JPH08170551A - Diesel engine - Google Patents

Abstract

PURPOSE: To achieve multiplication of functions and reduce cost by controlling a drive means so that it can be switched over to first, second, and third operation modes to release a valve means at the end of a compression stroke, in an air intake stroke, and at the end of the air intake stroke and subsequent, according to the output of an operating condition detecting means. CONSTITUTION: When a compressed air release type braking signal is turned on, a detected signal by a gear position sensor 33 is in forward position, an accelerator opening signal SL is zero, a brake is being depressed, and a clutch meets the engagement conditions, an operation is judged to be in the first operation (EB) mode, and the valve opening timing for each three-way solenoid valve 65 is set at the intermediate time in the compression stroke and the valve opening period is set in a period from the compression stroke to the intermediate time in the expansion stroke. When an engine speed increases or decreases more than a middle threshold value, and the accelerator opening signal SL decreases or increases more than the middle threshold value, the operation is judged to be in the third or second operation (EGR) mode. In the third operation mode, the valve opening timing is set at the bottom dead center of air intake before closing of an air intake valve, and the valve opening period is substantially extended in the valve opening period of the air intake valve so as to perform the delayed closing of the air intake valve. In the second operation mode, the valve opening timing is set at the intermediate time in the air intake stroke, and the valve opening timing is set in the period to the air intake stroke.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a diesel engine having a compressed air release type braking device capable of strengthening engine braking, and more particularly to a diesel engine in which the compressed air release type braking device can be used for other engine control. .

[0002]

2. Description of the Related Art In a diesel engine, its accelerator operation link is connected to a metering lever of a fuel injection pump, and when the engine is unloaded, only the fuel is throttled, the intake passage is not throttled, and the engine braking effect is weak. Therefore, in a normal diesel engine, an exhaust brake or a compressed air release type braking device using a third valve is often used as an auxiliary brake for the engine brake. Here, in the compressed air release type braking device, for example, in addition to the intake / exhaust valve, a third valve is arranged so as to face the combustion chamber, and the third valve is provided via a hydraulic piston facing the valve and a hydraulic circuit therethrough. It is equipped with a connected second hydraulic piston and a cam mechanism that reciprocates the same piston, and removes the compressed gas in the combustion chamber to the exhaust passage before and after the compression top dead center of each cylinder to release compression energy and reduce pump loss. It is configured to increase and strengthen engine braking.

When an explanation of the operation of the compressed air release type braking device is added, as shown in FIG. 20, at the end of the compression stroke a, the compressed air is forced on the compression top dead center p1 side without going to the combustion stroke. Is discharged to the exhaust stroke, the expansion stroke b is performed, and negative work is generated, and further, the intake stroke d is performed after the exhaust stroke c, and negative work is generated. In this case, both the negative work when the expansion stroke b is reached after the release of compressed air after the compression stroke a and the negative work in the intake stroke d after the exhaust stroke c are both high engine speeds. It is known that the throttling effect between the combustion chamber and the intake / exhaust system is strengthened and increased. Since such a compressed air release type braking device has a mechanism for opening the third valve with a hydraulic piston, if this mechanism is used, a part of the exhaust gas is recirculated to the combustion chamber as EGR gas during the intake stroke. Is considered to be possible,
The device can also be used as an EGR device.

An example of such a technique is the actual fair 3-11.
No. 401 is disclosed. By the way, as described above, the diesel engine only throttles the fuel and does not throttle the intake passage even when there is no load or low and medium loads. Moreover, even when the load is low and medium, a sufficient amount of air is supplied to the combustion chamber, which is compressed and exhausted. Therefore, there are few problems at low rotation speed, but at middle and high rotation speeds, intake and exhaust are throttled by the intake and exhaust ports, flow resistance increases, and energy loss due to intake and exhaust increases. As a result, the fuel efficiency of the engine tends to be lowered, and its improvement is desired. As one means for reducing the energy loss due to the flow resistance of intake / exhaust when the diesel engine rotates at medium and high speeds, it is conceivable to make the diesel engine a mirror cycle.

In this Miller cycle engine, as shown in FIG. 21, for example, an intake valve of a four-cycle engine is early closed at a position A'before the bottom dead center BDC by θ1 or by an A after θ1 from the bottom dead center BDC. The position "" is delayed and the compression stroke volume S1 is set lower than the expansion stroke volume S2, which allows the expansion ratio to be set large. When comparing this Miller cycle with a normal Otto cycle, the effective compression ratio is lower. In addition, the combustion chamber temperature can be lowered to prevent the generation of NO _x , and in particular, a large expansion ratio can be secured compared to the compression ratio, so thermal efficiency can be maintained at a high value, pump loss is relatively low, and fuel consumption can be improved. easy.

[0006] For example, in Japanese Patent Laid-Open No. 61-106920, a timing valve is provided on the intake passage, and the rotary shaft of the valve is driven at a rotational speed of 1/2 of the crankshaft via a transition means. The shifting means is configured to shift the rotary shaft of the timing valve relative to the angular displacement on the crankshaft side by the action of the actuator operated by the control circuit. In this case, when the engine speed is low, the valve opening period of the timing valve is shifted to a direction earlier than the valve closing period of the intake valve, the period in which both valves are open is shortened, intake blow-through is suppressed, and charging efficiency is ensured. When the engine speed is high, the timing valve opening period is changed to overlap the intake valve opening timing to lengthen the period in which both valves are open, increasing the intake amount and improving the charging efficiency to improve the Miller cycle and Otto. Engines capable of selectively performing a cycle are known.

[0007]

As described above, in the Miller cycle engine, since the effective compression ratio is lowered, the pump loss is relatively low and the fuel consumption is easily improved. But,
The Miller cycle engine disclosed in Japanese Unexamined Patent Publication No. 61-106920 has a complicated structure including a timing valve, a shifting means, an actuator for shifting the timing valve relative to an angular displacement on the crankshaft side, and a control circuit. Moreover, this structure cannot be effectively used for a compressed air release type braking device and an EGR device, and the substantial cost of the device becomes high. Furthermore,
In the technique disclosed in Japanese Utility Model Publication No. 3-11401, the compressed air release type braking device can be used also as an EGR device, and the substantial cost of the device can be made relatively low, but it can also be used as a Miller cycle engine. No, it is not possible to obtain a diesel engine with improved fuel economy.

