Multi-spring opposed type speed stabilizing device and anti-traveling-block fuel injection pump assembly

Abstract

The utility model discloses a multi-spring opposed type speed stabilizing device and a traveling block prevention fuel injection pump assembly, and belongs to a diesel engine fuel injection device. The multi-spring opposed type speed stabilizing device comprises a speed adjusting rod, a sliding block, a flywheel, speed adjusting springs, a buffering assembly and a speed adjusting arm. The speed regulation spring provides first thrust for the speed regulation rod, at least one of the first buffer spring and the second buffer spring can provide second thrust opposite to the first thrust in direction, the situation that force generated by the buffer assembly and pre-tightening force of the speed regulation spring are in the same direction is avoided, therefore, the rotating speed of the diesel engine can be fast and stable, and the occurrence rate of traveling block faults is reduced. The utility model further discloses a traveling block prevention fuel injection pump assembly which comprises an upper pump body, a lower pump body, a base, an oil inlet valve, an oil outlet valve, a plunger pump and the multi-spring oppositely-arranged type speed stabilizing device.

Description

Technical Field

[0001] This utility model relates to diesel engine fuel injection devices, and more particularly to a multi-spring opposed speed stabilizing device and a fuel injection pump assembly for preventing engine slippage. Background Technology

[0002] Diesel engines may experience surging during speed regulation. Existing technologies use damping devices such as buffer springs to prevent this, as described in CN205876579U and CN219452239U. The core components of the speed stabilization device include a speed stabilizing shaft, a speed stabilizing sleeve, a buffer spring, and a retaining ring. The speed stabilizing shaft is slidably mounted within the speed stabilizing sleeve. One end of the buffer spring is connected to the speed stabilizing shaft, and the other end is connected to the speed stabilizing sleeve. The retaining ring limits the minimum displacement of the speed stabilizing shaft. During speed regulation, a flywheel (not shown) pushes the speed stabilizing shaft to move, and the speed stabilizing shaft adjusts the fuel supply via a speed regulating lever (not shown). The reaction force generated by the buffer spring helps the speed stabilizing shaft find a new equilibrium position. The speed regulating spring can adjust the initial preload, actively modifying the speed regulation. In existing technologies, the thrust generated by the buffer spring and the preload of the speed regulating spring may be in the same direction. This can cause the speed regulating spring to excessively increase the buffering effect of the buffer spring, resulting in speed regulation oscillations. This makes it difficult for the speed stabilizing shaft to find a new equilibrium position, making it difficult to quickly achieve speed stability and easily leading to surging in the diesel engine. Therefore, there is a need for further improvement of existing technology. Utility Model Content

[0003] To address the aforementioned problems, this utility model provides a multi-spring opposed speed stabilizing device and an anti-slip fuel injection pump assembly. It adopts a multi-buffered spring opposed design to solve the problem of the speed regulating lever not converging when the buffer spring and the speed regulating spring are subjected to the same force, thereby enabling the diesel engine speed to stabilize quickly and reducing the incidence of slippage failure.

[0004] The utility model objective of this application can be achieved through the following technical means:

[0005] A multi-spring opposed speed stabilizing device, comprising:

[0006] A speed control lever, one end of which is rotatably mounted on the base of the anti-skid fuel injection pump assembly, and the other end of which is connected to a throttle adjustment lever;

[0007] A slider, which is movably arranged on a camshaft, with its end resting against a speed control lever;

[0008] A flywheel, which is fixed to the camshaft, has at least two sets of pendulums for moving the slider;

[0009] The speed regulating spring has one end fixed to the base and the other end providing the first thrust to the speed regulating lever.

[0010] A buffer assembly, fixed to the base, provides a second thrust to the speed control lever.

