JPS6022175B2 - Engine output conversion device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides a vehicle that requires two types of engine sets;
For example, the present invention relates to an engine output converter used in a vehicle such as a high-speed dozer that travels at high speed and also performs earthwork work.

Conventionally, the engine output conversion device a shown in FIG.
d was operated appropriately to change the output of engine e.

This resulted in the following problems.

That is, {1} links c and d are relatively long, and the output fluctuates due to backlash, deflection, and the like. '2) When links c and d are removed when servicing other equipment, they must be readjusted. Furthermore, there was a fear that the output could be changed by the user. When the '31 engine was disassembled from the car body, it is unknown what kind of output set it had.
The output set was not reproducible. The present invention has been made to solve the above-mentioned conventional problems, and its structure will be explained below based on the embodiment shown in FIG. 2 and subsequent figures. In the figure, 1 is an engine, 2 is a fuel pump, 3 is a throttle lever, and 4 is a governor lever.

In this fuel pump 2, as shown in Fig. 3, the throttle lever is in the (1) position for idling at high output, the (b) position is set for low output, and the (m) position is for high output at maximum output. In addition, the governor lever 4 is in the (W) position for idling at low output, in the (V) position for maximum output at low output, and (W).
At the high output position, it becomes set. In addition, S, ~S in the figure
4 indicates each stroke. 5 is an output conversion device, which is attached to the engine.

This output conversion device 5 is designed as shown in FIG.
In the figure, 6 is a throttle lever connected to the throttle lever 3 of the fuel pump 2 with a rod 7, 8 is a governor lever connected to the governor lever 4 with a rod 9, and the respective rotating shafts 10 and 11 are coaxial. It is shaped like this. A rotating shaft for the throttle is connected to a lever 18 for driving the throttle via a rotating shaft 17, a rod 13, a set ring 14 for the throttle, a rod 15, a lever 16, and a rotating shaft 17 for the lever 16. The governor rotating wheel 11 is connected to a governor driving lever 25 via a lever 23, a lever 23, and a rotating shaft 24 of the lever 23. Note that the throttle lever 6, governor lever 8, and lever 1 mentioned above are
2 and 19, the levers 16 and 23, the throttle drive lever 18, and the governor drive lever 25, respectively, have their rotational axes on the same axis, and the rotational axes for the throttle and governor are opposite to each other. It protrudes in the direction. The throttle set cylinder 14 and the governor set cylinder 21 have the same configuration as shown in FIGS. 5 and 6, respectively, and are attached in the shortening direction by one rod 13 and two springs 26, 26'. The brace rods 13, 20 are moved by the sleeves 27, 27' in a direction against the springs 26, 26'.

The other rods 15, 22 are biased in the extending direction by springs 28, 28', and the tips of these rods 15, 22 are in contact with the tips of the negative rods 13, 20. The stroke of the sleeve 27 of the throttle set cylinder 14 is S,', and the stroke of the rod 15 is S2'.
, the sleeve 27 of the governor set cylinder 21
' stroke is S4', and the stroke of rod 22 is S4'.
3'. Yokes 29 and 30 are engaged with the sleeves 27 and 27' of each of the set cylinders 14 and 21, respectively.

The rotation axes 31 and 32 of the yokes 29 and 30 are coaxial, and the yokes 29 and 30 are positioned in opposite directions relative to the rotation wheels 38 and 32. Lever bars 33, 34 are fixed to the ends of the rotation shafts 31, 32, and each of the levers 33, 3
4 is connected to both ends of the connecting link 35. A yoke 36 is connected to the intermediate portion of the connecting link 35, and this yoke 36 is connected to a cylinder device 381 via an L-shaped lever 37. This shilling device 38 is electrically operated or pneumatically operated, and switching thereof is performed by a limit switch 39. Reference numeral 40 denotes a switching valve for the auxiliary transmission for switching between high speed and low speed, and 41 is a switching lever thereof, by which an override mitt switch 39 is operated.

The throttle drive lever 18 of the output conversion device 5 is connected to the accelerator pedal 45 via a rod 42 and a link mechanism 44.
The governor drive lever 25 is connected to a governor control lever 48 via a rod 46 and a link mechanism 47.

In the above foundation, when the cutting bar 41 is moved to the L side and the switching valve 40 for the sub-transmission is switched to low speed J, the limit switch 39 is turned OFF and the cylinder device 38 is turned off.
becomes a shortened state, and as a result, the connecting link 35 moves up via the L-shaped lever 37, and the upward movement of the connecting link 35 causes the sleeve 27' of the governor set cylinder 21 to return via the yokes 29 and 30, and the throttle The sleeve 27 of the set cylinder 14 is moved by a stroke S,' against the first spring 28.

In this way, the throttle lever 3 of the fuel pump 2 is moved by S from the (1) position by the throttle set cylinder 14 via the lever 12, the throttle rotating shaft 10, and the throttle lever 6. )position,
That is, it is set to the set position at low output. On the other hand, at this time, the sleeve 27' of the governor set cylinder 21 is returned, so that the governor lever 4 of the fuel pump 2 is moved (
W) position, that is, the low power idling position. When the governor control lever 48 is operated in this state, this movement causes the rod 46, the governor drive lever 25,
The governor lever 4 is transmitted to the rotating shaft 24, the lever 23, the rod 22, the governor set cylinder 21, the rod 20, the lever 19, the governor rotating shaft 11, and the governor lever 8.
is activated.

