 1b clockwise so that it is caught in the notch groove 15. The control rack pin 16 is quickly driven to the fuel reduction side L, and conversely, when the engine speed decreases, the governor force GF decreases, and the elastic force of the governor spring 4 overcomes that amount, and the secondary governor lever is activated via the main governor lever 1a. 1b counterclockwise to quickly drive the control rack pin 16 to the fuel increasing side H.

<Problems to be Solved by the Invention> However, in the above-mentioned conventional technology, when the speed change lever 8 is suddenly decelerated, that is, when the speed change lever 8 is switched from the high speed position to the low speed position in a particularly wide range, the governor spring While the suppression force of 4 is rapidly attenuated, the governor force GF is still strongly left behind, so the control rack 3 receives this strong governor force GF and is rapidly driven to the no-fuel injection position, and with its momentum, the control rack 3 is driven to the no-fuel injection position. There were many cases where the injection position would be overrun and the engine would stop.

The technical problem of the present invention is to prevent the engine from stopping.

<Means for Solving the Problems> Means for achieving the above problems will be described below with reference to FIGS. 1 to 6, which correspond to embodiments.

That is, in the present invention, a buffer spring 7 is interposed between the control rack 3 and a portion 6 that is about to come into contact with the control rack 3 when the governor lever 1 swings to the fuel reduction side L. The device is characterized in that a sudden movement toward the reduction side L is damped by a buffer spring 7 and transmitted to the control rack 3.

<Operation> When the gear shift lever is suddenly decelerated, the governor force GF left behind by a strong force causes the governor lever 1 to
attempts to overrun controller rack 3 to the no-injection position, but control rack 3
A buffer spring 7 interposed between the part 6 of the governor lever 1 that is about to come into contact with the control rack 3 absorbs the tension of the governor lever 1, and applies a strong governor force directly to the control rack 3.
The transmission of GF is suppressed and the control rack 3 is gently brought to a predetermined fuel reduction position.

<Effect of the invention> Even if the gear shift lever is suddenly decelerated, the buffer spring receives the governor force left behind by the strong force and gently transmits it to the control rack, so the control rack will not be driven to the no-injection position. This prevents the engine from stopping smoothly.

<Example> Hereinafter, an example of the present invention will be described based on the drawings.

FIG. 1 is a vertical sectional front view of the main part of a vertical diesel engine showing the first embodiment, and FIG. 2 is an enlarged front view of the main part of the governor lever, showing the diesel engine E.
A gear chamber 21 is formed on the right side of the cylinder block, and a pump housing chamber 22 is formed on the left side thereof.
The fuel injection pump 2 is housed in the pump housing chamber 22,
A fuel injection camshaft 24 mounted below the camshaft is interlocked with the contact pump 2.

A cam gear 23 is attached to the shaft end of the fuel injection camshaft 24.
A flyweight 5 is attached to a governor shaft 25 which is pivotally supported and linked to the crankshaft, and which is pivotally supported parallel to the injection camshaft 24, and the flyweight 5 receives centrifugal force to move the governor sleeve 26.
is configured to slide to the left along the governor shaft 25 (that is, in the direction of arrow GF).

The governor lever 1 is composed of a main governor lever 1a and an auxiliary governor lever 1b, and both the main and auxiliary governor levers 1 are attached to a common fulcrum 10 provided in the pump housing chamber 22.
a and 1b are pivotably supported.

A receiving portion 31 is formed at the upper end portion 30 of the main governor lever 1a, and the pump housing lid 3 is connected to the receiving portion 31.
The fuel upper limit stopper 33 attached to 2 can be received.

A speed change lever 8 is attached to the pump housing chamber 22, one end of the governor spring 4 is connected to the speed change lever 8, and the other end of the contact spring 4 is connected to the main governor lever 1.
They are each suspended in long grooves 34 cut in the upper end portion 30 of a.

The sub-governor lever 1b is extended downward in a bifurcated manner, and the bifurcated portion 35 is loosely fitted onto the governor shaft 25, so that the thrust of the governor sleeve 26 is received by a roller 36 rotatably supported on the bifurcated portion 35. Configure.

A pressure protrusion 12 is attached to the middle part of the sub-governor lever 1b so that it can come into contact with the main governor lever 1a, and during engine operation when the governor force GF acts on the sub-governor lever 1b, both governor levers 1a, 1b are
can be swung together.

The tip of the sub-governor lever 1b is formed into a wide fork portion 14, and the abutting fork portion 14 is loosely fitted into the control rack pin 16 of the fuel injection pump 2.

A buffer spring 7 is attached to the portion 6 of the fork portion 14 that is about to come into contact with the control rack 3 when the governor lever 1 swings toward the fuel reduction side L, that is, the left side portion of the fork portion 14 as shown in FIG. An engagement pin 37 with one end 7a attached and the other end 7b of the spring fitted into the left part of the control rack pin 16
Attach to.