[0011] The buffer assembly includes a speed-stabilizing shaft, a speed-stabilizing sleeve, a retaining ring, a first buffer spring, and a second buffer spring. The speed-stabilizing sleeve is mounted on a base, and the speed-stabilizing shaft is slidably disposed within the speed-stabilizing sleeve. The slider rests against one side of the speed-stabilizing shaft, and the retaining ring is mounted on the other side of the speed-stabilizing shaft. The first buffer spring applies a first preload to the speed-stabilizing shaft, and the second buffer spring applies a second preload to the speed-stabilizing shaft in the opposite direction to the first preload. One end of the first buffer spring is connected to the speed-stabilizing shaft, and the other end is connected to the speed-stabilizing sleeve. One end of the second buffer spring is connected to the retaining ring, and the other end is connected to the speed-stabilizing sleeve.

[0012] In this invention, the speed-stabilizing sleeve has a first guide groove and a second guide groove, at least a portion of the first buffer spring is located in the first guide groove, and at least a portion of the second buffer spring is located in the second guide groove.

[0013] In this utility model, the multi-spring opposed speed stabilizing device also includes a speed regulating arm, the speed regulating spring provides a first thrust to the speed regulating rod via the speed regulating arm, and the slider is pushed against one side of the speed stabilizing shaft via the speed regulating arm.

[0014] In this invention, the speed-regulating shaft has a flange ring, and the speed-regulating arm has an arc-shaped protrusion, which transmits the second thrust through the flange ring.

[0015] In this invention, the multi-spring opposed speed stabilizing device also includes an active adjustment component, which includes a screw and a limiting plate for limiting the maximum rotation angle of the speed regulating arm. The screw is threaded to the base, and the limiting plate is installed at the end of the screw.

[0016] A skid-proof fuel injection pump assembly employing the aforementioned multi-spring opposed speed stabilizing device includes:

[0017] One pump body;

[0018] The lower pump body and the upper pump body together form a pump oil chamber;

[0019] The base, together with the lower pump body, forms a speed regulating chamber;

[0020] An oil inlet valve is installed in the upper pump body;

[0021] An oil outlet valve is installed on the upper pump body;

[0022] A plunger pump located within the pump oil chamber and connected to the inlet valve and outlet valve;

[0023] The multi-spring opposed speed stabilizing device is located inside the speed regulating chamber, the throttle adjusting rod extends into the plunger pump, and the camshaft extends out from the lower pump body.

[0024] In this invention, the camshaft has multiple eccentric wheels, which drive the plunger pump to move vertically relative to the camshaft. The plunger pump periodically adjusts the pressure of the inlet valve and the outlet valve.

[0025] The multi-spring opposed-type speed stabilizing device and anti-slip fuel injection pump assembly of this utility model have the following advantages: When the speed regulating spring is compressed, the first thrust of the speed regulating spring increases, and at least one of the first and second buffer springs can provide a second thrust in the opposite direction to the first thrust, avoiding the force generated by the buffer assembly and the preload of the speed regulating spring being in the same direction. This invention employs a multi-buffered spring opposed-type design to solve the problem of the speed regulating lever not converging when the buffer spring and the speed regulating spring are subjected to forces in the same direction, thereby enabling the diesel engine speed to stabilize quickly and reducing the incidence of slippage. Attached Figure Description

[0026] Figure 1 A partial view of a prior art speed stabilization device;

[0027] Figure 2 This is a structural diagram of a preferred structure of the multi-spring opposed speed stabilizing device of this utility model;

[0028] Figure 3 This is a partial view of the multi-spring opposed speed stabilizing device of this utility model;

[0029] Figure 4 This is a schematic diagram of the multi-spring opposed speed stabilizing device of this utility model;

[0030] Figure 5 This is a structural diagram of another preferred structure of the multi-spring opposed speed stabilizing device of this utility model;

[0031] Figure 6 This is a structural diagram of the anti-skid vehicle fuel injection pump assembly of this utility model.

