JP2007321693A - Internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce a burden of an internal combustion engine, in a fuel supply device having a high pressure fuel pump 24 supplying high pressure fuel to the injector 21 side for injecting the high pressure fuel into a combustion chamber 6 of the internal combustion engine, by pressurizing the fuel introduced from a fuel tank 22 by a plunger 32 reciprocatably displaced by rotation of a driving cam 31. <P>SOLUTION: The driving cam 31 is constituted by being relatively rotatably fitted and installed around the outer periphery of a rotary shaft 9, and has a switching mechanism 60 switching the driving cam 31 to a locking state of integrally rotating to the rotary shaft 9 and an unlocking state of relatively rotating when necessary. While pausing driving of the high pressure fuel pump 24 since the plunger 32 cannot be reciprocatably displaced when putting the driving cam 31 in the unlocking state by the switching mechanism 60, the high pressure fuel pump 24 is driven since the plunger 32 can be reciprocatably displaced when putting the driving cam 31 in the locking state. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention includes a high-pressure fuel pump that pressurizes fuel introduced from a fuel tank with a plunger that is reciprocally displaced by rotation of a drive cam and supplies the pressurized fuel to a combustion chamber of an internal combustion engine to an injector side. The present invention relates to a fuel supply device.

  In general, when high-pressure fuel is directly injected into a combustion chamber of an internal combustion engine, a fuel supply device including an injector, a delivery pipe, and a high-pressure fuel pump is used (see, for example, Patent Document 1).

  Some high-pressure fuel pumps are configured such that fuel introduced from a fuel tank is pressurized and injected into a delivery pipe by a plunger that is reciprocally displaced by rotation of a drive cam.

This type of high-pressure fuel pump is driven by a camshaft of an internal combustion engine. A drive cam for driving the high pressure fuel pump is attached to the camshaft so as to be integrally rotatable. That is, while the camshaft is rotating, the driving cam is rotated at the same time, so that the high pressure fuel pump is always driven by the driving cam.
JP 2001-289099 A

  By the way, for example, in a situation where the accelerator is turned off and the engine brake is applied or a vehicle travel speed is limited by a speed limiter, the fuel supply of the injector to the combustion chamber is normally shut off. It can be said that high-pressure fuel supply by a fuel pump is unnecessary.

  In the above conventional example, because the high pressure fuel pump is driven by the camshaft of the internal combustion engine, the high pressure fuel pump is always driven even during the period when the fuel supply is unnecessary as described above. This imposes a heavy burden on the internal combustion engine.

  The high-pressure fuel pump is configured to discharge fuel from the fuel tank through the low-pressure fuel pipe, while returning excess fuel to the low-pressure fuel pipe side. With repetition, pulsation occurs in the low-pressure fuel pipe.

  In order to suppress such pulsation, a pulsation damper is conventionally installed in the low-pressure fuel pipe, but the pulsation damper is always operated during operation of the internal combustion engine. It can be said that the burden on the damper is large. Therefore, conventionally, in order to ensure the durability of the pulsation damper, the equipment cost has been inevitably increased, such as being forced to have an excessive quality.

  An object of the present invention is to enable a fuel supply device including a high-pressure fuel pump not to always drive the high-pressure fuel pump but to stop the operation if necessary, thereby reducing the burden on the internal combustion engine.

  The present invention includes a high-pressure fuel pump that pressurizes fuel introduced from a fuel tank with a plunger that is reciprocally displaced by rotation of a drive cam and supplies the pressurized fuel to a combustion chamber of an internal combustion engine to an injector side. The fuel supply device, wherein the drive cam is fitted on the outer periphery of the rotary shaft so as to be relatively rotatable, and if necessary, the drive cam is unlocked relative to the locked state in which the drive cam is integrally rotated with the rotary shaft. It is characterized by having a switching mechanism for switching to a state.

  According to this configuration, since the drive of the plunger by the drive cam can be stopped as necessary, the period during which the high-pressure fuel supply to the injector side is unnecessary, such as the fuel supply cutoff period for the combustion chamber of the internal combustion engine, for example. , It becomes possible to stop the driving of the high-pressure fuel pump.

  As a result, there is a period in which the drive cam need not be driven by the internal combustion engine, so that the burden on the internal combustion engine can be reduced, which is advantageous in improving the fuel consumption of the internal combustion engine compared to the conventional example in which the high pressure fuel pump is always driven. Become.