The object of each of the inventions of claims 1 to 9 is to:
An object of the present invention is to provide a diesel engine which has a multi-functionality, which can substantially reduce the cost and improve fuel consumption.

[0009]

In order to achieve the above object, a first aspect of the present invention is an intake valve that opens and closes an intake opening of an intake port that communicates with a combustion chamber of an engine, and an exhaust gas that communicates with the combustion chamber. A valve means for opening and closing the passage, a driving means for driving the valve means, an operating state detecting means for detecting an operating state of the engine, and a control means for controlling the driving means according to an output of the operating state detecting means. , The control means,
According to the output of the operating condition detection means, a first operation mode in which the valve means is opened at least at the end of the compression stroke when it is determined to be in the first operation region, and an intake stroke when it is determined to be in the second operation region. Controlling the drive means so as to switch between a second operation mode in which the valve means is opened and a third operation mode in which the valve means is opened after the end of the intake stroke when it is determined to be in the third operation region. Characterize.

According to a second aspect of the present invention, in the diesel engine according to the first aspect, the control means cancels the compression work of the engine in the first operating region in accordance with the output of the operating state detecting means. A braking mode that generates power is selected, an EGR operation mode that recirculates exhaust gas to the combustion chamber is selected in the second operation region, and the intake valve open period is substantially extended in the third operation region. It is characterized by selecting a Miller cycle operation mode in which the intake valve is closed late.

According to a third aspect of the present invention, in the diesel engine according to the first aspect, the valve means is reciprocated in synchronization with the rotation of the engine, and a main exhaust opening of an exhaust port opening to the combustion chamber is provided. It has a normally-closed exhaust valve that opens and closes, and the drive means independently opens and closes the exhaust valve without interfering with a drive mechanism that reciprocates the exhaust valve. According to a fourth aspect of the present invention, in the diesel engine according to the first aspect, the valve means has a normally-closed on-off valve that opens and closes an auxiliary exhaust opening of a passage that branches from the exhaust port and communicates with the combustion chamber. The drive means drives the on-off valve to open and close.

According to a fifth aspect of the present invention, in the diesel engine according to any one of the first to fourth aspects, the drive means communicates with a fluid pressure generation source of working fluid pressure and the fluid pressure generation source through a fluid passage. A chamber, a first piston fitted into the fluid chamber and moved by fluid pressure from a fluid pressure generation source to move the valve means to the open side, and a fluid pressure passage from the fluid pressure generation source. And a solenoid valve that opens and closes the fluid passage to activate or deactivate the fluid pressure.

According to a sixth aspect of the present invention, in the diesel engine according to the fifth aspect, the fluid pressure generating source is a cam formed on a rotating shaft driven by rotation of the engine, and a direction normal to a rotational locus of the cam. A pressure chamber formed along the outside of the, and a second piston fitted into the pressure chamber,
The second piston is reciprocated by the cam and slides in the pressure chamber to generate a fluid pressure. According to a seventh aspect of the present invention, in the diesel engine according to the sixth aspect, the cam shaft has a first cam for the second mode and second cams for the first and third modes, with respect to the first cam. The second cam is arranged so that the phase of the second cam is delayed by 90 °.

According to an eighth aspect of the present invention, in the diesel engine according to the fifth aspect, the fluid pressure generation source is an oil pump that pressurizes the lubricating oil of the engine. According to a ninth aspect of the present invention, in the diesel engine according to the first to fourth aspects, the drive means is an electromagnetic actuator that drives the valve means in a sliding direction of the valve means to open the valve means. Is characterized by.

[0015]

According to the present invention, the drive means drives the valve means for opening and closing the exhaust passage communicating with the combustion chamber, and the control means determines the first operating region according to the output of the operating state detecting means. When a first operation mode in which the valve means is opened at least at the final stage of the compression stroke, a second operation mode in which the valve means is opened in the intake stroke, and a third operation area is determined in the intake stroke Since the drive means is controlled so as to switch to the third operation mode in which the valve means is opened after the end of the intake stroke, this control means selectively drives the drive means and the valve means in three modes.

According to a second aspect of the present invention, in the diesel engine according to the first aspect, the control means selects a braking mode in which the compression work of the engine is canceled to generate a braking force in the first operating region, and the exhaust gas is exhausted. Is selected in the second operating range, and the Miller cycle operating mode in which the intake valve opening period is substantially extended and the intake valve is delayed closed is selected in the third operating range. So
The driving means and the valve means are selectively driven in three modes of the braking mode, the EGR operation mode and the Miller cycle operation mode.

According to a third aspect of the present invention, in the diesel engine according to the first aspect, the valve means includes a normally closed type exhaust valve that reciprocates in synchronization with rotation of the engine to open and close a main exhaust opening of an exhaust port. However, since the drive means drives the exhaust valve to open and close independently without interfering with the drive mechanism that reciprocates the exhaust valve, the drive means can also drive the exhaust valve. According to a fourth aspect of the present invention, in the diesel engine according to the first aspect, since the valve means opens and closes the auxiliary exhaust opening of the passage branched from the exhaust port and communicating with the combustion chamber, a control means is provided. Can selectively drive the valve means in three modes.

According to a fifth aspect of the present invention, in the diesel engine according to the first to third aspects, the drive means includes a fluid pressure source, a fluid chamber communicating with the fluid pressure source through a fluid passage, and a fluid chamber. And a solenoid valve that is interposed in the fluid passage and that opens and closes the fluid passage. The control means selectively drives the drive means in three modes.
According to a sixth aspect of the present invention, the fluid pressure generation source of the fifth aspect includes a cam driven by the engine, a pressure chamber formed outside the cam, and a second piston inserted into the pressure chamber. Have,
Since the second piston is reciprocated by the cam to generate the fluid pressure, the drive means is surely driven in each mode.

According to a seventh aspect, the cam shaft of the sixth aspect is particularly
First cam for second mode and second cams for first and third modes
And the second cam with respect to the first cam are arranged so as to be delayed by 90 °, the drive means can be reliably driven in each mode. According to the eighth aspect, since the fluid pressure generating source of the fifth aspect is composed of an oil pump that pressurizes the lubricating oil of the engine, the drive means is reliably driven in each mode. Claim 9 is Claim 1
5. The diesel engine according to claim 4, wherein the drive means is an electromagnetic actuator that drives the valve means in the sliding direction to open the valve means, so that the drive means and the valve means by the control means are selectively operated in three modes. Is sure to be driven.

