JP2001107792A - Fuel supply device of engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To quickly increase an engine speed to reach an operation start speed by a mechanical governor even when an electronic governor in which a steady speed is low is used. SOLUTION: This fuel supply device of engine comprises the electronic governor and the mechanical governor. The electronic governor 1 sets an operation start speed ST, and during operation of an engine, the operation stop state of the electronic governor is maintained to carry-out metering by the mechanical governor before operation of the electronic governor is stated, until an engine speed N is increased to reach the operation start speed ST.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel supply device for an engine, and more particularly, to a device having both an electronic governor and a mechanical governor.

[0002]

2. Description of the Related Art Conventionally, an electronic single control mode and a mechanical single control mode have been used as a fuel supply device for an engine which includes an electronic governor and a mechanical governor and performs electronic control by the electronic governor and mechanical control by the mechanical governor. The ones that are used by switching are known.

In the case of this prior art, the speed regulation and the maximum fuel supply amount are limited by the electronic governor only in the electronic independent control mode and only by the mechanical governor in the mechanical independent control mode.

[0004]

The above prior art has the following problems. In the electronic single control mode, it is necessary to limit the maximum fuel supply amount of the electronic control by the electronic governor. Therefore, it is necessary to use an electronic governor having such a limiting function, and the cost of the electronic governor increases. In addition, it is necessary to adjust the electronic governor in consideration of such restrictions, and the adjustment takes time.

An object of the present invention is to provide a fuel metering device for an engine which can solve the above problems.

[0006]

The structure of the first aspect of the present invention is as follows. As shown in FIGS. 2, 13, 16, and 17, the electronic governor includes an electronic governor 1 and a mechanical governor 2. 1 to limit the maximum fuel supply amount of the electronic control by the mechanical governor 2,

As shown in FIG. 2, FIG. 13, FIG. 16, and FIG. 17, by setting the electronic control characteristics of the electronic governor 1 and the mechanical control characteristics of the mechanical governor 2 by setting the speed of the speed setting means 18, As shown in FIG. 3, at a predetermined reference load L5, the fuel metering means 3 is positioned at the maximum fuel supply position 4 of the electronic control, and at a load L4 to L1 lower than the predetermined reference load L5. The electronic control settling speed NX is set to be lower than the mechanical control settling speeds n4 to n1 at the same loads L4 to L1, respectively. During the engine operation, when the loads L4 to L1 are lower than the reference load L5. The electronic governor 1 sets the engine speed N to the electronically controlled set speed NX,

As shown in FIG. 1, the electronic governor 1 sets an operation start speed ST, and during operation of the engine, the electronic governor 1
Before the start of operation, the electronic governor 1 maintains the operation stop state until the engine rotation speed N rises to the operation start speed ST, so that the mechanical governor 2 performs fuel metering. A fuel supply device for an engine, comprising:

The structure of the invention according to claim 7 is as follows. As shown in FIGS. 2, 13, 16, and 17, the electronic governor 1 includes the electronic governor 1 and the mechanical governor 2.
In the fuel supply device of the engine, which performs electronic control by the electronic control unit and mechanical control by the mechanical governor 2,

By setting the electronic control characteristic and the mechanical control characteristic by the speed setting of the speed setting means 18 as shown in FIGS. 2, 13, 16, and 17, as shown in FIG.
The settling rotation speeds NX of the electronic control at the loads L4 to L1 lower than the predetermined reference load L5 are respectively lower than the settling rotation speeds n4 to n1 of the mechanical control at the same loads L4 to L1.

During the operation of the engine, when the load L6 is higher than the reference load L5, the mechanical governor 2 sets the engine rotation speed N to the set rotation speed n6 for mechanical control, and when the loads L4 to L1 are lower than the reference load L5. The electronic governor 1 sets the engine speed N to the electronic control settling speed NX,

As shown in FIG. 1, the electronic governor 1 sets an operation start speed ST, and during operation of the engine, the electronic governor 1
Before starting the operation, the electronic governor 1 maintains the operation stop state until the engine rotation speed N rises to the operation start speed ST, thereby performing mechanical control. Fuel supply system.

[0013]

Operation and Effect of the Invention The first aspect of the invention has the following operation and effects. As shown in FIG. 2, FIG. 13, FIG. 16, and FIG. 17, the mechanical governor 2 limits the maximum fuel supply amount of the electronic control by the electronic governor 1 in an area other than the engine starting area 7; This function becomes unnecessary, and the cost can be reduced. In addition, the adjustment of the electronic governor 1 in consideration of such a restriction can be omitted or simplified, and the trouble of the adjustment can be reduced.

Further, since the maximum fuel supply amount of the electronic control is limited by the mechanical governor 2, the electronic governor 1 is used for an existing engine with a mechanical governor having a proven track record in exhaust gas characteristics.
Is added, the maximum fuel supply of the electronic control is
The proven metering characteristics of the mechanical governor 2 can be inherited as they are. For this reason, even if the electronic governor 1 is added to an engine with a mechanical governor that has cleared the exhaust gas regulations, the exhaust gas characteristics of this engine do not change.

Further, as shown in FIG. 3, when the engine is running, the electronic governor 1 sets the engine rotational speed lower than the mechanical governor 2 at loads L4 to L1 lower than the reference load L5. ~ L2 or no load L
1 can reduce engine noise.

As shown in FIG. 3, the settling rotation speed N of the electronic control under the loads L4 to L1 lower than the reference load L5.
Since X and the settling rotational speed NX of the electronic control at the reference load L5 can be set to the same value or set close to each other, the engine noise at the partial loads L4 to L2 and the no-load L1 can be set. , The work efficiency at the rated load L5 can be kept high. Further, even if the electronic governor 1 having a low settling speed is used, the mechanical governor 2 can quickly increase the engine rotation speed N to the operation start speed ST.

The inventions of claims 2 to 6 have the following effects. According to the invention of claim 2, there are the following advantages. When the setting speed of the electronic governor 1 is low, even if the engine speed N decreases due to an increase in the load, there is a possibility that a rapid increase in fuel by electronic control may not be performed.
When the engine speed N falls below the control speed range ZL, the mechanical governor 2 performs a rapid fuel increase, so that even when the electronic governor 1 having a slow settling speed is used, engine stall hardly occurs.

According to the third aspect of the present invention, when an excessive rotation rise occurs, the fuel metering unit 3 is quickly moved toward the fuel reduction side by an emergency reduction operation to reduce the fuel supply amount. As a result, an excessive rise in rotation can be quickly eliminated.

According to the invention of claim 4, there are the following advantages. Since the position detecting means has a high cost, the cost of the electronic governor 1 can be reduced by not using the position detecting means. If a meter having no meter position detecting means is used, the metering position of the fuel metering unit 3 cannot be set as a control target. However, if the configuration of the invention of claim 1 or 2 is added, these become
Since it has the function of rapidly increasing the engine rotation speed N and the function of suppressing the engine stall described above, it is possible to improve disadvantages caused by a delay in the settling speed.