  Preferably, the rotating shaft is a camshaft of an internal combustion engine, and the switching mechanism is disposed at a predetermined circumferential position of the rotating shaft, and a lock pin that is housed and disposed in the drive cam so as to protrude radially inward. An engagement recess provided so that the lock pin can be engaged or disengaged, a biasing member that biases the lock pin radially inward to engage the engagement recess, and the rotation A hydraulic passage provided in the shaft so as to reach the bottom of the engagement recess, a valve provided upstream of the hydraulic passage, and a controller for opening and closing the valve are provided.

  If the switching mechanism is specified to have a relatively simple configuration in this way, it is advantageous for suppressing the equipment cost, and the state is switched by controlling the opening and closing of the valve to engage or disengage the lock pin. Therefore, the operation control becomes relatively simple.

  Preferably, the controller closes the valve during the fuel supply period to the combustion chamber of the internal combustion engine to enter the locked state, and opens the valve during the fuel supply cutoff period to enter the unlocked state.

  If the timing of state switching by the controller is specified in this way, the fuel supply operation will not be hindered even if the high-pressure fuel pump is stopped.

  In the present invention, the high-pressure fuel pump is not always driven, but can be stopped when necessary, and the burden on the internal combustion engine can be reduced.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  1 to 6 show an embodiment of the present invention. First, prior to the description of the fuel supply device according to the present invention, a schematic configuration of the entire internal combustion engine using the fuel supply device will be described with reference to FIG. The internal combustion engine in the illustrated example is an in-cylinder direct injection gasoline engine mounted on an automobile or the like.

  Each cylinder (cylinder bore) 1 of the internal combustion engine accommodates and arranges a piston 2, and each piston 2 is attached to a crankpin 4 a of the crankshaft 4 via a connecting rod 3. As for the crankshaft 4, the journal part 4b is rotatably supported by the cylinder block.

  Each cylinder 1, each piston 2, and the cylinder head 5 form a combustion chamber 6 having a predetermined capacity. An intake port 7 and an exhaust port 8 are connected to each combustion chamber 6. The intake port 7 is opened and closed by an intake valve 10 driven by an intake camshaft 9, and the exhaust port 8 is opened and closed by an exhaust valve 12 driven by an exhaust camshaft 11.

  A gear-shaped signal rotor 13 is attached to one axial end side of the journal portion 4b of the crankshaft 4, and the signal rotor 13 has a signal rotor 13 on the side of the signal rotor 13 when the crankshaft 4 rotates. A crank position sensor 14 for outputting a pulse signal corresponding to the outer peripheral projection is provided.

  A cam position sensor 15 is provided on the side of the intake camshaft 9. The cam position sensor 15 detects a protrusion (not shown) formed on the shaft 9 as the intake camshaft 9 rotates, and outputs a detection signal for each detection.

  A throttle valve 16 for adjusting the amount of intake air to the combustion chamber 6 is provided in the intake passage on the upstream side of the intake port 7, and the pressure in the intake passage (on the downstream side of the throttle valve 16 ( A vacuum sensor 17 for detecting (intake pressure) is provided. The opening degree of the throttle valve 16 is adjusted according to the depression operation of the accelerator pedal 18 provided in the interior of the automobile. The depression amount of the accelerator pedal 18 (accelerator depression amount) is detected by an accelerator position sensor 19.

  Next, a fuel supply device that directly supplies high-pressure fuel to each combustion chamber 6 will be described.

  As shown in FIG. 1, the fuel supply device used for this direct injection internal combustion engine includes an injector 21 that directly injects high-pressure fuel into each combustion chamber 6, a feed pump 23 that sends fuel from a fuel tank 22, A high-pressure fuel pump 24 that pressurizes the fuel sent out by the feed pump 23, a delivery pipe (pressure accumulating vessel) 25 that stores the high-pressure fuel pressurized by the high-pressure fuel pump 24 and is connected to each injector 21 are included.

  Prior to the description of the portion to which the features of the present invention are applied, the configuration and operation of the high-pressure fuel pump 24 exemplified in this embodiment will be described.

  The high-pressure fuel pump 24 is generally called a known plunger type, and the plunger 32 is reciprocally displaced in the cylinder 33 in response to a pressing force from the rotating drive cam 31 to expand the volume of the pressurizing chamber 34. The fuel is pressurized by reducing the pressure.