[0020]

1 and 2 show a diesel engine E as one embodiment of the present invention. The engine E is an in-line 6-cylinder (first cylinder # 1 to sixth cylinder # 6) OHV type engine, and includes a cylinder block 11, a cylinder head 12, a cylinder head cover 121, a cylinder block lower 111, an oil pan 112, and the like. Each of the combustion chambers C, in which pistons (not shown) are slidably fitted, is arranged in a row inside them. The first cylinder # 1 will be mainly described here because each cylinder has the same configuration. Here, as shown in FIG.
Intake and exhaust valves 15 and 16 that open and close between 3 and 14 are mounted, and a third valve 50 different from the intake and exhaust valves 15 and 16 and a fuel injection valve (not shown) are provided.

The intake port 13 is connected to an air cleaner (not shown) via an intake branch pipe (not shown) and an intake pipe (not shown) to form an intake passage. On the other hand, the exhaust port 14
Is connected to the muffler side (not shown) through an exhaust manifold or an exhaust pipe (not shown). The exhaust port 14 is branched in the cylinder head 12 and includes a branch exhaust port 52 as an exhaust passage communicating with the combustion chamber C. The branch exhaust port 52 is opened and closed with respect to the combustion chamber C by a third valve 50. .

A rocker shaft (not shown) is provided above the cylinder head 12 in the direction of arrangement of the first cylinder (# 1) to the sixth cylinder (# 6), and the intake and exhaust valves 15 are provided on the shaft. Supply and discharge rocker arms 17 and 18 (see FIG. 2) are pivotally attached to portions facing the supply and discharge rockers 16 and 16, respectively. The intake / exhaust valve 1 is provided at one end of each of the supply / exhaust rocker arms 17 and 18.
5, 16 are connected to the intake / exhaust cams (not shown) through push rods (not shown) at the other ends. By such a function of the valve operating system, the intake / exhaust valves 15 and 16 can be opened / closed in a pattern of lift amounts IV and EV of the intake / exhaust valves as shown in FIG. The outer wall of the cylinder block 12 is equipped with a column fuel injection pump 53, and an injection pipe 54 extending from each pressurizing chamber (not shown) in the pump is connected to a fuel injection valve (not shown) of each cylinder. The fuel injection is sequentially performed by the same injection valve at a predetermined time.

The drive shaft 53 of this row-type fuel injection pump 53
A pressure pump 40, which serves as a fluid pressure generation source, is directly connected to 1.

As shown in FIG. 2, the pressurizing pump 40 includes a cam shaft 55 driven by the rotation of the engine, an auxiliary cam 56 having coaxial continuous cam ridges, and a normal line of the rotational locus of the cam. A pressure chamber 58 that is formed along the outer side of the direction and faces each cylinder, and a second piston 57 that is fitted and inserted into the pressure chamber 58 are provided. The cam shaft 55 is connected to a crank shaft (not shown) via a drive shaft 531 so that the cam shaft 55 is driven at a speed of 1/2 the engine rotation. In addition,
As shown in FIG. 3, the auxiliary cam 56 pressurizes the second piston 57 to generate hydraulic pressure in the pressure chamber 58. In particular,
The lift circle of the auxiliary cam 56 is formed so that the cam ridges having a constant height are continuous. That is, the first auxiliary cam portion 56
The third valve 50 at least at the end of the compression stroke in which 1 can achieve the compressed air release type braking mode (see the EB mode).
Is opened and the second auxiliary cam portion 562 recirculates the exhaust gas to the combustion chamber during the intake stroke in the EGR mode (EG
The third auxiliary cam portion 563 is formed so as to achieve the Miller cycle mode (MR mode) in which the intake valve opening period is substantially extended and the intake valve is late closed. It

As shown in FIG. 2, the pressure chamber 58 extends from the high pressure pipe 59 and has an opening 6 at the upper end of the side wall of the pressure chamber.
71 is formed, and each opening 671 communicates with the pipes 67 and 68. The high pressure pipe 59 selectively communicates with a hydraulic cylinder 60 as a fluid chamber and an oil tank 66 via a three-way solenoid valve 65. The hydraulic cylinder 60 has a first piston 6
1 is inserted and the end portion of the first piston 61 has a return spring 64.
It contacts the upper end of the third valve 50 which is biased to close. The pipe 67 communicates with the accumulator 42. In the accumulator 42, the hydraulic pressure generated when the auxiliary cam 56 drives the second piston 57 causes the hydraulic pressure generated by the first auxiliary cam portion 561 and the second auxiliary cam portion 56.
2, it functions to hold until it passes the third auxiliary cam portion 563.

The pipe 68 communicates with an oil pump 70 driven by the engine via a check valve 69.

Here, when the second piston 57 of the pressure chamber 58 receives the valve opening force F1 corresponding to the hydraulic pressure generated at the time of pressurization operation, the first piston 61 receives the valve closing biasing force F2 of the return spring 64.
Also, the valve opening operation can be performed against the in-cylinder pressure, and the accumulator 42 can hold the hydraulic pressure Pn corresponding to the valve opening force F1 at the time of valve opening. When the three-way solenoid valve 65 is turned on, the pressure chamber 5
8 and the hydraulic cylinder 60 are communicated with each other, the drain side oil tank 66 is closed, and when off, the pressure chamber 58 side is closed and the hydraulic cylinder 60 is communicated with the oil tank 66 side. Therefore, the auxiliary cam 56 is the first auxiliary cam portion 561,
While the hydraulic pressures of the pressure chamber 58 and the accumulator 42 are increased by the functions of the second auxiliary cam portion 562 and the third auxiliary cam portion 563, if the three-way solenoid valve 65 is opened in a predetermined time width,
Meanwhile, the pressure oil is transmitted to the first piston 61 in the cylinder 60, and the first piston 61 can drive the third valve 50 to open and close.

