JPS581632Y2 - Mechanical all speed governor - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to an improvement of a mechanical all-speed governor.

In general, mechanical all-speed governors utilize two main forces: the flyweight centrifugal force that responds to the rotation of the fuel injection pump camshaft, and the elastic force of the main spring that is adjusted by the accelerator-linked control lever. The control mechanism is provided with a speed regulating mechanism that displaces the control rack of the fuel injection pump with the displacement of the shifter by balancing it with the tension lever, thereby obtaining a substantially constant engine speed corresponding to the operating angle of the control lever.

However, in conventional speed regulating mechanisms of this type, the tension of the main spring is weak in the low speed control range including idling, so if the tension lever, which receives the centrifugal force of the flyweight by the shifter, oscillates, the This has the disadvantage that the control rack is displaced more than necessary, which tends to cause the so-called hunting phenomenon in which the engine rotation becomes irregular.

The present invention has been made to eliminate these drawbacks, and is provided with a damper facing the side opposite to the thick side of the tension lever, and with a tension lever in the direction that brings the tension lever into contact with the damper. It is characterized by the provision of a spring that biases the lever.

An embodiment of the present invention will be described below with reference to the drawings.

The flyweight 2 attached to the camshaft 1 of the fuel injection pump expands due to centrifugal force as the camshaft 10 rotates, moving the guide bush 3 and shifter 4 to the right in the figure.

The shifter 4 is pivotably connected to the lower end of a guide lever 7 whose upper end is pivotably supported on a shaft 6 fixed to a housing 5, and the shifter 4 rotates the guide lever γ around the shaft 6 in the opposite direction in the figure. Rotate clockwise.

At the intermediate portion of the guide lever 7, an intermediate portion of a floating dipper 9 is pivotally supported by a shaft 8 so as to be able to swing relative to each other, and the floating dipper 9 swings around a fixed fulcrum 10 at its lower end.

The upper end of the floating tailper 9 is connected to a control rack 12 of the fuel injection pump via a link 11.
When the rotation increases, the floating tipper 9 is rotated clockwise in the figure around the fulcrum 10 and pulls the control rack 12 in the direction of decreasing the injection amount (to the right in the figure).

Further, a start spring 13 is suspended between the upper end of the floating tailper 9 and the housing 5, and is always biased in the direction of increasing the injection amount, thereby preventing the injection amount from increasing at the time of starting. There is.

On the other hand, the shifter 4 is opposed to an Angleich spring portion 15 incorporated in the lower end of a tension lever 14 whose upper end is pivotally supported on the shaft 6 so as to be swingable.

The middle part of this tension lever 14 and the swivel lever 1
A main spring 17 is suspended between the main spring 6 and the main spring 17.

The swivel lever 16 is integrally attached to a coaxial shaft 19 with a control lever 18 that is linked to an accelerator pedal (not shown), etc., and the tensile force of the main spring 17 is increased by rotating the control lever 18 in the direction of the arrow.

Tension cover tension lever 1 of the main swing 17
4 and the shifter 4 to balance the shift force due to the centrifugal force of the flyweight eight 2 in the axial direction, and increase or decrease the control rotation speed by increasing or decreasing the tensile force. A full load stopper 20 is provided to limit the maximum injection amount.

Here, in the present invention, a cap nut 21 is fixed, for example, screwed, to the back of the Angleich spring part 15 that is attached to the tension lever 14 on the opposite side to the side facing the shifter 4.

A damper device 22 is placed opposite the cap nut 21.
A rod 23 is arranged.

This damper device 22 includes a casing 24 and a pair of shaft portions 2.
5 is fixed to the housing 5 so that its axial position can be adjusted, and the rod 23 is attached to a diaphragm 27 with a compression spring 26 interposed therebetween and defining a chamber A filled with gas and a chamber B open to the atmosphere. It becomes by concatenating.

Further, a tension spring 28 is provided between the tension lever 14 and the housing 5 to tension the tension lever 14 to the side opposite to the main spring 17 and urge it to come into contact with the rod 23. be.

