JPH068284Y2 - Engine control lever - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] The present invention relates to an engine control lever, and in particular,
The present invention relates to an engine control lever that can perform two output operations with one input operation.

[Prior Art] It is known that a control lever is generally provided in an engine of an automobile or a working machine. In particular, a diesel engine requires two operations: control of the engine speed for speed control, and on / off of fuel to the engine for switching between operating and stopped states.

Conventionally, these operations have been performed by the following control levers.

FIG. 8 shows a first conventional example of an engine control lever. As shown in the figure, the control lever a of the first conventional example has an outer shaft b and an inner shaft c that are provided on the same shaft core, and extends radially outward at the upper ends of the outer shaft b and the inner shaft c. Outer shaft manual input lever d and inner shaft manual input lever e provided and provided respectively, and radially outwardly provided at the lower ends of the outer shaft b and the inner shaft c, respectively.
The outer shaft intermediate lever member f and the inner shaft intermediate lever member g which are swung by the outer shaft manual input lever d and the inner shaft manual input lever e, and the outer shaft intermediate lever member f and the inner shaft The output lever member h for the outer shaft and the inner shaft which are respectively hung from the extended ends of the intermediate lever members g and are rotated by the swinging of the intermediate lever member f for the outer shaft and the intermediate lever member g for the inner shaft. Output lever member i.
The outer shaft output lever member h is adapted to turn on / off fuel to an engine (not shown). Further, the output lever member i for the inner shaft is configured to control the rotational speed of the engine to control the speed.

FIG. 9 shows a second conventional example of the control lever of the engine. As shown in the figure, the control lever a of the second conventional example includes an input lever member j formed in an inverted triangular shape, and a first output lever member k provided at a predetermined distance from the input lever member j. Second output lever member l
And consists of. A fulcrum end m is formed at the lower end of the input lever member j, and two rows of arc-shaped elongated holes n and o are formed above. Further, an input portion p is formed at the upper right end portion of the input lever member j, and the input lever member j is configured to rotate about the fulcrum shaft m as a fulcrum by an input. A fulcrum shaft q is formed at a lower end portion of the first output lever member k, and a first transmission shaft r engaging with the elongated hole n is connected to an upper end portion thereof. A fulcrum shaft s is formed at the lower end of the second output lever member l, and a second transmission shaft t that engages with the elongated hole o is connected to the upper end thereof.
Then, an input is manually or electrically applied to the input part p, the input lever member j is rotated, and one ends of the first and second transmission shafts r and t are elongated holes n and o. By moving inside, the first and second output lever members k, l are rotated about the fulcrum shafts q, s, respectively. The first output lever member k is adapted to turn on / off fuel to an engine (not shown). Further, the second output lever member 1 controls the engine speed. The figure shows the operating state, and u in the figure is a stopper.

FIG. 10 shows a third conventional example of the control lever of the engine. As shown in the figure, the control lever a of the third conventional example is composed of a first output lever member v and a second output lever member w. A fulcrum shaft x is provided at a lower end portion of the first output lever member v, and an electric controller 2 is connected to an upper end portion thereof via a solenoid valve y. The first output lever member v is configured to rotate about the fulcrum shaft x as a fulcrum when an input is applied by the reciprocal movement of the solenoid valve y, and this rotation causes the engine (not shown) to rotate. It is designed to turn fuel on and off. A fulcrum shaft A is provided at an upper end portion of the second output lever member w, and a manual input shaft B is connected to a lower end portion thereof. The second output lever member w is configured to rotate about the fulcrum shaft A as a fulcrum when an input is applied by the manual input shaft B, and the rotation speed controls the engine speed. Made of

[Problems to be Solved by the Invention] By the way, the control levers of these conventional engines have the following problems.

First, in the first conventional example shown in FIG. 8, an outer shaft output lever member h and an inner shaft are respectively operated by two input operations of an outer shaft manual input lever d and an inner shaft manual input lever e. The output lever member i for rotation is rotated to perform two output operations of turning fuel on and off to the engine and controlling the number of revolutions of the engine. The operation is complicated and the link mechanism is complicated. However, there is a problem that the number of parts is large.