The three-way solenoid valve 65 is driven and controlled by an engine control unit (hereinafter simply referred to as ECU) 31. Similarly, the second piston 57, the three-way solenoid valve 65, the first piston 61, the third valve 50, etc. facing each cylinder are also formed so that each cylinder sequentially maintains the phase difference of a crank angle of 120 °. The ECU 31 is mainly composed of a well-known microcomputer.
To the control program of FIG. 13 and the operation mode and E of FIG.
The GR rate setting map m1 is stored. Moreover, the three-way solenoid valve 65 is connected to the input / output circuit via the drive circuit 38, and further, the crank angle signal dθ, the forward speed signal Sg as the gear position, the accelerator opening signal S _L as the load, and the brake-on signal. A crank angle sensor 32 that outputs Sb, a clutch disconnection signal Sc, and a compressed air release type braking signal S _EB ,
The gear position sensor 33, the load sensor 34, the brake switch 35, the clutch sensor 36, and the compressed air release type braking switch 37 are connected.

Here, in particular, the ECU 31 has the following functions as control means. That is, the control means here is the outputs dθ, Sg, Sb, Sc,
According to S _EB , the first operation mode (see EB mode) in which the valve means (third valve 50) is opened at least in the final stage of the compression stroke when it is determined to be the first operation region, and the second operation region is determined. The drive means is controlled so as to switch between the second operation mode in which the valve means is opened in the intake stroke when the above is performed and the third operation mode in which the valve means is opened after the end of the intake stroke when it is determined to be in the third operation region. To do. Particularly, here, the control means selects the EGR operation mode in which the exhaust gas is recirculated to the combustion chamber in the second operation region in accordance with the output of the operation state detection means, and substantially extends the opening period of the intake valve. The function of selecting the Miller cycle operation mode for performing the intake valve retarded closing in the third operation region is shown.

When the engine E of FIG. 1 is driven, the intake and exhaust valves 15 and 16 of each cylinder are driven in a predetermined cylinder order by the operation of a valve operating system (not shown). Since similar control is performed in parallel for each cylinder while maintaining a predetermined crank angle deviation, the operation will be described mainly for the first cylinder. As shown in FIG. 4, in the exhaust stroke, the exhaust valve 16
Lift amount EV increases and decreases, and the lift amount IV of the intake valve 15 increases and decreases in the intake stroke after the exhaust top dead center TDC1, and fresh air from the intake port 13 flows into the combustion chamber C and the compression top dead center TDC
In the vicinity of 2, the column-type fuel injection pump 53 and a fuel injection valve (not shown) are driven to inject fuel, and output is generated in the subsequent combustion expansion stroke.

During this time, when the three-way solenoid valve 65 remains off, the high pressure pipe 59 is closed and the auxiliary cam 56 is moved to the second position.
Even if the piston 57 is driven, the pressure oil generated at that time is held in the accumulator 42, and the third valve 50 is held inactive. When the engine key (not shown) of the engine E is turned on to start the operation, the ECU 31 enters the engine drive control in accordance with the main routine, counts the dθ signal for each interruption of the crank angle dθ signal, and determines the engine speed N.
Calculation of e and counting of the reference position θ _{B for} each cylinder are performed.

During the main routine in which such processing is performed, each of the first operation mode (EB mode), the second operation mode (EGR mode), and the third operation mode (Mirror cycle operation mode) is performed. In order to set the ON timings (hereinafter referred to as valve opening timings) t1, t2, and t3 and the respective ON periods (hereinafter referred to as valve opening periods) T1, T2, and T3 of the three-way solenoid valve 65, the operation mode switching control of FIG. The routine and the solenoid valve drive routine of FIGS. 12 to 14 are sequentially executed at appropriate times. When step s1 of the operation mode switching control routine in the middle of the main routine is reached, the latest crank angle signal dθ, the forward gear signal Sg as the gear position, the accelerator opening signal α _L as the load, are detected from the sensors and the like.
The brake on signal Sb, the clutch disengagement signal Sc, and the compressed air release type braking signal S _EB are sequentially taken in and stored in a predetermined storage area.

In step s2, it is then determined whether or not the EB mode is set. In this case, the compressed air release type braking signal S _EB is turned on, the gear position is the forward gear, and the accelerator opening signal S
_{If L} is zero and the clutch is in the depressed state when the clutch is in the engaged condition, the EB mode is determined and the process proceeds to step s8, and otherwise the process proceeds to step s3. When it is determined that the mode is the EB mode and the process reaches step s8, the valve opening timing t1 (the middle stage of the compression stroke) and the valve opening period T1 (the middle stage of the expansion stroke from the compression stroke) in the first operation mode (EB mode) are set here. The process returns to the main routine (not shown).

In this case, as shown in FIG. 8, the valve opening timing t1 in the first operation mode (EB mode) is set to the middle stage of the compression stroke, and the valve opening period T1 is set to the middle stage of the expansion stroke from the compression stroke.

When step s2 is reached from step s2, it is determined here whether the engine speed Ne exceeds a threshold Neo for determining the middle rotation speed range, and the middle rotation speed threshold Ne is determined.
When it exceeds o, the routine proceeds to step s5, and it is further judged whether or not the accelerator opening signal α _L exceeds a threshold value α1 for judging the medium load. When it exceeds the medium load threshold value α1, the routine proceeds to step s10 and the medium load threshold value α1. When it is less than, the third operation mode (Miller cycle operation mode) is set (see FIG. 10), the valve opening timing t3 and the valve opening period T3 are set, and the process returns to the main routine (not shown). In this case, the valve opening timing t3 in the third operation mode (Miller cycle operation mode) is set to the intake bottom dead center TDC1 before the intake valve is closed, and the valve opening period T3 substantially extends the valve opening period of the intake valve. Then, the compression stroke is set to 90 ° from the intake bottom dead center TDC1 so that the intake valve is closed late.

When step s10 is reached, each valve opening period T1, T2, T3 is set to zero here, and the process returns to the main routine. From step s3, it is determined that the engine speed Ne is below the middle rotation threshold Neo, and the step s
When it reaches 4, it is determined here whether or not the accelerator opening signal α _L exceeds the medium load threshold α 1, and if it exceeds, step s
When the value goes below 10 to the intermediate load threshold value α1, the second operation mode (EGR operation mode) is set (see FIG. 9), and the operation proceeds to step s6. Here, the EGR rate according to the current engine speed Ne and the accelerator opening signal α _L is calculated along the EGR rate setting map m1 in FIG.

