JPH02108845A - Distributor type injection pump - Google Patents

Abstract

PURPOSE:To enable the substantial change of a fuel injection control pattern with simple construction by selectively coupling a guide rod to one of the first and second guide grooves formed on the side of a control rod. CONSTITUTION:A shuttle 63 reciprocates with the reciprocal motion of a control rod 65, thereby delivering and distributing fuel. In this case, the quantity of fuel injected to the combustion chamber of an engine is determined with the dislocation of the shuttle 63 from a position in contact with the control rod 65 to another position for opening a spill port. In the aforesaid construction, a large diameter part 76 is formed at the intermediate position of the control rod 65 and the first and second guide grooves 77 and 78 are formed on the external surface of the large diameter part 76. Also, guide rods 101 and 102 are so formed on a pump housing as to oppose each of the guide grooves 77 and 78, and the rods 101 and 102 are made to advance and retreat on the force of an electromagnet. Furthermore, the guide grooves 77 and 78 are selectively used, thereby selecting a fuel injection control pattern.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an inner cam type distribution fuel injection pump that supplies fuel to each cylinder of a diesel engine.

[Conventional technology]

Diesel engines are used in industrial applications because of their advantages such as maintenance-free and low fuel consumption. In these fields, vehicles equipped with cargo handling or construction machinery, such as truck cranes, are equipped with a single diesel engine mounted on the vehicle body that serves both as a driving source for traveling and as a driving source for crane work. There is.

However, when driving power and working power are commonly extracted from a single diesel engine, the control pattern for engine output is different during driving and during working, so the control pattern must be changed.

In order to change the output control pattern of the diesel engine, it is necessary to switch the supply characteristics of the fuel supplied to the diesel engine, that is, the injection amount characteristics of the fuel supplied from the fuel injection pump, between driving use and work use.

[Problem to be solved by the invention]

However, in conventional inner cam type distribution fuel injection pumps, it is difficult to switch the injection characteristics.

That is, as a conventional inner cam type distribution type fuel injection pump, the present applicant has proposed a technique as described in Japanese Patent Application Laid-open No. 182471/1982. In this system, a shuttle is installed in the middle of an oil passage that sends fuel pressurized in a pump chamber, and the amount of fuel injection is adjusted by controlling the opening and closing time of the oil passage according to the amount of reciprocating movement of this shuttle. , and the reciprocating stroke of the shuttle is controlled by a control rod movable in the axial and circumferential directions, and the control rod is moved in the axial direction by a speed governor.

However, with a normal speed governor such as the conventional control rod control type described above, it is difficult to switch the fuel injection amount characteristics between driving and work.

The present invention aims to provide an inner cam type distribution type fuel injection pump that has a simple structure and allows for significant changes in the injection amount control pattern, for example, switching between driving use and work use. be.

[Means to solve the problem]

In the present invention, the stop position on one side of the reciprocating movement of the reciprocating shuttle is controlled by a control rod movable in the axial direction and the circumferential direction, and the fuel injection amount is affi. In the inner cam type distribution type fuel injection pump, a first guide groove in the axial direction and a second guide groove in the diagonal direction are formed on the side surface of the control rod, and the first guide groove and the second guide groove are formed in the side surface of the control rod. One slidable guide rod is selectively fitted to either side of the guide groove, and the movement of the control rod is controlled by the guiding action of these guide grooves and the guide rod, thereby controlling the stroke of the shuttle. Features.

C effect] According to the configuration of the present invention, when the guide rod is fitted into either the first guide groove or the second guide groove formed on the side surface of the control loft, the guide groove is connected to the guide groove depending on the shape of the guide groove. The guiding action of the guide wood controls the movement of the control rod, and thus the stroke of the shuttle, so that the fuel injection characteristics can be controlled. That is, the fuel injection amount control pattern can be changed by selectively using either the first guide groove or the second guide groove.

[Embodiment 3] The present invention will be described below based on an embodiment shown in FIGS. 1 to 7.

1 and 2 are schematic illustrations, FIGS. 3 to 6 are specific configuration diagrams, and FIG. 7 is a characteristic diagram.

In FIG. 3, 1 indicates a pump housing, and a drive shaft 2 is inserted through this pump housing 1. The drive shaft 2 rotates in synchronization with the crankshaft of the engine, and is connected to a rotating rotor 3 within the pump housing 1.

A housing cover 4 is fitted on the upper end of the pump housing 1 in a liquid-tight manner, and on the other side there is a radial body 5 for distribution.
is mounted in a liquid-tight manner.

