JPH0435613B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an opposed plunger type distributed fuel injection device used in diesel engines and the like.

(Prior art and its problems) Generally, in this type of opposed plunger type distributed fuel injection device, one or more pairs of plungers are installed in the rotor shaft so as to face each other in the diametrical direction. The plunger is driven by the inner peripheral surface of the cam as the rotor shaft rotates.

By the way, it is known that a technology (pre-injection) in which a part of the fuel injection amount is advanced before the main injection and is injected as a sub-injection is effective in improving combustion such as reducing noise and fuel efficiency in diesel engines. However, in the opposed plunger type distributed fuel injection device as mentioned above,
Nothing is known that can perform secondary injection.

Also, if the injection timing of the sub-injection could be adjusted according to the operating condition of the diesel engine,
Furthermore, the aforementioned improvement in combustion is promoted.

(Object of the Invention) The first invention provides an opposed plunger type, which is capable of sub-injecting a part of the fuel injection amount at a predetermined advance angle prior to the main injection which accounts for the majority of the fuel injection amount;
The object is to provide a distributed fuel injection device.

A second object of the present invention is to provide a fuel injection device that can adjust the amount of advance of sub-injection with respect to main injection according to the operating state of the engine.

(Structure of the Invention) (1) Technical Means The first invention constitutes a fuel pressure pump by arranging an annular cam for driving the plungers around a rotor shaft in which a plurality of opposed plungers are incorporated in the radial direction, The fuel passage of this fuel pressure pump is connected to a fuel relief port that is controlled to open and close by a control sleeve fitted to the rotor shaft, and is connected to the fuel injection valve of each cylinder according to the rotation of the rotor shaft. A control device is provided to adjust the opening and closing timing of the fuel passage, and the control device is provided with an annular control sleeve that fits around the outer periphery of the rotor shaft. In the fuel injection device, the control device is configured such that the fuel injection amount changes with the movement of the control sleeve in the axial direction, and the fuel injection timing changes with the movement of the sleeve in the circumferential direction. , a main passage through which most of the fuel injection amount flows and a sub passage through which the fuel injection amount flows, forming a pair of independent fuel passages separated from each other within the rotor shaft through which a part of the fuel injection amount flows;
A plurality of main grooves are formed on the inner surface of the control sleeve for controlling the opening and closing of the fuel escape port of the main passage, and an injection sub-groove that controls the opening and closing of the fuel escape port of the sub-passage is adjacent to the main groove. A fuel characterized by being formed by advancing the main groove by a predetermined advance amount so that the auxiliary fuel injection from the auxiliary passage precedes the main fuel injection from the main passage by the advance amount. It is an injection device.

In the second invention, a fuel pressure pump is constructed by arranging an annular cam for driving the plungers around a rotor shaft in which a plurality of opposing plungers are radially incorporated, and a fuel passage of the fuel pressure pump is connected to the rotor shaft. A fuel relief port that is controlled to open and close by a control sleeve that fits into the fuel outlet, and a fuel distribution port that communicates with this relief port and that is controlled to open and close according to the rotation of the rotor shaft to the fuel injection valve of each cylinder. A control device is provided to adjust the opening/closing timing of the fuel passage, and the control device includes an annular control sleeve that fits around the outer periphery of the rotor shaft. In a fuel injection device in which the control device is configured such that the injection amount changes and the fuel injection timing changes with movement of the sleeve in the circumferential direction, the fuel passage is used as a main body through which most of the fuel injection amount flows. A pair of independent fuel passages are formed inside the rotor shaft, including a passageway and a subpassage through which a part of the fuel injection amount flows, and the control sleeve is used to open and close the fuel relief port of the main passageway. The main sleeve has a plurality of control grooves formed on its inner surface, and a sub-sleeve separate from the main sleeve has a plurality of sub-grooves formed on its inner surface to control the opening and closing of the fuel outlet of the sub passage. This fuel injection device is characterized by being provided with a sub-fuel injection timing control mechanism that controls the amount of advance of the sub-sleeve relative to the main sleeve to adjust the timing of sub-injection from the sub passage.

(2) Effect In the first invention, the auxiliary fuel injection from the auxiliary passage precedes the main fuel injection by the amount of advance of the auxiliary groove with respect to the main groove formed on the inner surface of the control sleeve.