This EGR rate setting map m1 increases the EGR rate at lower load and lower rotation speed to reduce NO _X and to secure the temperature inside the cylinder.
The R ratio is set to zero to ensure output.
When the process proceeds from step s6 to step s7, the valve opening timing t2 (the middle stage of the intake stroke) and the valve opening period T2 are set here according to the calculated current EGR rate. In this case, the second
In the operation mode (EGR mode), the valve opening timing t2 is set to an intermediate position of the intake stroke, and the valve opening period T3 is set almost until the end of the intake stroke. Specifically, the EGR rate is large or small and the proportional constant dT. Is calculated by the following equation, for example, T3 = EGR rate × dT, and the process returns to the main routine.

When the count value of the crank pulse dθ reaches the valve opening timing t1 (middle compression stroke) in the first operation mode (EB mode) of the first cylinder during the main routine, EB in FIG. Enter the interrupt processing of the solenoid valve drive routine in the mode. In step a1, the latest valve opening period T1 is fetched, and in step a2, the driver (not shown) in the drive circuit sets the valve opening period T1,
Trigger and return to main routine. As a result, the three-way solenoid valve 6 is operated from the valve opening timing t1 to the valve opening period T1.
5 is turned on and the hydraulic pressure of the accumulator 42 is changed to the high pressure pipe 5
9 to the first piston 61 in the hydraulic cylinder. As a result, during the valve opening period T1, the pressure oil operates to open the third valve 50 via the first piston 61 as shown by reference numeral 3V in FIG. 4, and it is possible to remove the compressed gas to the exhaust passage and reduce the pump loss of the engine. It is possible to increase the engine braking power.

When the count value of the crank pulse dθ reaches the valve opening timing t2 (intermediate position of the intake stroke) in the second operation mode (EGR mode) of the first cylinder during the main routine, for example, as shown in FIG. In the EGR mode, the interruption process of the solenoid valve drive routine is started. In step b1 here, the latest valve opening period T2 is fetched, and step b
In step 2, a driver (not shown) in the drive circuit is set with a valve opening period T2 to trigger it, and the process returns to the main routine.
As a result, the three-way solenoid valve 65 is turned on during the valve opening period T2 from the valve opening timing t2, and the hydraulic pressure of the accumulator 42 is transferred to the first piston in the hydraulic cylinder via the high pressure pipe 59 only during the valve opening period T2. 61, the third valve 50 is opened as shown by reference numeral 3V in FIG. 5, and EGR gas can flow into the combustion chamber through the exhaust passage. In particular, since the valve opening period T2 here is set to a time width corresponding to the EGR rate in steps s6 and s7, an appropriate amount of EGR gas is supplied to the combustion chamber, and NO _X can be reduced.

During the main routine, the count value of the crank pulse dθ is, for example, the valve opening timing t3 in the third operation mode (mirror cycle mode) of the first cylinder.
When it reaches (the middle stage of the compression stroke), the interruption process of the solenoid valve drive routine in the mirror cycle mode of FIG. 14 is started. In step c1, the latest valve opening period T3 is fetched, and in step c2, the driver (not shown) in the drive circuit sets the valve opening period T3, triggers, and returns to the main routine. As a result, the three-way solenoid valve 65 is turned on during the valve opening period T3 from the valve opening timing t3 to turn on the accumulator 4
2 hydraulic pressure is transmitted to the first piston 61, and the first piston 61
6 to open the third valve 50 as shown by reference numeral 3V in FIG. 6, and substantially perform the same control as when the intake valve is late closed, and the engine is driven by the Miller cycle. It is possible to improve fuel efficiency in the medium to high speed range under load.

In this case, the valve opening timings t1, t2, t3 and the valve opening periods T of the three-way solenoid valve 65 in the first cylinder are set.
Although T1, T2, and T3 have been described, the same control as this is sequentially executed in the other cylinders while keeping the crank angle deviation of 120 °. 15 to 17 show a diesel engine Ea as another embodiment of the present invention. The diesel engine Ea includes many members similar to those of the diesel engine E of FIG. 1. Here, the same members are denoted by the same reference numerals, and duplicate description is omitted. In this diesel engine Ea, in particular, the third valve shown in the diesel engine E is eliminated, and the exhaust valve 16a also serves as valve means.

Above the diesel engine Ea,
A rocker shaft 70 is provided, the shaft is supported by a plurality of bearings 43, and the supply / discharge rocker arms 17, 18 are pivotally attached to the portions facing the intake / exhaust valves 15, 16 so as to be swingable. Exhaust valve 16 of exhaust rocker arm 18
A hydraulic cylinder 60a communicating with the pressure chamber 80 (see FIG. 16) via the first oil passage 82 is formed at the end opposite to the upper end of the stem of the first piston 61a.
Is inserted and the lower end of the first piston 61a is attached to the exhaust valve 16a.
Abut.

Here, when the hydraulic cylinder 60a is at a low pressure, the first piston 61a is held at the retracted position (see the position shown by the solid line in FIG. 17) H1, and when the hydraulic cylinder 60a is at a high pressure, the first piston 61a is at the projecting position (see FIG. 17). See H2
Is held. As shown in FIG. 17, the lower end of the push rod 71 whose upper end is engaged with the other end of the exhaust rocker arm 18 contacts the discharge cam 73 via the cup-shaped slider 74. Here, as shown in FIG.
As shown in FIG. 3, a side space 72 that accommodates the push rod 71 is formed between the outer side wall 114 and the inner side wall 111.
A projecting stepped portion 75 is formed in a lower portion of the inner wall 111,
Both guide holes 72 corresponding to the supply / discharge valves 15 and 16 are provided side by side, and the sliders 74 are slidably fitted therein. Although the exhaust rocker arm 18 to the exhaust cam 73 are shown in FIG. 17, the intake rocker arm 17 to the intake cam 76 side are also formed in a similar manner to these.

Here, the intake cam 76 and the exhaust cam 73 are integrally formed on the cam shaft 78 together with the auxiliary cam 56a, and these three cams are the set of the cams of the first cylinder. The camshaft 78 is sequentially formed at a position facing each cylinder. It should be noted that the cam shaft 78 is pivotally supported at a plurality of locations on a bearing portion (not shown) protruding from the inner wall 111 of the cylinder block 11, and is rotationally driven at a rotation speed of 1/2 of the engine speed.