In addition to this configuration, when the control lever 18 is moved to the start position F in the figure when starting the engine, the swivel lever 16 moves integrally with the control lever 18.
Pull the main spring 17 and move the tension lever 14 until it hits the full load stopper 20.

At this time, the flyway eight 2 is stationary, so the force of the start spring 13 moves the floating lever 9 to push the control rack 12 in the direction of increasing the injection amount.
With the tension lever 14 and shifter 4 separated from each other, fuel is supercharged correspondingly to facilitate starting.

When the engine starts, a centrifugal force acts on the flyweight eight 2, the weak start spring 13 is stretched by the centrifugal force, and the shifter 4 moves until it hits the tension lever 14.

Once the engine has started, control lever 1
8 is returned to the idle link position I in the figure, the main spring 17 is relaxed, so the flyweight eight 2 expands outward even at low speed rotation, and the tension lever 14 is pushed back by the shifter 4.

Therefore, the floating winder par 9 is swung around the fulcrum 10 and pulls the control rack 12 in the direction of decreasing the injection amount to the idling position.

As the rotational speed decreases, the centrifugal force becomes smaller, the flyweight eight 2 closes inward, and the shifter 4 and tension lever 14 move to the left in the figure, causing the control rack 12 to move slightly in the direction of increasing the injection amount.

As a result, if the rotational speed increases too much, the shifter 4 pushes the tension lever 14 again and moves to the right, moving the control rack 12 slightly in the direction of decreasing the injection amount.

While repeating this movement, the centrifugal force of the flyweight eight 2 and the tension of the main spring 17 are always balanced and controlled to maintain the idling rotation speed, but if the tension lever 14 swings more than necessary, it will become unstable. This may lead to injection and, in turn, cause instability in engine rotation.

In the present invention, the tension lever 14 contacts the rod 23 of the damper device 22 while being acted on by the spring 28,
Due to the function of the damper device 22, the tension lever 14
Since unnecessary control vibration is suppressed, smooth idle link can be performed.

Furthermore, even if a load is applied at a certain operating angle of the control lever 18, the control operation is the same, and the control vibration of the tension lever 14 is still suppressed by the damper device 22 and the spring 28, so rotation at low speeds is suppressed. It can be controlled stably.

Also, if the control lever 18 is brought to the full speed position F in the figure, the tension on the main suspension ring 17 will be very strong, so pull the tension lever 14 until it hits the full load stopper 20, push the shifter 4 back, and release the control rack. 12 in the fully loaded position.

In this case, the spring 28 is stretched and the tension lever 14 is separated from the rod 23 of the damper device 22, so that it is not restricted by this.

Although the above embodiment uses a gas-type damper device 22, a general viscous damper such as a hydraulic type, such as a type that introduces engine oil, may also be used.

Furthermore, although the spring 28 is a tension spring, it goes without saying that a compression spring may be provided on the opposite side.

In addition, the governor has a dual-purpose governor that functions as an all-speed governor and a minimum-maximum-speed governor, but this also requires changing the load control lever, which operates the floating lever's fulcrum, to the full load position. By fixing it and operating the speed control lever, it can be used as an all-speed governor.

Therefore, it is naturally possible to apply the present invention.

As explained above, according to the present invention, control vibration of the tension lever can be prevented in the low speed control range including idle link, so the engine rotation will not become unstable.
Extremely effective.

[Brief explanation of drawings]

The figure is a longitudinal sectional view of a governor showing an embodiment of the present invention. 1...Cam ell, 2-...Flywa eight, 4...
・Shifter, 9... Floating lever, 12... Control rack, 14... Tension lever, 17
... Main spring, 18... Control lever, 22... Damper device, 28... Spring.

Claims (1)

[Scope of utility model registration request] A shifter that is shifted by the action of the centrifugal force of the flyweight eight that responds to the rotation of the fuel injection pump camshaft is opposed to a tension lever that is affected by the elastic force of a main spring adjusted by a control lever. A mechanical all-speed cabana equipped with an adjustment mechanism that displaces the injection quantity control rack of the fuel injection pump is used to place the damper on the opposite side of the tension lever to the opposite side, and to bring the tension lever into contact with the damper. This mechanical all-speed governor features a spring that biases the tension lever in the direction of