In the second invention, the sub fuel injection timing control mechanism adjusts the sub injection timing according to the operating state of the engine.

(Embodiments) (1) First Embodiment In FIG. 1 showing a first embodiment of a diesel engine fuel injection device employing the first invention, a housing 10 includes a pair of pump shafts 12 and a rotor shaft. 14 are arranged approximately concentrically and are connected to each other by an Oldham joint 13. The pump shaft 12 is connected to the output shaft of the engine via a mechanism not shown.

A rotor 17 of a feed pump 16 (known as a trochoid pump) is attached to the pump shaft 12 at the right end in the figure near the Oldham joint 13. The inlet 16a of the feed pump 16 is connected to the fuel tank via the internal passage 11 of the housing 10, the joint 11a, and an external passage (not shown). An outlet 16b of the feed pump 16 communicates with the oil chamber 10a via a passage 11b of the housing 10.

An end 14a of the rotor shaft 14 opposite to the Oldham joint 13 is inserted into the oil chamber 10a, and a control device 20 is formed by the end 14a and a substantially annular control sleeve 18 that fits around the outer periphery of the end 14a. . The control device 20 is configured to adjust fuel injection characteristics, as will be described in detail later, and the oil chamber 10a is connected to the control device 20.
The main passage 22 and the auxiliary passage 24 (both are fuel passages) inside the rotor shaft 14 are communicated through.

The main passage 22 and the sub passage 24 are independent from each other and extend approximately parallel to the longitudinal direction of the center of the rotor shaft 14 . Main passage 22, sub passage 24
The left end in the figure is connected to a main compression chamber 26a and a sub-compression chamber 26b of a pressure pump 26, which will be described in detail later, in the vicinity of the Oldham joint 13.

One outlet passage 23 , 25 is provided in the longitudinal direction middle part of the rotor shaft 14 , and the outlet passages 23 and 25 extend from the main passage 22 and the auxiliary passage 24 to the outer peripheral surface of the rotor shaft 14 . A plurality of distribution passages 23a (same number as the number of cylinders of the engine) each having one end communicating with the outlet passages 23 and 25,
25a is formed. Distribution passages 23a, 25
The other end of a communicates with the inlet of a delivery valve 28 fixed to the hydraulic head 100.
The hydraulic head 100 is tightly fitted and fixed in the end hole 10b of the oil chamber 10a of the housing 10. Although not shown, the outlet of the delivery valve 28 is connected to the fuel injection valve of each cylinder via a high-pressure fuel pipe, and the fuel pressurized by the pressure pump 26 is transferred to the main passage 22, the sub passage 24, and the outlet passage. 23,2
5. Distribution passages 23a, 25a, delivery valve 2
The fuel is sent to the fuel injection valve through 8, etc., and is injected into the fuel chamber.

A fuel cutoff valve 30 consisting of a solenoid valve is provided at the downstream portion of the passage 11b. Fuel cutoff valve 30 is in passage 1
1b to stop the engine, and is fixed to the hydraulic head 100. Further, a pressure regulating valve 29 is provided at the upstream portion of the passage 11b. The pressure regulating valve 29 is also incorporated into the housing 10, and its relief passage 29a communicates with the internal passage 11 on the inlet 16a side.

According to this configuration, when the passage 11b is closed by the fuel cutoff valve 30, the pressure regulating valve 29 is opened in response to the discharge pressure of the feed pump 16, and the inlet 16a and outlet 16b of the feed pump 16 are connected to the relief passage 2.
9a. Therefore, it is possible to prevent abnormally high pressure (pump discharge pressure) from being applied to the passage 11b when the fuel is cut off, and damage to the feed pump 16, seals, etc. can be prevented.

As shown in FIG. 2, which is a partial cross-sectional view of FIG.
A main plunger 32 and a pair of sub plungers 34 are driven by an annular cam 33. The main plunger 32 and the sub-plunger 34 are provided on the large diameter portion (rotor) of the rotor shaft 14.
The rotor shaft 14 is slidably fitted into diametrical holes 14d and 14c bored at different positions in the circumferential direction of the rotor shaft 14. The main compression chamber 26a is formed between two main plungers 32. Further, the sub-compression chamber 26b has two sub-plungers 34 and a hole 14c.
is formed between.