  The drive cam 31 rotates synchronously with the intake camshaft 9, and two cam noses 31a and 31b are provided around the rotation axis of the intake camshaft 9 with an angular interval of 180 °.

  A retainer 36 is mounted between the lower end of the plunger 32 and the bottomed cylindrical lifter 35. The retainer 36 is provided with a biasing force in a direction in which the plunger 32 is pushed down by the coil spring 37 (a direction in which the volume of the pressurizing chamber 34 is expanded). The drive cam 31 is in contact with the lower surface of the lifter 35.

  The pressurizing chamber 34 is connected to the feed pump 23 via a low-pressure fuel pipe 26 and is connected to the delivery pipe 25 via a high-pressure fuel pipe 27.

  The delivery pipe 25 is provided with a fuel pressure sensor 41 that detects a fuel pressure (actual fuel pressure) in the delivery pipe 25. A return pipe 43 is connected to the delivery pipe 25 via a relief valve 42.

  The relief valve 42 opens when the fuel pressure in the delivery pipe 25 exceeds a predetermined pressure (for example, 13 MPa). By opening the valve, a part of the fuel stored in the delivery pipe 25 is returned to the fuel tank 22 through the return pipe 43. As a result, an excessive increase in fuel pressure in the delivery pipe 25 is prevented.

  The return pipe 43 and the high-pressure fuel pump 24 are connected by an excess fuel return pipe 44 (shown by a broken line in FIG. 1), and the fuel leaked from the gap between the plunger 32 and the cylinder 33 is oil seal 45. Is stored in the upper fuel storage chamber 39 and then returned to the surplus fuel return pipe 44 connected to the fuel storage chamber 39.

  The low pressure fuel pipe 26 is provided with a filter 46 and a pressure regulator 47. The pressure regulator 47 returns the fuel in the pressurizing chamber 34 of the low pressure fuel pipe 26 to the fuel tank 22 when the fuel pressure in the low pressure fuel pipe 26 exceeds a predetermined pressure (for example, 0.4 MPa). The fuel pressure in the low-pressure fuel pipe 26 is maintained below a predetermined pressure.

  Further, the low pressure fuel pipe 26 is provided with a pulsation damper 48, and the pulsation damper 48 suppresses fuel pressure pulsation in the low pressure fuel pipe 26 when the high pressure fuel pump 24 is operated. .

  The high-pressure fuel pipe 27 is provided with a check valve 49 for preventing the fuel discharged from the high-pressure fuel pump 24 from flowing backward.

  Further, an electromagnetic spill valve 50 is provided between the low-pressure fuel pipe 26 and the pressurizing chamber 34 to communicate or block them.

  The electromagnetic spill valve 50 is opened and closed by controlling the energization of the electromagnetic solenoid 51. The electromagnetic spill valve 50 is a so-called normally open type, that is, when the energization of the electromagnetic solenoid 51 is stopped, Although it will be in an open state, when the electromagnetic solenoid 51 is energized, it will close against the urging force of the coil spring 52.

  Next, the operation of the high-pressure fuel pump 24 configured as described above will be described.

  When the drive cam 31 rotates together with the intake camshaft 9, the cam noses 31 a and 31 b of the drive cam 31 come into contact with the lifter 35, so that the coil spring 37 is compressed while the lifter 35 and the plunger 32 are lifted to pressurize the pressure chamber 34. On the other hand, when the cam noses 31a and 31b are separated from the lifter 35, the lifter 35 and the plunger 32 are lowered by the expansion restoring force of the coil spring 37, and the volume of the pressurizing chamber 34 is increased.

  Here, when the electromagnetic spill valve 50 is opened and the low pressure fuel pipe 26 and the pressurizing chamber 34 are communicated with each other in the descending process of the plunger 32 described above, the fuel sent from the feed pump 23 passes through the low pressure fuel pipe 26. Then, it is inhaled into the pressurizing chamber 34 (intake stroke).

  On the other hand, when the electromagnetic spill valve 50 is closed to shut off the low-pressure fuel pipe 26 and the pressurizing chamber 34 in the ascending process of the plunger 32 described above, the fuel in the pressurizing chamber 34 is pressurized. When the pressure reaches a predetermined value, the check valve 53 is opened, and high-pressure fuel is discharged toward the delivery pipe 25 through the high-pressure fuel pipe 27 (pressurization stroke).