A distribution head cylinder 6 is fitted within the distribution body 5 .

The rotor 3 is coaxially inserted into the distribution head cylinder 6 and is rotatable within this cylinder G.

A drive gear 11 is attached to the drive shaft 2 at a portion located inside the pump housing 1, and a driven gear 12 meshes with the drive gear 11.

The driven gear 12 is pivotally supported by a governor main shaft 13, and a flyweight holder 14 and a flyweight 15 are rotatably attached to the governor main shaft 13. The driven gear 12 rotates these flyweight holders 14 and flyweights 15,
This allows the flyweight 15 to be displaced by centrifugal force. In addition, the governor main shaft 13
A governor sleeve 16 is attached so as to be movable in the axial direction, and the governor sleeve 1B is reciprocated in the axial direction by displacement of the flyweight 15.

The tip of the governor sleeve 1B is in contact with the first rotating lever 90.

The first pivot lever 90 is rotatably supported by a support shaft 91, and a second pivot lever 92 is rotatably attached to the support shaft 91.

The second pivot lever 92 is connected to the governor springs 93 and 9.
4 forces and are balanced by these spring forces. Therefore, the pressing force on the governor sleeve 16 due to the centrifugal force of the flyweight 15 and the force of the governor springs 93 and 94 (in a state where they are balanced with each other)
The position of the rotation lever 90 is maintained.

This first rotating lever 90 engages with a control rod 65, which will be described later, and reciprocates the control rod 65 in the axial direction by the centrifugal force of the flyweight 15 depending on the engine speed.

A feed passage 21 is formed in the distribution rad body 5. Fuel is supplied to this feed passage 21 from a fuel feed pump 81 shown in FIG. The fuel feed pump 81 is configured to introduce fuel from a fuel tank 82 through a fuel filter 83, adjust the fuel pressure to a predetermined pressure with a regulator valve 84, and supply the fuel to the feed passage 21.

An annular feed groove 24 surrounding the distribution head cylinder 6 is formed on the inner surface of the distribution rad body 5, and the feed groove 24 is communicated with the feed passage 21.

As shown in FIG. 4, the distribution head cylinder 6 includes:
A first supply port 25 and a second supply port toward the center of the rotor 3.
Supply ports 26 are formed axially spaced apart from each other.

The inner ends of the first supply port 25 and the second supply port 26 are opened to the inner surface of the cylinder 6, respectively, and the outer ends of the first supply port 25 and the second supply port 2B are connected to the feed groove 24 and the It is electrically connected to the feed passage 21.

On the circumferential surface of the rotor 3, first and second inlet ports 27 are provided at positions spaced apart in the axial direction so as to face the first supply port 25 and the second supply port 2B, respectively.
. , 28 . . . are formed. Each of these nodes 1 and the second inlet ports 27...28...
As shown in the figure, the number of cylinders is equal to the number of cylinders, and they are arranged at equal intervals in the circumferential direction. These first and second
The inlet ports 27 . . . , 28 . . . are intermittently communicated with the first supply port 25 and the second supply port 26 as the rotor 3 rotates. In this case, when one of the first inlet ports 27 and the first supply port 25 are brought into communication, one of the second inlet ports 28 and the second supply port 26 are also brought into communication at the same time.

The first and second inlet ports 27...28
. . . are each formed in the shape of a groove parallel to the axis of the rotor 3, and their axial ends are conductive grooves 29 formed in the shape of a groove in the circumferential direction of the rotor 3. .3
Connected to 0.

These conduction grooves 29, 30 communicate with the distribution passage 33 and the pressure increase passage 34 via communication passages 31, 32, respectively. The distribution passage 33 and the pressure increase passage 34 correspond to the oil supply passage of the present invention, that is, the oil supply passage is mutually divided into the distribution passage 33 and the pressure increase passage 34.

The distribution passage 33 and the pressure increase passage 34 are fluid-tightly closed by stop plugs 35 and 38 attached to both ends of the rotor 3, respectively.

As described above, the rotor 3 is rotatably inserted into the distribution head cylinder 6, and the end on the pressure increasing passage 34 side protrudes from the end of the distribution rad body 5, and the area around this protrusion is surrounded by a cam ring 40.

The cam ring 40 is located at the end of the distribution body 5 and is rotatably mounted in the circumferential direction, and the inner surface of the cam ring 40 has a cam surface 41 (see FIG. 4) that is waveform in the circumferential direction. It is formed.