According to the fifth aspect of the invention, the control operation of the electronic governor 1 is performed by PID control or PI control, and the arithmetic processing is performed without integrating the data before the electronic governor 1 starts operating. With this configuration, it is possible to suppress a delay in electronic control due to accumulation of data.

According to the invention of claim 6, the speed setting means 1
8, the electronic governor 1 responds excessively, the output section 9 of the electronic governor 1 goes too far in the fuel increasing direction, and the fuel metering section 3 attempts to overshoot in the fuel increasing direction. Since the metering unit 3 can be received by the output unit 10 of the mechanical governor 2, the electronic governor 1
Fuel increase due to excessive response of the fuel cell can be suppressed.
It should be noted that the inventions of claims 2 to 6 have the functions and effects of the other claims to which they depend.

The invention according to claim 7 has the following operation and effect. As shown in FIGS. 2, 13, 16, and 17, the switching position between the electronic control and the mechanical control is the maximum fuel supply position 4 of the electronic control by the electronic governor 1 in a region other than the engine start region 7. Thus, the same operation and effect as those of the first aspect can be obtained. In addition, if the electronic governor 1 is added to an existing engine with a mechanical governor that has a proven track record in exhaust gas characteristics to perform mechanical control for high loads, the proven exhaust gas characteristics of the mechanical governor 2 for high loads Can be taken over as it is. Since the exhaust gas characteristics at high load can be an important target of the exhaust gas regulation, if the electronic governor 1 is added to an engine with a mechanical governor that has cleared the exhaust gas regulation, the electronic governor 1 at high load
Even if the test of exhaust gas characteristics and the collection of data are omitted or simplified, the engine is likely to be able to meet the exhaust gas regulations. For this reason, an engine that can meet the exhaust gas regulations can be easily manufactured.

According to the invention of claims 8 to 12,
The following operational effects are obtained. According to the eighth aspect of the invention, the same operation and effect as the second aspect of the invention are provided, and according to the ninth aspect of the invention, the same operation and effect as the third aspect of the invention are provided. According to this, the same operation and effect as the invention of claim 4 can be obtained, and according to the invention of claim 11, the same operation and effect as the invention of claim 5 can be obtained, and according to the invention of claim 12,
The same operation and effect as the sixth aspect of the invention can be obtained. According to the inventions of claims 8 to 12, the effects of the other claims to which they depend are also exerted.

[0024]

Embodiments of the present invention will be described with reference to the drawings. 1 to 12 are views for explaining a fuel supply device for a diesel engine according to a first embodiment of the present invention. The outline of this fuel supply device is as follows.
As shown in FIG. 2, this fuel supply device is an electronic governor 1
And a mechanical governor 2 for performing electronic control by the electronic governor 1 and mechanical control by the mechanical governor 2. The maximum fuel supply amount of the electronic control by the electronic governor 1 in a region other than the engine start region of the fuel control unit 3 (except for the engine start region) may be referred to as the maximum fuel injection amount. Limited by mechanical governor 2. The fuel metering unit 3 is a fuel metering rack of the fuel injection pump. The fuel metering unit 3 includes an electronic input unit 11 and a mechanical input unit 12. The electronic input unit 11 is an end face on the fuel increasing side of the fuel metering rack, and the mechanical input unit 12 is
It is a rack pin. The fuel adjusting section 3 is urged in the fuel increasing direction by the urging spring force 13a of the urging spring 13.

The structure of the mechanical governor 2 is as follows. As shown in FIG. 2, the mechanical governor 2 includes a governor lever 21, a governor spring 19, a governor weight 20, and a fuel restrictor 25. The governor lever 21 includes a first lever 21a and a second lever 21b. The first lever 21a is a governor spring 1
The speed setting means 18 is linked to the speed setting means 18 via the link 9, the link lever 23 and the link rod 22. The governor spring force 19a of the governor spring 19 is adjusted by the speed setting of the speed setting means 18. The second lever 21b includes the output unit 10 and a torque-up device 26. The output unit 10 includes the fuel metering device 3 urged by the urging spring force 13a.
Is received.

The torque-up device 26 includes a torque case 2
6a, a torque pin 26b, and a torque spring 26c. The torque case 26a is attached to the second lever 21b so as to be able to move forward and backward. The torque pin 26b is
The torque spring 26c is urged by a torque spring force 26d in a direction in which the torque spring 26c is pushed out of the torque case 26a, and a tip end thereof faces the first lever 21a. Governor weight 20
Faces the second lever 21b. Governor weight 20
Generates a governor force 20a according to the engine speed N. The fuel restrictor 25 is attached to the gear case wall so as to be able to advance and retreat, and the tip thereof faces the second lever 21b. The rated load output can be adjusted by adjusting the movement of the fuel restrictor 25, and the upper limit of the fuel increase at the time of the rated excess load can be adjusted by adjusting the movement of the torque case 26a.

The operation of the mechanical governor 2 is as follows. During operation of the engine, until the first lever 21a is received by the tip of the fuel restrictor 25, the first lever 21a and the second lever 21a are displaced by an unbalanced force of the governor spring force 19a, the governor force 20a, and the biasing spring force 13a. 21b
Swings together. When the engine rotation speed decreases due to the increase in the load and the first lever 21a is received by the tip of the fuel restrictor 25, the first lever 21a is disturbed by the torque spring force 19a, the governor force 20a, and the biasing spring force 13a. Only the two levers 21b swing. When the engine is started, the governor force 20a is small until the engine speed N reaches the rotation speed n8 at the end of the start-up increase in FIG. 3, so that the fuel metering section 3 is held in the start-up increase region 7 by the biasing spring force 13a. To increase the starting amount. In this case, the second lever 21
Is greatly inclined by being pushed by the fuel metering unit 3 and does not disturb the start-up increase. Note that n7 in FIG. 3 is an idle rotation speed at which the start is determined.

The structure of the electronic governor 1 is as follows.
As shown in FIG. 2, the electronic governor 1 includes a controller 16
, Actuator 17, and set speed detecting means 18c
, A rotational speed detecting means 15 and a reference load changing means M. The actuator 17 is a linear solenoid, and includes an output rod 34, a spring 33, and an electromagnetic coil 35. Output part 9 at the tip of output rod 34
Receives the electronic input unit 11 of the fuel metering unit 3. The spring 33 urges the output rod 34 in the pushing direction. The electromagnetic coil 35 attracts the output rod 34 in the retracting direction.

The set speed detecting means 18c is a potentiometer for detecting the speed set position of the speed setting means 18, and transmits a speed set voltage corresponding to this speed set position to the controller 16 as a speed set signal. Speed setting means 18
Is a single device that also serves to set the speed of both the electronic governor 1 and the mechanical governor 2. The speed setting of the single speed setting means 18 sets the electronic control characteristics and the mechanical control characteristics in series. be able to. Further, both the set speed of the electronic governor 1 and the set speed of the mechanical governor 2 can be detected by the speed setting detecting means 18c. The speed detection means 15 detects the engine rotation speed N and sends a speed detection signal to the controller 16. Further, the reference load changing means M includes a switching lever, and by selecting the mode M1 and the mode M2 with the switching lever,
Change the reference load. The reference load will be described later.
The electronic governor 1 does not have a metering position detecting means for directly detecting the fuel metering position of the fuel metering unit 3, but such a metering position detecting means may be provided.