  In the pressurization stroke, the fuel discharge amount can be increased if the closing time of the electromagnetic spill valve 50 is advanced by extending the closing time, and the closing time of the electromagnetic spill valve 50 is delayed. If the valve closing period is shortened, the fuel discharge amount can be reduced. Thus, by controlling the valve closing period of the electromagnetic spill valve 50 in the pressurization stroke, the fuel discharge amount by the high-pressure fuel pump 24 can be adjusted, and the fuel pressure in the delivery pipe 25 is controlled by this fuel discharge amount. It can be done.

  As described above, when the intake camshaft 9 makes one rotation, the plunger 32 is lifted by the two cam noses 31a and 31b in the drive cam 31, respectively, so that the fuel discharge operation from the high-pressure fuel pump 24 can be performed twice. On the other hand, when one cycle of the internal combustion engine, that is, the crankshaft 4 makes two revolutions, the fuel injection is performed once from each injector 21 corresponding to the four cylinders 1.

  Here, the characteristic part of this invention is demonstrated in detail.

  In short, the high-pressure fuel pump 24 is devised so that it can be stopped if necessary.

  First, the drive cam 31 is externally fitted on one end side in the axial direction of the intake camshaft 9 of the internal combustion engine so that the drive cam 31 can be rotated relative to the intake camshaft 9. On the other hand, it is configured to switch between a locked state that rotates integrally and an unlocked state that rotates relative to each other.

  As shown in FIGS. 1 and 2, the switching mechanism 60 mainly includes a lock pin 61, an engagement recess 62, an urging member 63, a hydraulic passage 64, a valve 65, a controller 66, and the like.

  The lock pin 61 is formed in, for example, a cylindrical shape, and is housed and disposed at a predetermined circumferential position in the drive cam 31 so as to protrude radially inward. Specifically, a circular hole 31c with a bottomed cross-section that opens to the inner diameter surface is provided along a radial direction at a predetermined circumferential position of the drive cam 31, and the lock pin 61 has a diameter in the hole 31c. It is stored so that it can be displaced.

  The engaging recess 62 is, for example, a hole with a circular cross-section with a bottom provided at a predetermined circumferential position of the intake camshaft 9 as a rotating shaft, and the lock pin 61 can be engaged or disengaged. In this embodiment, the engagement recesses 62 are provided at two positions opposite to each other by 180 degrees. The number of the engagement recesses 62 is preferably the same as the number of the cam noses 31a and 31b of the drive cam 31, but may be one on the circumference.

  The urging member 63 urges the lock pin 61 inward in the radial direction so as to engage the engaging portion 62. For example, the urging member 63 is a coil spring or the like and is deeper than the lock pin 61 in the hole 31 c of the drive cam 31. It is stored on the side.

  The hydraulic passage 64 is a hole provided in the intake camshaft 9 along the axial direction so as to reach the bottom of each engagement recess 62, and the lubricating oil in an oil pan (not shown) is supplied to the hydraulic pump. (Not shown) is connected in communication with a lubricating oil supply path (not shown) for sucking up and pumping it to the cylinder head 5 side.

  The valve 65 is an electromagnetic control valve and is provided between the hydraulic passage 64 and the lubricating oil supply path. When the valve 65 is opened, the lubricating oil pumped from the lubricating oil supply path can be supplied to the hydraulic passage 64. When the valve 65 is closed, the lubricating oil pumped from the lubricating oil supply path is not supplied to the hydraulic passage 64. It becomes possible. The valve 65 is a normally closed type that is closed when not energized.

  The controller 66 controls opening and closing of the valve 65 as necessary. Specifically, the controller 66 closes the valve 65 during the fuel supply period to the combustion chamber 6 of the internal combustion engine to ensure the locked state, while opening the valve 65 during the fuel supply cutoff period to open the unlocked state. Secure.

  In addition, the controller 66 adjusts the fuel discharge amount of the high-pressure fuel pump 24 so that the fuel pressure obtained based on the detection signal from the fuel pressure sensor 41 becomes the target fuel pressure set according to the engine operating state, so that the fuel pressure is appropriately adjusted. Keep the value. The fuel discharge amount in the high-pressure fuel pump 24 is adjusted by controlling the valve closing start timing of the electromagnetic spill valve 50.

  In this embodiment, the controller 66 having such a control function is an engine controller that is normally provided in an internal combustion engine.