[0032] The reference numerals in the attached drawings are as follows: multi-spring opposed speed stabilizing device 100, speed regulating lever 110, throttle adjusting lever 120, slider 130, flywheel 140, pendulum 141, speed regulating spring 150, buffer assembly 160, speed stabilizing shaft 161, flange ring 162, speed stabilizing sleeving 163, retaining ring 164, first buffer spring 165, second buffer spring 166, first guide groove 167, second guide groove 168, speed regulating arm 170, arc-shaped protrusion 171, active adjusting assembly 180, limit plate 181, screw 182, protective sleeve 183, inner screw 184, push rod 190, shaft joint 191, upper pump body 200, lower pump body 300, base 400, oil inlet valve 500, oil outlet valve 600, plunger pump 700, camshaft 800, eccentric wheel 810, pump oil chamber 210, speed regulating chamber 220. Detailed Implementation

[0033] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention.

[0034] like Figure 1 As shown, the existing speed control device mainly consists of a speed control shaft 1a, a speed control sleeve 2a, a buffer spring 3a, and a retaining ring 4a. The speed control shaft 1a is slidably mounted within the speed control sleeve 2a. One end of the buffer spring 3a is connected to the speed control shaft 1a, and the other end is connected to the speed control sleeve 2a. The retaining ring 4a restricts the minimum displacement of the speed control shaft 1a. The buffer spring 3a can apply thrust in two different directions, thereby generating a damping effect. In some states, the thrust generated by the buffer spring and the preload of the speed control spring are in the same direction. At this time, the speed control lever is in an unstable state, which can easily lead to diesel engine malfunction. Example

[0035] like Figures 2 to 4As shown, this embodiment discloses a preferred multi-spring opposed-type speed stabilizing device 100, including: a speed regulating lever 110, a slider 130, a flywheel 140, a speed regulating spring 150, a buffer assembly 160, a speed regulating arm 170, and an active adjustment assembly 180. One end of the speed regulating lever 110 is rotatably mounted on a base 400, and the other end of the speed regulating lever 110 is connected to a throttle adjustment lever 120. The slider 130 is movably arranged on a camshaft 800, and the slider 130 is connected to the middle of the speed regulating lever 110. The flywheel 140 is fixed on the camshaft 800, and the flywheel 140 has at least two sets of pendulums 141 for pushing the slider 130 to move. The pendulums 141 can rotate along the flywheel 140. One end of the speed regulating spring 150 is fixed on the base 400, and the other end provides a first thrust to the speed regulating lever 110. The buffer assembly 160 is fixed to the base 400, and provides a second thrust to the speed regulating lever 110. The speed regulating spring 150 provides a first thrust to the speed regulating lever 110 via the speed regulating arm 170, and the slider 130 is abutted against one side of the speed stabilizing shaft 161 via the speed regulating arm 170. The active adjustment assembly 180 includes a screw 182 and a limiting piece 181 for limiting the maximum rotation angle of the speed regulating arm 170. The screw 182 is threadedly connected to the base 400, and the limiting piece 181 is installed at the end of the screw 182.

[0036] When the camshaft 800 speed increases, the pendulum 141 opens under the action of centrifugal force F, and the slider 130 pushes the speed regulating lever 110, increasing the second thrust. The speed regulating lever 110 is forced to rotate, driving the throttle adjustment lever 120, which reduces the oil supply of the plunger pump 700. When the reaction force P of the speed regulating lever 110 on the slider 130 is sufficient to counteract the centrifugal force F of the pendulum 141, the speed regulation ends. After finding a new equilibrium position, the oil supply decreases, the engine torque decreases, and the speed is prevented from increasing further. Conversely, when the camshaft 800 speed decreases, the centrifugal force of the pendulum 141 decreases, the second thrust decreases, and the throttle adjustment lever 120 increases the oil supply of the plunger pump 700, increasing the engine torque and preventing the speed from decreasing further. Thus, the present invention completes the diesel engine speed regulation.