The cam ridges on the cam surface 41 are equal to the number of cylinders of the engine, and are formed at equal intervals in the circumferential direction.

Opposing the cam ring 40, a through hole 43 is bored in the rotor 3 in the diametrical direction, and a pair of plungers 42, 42 are housed in the through hole 43 so as to be slidable in the radial direction. There is.

The outer end of the plunger 42.42 is connected to the cam roller 44.44
The cam rollers 44, 44 are in rolling contact with the cam surface 41 of the cam ring 40.

Therefore, due to the rotation of the rotor 3, the plungers 42, 4
2 is pushed into the rotor 3 by the cam ridge of the cam surface 41, thereby pressurizing the fuel in the through hole 43. Therefore, the central portion of the through hole 43 constitutes a pump chamber 37, and this pump chamber 37 is communicated with the pressure increasing passage 34. The fuel in the pump chamber 37 pressurized by the pump action of the plungers 42, 42 is forced into the pressure increasing passage 34.

The cam ring 40 is connected to a timer slide pin 45 shown in FIGS. 1 and 3, and the timer slide pin 45 is connected to a timer piston 46. The timer piston 4B is a timer cylinder 47
It is slidably inserted inside.

Fuel pressure that is controlled according to the operating state of the engine is introduced into the timer cylinder 47, which causes the timer piston 46 to move in a direction perpendicular to the plane of the paper in FIG. 3 (left and right in FIG. 1). Then, the cam ring 40 does not rotate in the circumferential direction. For this reason, the cam crest of the cam surface 41 is displaced in the circumferential direction, and the pump action timing due to pushing of the brake/jars 42, 42 is advanced or retarded, thereby making it possible to control the fuel injection timing. There is.

Further, a distribution port 50 communicating with the distribution passage 33 is formed in the radial direction at the other end of the rotor 3, that is, at the end on the distribution passage 33 side. As shown in FIG. 4, this distribution port 50 is opened on the circumferential side of the rotor 3, and facing this distribution port 50, the distribution head cylinder 6 has the same number of discharge ports 51 as the number of cylinders.・are formed radially at equal angles to each other. As the rotor 3 rotates, the distribution port 50 is successively and intermittently communicated with each discharge port 51 .

In this case, the first and second inlet ports 27 and 28 described above correspond to the first and second supply ports 2, respectively.
5.26 and these distribution ports 50 when blocked.
and each discharge port 51 are communicated with each other.

Each discharge port 51... has a discharge passage 52...
and are connected to injection nozzles 85 installed in each combustion chamber of the diesel engine through delivery nozzles 53 installed in these discharge passages 52 .

A shuttle mechanism 60 is configured in the distribution controller 5.

To explain the shuttle mechanism 60, a pressure chamber 62 is formed in the distribution cylinder 6. As shown in FIGS. 4 and 5, this pressure chamber 62 includes a shuttle 6.
The shuttle 63 connects the pressure chamber 62 to a first pressure chamber 62a and a second pressure chamber 62b.
It is divided into By reciprocating the shuttle 63 in the axial direction, these first pressure chambers 62a and second pressure chambers 621)
The volume of the container is changed. First pressure chamber B2
A is formed by closing the axial end surface of the shuttle 63 with a stopper B4 that is fluid-tightly attached to the distribution head cylinder 6, and the second pressure chamber 62b is formed by closing the axial end surface of the shuttle 63 with this stopper B4. It is constructed between the second pressure chamber 62b and a control rod 65 inserted perpendicularly thereto.

The control rod 65 is fluid-tightly fitted into an insertion hole 72 formed in the distribution head cylinder 6, so that it can freely move in the axial and circumferential directions. The control rod 65 is located at the bottom and has a cam surface 66 (see FIGS. 4 and 5) whose diameter changes in the axial direction and the circumferential direction. The other end surface is in sliding contact. The other end of the shuttle 63 is pressed against the control rod B5 by a spring 67 housed in the first pressure chamber 62a.

The first pressure chamber 82a is connected to a first annular conduction groove 29 formed in the rotor 3 through a first oil passage 68 formed in the distribution head cylinder 6. Further, the second pressure chamber 82b is connected to the annular second conduction groove 30 formed in the rotor 3 through a second oil passage B9 formed in the distribution head cylinder B. Therefore, these first pressure chamber 62a and second pressure chamber 62b
are in constant communication with the distribution passage 33 and the pressure increase passage 34, respectively.

