JPS6037614Y2 - Centrifugal speed governor for internal combustion engines - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to a centrifugal speed governor that adjusts the amount of fuel supplied to a fuel injection pump in a diesel engine.

In conventional turbocharged diesel engines, the control rack for controlling the fuel supply amount and the boost compensator are directly connected to utilize the supercharging pressure at high speed when all the engines are loaded.
Fuel was being increased.

However, in such a configuration, when the engine is started, the control rack position is in a full-load, low-speed, non-supercharging position, making it impossible to increase the amount of fuel and causing problems in startability.

The present invention has been developed in view of the above points, and is capable of supplying an appropriate amount of fuel according to the engine speed and load, supplying supercharged fuel at full load high speed rotation, and providing fuel at the time of startup. The purpose is to provide a centrifugal speed governor that allows for increased volume.

Embodiments of the present invention will be described below based on the drawings.

FIG. 1 is a schematic diagram of an actual example of a centrifugal speed governor according to the present invention.

A camshaft 1 of a fuel injection pump (not shown) rotates in synchronization with the engine.A flyweight 3 is rotatably held in a bushing 2 that is integral with the camshaft 1.

A governor sleeve 4 is provided that can move in the direction of shaft extension as the flyweight 3 rotates, and a guide lever 5 having a pivot point on the governor sleeve 4 rotates its lower pivot point toward the governor case side. It can be installed freely.

The upper end of the guide lever 5 is connected to the lower end of the control lever 6.

An intermediate portion of the control lever 6 is connected to a control rack 8 for controlling the fuel supply amount via a shackle 7, and an upper end portion of the control lever 6 is connected to an upper end of a floating lever 10 via a lever 9.

An intermediate portion of the floating lever 10 is rotatably connected to a shaft lea on a tension lever 11, and a lower end engages with a supporting lever 12.

A half-moon-shaped shaft 13 is engaged with the supporting lever 12 in a pressing manner by a spring 26.

The shaft 13 is integral with the adjusting lever 14.

The adjusting lever 14 is interlocked with an acceleration pedal of a vehicle (not shown).

A bottomed cylindrical capsule 26a is interposed between the spring 26 and the shaft 13, and when the flat surface of the capsule 26a and the flat surface of the half-moon shaft 13 come into contact with each other, the pressing force of the spring 26 pushes the supporting lever 1.
2 is an adjusting lever 14 integrated with the shaft 13
Linked with.

The adjusting lever 14 is rotated counterclockwise from the state shown in FIG.
4 counterclockwise, the supporting lever 12
is rotated counterclockwise accordingly, and the floating lever 10 is rotated clockwise about the shaft 10a, thereby separating the upper end of the floating lever 10 and the lever 17.

Conversely, when the adjusting lever 14 is rotated clockwise from the state where the floating lever 10 and the lever 17 are separated, the supporting lever 12 is rotated clockwise accordingly, and the floating lever 10 is rotated toward the shaft 10a.
Since the floating lever 10 rotates counterclockwise around , the upper end of the floating lever 10 approaches the lever 17 and comes into contact with it.

After the upper end of the floating lever 10 contacts the lever 17, even if the adjusting lever 14 is further rotated clockwise, the supporting lever 12 and the floating lever 10 do not rotate, and the flat end of the half-moon shaft 13 is pressed against the spring 26. is compressed, and a gap a is formed between the shaft plane part and the capsule plane part.

Therefore, in this state, the adjusting lever 1
4 and floating lever 10 are movable independently of each other.

The tension lever 11 is attached to the governor case by a full load stopper 15 so as not to rotate clockwise, and is loaded with a clockwise load by a main spring 16.

Reference numeral 25 denotes an idle spring that urges the governor sleeve 4 to the left.

The single-shaped lever 17 has a rotatable fulcrum in the governor case, and one end thereof faces the floating lever.

The other end of the single-shaped lever 17 engages with the lower end of the rod 18.

The upper end of the rod 18 is connected to a diaphragm 20 of a boost compensator 19.

Compression spring 21 faces stopper 22 with diaphragm 20 in between.

23 is a boost pressure chamber, and 24 is an atmospheric pressure chamber.

Figure 1 shows the state at full load and medium speed range.

In other words, the adjusting lever 14 is at the full load position.

The idle spring 25 is pressed by the centrifugal force of the flyweight 3 caused by the rotation of the camshaft 1 as the engine rotates, and the governor sleeve 4 and the tension lever 11 are in contact with each other.

The floating lever 10 is in contact with the 1-shaped lever 17,
Since the position of the lower end of the floating lever 10 is determined, the posture of the supporting lever 12 is determined, but the adjusting lever 14 can be further rotated clockwise as described above, and the gap a between the shaft 13 and the capsule 26a is is occurring.

When the engine rotation becomes high, the boost pressure increases, and the pressure in the boost pressure chamber 23 of the boost compensator 19 increases, pressing the diaphragm 20, pushing down the rod 18 and moving the single-shaped lever 17 counterclockwise. Rotate.