The controller 16 performs the following processing. The electronic control characteristic is set based on the speed setting signal from the set speed detecting means 18c and the mode setting of the reference load changing means M. The rotational deviation between the set rotational speed NX of the electronic control determined based on the electronic control characteristics and the engine rotational speed N is calculated, and the duty ratio of the PWM wave is set based on the calculated value. A PWM wave is transmitted to a switching element of an energizing circuit that energizes the electromagnetic coil 35 of the actuator 17,
The output of the actuator 17 is adjusted to bring the engine rotation speed N closer to the electronically controlled set rotation speed NX.

The setting method and contents of the electronic control characteristics and the mechanical control characteristics are as follows. Speed setting means 18 shown in FIG.
Speed setting, and set the reference load changing means M to the mode M
When set to 1, the control characteristic diagram shown in FIG. 3 is obtained.
This control characteristic diagram shows each settling rotational speed of mechanical control and electronic control with respect to the load. The solid line in FIG. 3 indicates the mechanical control characteristic line 50, and the mechanical control characteristic line diagram 5
Of the zeros, the near vertical line is the mechanical governing line 51, the near horizontal line is the torque up line 52, and the horizontal line is the full load line 53.
Is shown. The dashed line indicates the electronic governing line 60. The mechanical control characteristics from the rated load L5 to the no-load L1 are droop control characteristics in which the settling speeds n5 to n1 gradually increase as the load decreases. In the rated excess load region, the torque-up control characteristic is such that as the load increases, the settling speed n6 becomes lower than the settling speed n5 at the rated load L5. The electronic control characteristic is an isochronous control characteristic in which the set rotational speeds NX from the rated overload L6 to the no-load L1 have the same value. The electronic speed governing line 60 may be set to have a droop control characteristic similarly to the mechanical speed governing line 51.

The relationship between the electronic control characteristics and the mechanical control characteristics is as follows.
It is as follows. Mechanical control characteristic line 50 and electronic control line 60
The load at the point where と intersects is defined as the reference load. When the reference load changing means M is set to the mode M1, the rated load L5 becomes the reference load as shown in FIG. The settling rotation speed NX of the electronic control at the rated load L5 serving as the reference load matches the settling rotation speed n5 of the mechanical control at the same load L5.
The settling rotation speeds NX of the electronic control at the partial load L4 to the no load L1 lower than the rated load L5 are respectively lower than the settling rotation speeds n4 to n1 of the mechanical control at the same load L4 to L1. The set-up rotation speed n6 of the torque increase at the rated excess load L6 is lower than the settling rotation speed NX of the electronic control under the same load L6. When a predetermined load is applied to the engine, the control with the lower set rotation speed for the load takes precedence, and the engine rotation speed is set to the lower fixed rotation speed.

The setting contents of the engine rotation speed N are as follows. During the operation of the engine, at the rated load L5 serving as the reference load, the electronic governor 1 and the mechanical governor 2 set the engine speed N to the electronic control and mechanical control settling speeds NX · n5. Each settling speed NX · n
5 is the same value. At a partial load L4 to a no-load L1 lower than the rated load L5, the electronic governor 1 sets the engine rotation speed N to the electronically-controlled setting mechanical rotation speed NX.
At the rated overload L6, the mechanical governor 2 lowers the engine speed N to a torque-up rotation speed n6 close to the maximum torque rotation speed NM.

The method of setting the engine speed N is as follows. During the operation of the engine, at the rated load L5 serving as the reference load, the set position of the fuel control unit 3 by electronic control and the set position by mechanical control are one based on the electronic control line 60 and the mechanical control line 51. This is the maximum fuel supply position 4 of the electronic control by the electronic governor 1 in a region other than the engine start region 7 (which may be called the maximum fuel injection position in the case of a diesel engine). In this case, the output unit 9 of the electronic governor 1 is connected to the electronic input unit 11 of the fuel metering unit 3.
The output unit 10 of the mechanical governor 2 receives the mechanical input unit 12 of the fuel metering unit 3, and both the electronic governor 1 and the mechanical governor 2 move the fuel metering unit 3 to the electronically controlled maximum fuel injection position 4. Then, the engine speed N is set to the set speed NX · n5 for electronic control and mechanical control.

In the partial load L4 to the no-load L1 lower than the rated load L5 serving as the reference load, only the electronic control is performed in all the regions 5a of the speed control region 5 based on the electronic speed control line 60, and the electronic governor 1 Receives the electronic input unit 11 of the fuel metering unit 3, the output unit 10 of the mechanical governor 2 moves away from the mechanical input unit 12 of the fuel metering unit 3 toward the fuel increasing side,
The electronic governor 1 sets the fuel metering section 3 in an area 5a on the fuel reduction side of the electronic control maximum fuel supply position 4, and sets the engine speed N to the electronic control settling speed NX.
Note that the speed control region 5 is the electronic speed control line 60 in the control range.
Alternatively, it refers to a region where the speed control is performed based on at least one of the mechanical speed control lines 51.

Rated overload L6 higher than reference load L5
Then, based on the torque-up line 52, the output unit 10 of the mechanical governor 2 in the torque-up region 6
And the output unit 9 of the electronic governor 1
Moves away from the electronic input unit 11 of the fuel metering unit 3 toward the fuel increasing side, and the mechanical governor 2 sets the fuel metering unit 3 in the torque increasing region 6 on the fuel increasing side from the maximum fuel supply position 4 of the electronic control. The engine speed N is decreased to the torque-up speed n6.

The transient characteristics during a load change are as follows. When the load decreases from the rated load L5, which is the reference load, to the partial load L4 to the no-load L1, the output unit 10 of the mechanical governor 2 moves away from the mechanical input unit 12 of the fuel metering unit 3 to the fuel increasing side, and the electronic control is stopped. Control is performed prior to control.
Conversely, when the load increases from the rated load L5 to the rated excess load L6, the output unit 9 of the actuator 17 moves away from the electronic input unit 11 of the fuel metering unit 3 to the fuel increasing side, and the mechanical control takes precedence over the electronic control. Increase the torque. During electronic control,
Since the operation of the mechanical governor 2 is not input as a disturbance element, and the operation of the electronic governor 1 is not input as a disturbance element when the torque is increased, the accuracy of electronic control and torque increase is increased. Further, a small and small output actuator can be used as the actuator 17 of the electronic governor 1.

