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d 2s ds
mR Fss s, h, t
2 dt
dt
F fs , s f df 0 . (3)
Fss ( s, h) c u p h s cred . (1) mR mRi . (7)
3
h=4 mm Figure 4 (top) shows how the parameter changes
and depends on the position of the control lever (i.e.
=27 Ns/m
2.5 tension force in the control spring expressed via its
=0.07 measured deformation h). Each level of tension force Fss (s, h) in
2 simulated the control spring gives a new pair of driveshaft speeds:
min and max. The governor engages by reaching
1.5 driveshaft speed min. With the speed increase,
flyweights are swinging outwards, and they reach their
1 maximum position at max (Fig. 4, bottom). The
driveshaft speed mean is an average of these two
0.5 extremes.
0 160 [%]
400 500 600 700 800 -1
900 140 acceleration
[min ] decceleration
p
120
Figure 3. Measured and simulated characteristic of the
governor a comparison. 100
80
4. STATIC CHARACTERISTICS OF THE GOVERNOR 60 50 % limit
40
Variable speed governor incorporated into the DPA type
fuel injection pump has several adjustable parameters: 20
3 possible anchoring points of the main control 0
spring on the control arm (parameter up top, 200 400 600 800 1000 1200
-1
middle and bottom spring anchoring points) p mean [min ]
Figure 7. Schematics of the Diesel engine submodel in WAVE (left) and fuel metering device in AMESim (right)
set level.
0 With the basic setup ("var. 1"), the engine speed is
always "near" but visible distanced from the set level,
despite the load torque change to its initial value. At
-10
lower engine speeds, this hysteresis decrease virtue of
the "var. 2" setup vanishes. It is also noticeable that the
-20 speed governance performance, at lower engine speed,
10 20 30 40 50 60 t [s] 70
is of inferior quality because of the parameter rise
1 with the engine speed drop, in general (Fig. 4).
n =1700 rpm However, the advantages of the parameter lowering, at
eng reg
0.5 this speed range, are also evident.
n eng reg [%]
-0.5 6. CONCLUSIONS
ACKNOWLEDGMENT . , .