Next, in the second conventional example shown in FIG. 9, the first output lever member k and the second output lever member 1 are rotated by the input operation of the input lever member j. , Which performs two output operations of turning the fuel on and off to the engine and controlling the engine speed. Although the operation is simple, the first transmission shaft r and the second transmission shaft t are connected to each other. However, there is a problem in that it requires two transmission shafts, and the number of parts is large.

Further, in these first and second conventional examples, the fulcrum (outer shaft b, inner shaft) of the lever member on the input side (the outer shaft input lever d, the inner shaft input lever e, the input lever member j) c, fulcrum axis m) is provided on the main body side, and there is only one fulcrum, depending on how to select the fulcrum position, either one of the above two output operations may have a large operation stroke or operation force, or There is a problem that it is difficult to set the operation stroke and the operation force of these two output operations to appropriate values.

Further, in the third conventional example shown in FIG.
The output operation of the output lever member v of No. 1 is basically performed only by the input operation by the electric means.
There is a problem that two output operations of the output lever member v and the second output lever member w require two input operations of an electric means and a manual operation, which is complicated.

Incidentally, as related techniques, "Diesel engine stop device" (Japanese Utility Model Publication No. 54-117423) and "Diesel engine stop device" (Japanese Patent Laid-Open No. 58-62324).
Issue).

In view of the above-mentioned problems, the present invention has a simple structure, the input operation of one lever member enables the output operation of two lever members, and the operation stroke and operation force of these lever members are appropriate. It is intended to provide an engine control lever that can be set to a value.

[Means for Solving the Problems] In order to solve the problems in the control lever of the engine, the present invention includes a first lever member for controlling the engine speed by controlling the fuel injection amount,
A second lever member for turning fuel on and off to the engine and a fulcrum on the first lever member are provided, and the second lever member is operated by rotating in one direction around the fulcrum. In addition, the first lever member is rotated in the other direction to engage with the first lever member, and while being held in the engaged state, the first lever member is integrally rotated around the fulcrum of the first lever member. And a third lever member for operating the.

[Operation] When operating the first lever member in this manner, the fulcrum of the third lever member is moved to the fulcrum of the first lever member so that the maximum stroke and the operating force of each of the two lever operations are mutually matched. The value can be freely selected without being restricted by the value of, and as a result, the optimum operation stroke and operation force can be set.

[Embodiment] Next, an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

FIG. 1 shows a control lever 1 of the engine of the present invention.

As shown in the figure, two shafts of a first fulcrum shaft 2 and a second fulcrum shaft 3 are provided on the main body side of an automobile, a work vehicle (not shown) or the like at predetermined intervals. These first and second
The fulcrum axes 2 and 3 of are positioned parallel to each other. On one of the first fulcrum shafts 2, a first lever member 4 is rotatably provided around the shaft. The first fulcrum shaft 2 is located in the widthwise center above the first lever member 4. The first lever member provided on the governor rotates about the first fulcrum shaft 2 to control the fuel injection amount to control the engine speed. Also, the first
The first and second stopper engaging portions 5 and 6 are formed on both sides of the first fulcrum shaft 2 of the lever member 4 so as to form an L shape, and the first and second stopper engaging portions 5 and 6 located between them are formed. The second stoppers 7 and 8 are engaged with each other. A first pin member 9 is erected on the lower end of the first lever member 4. A second fulcrum shaft 3 provided at a predetermined distance from the first fulcrum shaft 2 is located obliquely above the first stopper engaging portion 5 side of the first lever member 4. ing. A second lever member 10 is provided on the other second fulcrum shaft 3 so as to be rotatable around its axis. The second fulcrum shaft 3 is located at the lower end of the second lever member 10. The second lever member 10 is configured to turn on / off fuel to the engine by rotating around the second fulcrum shaft 3 as a fulcrum. Further, both side edge portions of the second lever member 10 are provided with the third and fourth stoppers 11, 1 respectively.
2 is adapted to engage. A second pin member 13 is provided upright on the upper end of the second lever member 10. Further, a third fulcrum shaft 14 is provided on the base end portion of the first stopper engaging portion 5 of the first lever member 4. A third lever member 15 is provided on the third fulcrum shaft 14 so as to be rotatable around its axis. A portion of the third lever member 15 above the third fulcrum shaft 14 is formed by linearly extending, and the extending end thereof is the above-mentioned second
Of the extension portion 1 so as to protrude above the pin member 13 of
It is formed as 6. Third of the third lever member 15
A portion below the fulcrum shaft 14 is formed as an L-shaped bent portion 17 so as to surround the first pin member 9 from above. The third lever member 15 is the third fulcrum shaft 1
The extension 16 engages with the second pin member 13 as shown in FIG. The bending point of the bending portion 17 is adapted to engage with the first pin member 9 as shown in FIG. An input portion 18 is formed at the lower end of the bent portion 17. Further, a first spring 19 is provided at a side edge portion of the first lever member 4 on the second stopper engaging portion 6 side, and a side edge of the second lever member 10 on the third stopper 11 side is provided. The part is provided with a second spring 20.