Ends of both main plungers 32 opposite to the main compression chamber 26a are in pressure contact with a cam surface 33a on the inner peripheral surface of the cam 33 via a shoe 32a and a roller 32b. The shoe 32a is slidably fitted into a notch on the outer peripheral surface of the rotor shaft 14, and the roller 32b
is held rotatably. Both sub-plungers 3
Similarly, a shoe 34a and a roller 34b are interposed at the outer peripheral end of the shoe 4, and the roller 34b is held by the shoe 34a and is in pressure contact with the cam surface 33a in a freely rotatable state.

Further, the cam 33 is rotatably attached to the housing 10, and the cam angle position adjustment mechanism 3
6, its rotation angle position is adjusted.

This cam angle position adjustment mechanism 36 is
It is composed of a cylinder 37 that is fixed at zero, a piston 38 that is slidably fitted into the cylinder 37, and the like. An adjusting bolt 38a is inserted into the piston 38, and a coil spring 38b is compressed in the adjusting bolt 38a. The right end of the piston 38 in the drawing faces an oil chamber 39, and the oil chamber 39 communicates with the oil chamber 10a (FIG. 1) via a passage 39a. Furthermore, a pin 40 is attached to the longitudinally intermediate portion of the piston 38. The pin 40 is inserted into the diametrical hole 38 of the cylinder 37.
c, and the upper end is the hole 33b of the cam 33.
is fitted.

According to the above configuration, as the rotor shaft 14 rotates, the cam surface 33a pushes the main plunger 32 and the sub-plunger 34.
Fuel is compressed in the main compression chamber 26a and the auxiliary compression chamber 26b, and is sent to the fuel injection valve. Further, the rollers 32b and 34b pass the top of the cam surface 33a, and the main plunger 32 and the sub plunger 34
When the fuel is ready to move outward, fuel is supplied from the outlet 16b of the feed pump 16 shown in FIG. be done.

In the pressurizing operation process described above, the fuel injection timing is adjusted by changing the angular position of the cam 33 using the cam angular position adjustment mechanism 36.

As shown in FIG. 1, a well-known governor weight 41 is attached to the housing 10. The governor weight 41 moves the thruster 42 in the axial direction, rotates the governor lever 43 around the vertical shaft 43a, and rotates the eccentric pin 44a at the lower end of the through shaft 44 in accordance with the engine speed. It's designed to move.

As shown in FIG. 1 and FIG. 3, which is a partial cross-sectional view of FIG. The groove 17b is provided with an extending groove 17b. A pin 45 fixed to the hydraulic head 100 is fitted into this groove 17b, and the pin 45 fixes the angular position of the control sleeve 18. Incidentally, as described in other embodiments to be described later and in Japanese Patent Application No. 60-78751 filed by the present applicant, the angular position of the control sleeve 18 can be adjusted by moving the pin 45.

As shown in FIG. 4, which is an enlarged schematic view of FIG. 3, and FIG. 5, which is a developed view of the inner surface of the control sleeve 18, the inner surface of the control sleeve 18 has, for example, three Groove P,
Main groove 46 and main groove 4 for main injection consisting of Q and R
Sub-groove 4 for sub-injection consisting of grooves U and T adjacent to 6
7 is formed.

The groove P of the main groove 46 extends in the axial direction of the control sleeve 18, but the grooves Q and R extend parallel to each other and are inclined with respect to the axial direction of the control sleeve 18. Therefore, the groove Q is at one end.
qa is farthest from groove P in the circumferential direction and the other end
qb is closest to groove P. Further, the groove U of the sub-groove 47 extends in the axial direction of the control sleeve 18 at a position advanced by an advance amount θ with respect to the groove P, and the groove T extends at a slightly smaller inclination angle than the grooves Q and R. There is.

On the other hand, as shown in FIG. 4, the rotor shaft 14 has
For example, four passages S1 to S4 are provided that extend radially from the main passage 22 to the outer peripheral surface of the rotor shaft 14. The open ends of the passages S1 to S4 serve as fuel escape ports for the main passage 22. Also, aisle S1~
For example, four passages Y1 to Y4 (Y1, (Only Y2 is shown) is formed. Similarly, the open ends of the passages Y1 to Y4 serve as fuel escape ports for the sub passage 24.

According to the above configuration, first, in the main groove 46,
As the rotor shaft 14 rotates, the passages S1 to S
4 communicates intermittently with the grooves P, Q, and R, thereby adjusting the injection characteristics as follows.