Furthermore, there is a shuttle 63 in the middle of the pressure chamber 62 at all times.
A spill port 71 is formed which is closed by.

This spill port 71 is opened when the shuttle 63 is pushed by the control rod 65 and moved to the right in the figure.
The shuttle 63 is opened by a spirulide 70 on the end face thereof. When opened by the shuttle 63, this spill port 71 communicates with the second pressure chamber 02b.

Spill port 71 is connected to feed passage 21 or fuel tank 82 .

The upper end of the control rod 65 protrudes from the upper surface of the distribution head cylinder 6, and an annular slide groove 75 is formed at the upper end, and the above-mentioned first rotation lever 9o is connected to the annular slide groove 75. ing.

When the first rotating lever 90 is rotated by the movement of the governor sleeve 1B, the control rod 65 is moved in the axial direction, and the governor sleeve 16 is substantially moved to the right in the drawing. If this happens, it is because the engine speed has increased, and in this case the force causes the first pivoting lever 9o to pivot counterclockwise, so that the control rod 65 is raised. Therefore, the cam surface 66
This brings the stop position of the shuttle 63 on the control rod 65 side closer to the spill port 71 side.

A large diameter portion 76 is formed in the middle of the control rod 65, and a first guide groove 77 and a second guide groove 78 are formed on the outer peripheral surface of the large diameter portion 76. The first guide groove 77 is formed along the axial direction of the control rod 65, and the second guide groove 78 is formed along the axial direction of the control rod 65.
It is formed obliquely with respect to the axial direction of 5.

Such a first guide groove 77 and a second guide groove 78
For example, guide rods 101 and 102 are installed opposite each other in the pump housing l. These guide rods 101 and 102 are moved forward and backward by electromagnets 103 and 104, respectively, as shown in FIG.

When these electromagnets 103 and 104 are not energized, the guide rods 101 and 102 are moved forward by springs 105 and 10B, respectively.

Therefore, when the second electromagnet 104 is energized without energizing the first electromagnet 103, the first guide rod 101
is advanced and the second guide rod 102 is retracted. Thus, the first guide rod 101 fits into and slidably engages the first guide groove 77, while the second guide rod 102 separates from the second guide groove 78. Therefore, the vertical movement of the control rod 65 is restricted by the guiding action of the first guide rod 101 and the first guide groove 77.

On the other hand, when the first electromagnet 103 is energized without energizing the second electromagnet 104, the second guide rod 102
is advanced and the first guide rod 101 is retracted. Therefore, the second guide rod 102 fits into the second guide groove 78 and is slidably engaged therewith, but the first guide rod 1o1 separates from the first guide groove 77. Therefore, the vertical movement of the control rod 65 is regulated by the guiding action of the second guide rod 102 and the second guide groove 78.

The operation of an embodiment with such a configuration will be explained.

The rotor 3 rotates under the rotational force from the drive shaft 2, and the first and second inlet ports 1-27.28 are connected to the first and second supply ports 25.28, respectively, as shown in FIG. 26, the distribution port 50 is not electrically connected to any of the discharge ports 51, and the distribution port 50 is in a blocked state.

At this time, fuel flows from the feed passage 21 through the first and second supply ports 25.26, the first and second inlet ports 27.28, and the distribution passage 33 through the conduction groove 29.30 and the communication passage 31.32. and is supplied to the boosting passage 34.

When fuel is supplied from the second inlet boat 28 to the boost passage 34, the plunger 42.42 is pushed in the outer radial direction, causing the cam roller 44.44 to move toward the cam surface 41 of the cam ring 40.
Move it to a position where it makes contact with.

Further, each distribution passage 33 and pressure increase passage 34 communicate with the first pressure chamber 62a and the second pressure chamber G2b of the shuttle mechanism 60 via the first passage 68 and the second oil passage 69, respectively, so that the feed When the fuel from the passage 21 is sent to the distribution passage 33 and the pressure increase passage 34, respectively, the fuel is also sent to the first pressure chamber 62a and the second pressure chamber 62b. At this time, the first pressure chamber G2a and the second pressure chamber 62b are supplied with fuel at the same pressure,
Therefore, the shuttle 63 is pushed toward the second pressure chamber [iZb] by the force of the spring 67. As a result, the spill lead 70 of the shuttle 63 closes the spill port 71, and the other end surface of this shuttle is connected to the control rod 6.
It is stopped at the position where it abuts against the cam surface 66 of No. 5.