The operating stroke of the governor lever 4 is determined by a stopper 49. This stopper 49 sets the stroke of the governor lever 4 to S3. In this way, the engine output will draw the output curve B in FIG. 7, and will be controlled as shown in FIG. 8 for use in earthwork work.

Next, when the switching lever 41 for the auxiliary transmission is moved to the H side and the dramatic change gear is switched to the high speed side, the limit switch 39 is set to the OFF position.
N, the cylinder device 38 is in an extended state, and as a result, contrary to the above case, the sleeve 27' of the governor set cylinder 21 is moved by a stroke S4', and the governor lever 4 is thereby moved to the (W) position, i.e. It is set to the set position at high output.

If you actuate the accelerator pedal 45 in this state, "Rod 4
2, throttle drive lever 18, rotation shaft 17, lever 16, rod turtle 5, throttle set cylinder 14,
The throttle lever 3 is actuated by transmission through the rod 13, lever 12, throttle rotating shaft 10, and throttle lever 6.

In this way, the engine output follows the output curve A in FIG. 7, and is controlled as shown in FIG. 9 for high-speed running. In the above two types of output sets, the throttle lever 3 and governor lever 4 are moved appropriately by the cylinder device 38, but these strokes are determined by the strokes of the rods 13 and 15 and 20 and 22 on both sides of each set cylinder 14, 21, respectively. Since they are separated, they do not affect the governor control lever 48 and the accelerator pedal 45.

In other words, the output set is always constant regardless of the position of the governor control lever 48 and the accelerator pedal 45. The present invention is as described above, and the throttle lever 6 connected to the throttle lever 3 of the fuel pump 2 of the engine 1, the throttle drive lever 18 connected to an accelerator member such as the accelerator pedal 45 on the vehicle body side, and the governor lever 4, and the governor drive lever 25, which is connected to a control section such as a governor control lever 48 on the vehicle body side, are held in place by holding the sleeves 27, 27' against the springs 26, 26'. A throttle setting cylinder that sets each of the throttle lever 3 and the governor lever 4 at a predetermined position by moving the throttle lever 6 and the governor lever 8 by a stroke, regardless of the movement of the accelerator and the control member. Turtle 4, governor set cylinder 21
The yokes 29 and 30 are connected to each other through the set cylinders 14 and 21, and are engaged to move the sleeves 27 and 27' of the set cylinders 14 and 21. When one operates in the set direction, the other moves to the return position. The connecting link 35 is connected directly to the link 35 in such a manner that the connecting link 35 is connected to the switching lever 4 of the auxiliary transmission.
Since the output conversion device 5 is configured by connecting to the cylinder device 38 that expands and contracts in conjunction with the switching operation of 1, and the output conversion device 5 in parentheses is attached to the engine's upstream side, the engine output conversion device is configured. 'The length of the link for each lever of the fuel pump 2 is shortened to prevent fluctuations in output due to backlash, deflection, etc.

[2] Readjustment when servicing the pond device can be omitted. 'Tripod force adjustment can be performed on the engine test bench and each part can be sealed. [4} Switching lever 41 of the drama changer
The engine output can also be switched in conjunction with the switch, making it easy to operate and preventing malfunctions. [5] Since it can be set on a test bench, it is possible to achieve the effects unique to the present invention, such as high accuracy.

[Brief explanation of the drawing]

Fig. 1 is an external view schematically showing the entire conventional engine output conversion device, Fig. 2 and the following show embodiments of the present invention, and Fig. 2 is a schematic external view showing the overall connection relationship. , 3rd
The figure is a front view showing the positional relationship of each lever of the fuel pump. FIG. 8 is an output performance curve diagram when the governor lever is operated, and FIG. 9 is an output performance curve diagram when the throttle lever is operated. 1 is the engine, 2 is the fuel pump, 3 is the throttle lever, 4 is the governor lever, 5 is the output converter, 6 is the throttle lever, 8 is the governor lever, 14 and 21 are the set cylinders, and 18 is the throttle drive lever. , 25 is a lever for driving the governor, 26, 26' are springs, 27, 27' are sleeves, 29, 30 are yokes, 35 is a connecting link, 3
8 is a cylinder device, 41 is a switching lever, 45 is an accelerator pedal, and 48 is a governor control lever. Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9

Claims (1)

[Claims] 1 A governor lever that connects the throttle lever 6 that connects to the throttle lever 3 of the fuel pump 2 of the engine 1 and the throttle drive lever 18 that connects to an accelerator member such as an accelerator pedal 45 on the vehicle body, and also connects the governor lever 4. 8 and a governor drive lever 25 connected to a control member such as a governor control lever 48 on the vehicle body side, the sleeves 27 and 27' are connected to springs 26 and 26, respectively.
' by moving the throttle lever 3 and governor lever 4 by a predetermined stroke through the throttle lever 6 and governor lever 8, respectively, to a predetermined position regardless of the movement of the accelerator member and the control member. The yokes 29, 30 are connected via the throttle set cylinder 14 and the governor set cylinder 21 to be set, and are engaged with the sleeves 27, 27' of the set cylinders 14, 21 to move them. A cylinder device 38 is connected to the connecting link 35 so that when one operates in the set direction, the other is in the return position, and this connecting link 35 is connected to the switching operation of the switching lever 41 of the auxiliary transmission to extend and contract. An engine output conversion device characterized in that the output conversion device 5 is connected to the engine 1 to form an output conversion device 5, and the output conversion device 5 is mounted on the engine 1 side.