However, during the electronic control, the output unit 9 of the electronic governor 1 is not used due to the difference in the settling speed between the electronic control and the mechanical control.
Too much to the fuel increase side, or mechanical governor 2
When the output unit 10 does not operate quickly to the fuel increasing side, the mechanical input unit 12 of the fuel metering unit 3 is temporarily received by the output unit 10 of the mechanical governor 2 and the electronic governor 1
May be separated from the electronic input unit 11 of the fuel metering unit 3. Conversely, if the output unit 10 of the mechanical governor 2 goes too far toward the fuel increasing side during the torque increase, or if the output unit 9 of the electronic governor 1 does not operate quickly to the fuel increasing side, the fuel metering unit 3 May be received by the output unit 9 of the electronic governor 1, and the output unit 10 of the mechanical governor 2 may be temporarily separated from the mechanical input unit 12 of the fuel metering unit 3.

The method of changing the reference load and the contents of the change are as follows. When the reference load changing means M is switched to the mode M2 while the speed setting means 18 shown in FIG. 2 is set to the high-speed position, only the electronic governing line 60 indicated by the dashed line shifts to the high-speed side as shown in FIG. , The reference load is changed from the rated load L5 to the height of the partial load L3. In this case, the settling rotation speed NX of the electronic control with the partial load L3 serving as the new reference load is the settling rotation speed n3 of the mechanical control with the same load L3.
Matches. The settling rotation speeds NX of the electronic control at the partial loads L2 to no load L1 lower than the partial load L3 are respectively lower than the settling rotation speeds n2 to n1 of the mechanical control at the same loads L2 to L1. Settling speed n for mechanical control at partial load L4 higher than partial load L3 to rated overload L6
4 to n6 are respectively lower than the settling rotation speed NX of the electronic control under the same loads L4 to L6. In this way,
The maximum fuel supply position 4 of the electronic control can be changed.

The setting contents of the engine rotation speed N are as follows. During the operation of the engine, at the partial load L3 serving as the reference load, both the electronic governor 1 and the mechanical governor 2 electronically control the fuel metering unit 3 based on the electronic governing line 60 and the mechanical governing line 51. Set to the maximum fuel supply position 4,
The engine rotation speed N is set to a set rotation speed NX · n3 for electronic control and mechanical control. In the partial load L2 to the no-load L1 lower than the partial load L3, the electronic governor 1 is controlled based on the electronic speed governing line 60 by the electronic governor 1 in a region on the fuel reduction side of the maximum fuel supply position 4 of the electronic control. At 5a, the fuel metering section 3 is settled, and the engine speed N is settled to the electronically settled speed NX. For the partial load L4 to the rated load L5 higher than the partial load L3, based on the mechanical governing line 51,
The mechanical governor 2 stabilizes the fuel metering section 3 in an area 5b on the fuel increasing side from the electronically controlled maximum fuel supply position 4, and sets the engine speed N to the mechanical control stabilizing speed n4 to n5.
Settle to. In this case, since the maximum fuel supply position 4 of the fuel metering section 3 under the electronic control comes in the middle of the speed control region 5 of the fuel metering section 3, the electronic control and the mechanical control are automatically performed at the maximum fuel supply position 4. Switch. At the rated excess load L6, the mechanical governor 2 increases the torque based on the torque increase line 52. In this case, light load L2 to no load L1
In this case, since the settling is performed by electronic control, even if the biasing spring force 13a is reduced, hunting is less likely to occur than in mechanical control. Therefore, a small and small output actuator 17 can be used.

The transient characteristics at the time of a load change are as follows. When the load decreases from the partial load L3 serving as the reference load to the partial load L2 to the no-load L1, the electronic control performs control in preference to the mechanical control. Conversely, when the load increases from the partial load L3 serving as the reference load to the partial load L4 to the rated load L5, the mechanical control performs control in preference to the electronic control. When the load increases from the partial load L1 to L2 lower than the reference load L3 to the rated excess load L6, first, the electronic control performs control in preference to the mechanical control, and from the middle, the mechanical control changes to the electronic control. Control is given priority. The reference load is the rated load L
5, the mechanical input unit 12 of the fuel metering unit 3 is received by the output unit 10 of the mechanical governor 2 during electronic control, and the electronic input unit 1 of the fuel metering unit 3 is controlled during mechanical control.
1 may be received by the output unit 9 of the electronic governor 1.

The method of changing the speed setting and the contents of the change are as follows. The reference load changing means M shown in FIG.
When the speed setting of the speed setting means 18 is changed from the high speed to the low speed while the speed control unit 18 is set as shown in FIG. Translate to When the speed setting of the speed setting means 18 is changed from high speed to low speed while the reference load changing means M is set to the mode M2, as shown in FIG. 6, an electronic speed control line 60 indicated by a dashed line and a solid line are indicated. Mechanical governing line 5
1 move in parallel to the low-speed side. If the speed setting of the speed setting means 18 is largely shifted from the high speed to the low speed, the torque-up characteristic disappears.

The method of limiting the engine speed N and the details of the limitation are as follows. When the reference load changing means M shown in FIG. 2 is set to the mode M2 and the speed setting of the speed setting means 18 is made high, as shown in FIG. 4, the settling rotation of the electronic control at the partial load L3 serving as the reference load is performed. The speed NX exceeds the rated rotational speed NT of the engine. In this case, when the speed limit switch 29 shown in FIG. 2 is turned on, the controller 16 changes the reference load from the partial load L3 to the rated load L5 as shown in FIG. In this case, during the operation of the engine, the rated loads L5 to L5 that are equal to or less than the rated load L5 serving as a new reference load
At the no-load L1, the electronic governor 1 sets the engine speed N to the electronically controlled settling speed NX 'which is the same as the rated speed NT.
In the case of the rated overload L6 exceeding the rated load L5 serving as a new reference load, the mechanical governor 2 lowers the engine speed N to a rotation speed n6 at a torque increase lower than the rated speed NT.

The setting method and setting contents of the mechanism independent control are as follows. When the electronic operation stop switch 31 shown in FIG. 2 is turned on, the output unit 9 of the actuator 17 stops at the operation stop position 17a which is outside the operation range of the electronic input unit 11 of the fuel metering unit 3 on the fuel increasing side. In this case, the combined control of the electronic control and the mechanical control is switched to the mechanical independent control shown in FIG.

The configuration for stopping the engine is as follows. As shown in FIG. 2, the fuel supply device includes a manual engine stop unit 27. The engine stop unit 27 includes a stop operation lever 27a and a stop output unit 27b. The stop output portion 27b is cylindrical and is inserted into a guide hole 28a of the engine machine wall 28 so as to be able to advance and retreat, and its tip faces the electronic input portion 11 of the fuel metering portion 3. When the stop output lever 27a pushes the stop output unit 27b to the fuel decreasing side, the tip of the stop output unit 27b contacts the electronic input unit 11, and the fuel metering unit 3 is moved to the fuel supply stop position 8 against the urging spring force 13a. Press until Further, the fuel metering section 3 can be pushed to the fuel supply stop position 8 by the actuator 17. For this reason,
A dedicated circuit and a dedicated actuator for the engine stop device are not required. Since the output unit 9 of the actuator 17 is biased by the spring 33, when the power supply to the actuator 17 is released due to the failure of the electronic governor 1, the fuel is regulated by the output unit 9 by the biasing force of the spring 33. Quantity 3
Is pushed to the fuel supply stop position 8 and kept there. In this case, since the engine cannot be restarted, the failure of the electronic governor 1 can be confirmed.