[0037] The buffer assembly 160 includes a speed-stabilizing shaft 161, a speed-stabilizing sleeve 163, a retaining ring 164, a first buffer spring 165, and a second buffer spring 166. The speed-stabilizing sleeve 163 is mounted on the base 400. The speed-stabilizing shaft 161 is slidably disposed within the speed-stabilizing sleeve 163. The slider 130 abuts against one side of the speed-stabilizing shaft 161. The retaining ring 164 is mounted on the other side of the speed-stabilizing shaft 161. The first buffer spring 165 applies a first preload to the speed-stabilizing shaft 161. The second buffer spring 166 applies a second preload to the speed-stabilizing shaft 161 in the opposite direction to the first preload. One end of the first buffer spring 165 is connected to the speed-stabilizing shaft 161, and the other end is connected to the speed-stabilizing sleeve 163. One end of the second buffer spring 166 is connected to the retaining ring 164, and the other end is connected to the speed-stabilizing sleeve 163.

[0038] In this invention, the initial preload of the first buffer spring 165 and the second buffer spring 166 are equal, internally balanced, and do not generate external preload. When in operation, the preload of the two buffer springs is in opposite directions, one increasing and the other decreasing, and the resulting second thrust is the sum of the preloads of the two buffer springs. The minimum thrust for rotating the speed control lever 110 can be adjusted by the preload (first thrust) of the speed control spring 150. The first buffer spring 165 and the second buffer spring 166 can provide at least one thrust opposite to that of the speed control spring 150, thereby enabling the diesel engine speed to stabilize quickly under different conditions and reducing the incidence of engine malfunctions. Furthermore, the speed stabilizer sleeve 163 of this invention has a first guide groove 167 and a second guide groove 168, with at least a portion of the first buffer spring 165 located in the first guide groove 167 and at least a portion of the second buffer spring 166 located in the second guide groove 168. The speed-regulating shaft 161 has a flange ring 162, and the speed-regulating arm 170 has an arc-shaped protrusion 171. The arc-shaped protrusion 171 transmits the second thrust through the flange ring 162. During rotation, the contact point between the speed-regulating arm 170 and the speed-regulating shaft 161 changes. The flange ring 162 and the arc-shaped protrusion 171 of this invention ensure that the speed-regulating shaft 161 and the speed-regulating arm 170 are in axial contact, avoiding equipment damage caused by changes in the direction of force. Example

[0039] like Figure 5As shown, this embodiment further discloses a preferred multi-spring opposed speed stabilizing device 100. One end of a speed regulating lever 110 is rotatably mounted on a base 400, and the other end of the speed regulating lever 110 is connected to a throttle adjusting lever 120. A push rod 190 extends downward from the end of the speed regulating lever 110. A slider 130 is movably arranged on a camshaft 800 and is connected to the push rod. Specifically, the push rod contacts the slider 130 through an adjustable-direction joint 191. A flywheel 140 is fixed to the camshaft 800 and has at least two sets of pendulums 141 for pushing the slider 130 to move. One end of a speed regulating spring 150 is fixed to the base 400, and the other end presses directly against the speed regulating lever 110. A buffer assembly 160 is fixed to the base 400 and provides a second thrust to the speed regulating lever 110. The active adjustment component 180 also includes a sheath 183 and an inner screw 184 to provide dust protection for the active adjustment component 180. This embodiment provides a multi-spring opposed speed stabilizing device 100 with an alternative structure, which adjusts the structure of the speed regulating lever. Example

[0040] like Figure 6 The present invention discloses an anti-skid fuel injection pump assembly employing the multi-spring opposed speed stabilizing device 100, comprising: an upper pump body 200, a lower pump body 300, a base 400, an inlet valve 500, an outlet valve 600, a plunger pump 700, and the multi-spring opposed speed stabilizing device 100. The lower pump body 300 and the upper pump body 200 form a pump chamber 210, and the base 400 and the lower pump body 300 form a speed regulating chamber 220. The inlet valve 500 is installed on the upper pump body 200, the outlet valve 600 is installed on the upper pump body 200, and the plunger pump 700 is connected to the inlet valve 500 and the outlet valve 600, and is located within the pump chamber 210. The multi-spring opposed speed stabilizing device 100 is located inside the speed regulating cavity 220, and the camshaft 800 extends out from the lower pump body 300.