Here, the auxiliary cam 56a is formed similarly to the auxiliary cam 56 shown in FIG. A pressure chamber 80 into which a second piston 79 is fitted is formed in the projecting stepped portion 75 facing the auxiliary cam 56a. A spring 81 for pushing back the first piston 79 to the cam side is provided in the pressure chamber 80, and a first oil passage 82 communicating with the hydraulic cylinder 60a at one end of the exhaust rocker arm 18 and a second oil extending from the main gallery 83 are provided at the upper end. The oil passage 84 is connected. The first oil passage 82 extends from the pressure chamber 80 on the cylinder block 11 side, and is formed so that the oil passage sequentially communicates with the cylinder head 12, the bearing portion 43, the rocker shaft 70, and the exhaust rocker arm 18.
A three-way solenoid valve 65a is arranged on the way.

The second oil passage 84 shown in FIG. 16 communicates with the main gallery 83 via a throttle 85 for reducing the pressure of the high pressure oil in the main gallery 83, and a one-way valve 86 and an accumulator 88 are provided between the throttle 85 and the pressure chamber 80. And have been deployed. When the three-way solenoid valve 65a is on, the pressure chamber 80 and the hydraulic cylinder 60a are communicated with each other, the oil pan 112 side that is the drain side is cut off, and when the three-way solenoid valve 65a is off, the pressure chamber 80 and the accumulator 88 are connected.
Is closed and the hydraulic cylinder 60a is communicated with the oil pan 112. The three-way solenoid valve 65a is an engine control unit (hereinafter simply referred to as ECU) via a drive circuit 38a.
31a, and similarly, the three-way solenoid valves 65a of the other cylinders are also connected to the ECU 31a via the drive circuit 38a.

Although the first cylinder facing portion has been mainly described here, other cylinder facing portions having the same structure are also provided, and a duplicate description thereof will be omitted here. Here, the ECU 31a uses the E in FIG.
The configuration is almost the same as that of the CU 31, and the duplicate description will be simplified here. When the engine Ea of FIGS. 15 to 17 is driven, as shown in FIG. 4, the exhaust valve 40 increases and decreases by the lift amount EV, the intake valve 18 increases and decreases by the lift amount IV, and is not shown around the compression top dead center TDC2. The fuel injection valve is driven for injection.

During this time, when the three-way solenoid valve 65a is kept in the off state, even if the auxiliary cam 56a drives the second piston 79, the pressure oil generated at that time is simply sucked and discharged by the accumulator 88, and the exhaust valve 16a. Is held inactive.
When the engine Ea starts operation, the ECU 31 enters engine drive control along the main routine, and in the middle of the main routine, the first operation mode (EB mode), the second operation mode (EGR mode), and the third operation mode. In the mode (mirror cycle operation mode), each on-timing (hereinafter referred to as valve opening timing) t1, t2, t3 and each on-period (hereinafter referred to as valve opening period) T1, T2, T3 of each three-way solenoid valve 65a are set. Then, based on this drive data, the three-way solenoid valve 65a is driven. Such control is performed in the same manner as the operation mode switching control routine of FIG. 11 and the solenoid valve drive routine of FIGS. 12 to 14 performed by the diesel engine E of FIG. 1, and redundant description will be omitted here.

In the case of the second embodiment as well, the same operational effects as those of the first embodiment can be obtained, in particular, the third valve can be eliminated, and the degree of freedom in the layout of the cylinder head is increased. FIG. 18 shows the third
An example is shown. The diesel engine Eb as the third embodiment is shown. This diesel engine Eb includes many members similar to those of the diesel engine E of FIG. 1. Here, the same members are denoted by the same reference numerals, and duplicate description is omitted.

In this diesel engine Eb, an intake / exhaust valve 16b '(an intake valve is omitted) is driven by a valve operating system (not shown), and in particular, a pair of exhaust valves is driven by a T guide 100 vertically driven by a rocker arm (not shown). 16b, 1
6b 'is simultaneously driven to open and close. Moreover, this diesel engine Eb is the third one shown in the diesel engine E.
The valve is eliminated and the exhaust valve 16b 'is also used as the valve means. The upper end of the stem of the exhaust valve 16b 'is configured to be operated integrally downward with the T guide 100, and is also pressed downward by a piston 102 which is separated from the T guide 100 and fitted into the hydraulic cylinder 101 so as to be operable. To be done.

This hydraulic cylinder 101 is formed on a cylinder head, and a pipe 103 extends from the upper end thereof, and the pipe 103 communicates with the drive hydraulic circuit S. The drive hydraulic circuit S includes an oil pump 104 which is driven by the engine and is supplied with oil from the main gallery 83, and the discharge passage 105 has its downstream end communicating with the pressurizing chamber 107 of the switching valve 106 and the pipe 103. The switching valve 106 is the pressurizing chamber 10.
7 and an air chamber 108, an air piston 109 sliding in the air chamber 108 and a hydraulic piston 110 sliding in the pressurizing chamber 107 are integrally coupled, and a return spring 111 connects the air piston 109 and the hydraulic piston 110 in the drawing. Energize to move to the left. The air chamber 108 communicates with an air tank 114 via an air pipe 115 and a three-way solenoid valve 113. The three-way solenoid valve 113 is connected to the ECU 31b via a drive circuit 38b.

The pressurizing chamber 107 extends through the drain passage 118 and the throttle passage 116. The drain passage 118 is opened when the hydraulic piston 110 operates in the retreat direction -B, and closed when operated in the pressurizing direction B. The throttle passage 116 is provided with a relief valve 117 to prevent an excessive increase in hydraulic pressure in the pressurizing chamber 107. When the three-way solenoid valve 113 is off, the air pipe 115
Is closed, the air piston 109 and the hydraulic piston 110 are operated in the retreating direction -B, the drain passage 115 is opened, and when the air is turned on, the air pipe 115 is opened to supply high-pressure air from the air tank to the air chamber 108. Piston 109
And the hydraulic piston 110 is pressed in the pressurizing direction B to close the drain passage 118.

Although the first cylinder facing portion has been mainly described here, the same configuration is also provided for other cylinder facing portions, and a duplicate description thereof will be omitted here. Here, the ECU 31b is connected to the E of FIG.
The configuration is almost the same as that of the CU 31, and the duplicate description will be simplified here. When the engine Eb of FIG. 18 is driven, as shown in FIG. 4, the exhaust valves 16b and 16b ′ are increased / decreased by the lift amount EV, and the intake valve (not shown) is increased / decreased by the lift amount IV,
A fuel injection valve (not shown) is driven before and after the compression top dead center TDC2.