The electronic governor 1 has the following correction function. The electronic governor 1 corrects the fuel supply amount less when the engine is not cold started than when the engine is cold started. For this reason, as shown in FIG. 2, the electronic governor 1 includes a temperature detecting unit 37. When the detected engine temperature exceeds a predetermined value, the electronic governor 1 reduces the fuel supply amount in the engine starting region 7 as compared with the case where the detected engine temperature is lower than the predetermined value.
That is, the fuel metering unit 3 is held at the start increasing amount limit position 7a. The engine temperature can be detected by detecting the engine machine wall temperature, the engine coolant temperature, and the engine oil temperature. Further, the determination as to whether or not the engine is a cold start can also be made by detecting the outside air temperature around the engine. In this case, generation of black smoke and wasteful consumption of fuel can be suppressed.

The electronic governor 1 also has an intake boost pressure detecting means 38, and has a boocon function for limiting and correcting the fuel supply amount until the pressure of the supercharged intake air becomes sufficiently high. The electronic governor 1 is provided with an atmospheric pressure detecting means 3.
9 and a high altitude correction function for reducing the fuel supply amount when the atmospheric pressure is low. In addition, the electronic governor 1
When the operation speed of the speed setting unit 18 is too high, the operation speed of the output unit 9 is suppressed, and the overshooting of the fuel metering unit 3 is suppressed. The restriction correction and the reduction correction of the fuel supply amount are performed by lowering the settling rotation speed NX of the electronic control. Note that such a function can also be performed by a fuel restrictor that receives the fuel metering unit and regulates fuel increase.

The content of the start / stop control of the actuator 17 is as follows.
It is as follows. As shown in FIG. 1, during operation of the engine,
The controller 16 stops the operation of the actuator 17 until the engine rotation speed N increases to the operation start speed ST, and starts the operation of the actuator 17 when the engine rotation speed N increases to the operation start speed ST. While N is in the predetermined control speed region Z, the control operation is continued by the actuator 17, and when the engine rotation speed N decreases to the lower limit value ZL of the control speed region Z, the operation of the actuator 17 is stopped.

As shown in FIG. 3, the setting method of the start / stop control of the actuator 17 is as follows. When the settling rotational speed NX of the electronic control at the reference load is determined, the controller 16 sets the operation start speed ST and the control speed region Z. The control operation start speed ST is set to the same value as the set rotation speed NX of the electronic control at the reference load. Control speed area Z
Is set over a range of 100 rpm above and below each from the settling rotation speed NX of the electronic control at the reference load. The operation start speed ST and the settling rotation speed NX of the electronic control at a load equal to or lower than the reference load are included in the control speed region Z.

By changing the speed setting by the speed setting means 18 or changing the reference load by the reference load changing means M, the electronic control characteristic diagram moves in parallel to the high speed side or the low speed side, and the settling rotation of the electronic control at the reference load. When the speed NX shifts, the controller 16 shifts the operation start speed ST and the control speed region Z by the same value. For example, the reference load changing means M
When the mode is switched from the mode M1 to the mode M2, as shown in FIG. 4, the settling rotation speed NX of the electronic control at the reference load is shifted to the high speed side by 50 rpm.
Shifts the operation start speed ST and the control speed region Z toward the high speed side by the same value.

The outline of the processing function of the controller 16 is as follows. As shown in FIG. 1, after starting the engine,
In step S1, the operation of the actuator 17 is stopped. In step S2, it is determined whether or not the engine speed N has increased to the operation start speed ST. If the determination is negative, the process returns to step S1. If the determination in step S2 is affirmative, the operation of the actuator 17 is started in step S3. In step S4, the engine speed N becomes
It is determined whether it is within the control speed range Z. If the determination is affirmative, the control operation of the actuator 17 is maintained in step S5, and the process returns to step S4. If the determination in step S4 is negative, in step S6, the engine speed N becomes
It is determined whether or not the control speed range Z has fallen below the lower limit value ZL. If the determination is affirmative, the process returns to step S1. If the determination in step S6 is negative, the engine speed N
Has risen to the upper limit value ZH of the control speed region Z. In this case, in step S7, the actuator 17 is caused to perform the emergency decrease operation, and the process returns to step S4.

The outline of the processing of the controller 16 during the operation of the engine is as follows. During operation of the engine, the controller 16 determines that the engine rotation speed N is equal to the operation start speed S before the actuator 17 starts operating in step S3.
Until the value reaches T, the determination in step S2 is continuously denied, and the process in step S1 is repeated. Therefore, during this period, the operation stop state of the actuator 17 is continued,
Mechanical control is performed. In the operation stop state of step S1, the output unit 9 of the actuator 17 is stationary at the operation stop position 17a that is outside the operation range of the electronic input unit 11 of the fuel metering unit 3 on the fuel increasing side.

The controller 16 determines the engine speed N
Rises to the operation start speed ST, the determination in step S2 is affirmed, and the operation of the actuator 17 is started in step S3. After the operation of the actuator 17 is started, while the engine rotation speed N is in the control speed region Z, the determination of step S4 is continuously affirmed, and the process of step S5 is repeated to continue the control operation of the actuator 17. When the engine speed N falls below the lower limit value ZL of the control speed region Z, the controller 16 denies the determination in step S4, affirms the determination in step S6, and starts the electronic control operation of the actuator 17. It returns to the operation stop state of the previous step S1. In this case, the metering by the mechanical governor 2 is performed. Thereafter, the above control is repeated.

When the engine speed N exceeds the upper limit value ZL of the control speed region Z, the controller 16 denies the determination in step S4, then denies the determination in step S6, and in step S7. Then, the actuator 17 is caused to perform an emergency decrease operation. By the emergency reduction operation, the output unit 9 of the actuator 17 moves in the fuel reduction direction, and moves the fuel adjustment unit 3 toward the fuel reduction side. The controller 16 performs steps S4 and S6 until the engine rotation speed N falls within the control speed region Z during the emergency reduction operation.
Is repeated, and the control operation of the actuator 17 in step S5 is temporarily interrupted. When the engine speed N returns to the control speed range Z, the controller 16 affirms the determination in step S4 and causes the actuator 17 to continue the control operation in step 5 before the interruption.

The details of the processing of the controller 16 are as follows. The processing at the time of starting the engine is as follows.
As shown in FIG. 9, when the engine is started, the controller 16 turns on the accessory switch in step S11.
It is determined whether or not the operation is performed. If the determination is affirmative, the duty ratio of the PWM wave is set to the maximum in step S12, and the amount of energization to the actuator 17 of the electronic governor 1 is maximized. In this case, the output unit 3 of the actuator 17 is greatly drawn to the fuel increasing side, and the electronic input unit 11 of the fuel metering unit 3
Operation stop position 17a deviating from the operation range of FIG.
And the actuator 17 is brought into an operation stop state.