Therefore, as the lever 17 rotates, the floating lever 10 also rotates counterclockwise about the shaft 10a, the lower end of the floating lever 10 moves to the right, and the supporting lever 12 rotates clockwise accordingly. As a result, the gap a decreases and disappears.

On the other hand, as the floating lever 10 moves as described above, the control lever 6 moves to the left via the lever 9, and the control rack 8 moves to the left via the shackle 7, that is, in the direction of increasing the amount of fuel, so that the output can be increased.

Also, when the rotation decreases, the idle spring 25 overcomes the centrifugal force, and the governor sleeve 4 moves to the left to balance the control rack via the guide lever 5, control lever 6, and shackle 7. 8 can be moved in the direction of fuel increase.

In other words, when starting, it is possible to automatically increase the amount of fuel, ensuring startability.

When the adjusting lever 14 is set to the medium load or no load position, the single-shaped lever 17 and the floating lever 10 are separated from each other, so that the boost compensator 19 does not operate the governor link.

The same effect can be obtained by using a cam mechanism that is integrated with or interlocks with the rod 18 instead of the single-shaped lever 17.

FIG. 2 is a schematic diagram of another embodiment of the centrifugal speed governor according to the present invention.

Compared to the first embodiment, the configurations of the tension lever 11.70, the guide lever 5, and the control lever 6 are different, so the boost compensator 19 is different from the first embodiment.
The engagement position with the floating lever 10 is different.

The illustration of the idle spring 25 is omitted because it is the same as in FIG. 1.

The guide lever 5 is rotatably suspended from the governor case, and its lower end is connected to the governor sleeve 4.

A control lever 6 is rotatably connected to the middle part of the guide lever 5, and the upper part of the control lever 6 engages with a shackle 7, and the lower part engages with a forked part of a floating lever 10.

A supporting lever 12 and a tension lever 11 are engaged with an intermediate portion of the floating lever 10, and are also opposed to a rod 18.

The boost compensator 19 has the same structure as the first embodiment, but has a different attitude.

Figure 2 shows a state where the rotation speed is medium, and the adjusting lever 14 is in the full load position.
As in the first embodiment, a gap a is provided between the semicircular shaft 13, which is integral with the capsule 4, and the capsule 26a.

The operation will be explained below.

The governor sleeve 4 is rotated by centrifugal force similar to the first embodiment.
moves to the right and comes into contact with the tension lever 11.

When the position of the governor sleeve 4 is determined, the position of the control lever 6 is also determined by determining the positions of the floating lever 10 and the guide lever 5.

As the rotational speed further increases, the boost pressure of the engine increases, and the pressing force of the boost pressure chamber 23 against the diaphragm 20 increases, compressing the spring 21 and moving the rod 1B to the left, causing the floating lever 10 to move. The tension lever 11 is rotated to the left around the fulcrum, the forked portion is moved to the right, the control lever 6 is rotated to the left, and the control rack 8 is moved to the left, that is, the amount of fuel can be increased.

At the same time, the supporting lever 12 rotates clockwise about the shaft 13, and the gap a decreases and disappears.

This does not affect the characteristics during low-speed control or high-speed control, and therefore, it is possible to automatically increase the amount of the idle spring at startup.

Furthermore, when the adjusting lever 14 is in a position corresponding to medium load or no load, the floating lever 10 and rod 18 can be separated, so the boost compensator 19
operation does not affect the link.

As explained above, in the centrifugal speed governor according to the present invention, it is possible to supercharge fuel and increase output in the full load high speed range, and at the same time, the low speed control link is connected to the boost compensator 19. Since they are independent, the starting fuel is automatically increased and engine starting performance is good.

Also, even if the boost compensator 19 is installed, the low speed control link 4. 5. 6. 7°8.9 does not change at all, so there is no increase in friction, control performance does not deteriorate, and there is no operation to increase fuel even at low load and high speed, so when used as a vehicle, the engine brake (
This also solves the problem of ineffective engine braking.

[Brief explanation of the drawing]

1 and 2 are structural diagrams of different embodiments of the centrifugal speed governor according to the present invention, respectively. 1...Camshaft, 2---Bushing, 3
...Fly weight, 4...Governor sleeve, 10...Floating lever, 12
...Supporting lever, 13...
Half-moon shaft, 14... Adjusting lever 18... Rod, 19... Boost compensator, 20... Diaphragm,
21... Compression spring, 22... Stopper.

Claims (1)

[Scope of utility model registration request] A control rack for fuel control is connected via a link mechanism to the governor sleeve that moves with the flyweight, and the middle part of the floating lever connected to the link mechanism is pivotally connected to a tension lever that engages with the governor sleeve when the engine rotates at high speed. One arm of the floating lever is connected to an adjusting lever for engine load control via a connecting mechanism having an elastic body, and the other arm of the floating lever is arranged to be movable with the boost compensator, and the connecting mechanism When the adjusting lever is in a high load position, the adjusting lever and the floating lever are movable independently of each other, and the floating lever is moved by a rond connected to the diaphragm of the boost compensator. A centrifugal speed governor for an internal combustion engine, the adjusting lever and the floating lever being interlocked when the adjusting lever and the floating lever are in a low load position, and the floating lever being independent of the rond.