  The controller 66 is an electronic control unit (ECU), and is configured as an arithmetic and logic circuit including a ROM 91, a CPU 92, a RAM 93, a backup RAM 94, and the like as shown in FIG.

  Here, the ROM 91 is a memory in which various control programs and maps that are referred to when executing these various control programs are stored, and the CPU 92 performs arithmetic processing based on the various control programs and maps stored in the ROM 91. Execute. The RAM 93 is a memory for temporarily storing calculation results from the CPU 92 and data input from each sensor. The backup RAM 94 is a non-volatile memory for storing data to be stored when the internal combustion engine is stopped. is there.

  The ROM 91, the CPU 92, the RAM 93, and the backup RAM 94 are connected to each other via the bus 95, and are connected to the input interface 96 and the output interface 97.

  At least a crank position sensor 14, a cam position sensor 15, a vacuum sensor 17, an accelerator position sensor 19, a fuel pressure sensor 41, and the like are connected to the input interface 96. On the other hand, at least the injector 21, the electromagnetic spill valve 50 of the high-pressure fuel pump 24, the valve 65 of the switching mechanism 60, and the like are connected to the output interface 97.

  Next, the operation of the switching mechanism 60 will be described.

  First, when the valve 65 is closed so that the lubricating oil cannot be supplied to the hydraulic passage 64, the urging member 63 expands due to the elastic restoring force and the lock pin 61 extends in the radial direction, as shown in FIGS. The lock pin 61 is engaged with the engagement recess 62 of the intake camshaft 9 by being pressed inward. As a result, the drive cam 31 is in a locked state in which the drive cam 31 can rotate integrally with the intake camshaft 9, so that the drive cam 31 rotates integrally with the rotation of the intake camshaft 9. The high pressure fuel pump 24 is driven by 31.

  On the other hand, when the valve 65 is opened and lubricating oil is supplied to the hydraulic passage 64, the pressure of the lubricating oil overcomes the urging force of the urging member 63 as shown in FIGS. The urging member 63 is compressed while being pressed radially outward, and the lock pin 61 is disengaged from the engagement recess 62 of the intake camshaft 9. As a result, the drive cam 31 is unlocked so that it can rotate relative to the intake camshaft 9. Therefore, even if the intake camshaft 9 rotates, the drive cam 31 is not rotated, and the high-pressure fuel pump 24 is driven. Paused.

  By the way, for example, in a situation where the accelerator is turned off and the engine brake is applied or a vehicle travel speed is limited by a speed limiter, it is usually necessary to shut off the fuel supply of the injector 21 to the combustion chamber 6. In such a situation, it can be said that the supply of high-pressure fuel by the high-pressure fuel pump 24 is unnecessary.

  Therefore, during a period in which fuel supply to the combustion chamber 6 of the internal combustion engine is necessary, the valve 65 of the switching mechanism 60 is closed to engage the lock pin 61 with the engagement recess 62 so that the drive cam 31 is brought into the intake camshaft. 9, the high-pressure fuel pump 24 can be continuously driven to stably inject fuel into the combustion chamber 6 by the injector 21.

  However, during the period when it is necessary to shut off the fuel supply as described above, the valve 65 of the switching mechanism 60 is opened to disengage the lock pin 61 from the engagement recess 62 and to bring the drive cam 31 into the intake cam. If the unlocking state is enabled such that the shaft 9 can rotate relative to the shaft 9, the driving of the high-pressure fuel pump 24 can be stopped, so that the burden on the intake camshaft 9 can be reduced and the electromagnetic spill valve 50 can be installed. Electric power for driving becomes unnecessary.

  Moreover, since the fuel pressure in the delivery pipe 25 can be maintained without driving the high-pressure fuel pump 24 during such a fuel supply shut-off period, even when the fuel supply to the combustion chamber 6 is resumed immediately The fuel set to the required pressure can be supplied to the injector 21, and the fuel supply to the combustion chamber 6 can be prevented from being hindered.

  It should be noted that the period during which fuel supply is required and the period during which fuel supply is cut off are recognized by the controller 66 based on various types of input information, and the drive and non-drive of the injector 21 are controlled. Based on this, the opening / closing operation of the valve 65 of the switching mechanism 60 is controlled.

  As described above, in the embodiment to which the present invention is applied, the high-pressure fuel pump 24 is not always driven, but can be paused as necessary.