[0041] The camshaft 800 has multiple eccentric wheels 810, which drive the plunger pump 700 to move vertically relative to the camshaft 800. The plunger pump 700 periodically adjusts the pressure of the inlet valve 500 and the outlet valve 600. When the pressure of the inlet valve 500 is greater than the pressure of the outlet valve 600, diesel fuel enters. When the pressure of the inlet valve 500 is less than the pressure of the outlet valve 600, the diesel fuel is cut off due to the action of the check valve. When the speed of the camshaft 800 increases, the adjustment speed of the plunger pump 700 increases, and the throttle adjustment lever 120 reverses to reduce the fuel supply. When the speed of the camshaft 800 decreases, the adjustment speed of the plunger pump 700 decreases, and the throttle adjustment lever 120 reverses to increase the fuel supply, thus preventing engine sway.

[0042] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A multi-spring opposed-type speed stabilizing device, characterized in that, include: A speed control lever, one end of which is rotatably mounted on the base of the anti-skid fuel injection pump assembly, and the other end of which is connected to a throttle adjustment lever; A slider, which is movably arranged on a camshaft, with its end resting against a speed control lever; A flywheel, which is fixed to the camshaft, has at least two sets of pendulums for moving the slider; The speed regulating spring has one end fixed to the base and the other end providing the first thrust to the speed regulating lever. A buffer assembly, fixed to the base, provides a second thrust to the speed control lever. The buffer assembly includes a speed-stabilizing shaft, a speed-stabilizing sleeve, a retaining ring, a first buffer spring, and a second buffer spring. The speed-stabilizing sleeve is mounted on a base, and the speed-stabilizing shaft is slidably disposed within the speed-stabilizing sleeve. The slider rests against one side of the speed-stabilizing shaft, and the retaining ring is mounted on the other side of the speed-stabilizing shaft. The first buffer spring applies a first preload to the speed-stabilizing shaft, and the second buffer spring applies a second preload to the speed-stabilizing shaft in the opposite direction to the first preload. One end of the first buffer spring is connected to the speed-stabilizing shaft, and the other end is connected to the speed-stabilizing sleeve. One end of the second buffer spring is connected to the retaining ring, and the other end is connected to the speed-stabilizing sleeve.

2. The multi-spring opposed speed stabilizing device according to claim 1, characterized in that, The speed-regulating screw sleeve has a first guide groove and a second guide groove, at least a portion of the first buffer spring is located in the first guide groove, and at least a portion of the second buffer spring is located in the second guide groove.

3. The multi-spring opposed speed stabilizing device according to claim 1, characterized in that, The multi-spring opposed speed stabilizing device also includes a speed regulating arm, through which the speed regulating spring provides a first thrust to the speed regulating lever, and the slider is pushed against one side of the speed stabilizing shaft via the speed regulating arm.

4. The multi-spring opposed speed stabilizing device according to claim 3, characterized in that, The speed-regulating shaft has a flange ring, and the speed-regulating arm has an arc-shaped protrusion that transmits the second thrust through the flange ring.

5. The multi-spring opposed speed stabilizing device according to claim 1, characterized in that, The multi-spring opposed speed stabilizing device also includes an active adjustment component, which includes a screw and a limiting plate for limiting the maximum rotation angle of the speed regulating arm. The screw is threaded to the base, and the limiting plate is installed at the end of the screw.

6. A fuel injection pump assembly for preventing skidding using the multi-spring opposed speed stabilizing device as described in claim 1, characterized in that, include: One pump body; The lower pump body and the upper pump body together form a pump oil chamber; The base, together with the lower pump body, forms a speed regulating chamber; An oil inlet valve is installed in the upper pump body; An oil outlet valve is installed on the upper pump body; A plunger pump located within the pump oil chamber and connected to the inlet valve and outlet valve; The multi-spring opposed speed stabilizing device is located inside the speed regulating chamber, the throttle adjusting rod extends into the plunger pump, and the camshaft extends out from the lower pump body.

7. The anti-skid fuel injection pump assembly according to claim 6, characterized in that, The camshaft has multiple eccentric wheels that drive the plunger pump to move vertically relative to the camshaft. The plunger pump periodically adjusts the pressure of the inlet and outlet valves.

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