The confirmation processing of the engine start is as follows. The controller 16 determines whether or not the starter switch is ON in step S13. If the determination is affirmative, the controller 16 waits 0.5 seconds in step S14, and in step S15, the engine speed N reaches the idling speed n7 at which the engine start is determined. It is determined whether or not the determination is negative. If the determination is negative, an error flag is set in step S16, and the process returns to step S13. The controller 16 interrupts a series of control processes at a predetermined cycle, detects the presence or absence of an error flag, and performs an error process when the error flag is continuously set a plurality of times. The error processing is performed by setting the duty ratio of the PWM wave to the maximum and maintaining the actuator 17 in the operation stop state. At the same time, an abnormal warning is issued.

The error processing is not limited to the engine start error, and is similarly performed in the following cases. For example, even when various abnormalities are detected, such as detection of a control abnormality by a watchdog timer described later, disconnection of the speed detecting means 15 and the set speed detecting means 18c, occurrence of a detection voltage out of an appropriate range, and the like, The same error processing is performed.

The processing for setting the electronic control characteristics is as follows. If the determination in step S15 is affirmative, the controller 16 sets a watchdog timer in step S17, and determines in step S18 whether the mode selection of the reference load changing means M is mode M1 or mode M2. In step S19 or step S20, the speed setting voltage from the set speed detecting means 18c is read. Next, the controller 16 sets the above-described electronic control characteristics based on the selection of the speed setting voltage and the mode of the reference load changing means M in step S21.

The contents of the processing functions after step S22 are as follows.
It is as follows. As shown in FIG.
In step S22, it is determined whether or not the engine rotation speed N is equal to or more than the lower limit value ZL of the control speed region Z, a ZL flag is set in step S23, and ZL is set in step S24.
The flag is reset, and it is determined in step S25 whether or not the engine rotation speed N is equal to or higher than the operation start speed ST. In step S26, it is determined whether or not the engine rotation speed N is equal to or higher than the upper limit ZH of the control speed region Z.

The controller 16 sets P in step S27.
The ID flag is set, the PID calculation is performed in step S28, the duty ratio of the PWM wave is set in accordance with the calculated value in step S29, the output of the actuator 17 is adjusted in step S30, and the watchdog timer is set in step S31. Reset. After step S31, the process returns to step S17. Further, the controller 16 determines in step S
It is determined whether or not the PID flag is set at 32, the PID flag is reset at step S33, and the duty ratio of the PWM wave is set to the maximum at step S34,
In a step S35, it is determined whether or not the ZL flag is set. Further, the controller 16 determines in step S
At 36, the duty ratio of the PWM wave is set to the minimum. The PID calculation in step S28 is performed without integrating the data before the actuator 17 starts operating. In addition, PID
PI control may be performed instead of control.

The details of the processing of the controller 16 during the operation of the engine are as follows. The continuation of the operation stop state in step S1 is performed by the following processing. The continuation of the operation stop state of the actuator 17 in step S1 is that the controller 16 repeats the processing in step S1 until the engine rotation speed N increases to the operation start speed ST before the actuator 17 starts operation in step S3. Performed by In this case, the controller 16 determines in step S22
Is denied, the process of step S24 is performed, the determination of step S25 is denied, the determination of step S32 is denied, the process of step S33 is performed, and step S3 is performed.
In step S4, the duty cycle of the PWM wave is maintained at the maximum, and in step S30, a series of processing for maintaining the output of the actuator 17 at the maximum is repeated.

The operation of step S3 is started by the following processing. The start of the operation of the actuator 17 in step S3 is performed when the engine rotation speed N has increased to the operation start speed ST. In this case, the controller 16
The determination in step S22 is affirmed, the processing in step S23 is performed, the determination in step S25 is affirmed, the determination in step S26 is denied, the processing in step S27 is performed, and the set rotation speed NX and the engine are determined in step S28. A speed deviation from the rotation speed N is calculated, and PWM is determined in step S29.
The wave duty ratio is set in accordance with the calculated value, and a series of processes for adjusting the output of the actuator 17 are performed in step S30.

The continuation of the control operation in step S5 is performed by the following processing. The continuation of the control operation of the actuator 17 in step S5 is performed by the controller 16 repeating the process of step S5 while the engine rotation speed N is within the control speed region Z. When the engine rotation speed N is equal to or higher than the operation start speed ST, the controller 16 repeats the same series of processing as in the case of starting the operation. When the engine rotation speed N is lower than the operation start speed ST, the controller 16 affirms the determination in step S22, performs the process in step S23, denies the determination in step S25, and affirms the determination in step S32. , Step S35
Is affirmed, and a series of processes of step S28, step 29, and step 30 are repeated.

Returning to step S1 is performed by the following processing. Returning to the operation stop state of the actuator 17 in step S1 is performed when the engine rotation speed N is controlled in the control speed range Z
Is performed when the value falls below the lower limit value ZL. in this case,
The controller 16 denies the determination in step S22, performs the processing in step 24, denies the determination in step S25, denies the determination in step 32, performs the processing in step 33, and executes the PWM wave in step 34. Is set to the maximum, and the output of the actuator is adjusted to the maximum in step S30.

The emergency decrease operation in step S7 is performed by the following processing. The emergency decrease operation of the actuator 17 in step S7 is performed when the engine rotation speed N exceeds the upper limit ZH of the control speed region Z. In this case, the controller 16 affirms the determination in step S22, and proceeds to step S22.
The process of step S23 is performed, and the determinations in step S25 and step S26 are both affirmed. The process of setting the duty ratio of the PWM wave to the minimum in step S36 and adjusting the output of the actuator to the minimum in step S30 are repeated.

FIG. 11 shows a first modification of the first embodiment. In this first modification, the speed setting of the speed setting means 18 shown in FIG. When M1 is set, the electronic speed governing line 60 shown by a chain line in FIG. 11 crosses the upper limit of the torque-up line 52 at the position of the maximum load L7. FIG. 12 shows a second modification of the first embodiment. In this second modification, the speed setting of the speed setting unit 18 shown in FIG. 2 is set to low speed, and the reference load changing unit M is set to the mode M1. Then, as shown in FIG. 12, the settling rotation speed N of the electronic control under no load L1 to rated overload L6.
When X is lower than the maximum torque rotation speed NM, the controller 16 changes the isochronous control characteristic to the droop control characteristic so that the settling rotation speed NX of the electronic control approaches the maximum torque rotation speed NM as the load increases. To In the droop control characteristic, it is necessary to detect the load because the settling rotation speed NX of the electronic control corresponding to the load is different. In each of the above embodiments, since there is no metering position detecting means for directly detecting the metering position of the fuel metering section 3, the load cannot be detected by this means. However, the load can be detected by other means. For example, when the engine speed N is set at the electronically controlled settling speed N
By detecting the current value of the actuator drive circuit at the time when it is settled at X, it is possible to indirectly detect the adjustment position of the fuel adjustment unit 3 and thus the load. Further, the load may be detected by detecting a distortion due to a twist of the crankshaft with a torque sensor. However, when the cost reduction is prioritized, all or a part of the above-described sensors and the above-described temperature detection sensor 37, boost pressure detection sensor 38, atmospheric pressure detection sensor 39, and operation speed detection means 40 are not used. FIG.
FIG. 15 is a diagram illustrating a fuel supply device according to the second embodiment. The second embodiment differs from the first embodiment in the following points. As shown in FIG.
Is constituted by a speed setting means 18a of the electronic governor 1 and a speed setting means 18b of the mechanical governor 2, and the electronic control characteristics and the mechanical control characteristics are individually set by the speed settings of these speed setting means 18a and 18b. By doing so, the height of the reference load can be set freely.

