JPH0454235A - Fuel controller for engine - Google Patents

Abstract

PURPOSE:To stabilize a torque characteristic by providing a stopper portion adapted to abut against a full load stopper for adjusting fuel in the vicinity of an unbalancer to receive oscillation of a floating arm operated by means of a governor weight. CONSTITUTION:A governor weight 4 is disposed on the extension of a cam shaft 11 contained inside a gear case 15. A tension arm 3 and a floating arm 5 are pivoted on an arm shaft 9. A control arm 1 to be turned by a control lever 16 is rotatably supported on a shaft 17. The upper end portion of the floating arm 5 is connected to a control rack 14 via a control link 18. At the upper end of the tension arm 3, a an unbalance 6 is opposingly disposed in front of an interlocking pin 19 in such a manner as to buffer it in abutment. A stopper portion 8 is projected upward from the unbalancer 6 so as to abut against the rear end portion of a full load stopper 7. Therefore, it is possible to restrain a hunting phenomenon, thus stabilizing a torque characteristic.

Description

Detailed Description of the Invention (Field of Industrial Application) The present invention relates to a fuel control device used in a diesel engine. This is related to a full load stopper that adjusts and locks the swing limit position of the arm.

(Prior Art and Problems to be Solved by the Invention) A tension arm has an angleich that receives a floating arm actuated by a governor, and is largely deviated outwardly from this angleich to prevent the tension arm from swinging. If the stopper part is provided with a full load stopper that locks the dynamic limit position, twisting or deflection of this tension arm is likely to occur, and hunting phenomenon is likely to occur in governor control, which may affect engine output characteristics and torque. Characteristics tend to become unstable.

This invention attempts to eliminate such drawbacks.

(Means for Solving the Problems) This invention provides a tension arm 3 that is rotated from the control arm 1 side via a governor spring 2, and a floating arm 5 that is operated by a governor weight 4, in the same arm @ 9 rotations. The tension arm 3 is provided with an angleich 6 that receives the swinging motion of the floating arm 5, and the swinging limit position of the tension arm 3 is locked near the angleich 6, so that the tension arm 3 can be freely swung. The engine fuel control device is configured to include a stopper portion 8 that comes into contact with a full load stopper 7 that performs adjustment.

(Function) When the control arm is operated, the tension arm 3 is swung around the arm axis 9 via the governor spring 2, and is linked to the control rack together with the floating arm 5 via the Angleich 6 for adjustment. maintain the fuel supply. Furthermore, when the engine speed increases or decreases, the floating arm 5 is swung around the arm axis 9 by the operation of the governor weight 4, and is controlled while receiving the action of the Angleich 6 between it and the tension arm 3. Interlocks with the rack to supply fuel
Perform engine speed control control while in R position 6. Also, to adjust the output limit position, manually adjust the full load stopper 7 to adjust the tension arm 3.
The contact position of the stopper portion 8, that is, the swing limit position of the tension arm 3 can be adjusted.

(Effect of the invention) Such tension arm 3 and floating arm 5
The bases of these two arms 123° 5 are pivotably supported around the same arm axis 9, and a stopper is provided near the anchor 6 of the tension arm 3, which contacts the full load stopper 7. Since the part 8 is provided, the contact part with the floating arm 5 and the contact part with the full load stopper 7 approach the position along the arm direction of the tension arm 3 via the angleich 6. Therefore, the defects mentioned at the beginning can be eliminated and the torque characteristics can be stabilized.

(Example) In FIGS. 1 to 4, a camshaft 11 for driving an injection pump 13 is mounted on one side of an engine body 10 in a cam chamber 12, and A control rack 14 for controlling the fuel injection amount of the injection pump 13 is provided on the upper part of the injection pump 12.
has been established.

Further, the front surface of the engine body 10 is covered with a gear case 15, and a part of the gear case 15 includes the camshaft 1.
A governor weight 4 is provided on the extension of 1, the tension arm 3 and floating arm 5 are pivotally supported by an arm shaft 9, and the control arm 1, which is rotated by a control lever 16, is rotatably supported around a shaft 17. There is. A control link 8 is connected between the upper end of the floating arm 5 inside the gear case 15 and the control rack 14 on the cam chamber 12.