In the illustrated embodiment, the passage S1 communicating with the main passage 22 in FIG. 4 passes through the groove P by counterclockwise rotation of the rotor shaft 14 in FIG. ~ S4 is either groove P, Q,
When the fuel in the main passage 22 in FIG. 1 is compressed by the cam surface 33a in FIG. 2 via the roller 32b and the shoe 32a, the fuel in the main passage 22 in FIG. 25a to the delivery valve 28, and fuel injection is started.

Subsequently, when the rotor shaft 14 rotates counterclockwise in FIG. 4, the passage S2 that communicates with the main passage 22 communicates with the groove Q, and the fuel in the main passage 22 flows from the end of the groove Q to the oil chamber in FIG. 10a, and fuel injection ends.

Note that the groove R of the main groove 46 is a groove for effectively cutting off fuel spill at the end of injection, and the groove R of the main groove 46 is a groove for effectively cutting off fuel spill at the end of fuel injection.
However, since it also communicates with the groove R at a position shifted by a phase angle of 90 degrees from the passage S2, sharp cutting of fuel spill (cutting off of fuel injection) can be performed satisfactorily.

In this way, the time from the start of injection to the end of injection corresponds to the time from when passage S1 passes through groove P until passage S2 connects to groove Q, and the injection time is determined by the axial position of control sleeve 18. It changes as follows depending on:

That is, when the control sleeve 18 moves in the direction of arrow M in FIG. 5 and the passages S1 to S4 move relative to the control sleeve 18 to the position shown by the dashed line in FIG. This means that the passage S1 passes through the groove P until the passage S2 communicates with the groove Q. Further, when the control sleeve 18 moves in the direction of the arrow N and the passages S1 to S4 move relative to the control sleeve 18 to the position shown by the broken line in FIG. Passage S1
The time from when the passage S2 passes through the groove P until the passage S2 communicates with the groove Q becomes shorter. Note that Sm in the figure is the maximum injection amount discharge period of the main injection.

Therefore, by adjusting the axial position of the control sleeve 18 using the governor weight 41 shown in FIG. 1, the fuel injection time from the main passage 22, that is, the main injection amount can be adjusted. Further, since the sub groove 47 is integrally formed in the control sleeve 18 as described above, the sub injection amount from the sub passage 24 is also adjusted proportionally with the main injection amount. Note that Ym in the figure is the maximum injection amount discharge period of the sub-injection.

The groove U is connected to the groove P by an advance amount θ and the passages S1 to S4.
Since it communicates with the passages Y1 to Y4 of the auxiliary passage 24 earlier than that, the pressure feeding of fuel by the auxiliary compression chamber 26b (FIG. 2) also precedes by the advance angle amount θ. Therefore, the sixth
As shown in the figure, the fuel injection rate F with respect to the crankshaft rotation angle Kr is such that the main injection W, which accounts for the majority of the fuel injection amount, is preceded by an advance amount θ and a small amount of the auxiliary injection Z
is injected into the fuel chamber (pre-injection), and this sub-injection Z improves combustion in the diesel engine.

(2) Second Embodiment A fuel injection device employing the second invention will be explained with reference to FIG. In the drawings from FIG. 7 onward, parts given the same reference numerals as those in FIG. 1 indicate the same or equivalent parts.

In FIG. 7, the control sleeve 18 is divided into a main sleeve 18a that controls opening and closing of passages S1 to S4 of the main passage 22, and a subsleeve 18b that controls opening and closing of passages Y1 to Y4 of the sub passage 24. There is. The main sleeve 18a and the sub-sleeve 18b are rotatably fitted to the outer periphery of the end portion 14a independently of each other, and the main sleeve 18a is rotated to its angular position by the governor weight 41 as in the first embodiment. (Section 7b)
figure).

The auxiliary sleeve 18b has a structure in which its rotational angular position, that is, the advance angle θ, is changeably determined by a mechanical sleeve rotation mechanism 50 (auxiliary fuel injection timing control mechanism) provided at the lower end of the housing 10. There is.

The mechanical sleeve rotation mechanism 50 includes an eccentric pin 50
a, a through shaft 50b, a plate-like flange 50c, a lock bolt 50d, etc. Eccentric pin 5
0a extends from the upper end surface of the through shaft 50b, fits into a groove 51 formed in the axial direction of the main sleeve 18a, and is eccentric with respect to the axis of the through shaft 50b. The through shaft 50b passes through the housing 10, and the lower end of the through shaft 50b is continuous with the plate-shaped flange 50c. Therefore, the eccentric pin 50a and the through shaft 50
b, the plate-like flange 50c is integral.

