Internal-combustion engines – Engine speed regulator – Having condition responsive means with engine being part of...
Patent
1997-04-29
1998-07-28
Moulis, Thomas N.
Internal-combustion engines
Engine speed regulator
Having condition responsive means with engine being part of...
123367, F02D 3100
Patent
active
057850194
DESCRIPTION:
BRIEF SUMMARY
FIELD OF THE INVENTION
The present invention relates to a fuel injection system for an internal combustion engine.
BACKGROUND ART
Conventionally, as a fuel injection system for an internal combustion engine mounted on a construction machine, an industrial machine or so forth, one constructed with a fuel injection pump and a governor has been known.
The fuel injection pump has a control rack to increase and decrease fuel injection amount by shifting a control rack. On the other hand, the governor includes an adjusting lever, a plurality of levers, a control spring, a start spring, a fly weight rotating together with a camshaft of the fuel injection pump, a control block, and idling sub-spring and so forth. In the normal operation state, the adjusting lever is rocked by an operation member to vary the position thereof to increase and decrease a spring load of the control spring. Also, by shifting the control block depending upon a revolution speed of the internal combustion engine by the fly weight, the control rack is shifted to control the fuel injection amount and whereby the revolution speed of the internal combustion engine is controlled by the position of the adjusting level.
In concrete, the control rack is biased in a fuel injection amount increasing direction by the spring load of the start spring, and is shifted in a fuel injection amount decreasing direction against the spring load of the control spring according to increasing the revolution speed of the internal combustion engine by a centrifugal force of the fly weight.
Therefore, when the adjusting lever is rocked from the idling position to a full-speed position, the position of the control rack is controlled depending upon the engine revolution speed and the adjusting lever position so as to establish equilibrium between the spring load of the control spring and the centrifugal force of the fly weight at any position.
It should be noted that, while the Anglich spring or so forth is provided in practice, the discussion therefor is neglected.
On the other hand, in order to facilitate starting up of the internal combustion engine at low temperature, the control rack is shifted in the fuel injection amount increasing direction beyond the full-load position by the start spring irrespective of the position of the adjusting lever to permit injection of increased amount of the fuel. The increasing amount (hereinafter referred to starting-up enrichment amount) is determined depending upon start-up characteristics of the engine.
Therefore, in the above-mentioned fuel injection system, upon stopping of the engine (while the fly weight is closed), the control rack is shifted in the fuel injection amount increasing direction until it contacts with a stopper by the start spring irrespective of the position of the adjusting lever and whereby the control rack is shifted in the fuel increasing position beyond the full load position to obtain the foregoing start-up enrichment.
As set forth above, in the construction where the control rack is shifted in the fuel injection increasing amount until it abuts on the stopper by the start spring to set the fuel injection amount upon starting-up, the control rack cannot be placed at the position for lesser injection amount than the full-load position to make the fuel injection amount upon starting-up large.
On the other hand, the fuel injection amount upon starting-up is required to be large when the external temperature is low (hereinafter referred to as cold start condition), and can be smaller when the external temperature is high (hereinafter referred to as normal temperature start-up condition). In addition, greater fuel injection amount should make the exhaust gas color worse.
Therefore, when the fuel injection amount upon starting-up is large as set forth above, while the start-up characteristics under cold start-up condition is improved, it can degrade exhaust gas color under normal temperature start-up condition.
Therefore, it is an object of the present invention to provide a fuel injection system for an
REFERENCES:
patent: 4782804 (1988-11-01), Lehmann
patent: 4785778 (1988-11-01), Gibson et al.
patent: 5195490 (1993-03-01), Maier
patent: 5255652 (1993-10-01), Boehm et al.
patent: 5325831 (1994-07-01), Handa
Akagi Jiro
Nakane Noriaki
Ozawa Godo
Satow Hiroki
Takahashi Masaki
Komatsu Ltd.
Moulis Thomas N.
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