Speed setting means 18b of mechanical governor 2
Are connected to the interlocking rod 22. When the locking lever 24 is provided near the interlocking rod 22, the speed setting means 18b is moved to an arbitrary setting position, and then the interlocking rod 22 is locked by the locking lever 24, the speed setting means 18b is moved from the set position. Does not return to the low speed side. Other configurations and functions are the same as those of the first embodiment. 13 to 15, the same elements as those in the first embodiment are denoted by the same reference numerals.

The setting method and setting contents of the electronic control characteristics and the mechanical control characteristics are as follows. Each speed setting means 18a ・ 1
When all the speed settings of 8b are set to high speed, the same composite control characteristics as in FIG. 3 are obtained, and high-speed operation with the rated load L5 set as the reference load can be performed. From this state, if only the speed setting means 18a of the electronic governor 1 is slightly shifted to the high speed side, the same composite control characteristic as that of FIG.
High-speed operation with the reference load set.

If the speed setting of each of the speed setting means 18a and 18b is set to a low speed, the same composite control characteristics as in FIG. 5 can be obtained, and a low speed operation with the rated load L5 set as the reference load can be performed. From this state, if only the speed setting means 18 of the electronic governor 1 is slightly shifted to the high-speed side, the same control characteristics as in FIG. 6 can be obtained, and low-speed operation with the partial load L3 set as the reference load can be performed. By variously combining the speed settings of the speed setting means 18a and 18b, it is possible to obtain various control characteristics different from the speed setting and the reference load.

The speed setting of the speed setting means 18a of the electronic governor 1 is increased, and the speed setting means 1 of the mechanical governor 2 is increased.
When the speed setting of 8b is set to a low speed, as shown in FIG.
The set rotation speeds n1 to n6 of the mechanical control under no load L1 to rated overload L6 are the control operation start speeds ST of the electronic governor 1.
Since the value is less than the above, the electronic control is not performed, and the combined control of the electronic control and the mechanical control can be switched to the mechanical independent control.

The speed setting of the speed setting means 18 a of the electronic governor 1 is set to a low speed, and the speed setting means 1 of the mechanical governor 2 is set.
When the speed setting of the speed control 8b is set to a high speed, and as shown in FIG. 15, when the settling rotation speed NX of the electronic control in the no-load L1 to the rated overload L6 becomes lower than the maximum torque rotation speed NM, the controller 16 The isochronous control characteristic is changed to the droop control characteristic so that the settling rotational speed NX of the electronic control approaches the maximum torque rotational speed NM as the load increases.

FIG. 16 is a view for explaining a third embodiment of the present invention. In the third embodiment, the only difference is that the third embodiment is provided with the adjusting position detecting means 30 of the fuel adjusting section 3. Different from form. FIG. 17 is a view for explaining a fourth embodiment of the present invention. The fourth embodiment is different from the second embodiment only in that a metering position detecting means 30 of the fuel metering unit 3 is provided. And different. In the third embodiment and the fourth embodiment, since the metering position detecting means 30 of the fuel metering unit 3 is provided, the settling speed of the electronic governor 1 is generally high.

[Brief description of the drawings]

FIG. 1 is a flowchart illustrating an outline of a process of a controller according to a first embodiment.

FIG. 2 is a schematic diagram of an electronic governor and a mechanical governor according to the first embodiment.

FIG. 3 is a control characteristic diagram in a mode M1 at the time of high-speed setting according to the first embodiment.

FIG. 4 is a control characteristic diagram in a mode M2 at the time of high-speed setting in the first embodiment.

FIG. 5 is a control characteristic diagram in a mode M1 when a low speed is set in the first embodiment.

FIG. 6 is a control characteristic diagram in a mode M2 when a low speed is set in the first embodiment.

FIG. 7 is a control characteristic diagram at the time of speed limitation according to the first embodiment.

FIG. 8 is a control characteristic diagram at the time of mechanical independent control of the first embodiment.

FIG. 9 is a first half of a flowchart showing details of processing of the controller according to the first embodiment;

FIG. 10 is a second half of a flowchart showing details of the processing of the controller according to the first embodiment;

FIG. 11 is a control characteristic diagram in a mode M1 at the time of high-speed setting in a first modification of the first embodiment.

FIG. 12 is a control characteristic diagram in a mode M1 when a low speed is set in a second modification of the first embodiment.

FIG. 13 is a schematic diagram of an electronic governor and a mechanical governor according to the second embodiment.

FIG. 14 is a control characteristic diagram at the time of mechanical independent control of the second embodiment.

FIG. 15 is a control characteristic diagram at the time of droop control according to the second embodiment.

FIG. 16 is a schematic diagram of an electronic governor and a mechanical governor according to a third embodiment.

FIG. 17 is a schematic diagram of an electronic governor and a mechanical governor according to a fourth embodiment.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Electronic governor, 2 ... Mechanical governor, 3 ... Fuel metering part, 9 ... Output part of electronic governor, 10 ... Output part of mechanical governor, 11 ... Electronic input part, L6-L1 ... Load, NX
... Electronic control settling speed, n6 to n1 ... Mechanical control settled speed, N ... Engine speed, 18 ... Speed setting means, 18a ... Electronic governor speed setting means, 18b ... Mechanical governor speed setting means, M … Reference load changing means,
NT: rated rotational speed, ST: operation start speed, Z: control speed range, ZL: lower limit of Z, ZH: upper limit of Z.