The operation of the engine control lever configured as described above will be described.

4 and 5 show a first operation example. As shown in the figure, a solenoid valve 21 is attached to the input shaft 18 formed at the lower end of the third lever member 15 to connect the connecting shaft 2
It is connected via 2. This solenoid valve 21
Is provided so as to extend in the opposite direction to the first and second springs 19 and 20. The connecting shaft 22 is provided with a third spring 23 in the same direction as the first and second springs 19 and 20.

FIG. 4 shows the stopped state of the engine. When the connecting shaft 22 advances from the solenoid valve 21 (the third spring 23 contracts at this time), the input portion 18 of the third lever member 15 moves in the direction of arrow 24. This causes the third lever member 15 to move to the third fulcrum shaft 1
It rotates about 4 as a fulcrum, and its extension 16 comes into contact with the second pin member 13. Then, the second lever member 10 rotates in the direction of the arrow 25 while extending the second spring 20, contacts the fourth stopper 12, and stops. In synchronization with this, the rotation of the third lever member 15 also stops. The first lever member 4 rotates around the first fulcrum shaft 2 as a fulcrum while following the rotation of the third lever member 15 while contracting the first spring 19 and engaging the second stopper. The part 6 is brought into contact with the second stopper 8 and stopped. In this state, the fuel for the engine is turned off by the second lever member 4.

Next, FIG. 5 shows the operating state of the engine.
When the connecting shaft 22 of the control lever 1 is inserted into the solenoid valve 21 (the third spring 23 extends at this time) when the engine is stopped as described above, the input portion 18 of the third lever member 15 is opened. Is arrow 26
Move in the direction of. Thereby, the third lever member 15
Rotates about the third fulcrum shaft 14 as a fulcrum, and its extension 1
6 moves in the direction of arrow 27. Following the movement of the extending portion 16, the second lever member 10 moves the second spring 2
While contracting 0, it rotates about the second fulcrum shaft 3 as a fulcrum and comes into contact with the third stopper 11 to stop. In this state, the fuel to the engine is turned on. Third lever member 1
5 continues to rotate thereafter, and the first lever member 4 also follows the movement of the first spring 19 while extending the first spring 19.
It rotates about the fulcrum shaft 2 of. This is because the bending point of the bending portion 17 of the third lever member 15 engages with the first pin member 9 provided upright on the first lever member 4 and acts. Then, the rotation of the first lever member 4 is stopped by the first stopper engaging portion 5 coming into contact with the first stopper 7. In this way, the second lever member 1
The number of revolutions of the engine is controlled by the first lever member 4 from the time when 0 is turned on until the first stopper engaging portion 5 of the first lever member 4 contacts the first stopper 7. , The speed will be controlled. The control state of the engine speed is indicated by the broken line in the figure. In addition, the first lever member 4 of the first
The state in which the stopper engaging portion 5 is in contact with the first stopper 7 indicates the maximum output during engine operation. When shifting from the operating state of the engine to the stopped state, the reverse operation is performed to return the control lever 1 to the position shown in FIG.