  Thus, for example, if the high-pressure fuel pump 24 is stopped during a period in which the supply of high-pressure fuel to the injector 21 side is unnecessary, such as a fuel supply interruption period to the combustion chamber 6 of the internal combustion engine, the burden on the internal combustion engine is reduced. Compared with the conventional example in which the high-pressure fuel pump 24 is always driven, this is advantageous in improving the fuel consumption of the internal combustion engine.

  By the way, in the fuel supply apparatus as described above, when the high-pressure fuel pump 24 is driven, the fuel in the fuel tank 22 is supplied into the pressurizing chamber 34 through the low-pressure fuel pipe 26. Since the surplus fuel in the pressure chamber 34 is set to return to the low-pressure fuel pipe 26 side, pulsation occurs in the low-pressure fuel pipe 26 due to the repeated supply and return of fuel.

  Such pulsation of the low-pressure fuel pipe 26 is suppressed by the pulsation damper 48. However, as described above, if the period during which the driving of the high-pressure fuel pump 24 is stopped is secured, the pulsation damper 48 is not pulsated. The burden itself can be reduced. As a result, the pulsation damper 48 does not have to be excessive quality as in the conventional example, and it is possible to use a relatively inexpensive one, which can contribute to a reduction in equipment cost.

  Hereinafter, other embodiments of the present invention will be described.

  (1) In the above embodiment, an in-cylinder direct injection gasoline engine is used as an example of the internal combustion engine. However, the present invention is not limited to this, and can also be applied to a diesel engine. The present invention can be applied not only to engines but also to internal combustion engines for various purposes.

  (2) In the above embodiment, the number of cam noses 31a and 31b of the drive cam 31 is not limited to two, and may be larger than that.

  (3) In the above embodiment, the high pressure fuel pump 24 is provided with an electromagnetic spill valve 50 as an example, but a check valve 55 is used instead of the electromagnetic spill valve 50 as shown in FIG. It is also possible to use what is used.

  (4) In the above embodiment, as the high-pressure fuel pump 24, a normally open type electromagnetic spill valve 50 is used as an example, but for example, a normally closed type is used. It is also possible.

It is a figure which shows schematic structure of one Embodiment of the fuel supply apparatus which concerns on this invention. It is sectional drawing which shows the drive system of the high pressure fuel pump of FIG. It is a figure which shows schematic structure of the controller of FIG. It is a figure which shows the unlocked state which removed the lock pin in FIG. FIG. 3 is a diagram showing an unlocked state in which the lock pin is detached in FIG. 2. It is sectional drawing which shows typically the internal combustion engine using the fuel supply apparatus of FIG. It is a figure which shows schematic structure of other embodiment of the fuel supply apparatus which concerns on this invention.

Explanation of symbols

4 Crankshaft
6 Combustion chamber
9 Intake camshaft (rotary shaft)
DESCRIPTION OF SYMBOLS 21 Injector 22 Fuel tank 24 High pressure fuel pump 31 Drive cam 32 Plunger 60 Switching mechanism 61 Lock pin 62 Engaging recess 63 Energizing member 64 Hydraulic passage 65 Valve 66 Controller

Claims (3)

A fuel supply device comprising a high-pressure fuel pump that pressurizes fuel introduced from a fuel tank with a plunger that is reciprocally displaced by rotation of a drive cam and supplies the pressurized fuel to the combustion chamber of an internal combustion engine to the injector side There,
The drive cam is fitted on the outer periphery of the rotary shaft so as to be relatively rotatable, and a switching mechanism that switches the drive cam between a locked state that rotates integrally with the rotary shaft and an unlocked state that rotates relative to the rotary shaft as necessary. A fuel supply device comprising: The fuel supply device according to claim 1,
The rotating shaft is a camshaft of an internal combustion engine;
The switching mechanism includes a lock pin that is housed and disposed in the drive cam so as to protrude radially inward, and a lock pin that is provided at a predetermined circumferential position of the rotation shaft so that the lock pin can be engaged or disengaged. A fitting recess, a biasing member that biases the lock pin radially inward to engage the engagement recess, and a bottom of the engagement recess are provided in the rotation shaft. A fuel supply apparatus comprising: a hydraulic passage; a valve provided upstream of the hydraulic passage; and a controller for opening and closing the valve. The fuel supply device according to claim 2,
The controller closes the valve during the fuel supply period to the combustion chamber of the internal combustion engine to enter the locked state, and opens the valve during the fuel supply cutoff period to enter the unlocked state. Fuel supply device.

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