During this time, when the three-way solenoid valve 113 is kept in the off state, even if the oil pump 104 is driven, the pressure oil flows down from the pressurizing chamber 107 to the drain passage 115, and the exhaust valve 16
b'is a T guide 100 through a rocker arm (not shown)
Is held inactive while is not driven. The ECU 31b enters the engine drive control according to the main routine, and in the middle of the main routine, the first operation mode (EB mode)
And each three-way solenoid valve 65 in the second operation mode (EGR mode) and the third operation mode (Miller cycle operation mode)
Each on timing of a (hereinafter referred to as valve opening timing) t1, t2, t
3 and each ON period (hereinafter referred to as a valve opening period) T1, T2,
Set T3, and based on this drive data, three-way solenoid valve 1
Drive 13.

Such control is performed in the same manner as the operation mode switching control routine of FIG. 11 and the solenoid valve drive routine of FIGS. 12 to 14 performed by the diesel engine E of FIG. 1, and a duplicate description will be omitted here. Also in the case of the third embodiment, the same operational effect as that of the first embodiment can be obtained, and particularly, the third embodiment
The valve can be eliminated, and the degree of freedom in layout of the cylinder head is increased. In the above description, the third valve 50, the exhaust valve 16a, and the exhaust valve 16b 'as valve members are hydraulically driven by a piston fitted in a hydraulic cylinder, but instead of this, as shown in FIG. You may comprise the diesel engine Ec of the simplified structure. FIG. 19 shows the fourth embodiment.

The diesel engine Ec here is the intake / exhaust valve 1 in each engine structure of the first and second embodiments.
5, 16 are solenoid valves 90 as well-known valve lifters.
_I , 90 _E are used for direct drive, and in particular, the intake / exhaust valves 15, 16 of the diesel engine Ec are opened at least at the end of the compression stroke, as shown in FIG. The first operation mode (see EB mode), the second operation mode (see EGR mode) in which the valve means is opened in the intake stroke, as shown in FIG. 9, and the end of the intake stroke when determined to be in the third operation region After that, the drive means is selectively driven in the third operation mode (see the Miller cycle mode) in which the valve means (exhaust valve 16) is opened.

As 90 _I and 90 _E used here,
The solenoid valve disclosed in Japanese Examined Patent Publication No. 57-38763 can be used. The engine structure here includes the same components as the engine structure of the first embodiment shown in FIG. 1 except that a solenoid valve is used as a valve lifter. Here, the same members are designated by the same reference numerals. However, redundant description is omitted. In the diesel engine Ec according to the fourth embodiment, the intake valve 15 and the exhaust valve 16 of each cylinder are driven by the valve operating device.
The valve operating device here includes solenoid valves 90 _I and 90 _E directly connected to the intake valve 15 and the exhaust valve 16 for each cylinder, and the solenoid valves 9 and 9.
It is composed of a drive circuit 38c for 0 _I and 90 _E and an ECU 31c.

The ECU 31c, like the above-mentioned ECU 31, has a current operating range in the first operating mode (see EB mode).
And the second operation mode (refer to EGR mode) or the third operation mode (refer to Miller cycle mode), each valve opening timing t1, t2, t3 and each valve opening period T1 corresponding to each mode. , T2, T3 are calculated. Then, the intake valve 15 and the exhaust valve 16 are sequentially opened and closed during the intake and exhaust strokes, and the exhaust valve is opened at each valve opening timing t1 according to each mode.
At t2 and t3, the valve drive signals Di and D are applied to the solenoid valves 90 _I and 90 _E so as to open and close for the respective valve opening periods T1, T2 and T3.
Output e.

Specifically, as shown in FIG. 4 to FIG.
The exhaust valve 16 has a lift amount EV, and the intake valve 15 has a lift amount I.
The intake / exhaust valve is lifted in accordance with the EB mode, the EGR mode, and the mirror cycle mode as well as the opening / closing operation with V. The control is performed by the operation mode switching control routine of FIG. 11 and the electromagnetic control of FIGS. A solenoid valve drive control is performed using the valve drive routine in the same manner. In this case, in addition to the structure of the valve train, the structure of the valve means is simplified.

[0060]

As described above, according to the first to fourth aspects of the present invention, the first operation is performed according to the output of the operating condition detecting means.
The first operation mode in which the valve means is opened at least in the final stage of the compression stroke when it is determined that the operation range is, the second operation mode in which the valve means is opened in the intake stroke when the second operation range is determined, and the third operation mode. When it is determined to be in the operating region, control can be performed so as to selectively switch to the third operating mode in which the valve means is opened after the end of the intake stroke, and it is possible to provide a multifunctional diesel engine.
As a diesel engine that retains each function, the actual cost can be reduced. In particular, if the braking mode is selected in the first operating range, the EGR operating mode is selected in the second operating range, and the Miller cycle operating mode is selected in the third operating range, the braking mode, the EGR operating mode and the mirror are selected. It is possible to selectively drive in three modes of the cycle operation mode, and it is possible to provide a multifunctional diesel engine with improved fuel consumption. In particular, the normally-closed exhaust valve that reciprocates in synchronization with the rotation of the engine and opens and closes the main exhaust opening of the exhaust port can be independently opened and closed without interfering with the drive mechanism. Then, the exhaust valve can be driven by the driving means, and a diesel engine having multiple functions can be provided.

Particularly, if the valve means is branched from the exhaust port and the sub-exhaust opening of the passage communicating with the combustion chamber is opened and closed by a normally-closed on-off valve, the valve means is selectively operated in three modes. It is possible to provide a diesel engine that can be driven, and at the same time, the substantial cost can be reduced as a diesel engine that retains each function. Claims 5 to 7
In particular, in the diesel engine according to any one of claims 1 to 3, a fluid pressure generation source, a fluid chamber communicating with the fluid pressure generation source via a fluid passage, and a first piston fitted in the fluid chamber. When the electromagnetic valve is provided in the fluid passage and opens and closes the fluid passage, it is possible to provide a diesel engine that can be selectively driven in a plurality of modes using fluid pressure.