As described above, the first and second lever members 4 and 10 are controlled by inputting and operating the third lever member 15, and the on / off of fuel to the engine and the control of the engine speed are performed. There will be two output operations.

Further, the operation stroke and the operation force of these lever members, which are important in operation, are input and the third lever member 15 has a shaft (third fulcrum shaft 14) on the first lever member 4. Therefore, by changing the shape of the first lever member 4, it is set to an appropriate value.

Next, FIGS. 6 and 7 show a second operation example. As shown, this is the third lever member 15 described above.
The solenoid valve 21 is connected to the input portion 18 formed at the lower end of the same through the connecting shaft 22 in the same direction as the first and second springs 19 and 20. The connecting shaft 22 has the first and second springs 19,
A third spring 23 is provided in the direction opposite to 20.

FIG. 6 shows the stopped state of the engine, and FIG. 7 shows the operating state of the engine. As shown, the solenoid valve 21 and the third spring 2 of the second operation example
The movement of 3 shows a movement opposite to that of the first operation example, but the movement of the control lever 1 is the same as that of the first operation example.

[Effects of the Invention] In summary, according to the present invention, the following excellent effects are exhibited.

(1) Since the first and second lever members are controlled and operated by the input operation of the third lever member having the shaft on the first lever member, the control of the engine speed by one input operation. And turning fuel on to the engine
Since two output operations such as OFF can be performed, the operation can be simplified.

(2) Since the fulcrum of the third lever member moves to the fulcrum of the first lever member when operating the first lever member,
Compared with the case where the fulcrum of the third lever member is outside the first lever member, the slip generated when the third lever member engages with the first lever member becomes smaller, The movement can be smooth.

(3) Since the third lever member has a shaft on the first lever member, it is optional by changing the shape of the first lever member and selecting the position of the shaft of the third lever member. The lever ratio can be set, and as a result, the optimum operating stroke and operating force can be set.

(4) Since the third lever member has a shaft on the first lever member, compared to the case where the main body has a shaft, no link is required, the structure is simple and the number of parts is reduced. it can.

[Brief description of drawings]

1 is a schematic side view showing a control lever of the present invention, FIG. 2 is a view taken along the line II-II of FIG. 1, FIG. 3 is a view taken along the line III-III of FIG. 1, and FIG. Is a schematic side view showing the stopped state of the engine in the first operation example of the control lever of the present invention, and FIG. 5 is a schematic side view showing the operating state of the engine in the first operation example of the control lever of the present invention, FIG. 6 is a schematic side view showing a stopped state of the engine in the second operation example of the control lever of the present invention;
FIG. 8 is a schematic side view showing the operating state of the engine in the second operation example of the control lever of the present invention, and FIG.
9 is a perspective view showing a conventional example of FIG. 9, FIG. 9 is a schematic side view showing a second conventional example, and FIG. 10 is a schematic side view showing a third conventional example. In the figure, 1 is a control lever, 2 is a first fulcrum shaft, 3
Is a second fulcrum shaft, 4 is a first lever member, 10 is a second lever member, 14 is a third fulcrum shaft, and 15 is a third lever member.

Claims (1)

[Scope of utility model registration request] 1. A first lever member for controlling an engine speed by controlling a fuel injection amount, a second lever member for turning on / off fuel to the engine, and a first lever member on the first lever member. Has a fulcrum, and the second lever member is operated by rotating in one direction about the fulcrum and rotating in the other direction to engage the first lever member and the engaged state thereof. And a third lever member for operating the first lever member by integrally rotating together about a fulcrum of the first lever member while holding the control lever of the engine.