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Toshio Nakahira 3-8 Chikushinmachi, Sakai City, Osaka Inside Kubota Sakai Coastal Plant (72) Inventor Yamaichi 3-8 Chikushinmachi, Sakai City, Osaka Prefecture F-term in Kubota Sakai Coastal Plant (reference) 3G060 AB01 AC01 AC08 BA02 CA01 CB01 CB04 CB05 CB06 CB07 CC04 DA12 EA04 EA09 FA07 GA01 GA03 GA18 GA19 3G084 AA01 BA00 BA03 BA13 CA01 CA04 CA06 DA04 DA39 EC05 FA34 FA36 JA02 KA01 KA08 KA09 KA11 LB11 LB14 LC00 MA03 MA11 NA03 NA04 NA05 NA09 ND41 NE03 NE08 NE17 NE19 NE23 PB04A PE02Z PF11Z PF16Z

Claims (12)

[Claims] An electronic governor (1) and a mechanical governor (2)
The maximum fuel supply amount of the electronic control by the electronic governor (1) is limited by the mechanical governor (2) in an area other than the engine starting area (7) in the fuel adjusting section (3). In the speed setting of the speed setting means (18), the electronic governor (1)
By setting the electronic control characteristic of the mechanical governor (2) and the mechanical control characteristic of the mechanical governor (2), a predetermined reference load (L
At the time of 5), the fuel metering means (3) is positioned at the maximum fuel supply position (4) of the electronic control, and the load (L4) to (L1) is lower than the predetermined reference load (L5). The electronic control settling speed (NX) is the same load (L4) ~
Stabilization rotation speed (n4) to (n4) for mechanical control in (L1)
1), the load (L4) lower than the reference load (L5) during engine operation.
In (L1), the electronic governor (1) sets the engine rotation speed (N) to the electronic control settling rotation speed (NX), and the electronic governor (1) sets the operation start speed (ST). During the operation of the engine, before the electronic governor (1) starts operating, the engine rotation speed (N) becomes equal to the operation start speed (S).
A fuel supply device for an engine, wherein the mechanical governor (2) performs fuel metering by maintaining the electronic governor (1) in an operation stop state until it rises to T). 2. The fuel supply system for an engine according to claim 1, wherein the electronic governor (1) is provided with an electronic control settling speed (L5) to (L1) below the reference load (L5). N
X) and a control speed region (Z) including an operation start speed (ST) are set. When the engine rotation speed (N) increases to an operation start speed (ST) of the electronic governor (1) during engine operation, The electronic governor (1) starts operating, and after the electronic governor (1) starts operating, the electronic governor (1) performs the control operation while the engine speed (N) is in the control speed region (Z). When the engine speed (N) falls below the lower limit value (ZL) of the control speed region (Z), the electronic governor (1) returns to the operation stop state before starting operation, and the mechanical Governor (2)
A fuel supply device for an engine, characterized in that the fuel is metered by a fuel supply device. 3. An electronic fuel governor (1) according to claim 2, wherein when the engine rotation speed (N) exceeds an upper limit value (ZH) of said control speed region (Z) during engine operation. ) Performs the emergency decrease operation, the electronic governor (1) suspends the control operation until the engine rotation speed (N) returns to within the control speed region (Z), and the fuel metering unit (3) is operated. The electronic governor (1) continues the control operation before the interruption when the engine is moved toward the fuel reduction side and the engine rotation speed (N) returns within the control speed region (Z). Engine fuel supply. 4. The fuel supply device for an engine according to claim 1, wherein the electronic governor (1) does not include a metering position detecting means of a fuel metering section (3). A fuel supply device for an engine, comprising: 5. The fuel supply device for an engine according to claim 1, wherein the control operation of the electronic governor (1) is performed by PID control or PI control, and the arithmetic processing is performed by electronic control. A fuel supply device for an engine, wherein the control is performed without integrating data before the governor (1) starts operating. 6. The fuel supply device for an engine according to claim 1, wherein the electronic governor is controlled while the electronic governor is being controlled.
If the output unit (9) of the fuel governor (3) goes too far in the fuel increasing direction, the mechanical input unit (12) of the fuel metering unit (3) is received by the output unit (10) of the mechanical governor (2), and the electronic governor (1) The fuel supply device for an engine, wherein the output unit (9) is separated from the electronic input unit (11) of the fuel metering unit (3). 7. An electronic control system comprising an electronic governor (1) and a mechanical governor (2), wherein:
In a fuel supply device for an engine, which performs mechanical control by a mechanical governor (2), a predetermined reference load (L5) is set by setting an electronic control characteristic and a mechanical control characteristic by setting a speed of a speed setting means (18). ), The settling rotation speed (NX) of the electronic control at the loads (L4) to (L1) lower than the same loads (L4) to (L).
The settling speeds (n4) to (n1) of the mechanical control in 1) are set to be lower than each other. During the operation of the engine, the mechanical governor (2) is operated under a load (L6) higher than the reference load (L5). The engine rotation speed (N) is settled to the set rotation speed (n6) of the mechanical control, and the loads (L4) to (L4) lower than the reference load (L5) are set.
1) In the electronic governor (1), the engine speed (N)
To the set rotation speed (NX) of the electronic control, the electronic governor (1) sets the operation start speed (ST), and during the operation of the engine, before the electronic governor (1) starts operating, The engine rotation speed (N) is equal to the operation start speed (S
An engine fuel supply device characterized in that the electronic governor (1) maintains the operation stop state until it rises to T) to perform mechanical control. 8. The fuel supply device for an engine according to claim 7, wherein the electronic governor (1) is provided with an electronic control settling rotation speed (L5) to (L1) below the reference load (L5). N
X) and a control speed region (Z) including an operation start speed (ST) are set. When the engine rotation speed (N) increases to an operation start speed (ST) of the electronic governor (1) during engine operation, The electronic governor (1) starts operating, and after the electronic governor (1) starts operating, the electronic governor (1) performs the control operation while the engine speed (N) is in the control speed region (Z). When the engine speed (N) falls below the lower limit (ZL) of the control speed region (Z), the electronic governor (1) returns to the operation stop state before starting operation, and An engine fuel supply device for performing control. 9. The fuel supply device for an engine according to claim 8, wherein when the engine speed exceeds an upper limit value (ZH) of the control speed range (Z) during the operation of the engine, the electronic governor (1). ) Performs the emergency decrease operation, the electronic governor (1) suspends the control operation until the engine rotation speed (N) returns to within the control speed region (Z), and the fuel metering unit (3) is operated. The electronic governor (1) continues the control operation before the interruption when the engine is moved toward the fuel reduction side and the engine rotation speed (N) returns within the control speed region (Z). Engine fuel supply. 10. The fuel supply device for an engine according to claim 7, wherein the electronic governor (1) does not include a metering position detecting means of a fuel metering unit (3). A fuel supply device for an engine, comprising: 11. The fuel supply device for an engine according to claim 7, wherein the control operation of the electronic governor (1) is performed by PID control or PI control, and the arithmetic processing is performed by electronic control. A fuel supply device for an engine, wherein the control is performed without integrating data before the governor (1) starts operating. 12. The fuel supply device for an engine according to claim 7, wherein the electronic governor (1) is controlled during operation of the electronic governor (1).
If the output unit (9) of the fuel governor (3) goes too far in the fuel increasing direction, the mechanical input unit (12) of the fuel metering unit (3) is received by the output unit (10) of the mechanical governor (2), and the electronic governor (1) The fuel supply device for an engine, wherein the output unit (9) is separated from the electronic input unit (11) of the fuel metering unit (3).