As shown in FIG. 7a, which is a view taken along the arrow in FIG. 7, the plate-like flange 50c has a substantially fan-like shape, and an arcuate long hole 50e is formed at the left end in the figure. A lock bolt 50d passes through the arcuate long hole 50e, and the lock bolt 50d is screwed into the housing 10. Further, the secondary sleeve 18b is pressed toward the main sleeve 18a by a coil spring 53 compressed between the secondary sleeve 18b and the barrel 52 of the housing 10.

Next, the effect will be explained. In the mechanical sleeve rotation mechanism 50 described above, by rotating the plate-like flange 50c along the arc-shaped elongated hole 50e, the penetrating shaft 50
It rotates around the axis of 0b. Therefore, due to the rotation of the eccentric pin 50a, the secondary sleeve 1
8b rotates independently with respect to the main sleeve 18a on the outer periphery of the end portion 14a, and rotates in the sub groove 47 of the sub sleeve 18b.
The advance angle amount θ (FIG. 5) is arbitrarily adjusted as shown by arrow K in FIG. 6, depending on the operating state of the engine.

(3) Third Embodiment Another embodiment employing the second invention will be described with reference to FIG.

In the third embodiment shown in FIG. 8, the advance angle θ of the auxiliary sleeve 18b is changed by a hydraulic sleeve rotation mechanism 55 (auxiliary fuel injection timing control mechanism). This hydraulic sleeve rotation mechanism 55 is composed of a timer piston 55a, a pin 55b, and the like.

The timer piston 55a is slidably fitted into a cylinder hole 55c of the housing 10, and the cylinder hole 55C extends in a direction perpendicular to the plane of FIG. 8. The pin 55b fits into the groove 51.

As shown in FIG. 8, which is a cross-sectional view taken along line a-a in FIG.
6 is formed, and the oil chamber 56 communicates with the oil chamber 10a around the end portion 14a through a passage 56a. Therefore, the end surface of the timer piston 55a facing the oil chamber 56 is pressed in the direction of arrow b by the pressure of the fuel filling the oil chamber 56 (feed pressure). A pin 55b is fitted into the middle portion of the timer piston 55a in the left-right direction in FIG.

A groove 57 is formed in a portion of the timer piston 55a to the right of the pin 55b, and a pin 57a fixed to the housing 10 is fitted into the groove 57.

A cylindrical portion 58 is formed in a portion to the left of the pin 55b of the timer piston 55a, and one end of a coil spring 59 is in pressure contact with the cylindrical portion 58. The other end of the coil spring 59 is pressed against an adjustment bolt 60 screwed into the housing 10. A setting amount adjusting screw 60a is screwed into the center of the adjusting bolt 60, and an adjustable gap L is provided between the end surface of the setting amount adjusting screw 60a and the bottom surface of the cylindrical portion 58.

In addition, 60c in the figure is a lock nut. Also, 61 is the lock nut of adjuster bolt 60,
61a is a bag nut.

Next, the effect will be explained. The fuel stored in the oil chamber 10a is pumped by the feed pump 16, and is pressurized to a pressure (feed pressure) corresponding to the rotational speed of the feed pump 16, that is, the engine rotational speed. This fuel flows into the oil chamber 56 from the passage 56a, and the feed pressure feeds the timer piston 55.
Push a in the direction of arrow b. Therefore, the hydraulic pressure acting on the timer piston 55a varies with the feed pressure in the oil chamber 10a.

When the hydraulic pressure pushing the timer piston 55a in the direction of arrow b changes, the spring force by the coil spring 59 is constant, so the timer piston 55
a slides in the axial direction (left-right direction in FIG. 8a) and moves the pin 55b in the same direction. When the pin 55b moves in the axial direction of the timer piston 55a, since the pin 55b is fitted into the groove 51 of the sub-sleeve 18b, the sub-sleeve 18b is rotated, and the passages Y1 to Y4 of the sub-passage 24 and the sub-slot 47 are rotated. (Figure 4,
The injection timing of the sub-injection Z in FIG. 6 according to FIG. 5), that is, the advance angle amount θ is adjusted.