The floating arm 5 has a bifurcated upper end and an interlocking pin 19 parallel to the arm shaft 9.
9 is loosely engaged with a long hole 20 at the front end of the control link 18. Moreover, the middle part of this floating arm 5 is
The camshaft approaches a slide piece 21 that is moved back and forth along the front end of the camshaft by the centrifugal action of the governor weight 4, and is swung forward in response to the pushing force of the slide piece 21. Further, the front part of the camshaft 11 has a cam gear 22 driven from the crankshaft side, and the governor weight 4 is attached to the front of the cam gear 22.6 The tension arm 3 has a bifurcated base. The floating arm 5 is pivotally supported on the arm shaft 9 so as to straddle the base of the floating arm 5, and is positioned on the front side of the floating arm 5. The angleich 6 is provided at the upper end of the tension arm 3 so as to face the front surface of the interlocking pin 19, and is configured to be able to buffer and interlock by abutting against the interlocking pin 19. Further, the stopper portion 8 is configured to protrude above the Angleich 6 and come into contact with the rear end portion of the full load stopper 7. This full load stopper 7 is for fuel adjustment, and is screwed into the upper side of the gear case 15.
The rotation can be adjusted from the outside of the gear case 1-5, and the tip portion is provided so as to be freely adjustable back and forth at the position where the stopper portion 8 contacts. In addition, a spring mounting portion 23 is provided on one side of the tension arm 3 and protrudes toward one side of the gear case 15, and is tensioned toward the control rack 18 side by a weak idle spring 24, thereby reducing the low speed during idling. Provided to stabilize the rotation of time.

Furthermore, the control lever 16 is located outside the gear case 15.
The control arm 1 is located in the gear case 15 and is pulled between it and the tension arm 3 on the front side by the governor spring 2, and by the rotation of the control lever 16, The tension arm 3 can be rotated to the high speed side A or the low speed side via the governor spring 2.

As shown in FIG. 4, the control lever 16 has a return spring 25 and is rotatably biased towards the low speed side, and includes an adjustment screw 26 for setting and adjusting the high speed range of idling, and an adjustment screw for setting and adjusting the low speed range. 27 are provided. 28 is a wire linked to a throttle lever or the like.

As shown in FIGS. 6 and 7, the Angleich 6 includes a spring 26 and a slider 26 that is fitted in a spring case 25 that is integral with the tip of the tension arm 3 so as to be movable in the front and rear directions. However, the head 27 of the slider 26 is formed into a disk shape larger than the diameter of the spring case 25, and this head 27 comes into contact with the edge of the spring case 25 when the spring 28 is compressed. be able to. Further, the interlocking pin 19 of the floating arm 5 comes into contact with this head 27 surface. In this way, in order to bring the head 27 of the slider 26 into contact with the end surface of the spring case 25 as a disk-shaped flat surface with respect to the spring case 25 of the Angleich 6, local wear of the circumferential contact surface is prevented. Therefore, changes in the fuel injection amount due to engine vibration etc. can be reduced and stabilized.

Regarding the control link 18, as shown in FIG. 7 and FIG. The pin hole 32 is formed to have an appropriately larger diameter than the diameter of the rack pin 29 and is fitted into a pin hole 32 having a free movement gap, and a set spring 30 with an appropriate pressure is pulled between the rack pin 29 and the elongated hole 20 side of the control link 18. The rack pin 29 is provided in the matching direction, and the set spring is weaker than 3°.
Moreover, a start spring 31 that pulls in the opposite direction to the set spring 30 is provided. As shown in FIG. 8, when the engine speed becomes low, the start spring 2 31 causes the floating arm 5 to be swung in the direction of arrow B by the governor weight 4, and the control link 18 to be moved in the direction of arrow C. Therefore, the set spring 30 is loosened and the rack pin 29 is moved in the same direction, and the control rack 14 integrated with the rack pin 29 is moved in the direction of arrow C to increase the amount of injected fuel. Also, when the engine rotates at high speed, the governor weight 4 operates in the opposite manner to the above, moves the control link 18 in the opposite direction of arrow C, tensions the set spring 30, and moves the rack pin 29 against the start spring 31.
is moved in the direction of arrow C to reduce the amount of injected fuel.