When the rotor 3 rotates, the first and second supply ports 25
．． 26 and the first and second inlet boats 27, 28
is blocked. However, the distribution passage 33 of the rotor 3
The pressure boosting passage 34 is connected to the first pressure chamber 62a and the second pressure chamber 62b of the shuttle mechanism 60 via the first passage 68 and the second oil passage 69 through the communication passages 31, 32 and the conduction grooves 29, 30, respectively. I understand. When the distribution port 50 reaches the stage where it communicates with one of the discharge ports 51, the cam rollers 44, 44 at the end of the rotor 3 ride on the cam ridges on the cam surface 41 of the cam ring 40, so that the plunger 4242 or the inside , the fuel in the pump chamber 35 and the pressure boosting passage 34 is pressurized, and the fuel in the flow path from the pressure boosting passage 34 to the second pressure chamber 62b of the shuttle mechanism 60 becomes high pressure. This high-pressure fuel pushes the shuttle 63 toward the right side in the figure, and thus the first pressure chamber B2
The fuel pressure in the flow path from a to the oil feed passage 33 increases. Therefore, the fuel on the first pressure chamber 62a side is transferred to the distribution port 5.
The fuel is pushed out from the discharge port 51 which is connected to the fuel via the fuel injection port 0, and is injected from the fuel injection nozzle 85 through the discharge passage 52 and the delivery valve 53.

When the shuttle 63 is moved toward the first pressure chamber BZa and the spill lead 70 or spill port 71 on the end face of the shuttle 63 is opened, the fuel in the second pressure chamber 62b is transferred from the spill port 71 to the feed passage 21 or the fuel. It is missed by tank 82. As a result, the second pressure chamber 11i2b
At the same time, the fuel pressure within the first pressure chamber 62a also decreases, so that the injection ends.

Thereafter, the above operation is repeated as the rotor 3 rotates, and the shuttle 63 reciprocates to discharge and distribute fuel according to the fuel injection order of the cylinders.

Here, the amount of fuel injected into the combustion chamber of the engine is determined by the amount of movement from the position where the shuttle 63 contacts the control rod 65 to the point where the spill port 71 is opened.

The control rod 65 has a cam surface 66 whose diameter changes in the axial direction and the circumferential direction.The control rod 65 has a cam surface 66 whose diameter changes in the axial direction and the circumferential direction. direction. Therefore, since the control rod 65 is moved in the axial direction according to the engine rotational speed, its cam surface 6G also moves together, and thereby the position of the shuttle 63 can be controlled. Adjust the stroke until port 71 is opened.

As a result, it becomes possible to control the injection amount according to the operating conditions of the engine.

Further, since the cam ring 40 is connected to the timer piston 46 via the timer slide bin 45, when fuel pressure that is controlled according to the operating state of the engine is introduced into the timer cylinder 47, the timer piston 46 moves as shown in FIG. , and the cam ring 40 is rotated in the circumferential direction. As a result, the cam crest of the cam surface 41 is displaced in the circumferential direction, and the pump action timing by pushing the plunger 42, 42 is advanced or retarded. Therefore, the timing to start pressurizing the fuel in the pressure boosting passage 34 is controlled, and the second pressure chamber 6
Since the fuel pressurization timing in 2b is also adjusted, the fuel injection timing can be controlled.

The control rod 65 has a first guide groove 77 extending along the axial direction and a second guide groove 77 inclined with respect to the axial direction.
Since the guide grooves 78 are provided and the movement is controlled by selectively using these guide grooves 77 and 78, it is possible to switch the fuel injection control pattern.

That is, when the first electromagnet 103 is not energized but the second electromagnet 104 is energized, the first guide rod 101 is moved forward and fitted into the first guide groove 77, so that the control rod 65 is moved upward and downward. The movement is caused by the first guide rod 1
01 and the first guide groove 77. Since the first guide groove 77 is formed along the axial direction, the shuttle 63 moves according to the profile along the axial displacement of the cam surface 66. For example, the engine rotation speed and the injection speed shown in FIG. As shown by the solid line in the quantity characteristic diagram, it is possible to control the fuel injection quantity suitable for the engine when the vehicle is running.

On the other hand, when the first electromagnet 103 is energized without energizing the second electromagnet 104, the second guide rod 102
is advanced and the first guide rod 101 is retracted. Therefore, the second guide rod 102 fits into the second guide groove 78 and is slidably engaged therewith, and the vertical movement of the control rod 65 is controlled by the second guide rod 102 and the second guide groove 78 .
It is regulated by the guiding action of the guide groove 78.