In this case, if the control rack pin 16 is urged into contact with the right side 38 of the fork part 14 by the elastic force of the buffer spring 7, and the shift lever 8 is gently rotated to the fuel increase side H or the fuel decrease side L, The control rack pin 16 is located at the right side 3 of the fork portion 14.
8 while the sub-governor lever 1b remains in contact with
It is driven integrally with the

Note that reference numeral 40 is a starting spring for pulling the sub-governor lever 1b to the starting fuel position.

Here, to describe the function of the governor, when the engine speed increases after regulating the speed to a predetermined speed of the gear shift lever 8, the flyweight 5 opens due to centrifugal force and slides the governor sleeve 26 to the left. and apply governor force GF to the sub-governor lever 1b.

Therefore, the sub-governor lever 1b swings clockwise about the fulcrum 10 and the control rack 3
is driven to the fuel reduction side L.

On the other hand, when the external load increases and the engine speed decreases, the governor force GF also decreases, and the balanced tension of the governor spring 4 overcomes this and drives the control rack 3 to the fuel increase side H, resulting in steady operation. maintain.

On the other hand, when the shift lever 8 is suddenly decelerated over a large range from a high speed range to a low speed range, the tension of the governor spring 4 is suddenly reduced and the governor force GF is left under a strong force, but the buffer spring 7 is
Since it resists GF, the control rack 3 will not overrun to the no-fuel injection position.

FIG. 3 shows a second embodiment of the present invention, in which a buffer spring 7 is interposed between the left side of the control rack pin 16 and the left side 6 of the fork part 14, and the buffer spring 7 is interposed between the right side of the rack pin 16 and the fork part 14. right side 3
An increasing buffer spring 50 is interposed between 8 and 8, and when the speed change lever 8 is rapidly increased in speed, the increasing tension of the governor spring 4 is buffered by the abutting increasing buffer spring 50, thereby allowing smooth acceleration. It is something.

FIG. 4 shows a third embodiment of the present invention, in which a control rack pin 16 is mounted in the center of one buffer spring 7.
The idea is to use a single spring to simultaneously serve as a buffer during sudden deceleration and sudden acceleration.

FIG. 5 shows a fourth embodiment of the present invention, in which the tip of the control rack pin 16 is formed into a spherical shape to facilitate the fitting of the spring, and the buffer springs 7 and 50 during sudden deceleration and acceleration. This ensures a secure fit.

FIG. 6 shows a fifth embodiment of the present invention, in which a retaining pin 43 is inserted through the control rack pin 16 in the radial direction, and buffer springs 7 are installed on the left and right sides of the rack pin 16.
50 is attached so that it can be prevented from coming off.

As mentioned above, the present invention is a control rack 3
The control rack pin 16 may be buffered as in the above embodiment, or the buffer spring 7 may act directly on the control rack 3.

[Brief explanation of drawings]

1 to 6 show embodiments of the present invention. FIG. 1 is a vertical sectional front view of the main parts of a vertical diesel engine showing the first embodiment, FIG. 2 is an enlarged front view of the main parts of the governor lever, and FIG. The figure is a diagram equivalent to Figure 2 showing the second embodiment, and Figure 4 is a diagram equivalent to Figure 2 showing the third embodiment.
FIG. 5 is a plan view of essential parts of the governor lever showing the fourth embodiment, FIG. 6 is a view equivalent to FIG. 2 showing the fifth embodiment,
FIG. 7 is a schematic explanatory diagram of a governor showing the prior art. 1...Governor lever, 2...Fuel injection pump,
3... Control rack, 4... Governor spring, 5... Governor actuator, 6... Contact part of 3, 7... Buffer spring, E... Diesel engine, H... Fuel increase side, L... Fuel reduction side.

Claims (1)

[Scope of utility model registration request] A governor lever 1 swingably supported on a diesel engine E is interlocked and connected to a control rack 3 of a fuel injection pump 2, and a governor spring 4 presses the governor lever 1 toward the fuel increasing side H, while a governor working device 5 reduces fuel. Press to side L,
In a diesel engine governor configured to control and drive the control rack 3 by the unbalanced force between the governor spring 4 and the governor actuator 5, the governor lever 1 comes into contact with the control rack 3 when the governor lever 1 swings toward the fuel reduction side L. A buffer spring 7 is installed between the part 6 to be removed and the control rack 3.
A governor for a diesel engine, characterized in that the governor lever 1 is provided with a buffer spring 7 to dampen sudden movement of the governor lever 1 to the fuel reduction side L and transmit the signal to the control rack 3.