According to such a configuration, the rack pin 29 and the pin hole 32
These wobblings in the idle gap between the start spring 31 and the set spring 30 are absorbed by the start spring 31 and the set spring 30, so vibrations caused by torque fluctuations and rotation fluctuations on the high-speed side are reduced, and performance can be stabilized. 9, 10).

Figure 9 shows the engine speed and control rack 14.
This is a graph showing the relationship between the movement position of
Compared to , the one with the set spring 30 is narrower, and FIG. 10 shows the engine speed and control;
This shows the relationship with the load of the Lulac 14. 1. The torque fluctuation at the rated rotation ('500 rotations) is smaller in the model I with the set spring 30 than in the model 2 without it.

In addition, FIG. 11 and FIG. 12 show the installation configuration of the oil pump for lubricating oil, and the crankshaft 33 of the engine body 1o is shown in FIG.
A pump shaft 36 that rotates with gears 34 and 35 meshing with each other.
is attached to the gear case 15 below the crankshaft 33, and an oil pump 37 is provided on the pump shaft 36.

Further, the pump case 41 is also attached to the gear case 15.

38 is an oil pan, and 39 is a pulley at the front end of the crankshaft 33.

Since the oil pump 37 is provided below the crankshaft 33 in the gear case 15 on the front side of the crankcase 4o, it is easy to suck up oil from inside the oil pan 38 at the bottom. Noise due to resonance etc. can also be reduced. Furthermore, since the oil pump 37 can be attached and detached together with the gear case 15, the configuration can be simplified.

FIG. 13 is at the rated rotation (2500 rotations). The amount of fuel injection per stroke (gm/st) in the cylinder by the tension arm 3 according to the present invention,
Crankshaft torque (Tkgm), control rack position (Angleich stroke) (xmm), and torque rise Tr (NE: 1600 rpm)/Tr (NE
: 250 Orpm) etc. is compared with a conventional type in which the full load stopper 7 is provided with a large deviation in the lateral direction of the tension arm 3.

[Brief explanation of the drawing]

The figures show one embodiment of the present invention; FIG. 1 is a side sectional view of a part of the engine, FIG. 2 is an enlarged side sectional view of the part, FIG. 3 is a front view thereof, and FIG. is a partial side view, FIGS. 5 and 6 are enlarged side sectional views showing a partial function, FIG. 7 is a partial enlarged side view, FIG. 8 is a diagram of its operating mechanism, and FIG. 9 is a partial side view. ,
Figure 10 is a performance curve showing the relationship between the rack position and the engine rotation, and is a comparison graph between the invention I and the non-invention ■.Figure 10 is a performance curve showing the relationship between the load on the control rack and the engine rotation. , Comparative graphs of this invention 1 and those other than this invention, Fig. 11 is a side sectional view of a part, Fig. 12 is a front view thereof,
FIG. 13 shows the performance curves of crankshaft torque, control rack position, and injected fuel per cylinder stroke for engine rotation in this invention compared with those of an engine using a tension arm other than this invention. This is a comparison graph. (Explanation of symbols) 1 Control arm 2 Governor spring 3 Tension arm 4 Governor weight 5 Floating arm 6 Angleich 7 Full load stopper 8 Stopper part 9 Arm shaft

Claims (1)

[Claims] A tension arm 3 rotated from the control arm 1 side via a governor spring 2 and a floating arm 5 operated by a governor weight 4 are provided so as to be swingable around the same arm axis 9. is provided with an Angleich 6 that receives the swing of the floating arm 5, and this Angleich 6
A fuel control device for an engine is provided with a stopper part 8 that comes into contact with a full load stopper 7 that locks the swing limit position of the tension arm 3 and adjusts fuel.