Since the second guide groove 77 is formed to be inclined with respect to the axial direction, the shuttle 63 moves according to the profile along the displacement of the cam surface 66 in both the axial direction and the circumferential direction. As shown by the broken line in FIG. 7, it is possible to control the fuel injection amount so that the engine is suitable for work.

Therefore, according to the above embodiment, the engine speed fluctuation rate can be switched with a relatively simple configuration.
For example, when a vehicle equipped with a working machine uses a single engine to switch between driving power and working power, this can be achieved by simply switching the guide rods 101 and 102.

Note that the present invention is not limited to the above embodiments.

That is, in the above embodiment, the second guide groove 78 formed in the control rod 65 is inclined linearly with respect to the axial direction, but as in another embodiment shown in FIG. The guide groove 78 may be made so that only a part of it is inclined with respect to the axial direction, and in the case of the shape shown in FIG. As shown in the characteristics shown, it is possible to control the fuel injection amount of the engine suitable for work.

In addition, the means for displacing the control rod 65 in the axial direction is performed by displacing the governor sleeve 16 by the centrifugal force of the flyweights 15, but the present invention is not limited to this. The control rod 65 may be operated according to the operating condition of the engine 6 using a type governor or the like.

Further, the guide rods 101 and 102 are connected to the electromagnet 103.
and 104, these selective switching may be performed by a negative pressure diaphragm, a lever link mechanism, or manually.

〔Effect of the invention〕

As explained above, according to the present invention, the guide rod is selectively fitted into either the first guide groove or the second guide groove formed on the side surface of the control rod, and the guide rod is selectively fitted into either the first guide groove or the second guide groove formed on the side surface of the control rod, and the guide Since the movement of the control rod is controlled by the guiding action of the groove and the guide rod to control the stroke of the shuttle, fuel injection characteristics can be controlled. That is, the fuel injection amount control pattern can be changed by selectively using either the first guide groove or the second guide groove. Therefore, it is possible to change the injection amount control pattern significantly with a simple structure, and there are advantages such as, for example, it is possible to switch a single engine for driving and for working.

[Brief explanation of the drawing]

1 to 7 show one embodiment of the present invention, FIG. 1 is an explanatory diagram showing the overall schematic configuration, FIG. 2 is an explanatory diagram showing the schematic configuration of the main parts, and FIG. 4 is an explanatory diagram showing the passage structure of the fuel injection pump, FIG. 5 is a sectional view taken along line V-V in FIG. 4, and FIG. 6 is a diagram showing the guide groove and guide rod. An explanatory diagram showing the configuration, FIG. 7 is a characteristic diagram of engine speed and injection amount, FIGS. 8 and 9 show other embodiments of the present invention, and FIG. 8 is a side view showing the main parts of the control rod. FIG. 9 is a characteristic diagram of engine speed and injection amount. ■... Pump housing, 3... Rotating rotor, 5...
... Rad body to distribution, 6... Distribution head cylinder,
16... Governor sleeve, 25... First supply port,
26... Second supply port, 27... First inlet port, 33... Distribution passage, 34... Boosting passage, 3
5...Pump chamber, 40...Cam ring, 41...
Cam surface, 42...Plunger, 46...Timer piston, 51...Discharge port, 60...Shuttle mechanism, 63...Shuttle, 65...Control rod, 66...Cam surface, 77... first guide groove, 78...
...Second guide groove, 101...First guide rod, 1
02... Second guide rod, 103... First electromagnet, 104... Second electromagnet. Applicant's agent Patent attorney Takehiko Suzue

Claims (1)

[Claims] A rotating rotor is installed in the dispensing head, a radially sliding plunger is attached to the rotating rotor, and a cam ring is associated with the plunger, and the pumping action of the plunger is caused by the rotation of the rotating rotor. This is an inner cam distribution type fuel injection pump that pressurizes the fuel introduced into the pump chamber of this rotating rotor and distributes this fuel from multiple discharge ports. In a fuel injection pump, the amount of fuel injection is adjusted by controlling the control rod with a control rod that is movable in the axial and circumferential directions, and the control rod is moved in the axial direction by a speed governor. A first guide groove in the axial direction and a second guide groove in the diagonal direction are formed on the side surface of the guide groove, and a slidable guide rod is selectively fitted into one of the first guide groove and the second guide groove, A distribution type fuel injection pump characterized in that the stroke of the shuttle is controlled by controlling the movement of a control rod by the guiding action of these guide grooves and guide rods.