As mentioned above, this adjustment is automatically and continuously performed in response to the feed pressure in the oil chamber 10a, such that the advance angle θ is made smaller during low-speed rotation, and increased during high-speed rotation. .

(4) Fourth Embodiment Still another embodiment employing the second invention will be described with reference to FIG.

In FIG. 9, the timer piston 55a slides in the direction perpendicular to the plane of the paper as in FIG. mechanism) so as to slide in the axial direction (left-right direction in FIG. 9a).

The electrical actuator 62 is connected to the housing 10
The chamber 63 is accommodated in a passage 63a.
It communicates with the oil chamber 10a. A coil spring 65 is compressed between the right end of the timer piston 55a in the figure and a snap spring 64 that engages with the inner surface of the cylinder hole 55c, and the oil chamber 56 facing the right end of the timer piston 55a is aisle 5
6a communicates with the oil chamber 10a.

The rod 62a of the electric actuator 62 is pressed against the left end surface of the timer piston 55a. In addition, 66 is an electric actuator 62 that rotates the cam 33 in FIG. 3, and 67 (9th
Figure) is the actuator for the governor.

Next, the effect will be explained. Since the oil chamber 56 and the chamber 63 communicate with the oil chamber 10a through passages 56a and 63a, respectively, the hydraulic pressure acting on the timer piston 55a is balanced, and the timer piston 55a is moved by the coil spring 65 and the rod 62a as shown in FIG. 9a. Move left and right. That is, when the electric actuator 62 is actuated by a control signal from an external microcomputer (control device) not shown and extends the rod 62a, the rod 62a
pushes the timer piston 55a in the direction of arrow b against the spring force of the coil spring 65.

When the timer piston 55a slides in the left-right direction in FIG. 9a, the sub-sleeve 18b is rotated in the same way as described above, and the advance angle θ of the sub-injection Z in FIG. 6 is adjusted according to the operating state of the engine. .

Furthermore, as shown in FIGS. 10 and 10a, both an electric sleeve rotation mechanism 70 for rotating the main sleeve 18a for main injection and an electric actuator 62 for pre-injection are provided, Both the main injection W and the sub-injection Z in FIG. 6 may be electronically controlled by the microcomputer.

(Effects of the Invention) As explained above, in the fuel injection device according to the first invention, the rotor shaft 14 is provided for main injection W (FIG. 6).
A main passage 22 for the sub-injection Z and a sub-passage 24 for the sub-injection Z are formed, and grooves P,
Since we formed the main groove 46 consisting of Q and R, and the sub groove 47 consisting of grooves U and T, which are set to precede the main groove 46 by an advance amount θ, one rotor shaft 14 In a so-called opposed plunger type distribution type fuel injection device in which a main plunger 32 and a sub-plunger 34 are provided to face each other, a part of the fuel injection amount is advanced by an advance amount θ to the main injection W shown in FIG. The injection Z can be injected and the combustion of the diesel engine can be improved.

Further, in the fuel injection device according to the second invention, the sub sleeve 18b of the control sleeve 18 is rotated by the mechanical sleeve rotation mechanism 50, the hydraulic sleeve rotation mechanism 55, the electric actuator 62, etc. The rotation angle position of the sleeve 18b is controlled, and the groove UT and the passage Y1 by the sub-sleeve 18b are controlled.
~Adjust the opening and closing timing of Y4 (Figures 4 and 5),
Since the advance angle θ of the sub-injection Z shown in FIG. 6 can be adjusted, the advance angle θ can be set to the optimum value according to the operating condition of the diesel engine.
Furthermore, the combustion of the diesel engine can be further improved.

[Brief explanation of drawings]

FIG. 1 is a longitudinal cross-sectional view showing a first embodiment of the first invention, FIG. 2 is a cross-sectional view of FIG. 1, FIG. 3 is a cross-sectional view of FIG. An enlarged view of the main parts, FIG. 5 is a developed view of the inner surface of the control sleeve, FIG. 6 is a graph showing the relationship between crankshaft angle and injection rate, and FIG. 7 is a longitudinal section showing the second embodiment adopting the second invention. 7a is a view taken along arrow a in FIG. 7, FIG. 7b is a sectional view taken along line bb in FIG. 7, and FIG. 8 is a vertical sectional view showing a third embodiment employing the second invention.
Figure 8a is a sectional view taken along the line a-a in Figure 8, and Figure 9 is a sectional view taken along line 2 in Figure 8.
9th vertical sectional view showing the fourth embodiment employing the invention;
Figure a is a sectional view taken along the line a-a in Figure 9, and Figure 10 is a longitudinal sectional view showing the fifth embodiment, which is a modification of the fourth embodiment.
Figure 0a is a sectional view taken along line a-a in Figure 10. 10...Housing, 14...Rotor shaft, 1
8...Control sleeve, 18a...Main sleeve, 18b...Sub-sleeve, 22...Main passage,
24... Sub-channel, 46... Main groove, 47... Sub-groove,
50... Mechanical sleeve rotation mechanism, 55... Hydraulic sleeve rotation mechanism, 62... Electric actuator.

Claims (1)

[Scope of Claims] 1. A fuel pressure pump is constructed by arranging an annular cam for driving the plungers around a rotor shaft in which a plurality of opposing plungers are installed in a radial direction, and a fuel passage of the fuel pressure pump is configured by: A fuel relief port that is controlled to open and close by a control sleeve fitted to the rotor shaft; and a fuel distribution port that communicates with the relief port and is connected to the fuel injection valve of each cylinder and that is controlled to open and close according to the rotation of the rotor shaft. A control device is provided to adjust the opening/closing timing of the fuel passage, and the control device includes:
An annular control sleeve that fits around the outer circumference of the rotor shaft is provided, and movement of the control sleeve in the axial direction changes the fuel injection amount, and movement of the sleeve in the circumferential direction changes the fuel injection timing. In the fuel injection device constituting the control device, the fuel passage is separated from each other inside the rotor shaft into a main passage through which most of the fuel injection amount flows and a sub passage through which a part of the fuel injection amount flows. a plurality of main grooves are formed on the inner surface of the control sleeve to control opening and closing of the fuel escape port of the main passage, and a fuel escape port of the sub passage is formed adjacent to the main groove. A plurality of sub-grooves are formed by advancing the main groove by a predetermined advance amount, and the sub-fuel injection from the sub-passage is advanced by the advance angle from the main fuel injection from the main passage. A fuel injection device characterized in that the fuel injection device is configured to advance the fuel injection device. 2. A fuel pressure pump is configured by arranging an annular cam for driving the plungers around a rotor shaft in which a plurality of opposed plungers are installed in the radial direction, and a fuel passage of this fuel pressure pump is fitted to the rotor shaft. A fuel relief port whose opening and closing are controlled by a control sleeve and a fuel distribution port which communicates with this relief port and whose opening and closing are controlled according to the rotation of the rotor shaft are connected to the fuel injection valves of each cylinder. , a control device for adjusting the opening/closing timing of the fuel passage is provided, and the control device includes:
An annular control sleeve that fits around the outer circumference of the rotor shaft is provided, and movement of the control sleeve in the axial direction changes the fuel injection amount, and movement of the sleeve in the circumferential direction changes the fuel injection timing. In the fuel injection device constituting the control device, the fuel passage is separated from each other inside the rotor shaft into a main passage through which most of the fuel injection amount flows and a sub passage through which a part of the fuel injection amount flows. a main sleeve having a plurality of main grooves formed on its inner surface for controlling the opening and closing of the fuel relief port of the main passage, and a main sleeve that controls the opening and closing of the fuel relief port of the sub passage A plurality of sub-grooves are formed on the inner surface of the main sleeve, and a separate sub-sleeve is formed, and the advance angle of the sub-sleeve relative to the main sleeve is controlled to adjust the sub-injection timing from the sub-passage. A fuel injection device characterized by being provided with an auxiliary fuel injection timing control mechanism. 3. The fuel injection device according to claim 2, wherein the auxiliary fuel injection timing control mechanism is a mechanical sleeve rotation mechanism that rotates the auxiliary sleeve. 4. The fuel according to claim 2, wherein the auxiliary fuel injection timing control mechanism is a hydraulic sleeve rotation mechanism that includes a piston that moves with fuel pressure from a feed pump that supplies fuel and rotates the auxiliary sleeve. Injection device. 5. The fuel injection device according to claim 2, wherein the auxiliary fuel injection timing control mechanism is an electric sleeve rotation mechanism that rotates the auxiliary sleeve in response to an external control signal.