In particular, it has a cam driven by the engine, a pressure chamber formed outside the cam, and a second piston fitted into the pressure chamber, and the second piston is reciprocated by the cam. Even when the fluid pressure is generated, the driving can be selectively and surely performed in a plurality of modes. In particular, if the second cam for the second mode and the second cam for the first and third modes are provided, and the phase of the second cam with respect to the first cam is delayed by 90 °, the fluid pressure is reduced. It is possible to provide a diesel engine that can be reliably driven in each mode by using.

In the eighth aspect, the fluid pressure generating source of the fifth aspect is
In particular, if it is configured by an oil pump that pressurizes engine lubricating oil, it is possible to provide a diesel engine that can be reliably driven in each mode. According to a ninth aspect of the present invention, in the diesel engine according to any of the first to fourth aspects, particularly, since the valve means is drive-controlled using an electromagnetic actuator, a diesel engine capable of selectively driving the valve means in three modes is provided. In particular, the device can be simplified, and the substantial cost can be reduced as a diesel engine that retains each function.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of a diesel engine as a first embodiment of the present invention.

FIG. 2 is a schematic configuration diagram of a hydraulic circuit that connects a pressure pump and a third valve of the diesel engine of FIG.

FIG. 3 is an enlarged side sectional view of an auxiliary cam used in the pressure pump of FIG.

FIG. 4 is an intake / exhaust valve and a third of the diesel engine of FIG.
It is a lift pattern figure in EB mode of a valve.

FIG. 5 is an intake / exhaust valve and a third of the diesel engine of FIG.
It is a lift pattern figure in EGR mode of a valve.

FIG. 6 is an intake / exhaust valve and a third of the diesel engine of FIG.
It is a lift pattern figure in the mirror cycle mode of a valve.

7 is a characteristic diagram of a setting map of an EGR amount and an operating range used by the diesel engine of FIG.

8 is a stroke explanatory diagram for each cylinder in the EB mode of the diesel engine of FIG. 1. FIG.

9 is a stroke explanatory diagram for each cylinder in the EGR mode of the diesel engine of FIG. 1. FIG.

10 is a stroke explanatory diagram for each cylinder in the Miller cycle mode of the diesel engine of FIG. 1. FIG.

11 is a flowchart of an operation mode switching control routine used by the diesel engine of FIG.

12 is a flowchart of a solenoid valve drive routine in an EB mode used by the diesel engine of FIG.

13 is a flowchart of a solenoid valve drive routine in an EGR mode used by the diesel engine of FIG.

14 is a flowchart of a solenoid valve drive routine in a Miller cycle mode used by the diesel engine of FIG.

FIG. 15 is a partially cutaway schematic plan view of a cylinder head portion of a diesel engine as a second embodiment of the present invention.

FIG. 16 is a schematic cross-sectional view of a cylinder block of a diesel engine according to a second embodiment of the present invention in the vicinity of a cam shaft in a partial cutaway.

FIG. 17 is a partially cutaway schematic sectional view of a valve train of an exhaust valve of a diesel engine as a second embodiment of the present invention.

FIG. 18 is a schematic configuration diagram of a diesel engine as a third embodiment of the present invention.

FIG. 19 is a schematic configuration diagram of a diesel engine as a fourth embodiment of the present invention.

FIG. 20 is a cylinder pressure-cylinder volume diagram when the compressed air release type braking device for an internal combustion engine is in an operation mode.

FIG. 21 is a cylinder pressure-cylinder volume diagram during a mirror cycle of the internal combustion engine.

[Explanation of symbols]

 E engine Ea engine Eb engine Ec engine 11 Cylinder block 12 Cylinder head 112 Oil pan 15 Intake valve 16 Exhaust valve 16a Exhaust valve 16b 'Exhaust valve 42 Accumulator 31 ECU 31a ECU 31b ECU 31c ECU 32 Crank angle sensor 33 Gear position sensor 34 Accelerator Position sensor 35 Brake sensor 36 Clutch sensor 37 Powered switch 38 Drive circuit 38c Drive circuit 40 Pressurizing pump 50 Third valve 56 Auxiliary cam 56a Auxiliary cam 57 Second piston 58 Pressure chamber 60 Hydraulic cylinder 61 First piston 65 Solenoid valve 65a Solenoid valve 66 Oil tank 73 Exhaust cam 74 Intake cam 78 Cam shaft 84 Second oil passage 83 Main gallery 101 Hydraulic cylinder 102 First piston 104 Po Pump 107 Pressurizing chamber 108 Air chamber 109 Air piston 110 Hydraulic piston 113 Solenoid valve 114 Air tank 115 Air pipe C Combustion chamber S Drive hydraulic circuit

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI Technical display location F02D 45/00 301 F F02M 25/07 550 R 570 L

Claims (9)

[Claims] 1. An intake valve that opens and closes an intake opening of an intake port that communicates with a combustion chamber of an engine, valve means that opens and closes an exhaust passage that communicates with the combustion chamber, drive means that drives the valve means, and the engine. A driving state detecting means for detecting the driving state of the driving means, and a control means for controlling the driving means in accordance with the output of the driving state detecting means. A first operation mode in which the valve means is opened at least at the end of the compression stroke when it is determined to be the first operation region; and a second operation mode in which the valve means is opened in the intake stroke when it is determined to be the second operation region, A third operation mode in which the valve means is opened after the end of the intake stroke when it is determined to be in the third operation region,
A diesel engine, characterized in that the drive means is controlled so as to switch over. 2. The control means selects a braking mode for canceling compression work of the engine to generate a braking force in a first operating region in accordance with an output of the operating state detecting means, and a second operating mode. The EGR operation mode in which the exhaust gas is recirculated to the combustion chamber is selected in the operation area, and the Miller cycle operation mode in which the intake valve opening period is substantially extended and the intake valve is late closed is selected in the third operation area. The diesel engine according to claim 1, wherein: 3. The valve means includes a normally closed type exhaust valve which reciprocates in synchronization with rotation of the engine and which opens and closes a main exhaust opening of an exhaust port opening to the combustion chamber, The diesel engine according to claim 1, wherein the drive means independently drives the exhaust valve to open and close without interfering with a drive mechanism that reciprocates the exhaust valve. 4. The valve means has a normally closed on-off valve that opens and closes an auxiliary exhaust opening of a passage that branches from the exhaust port and communicates with the combustion chamber, and the drive means has the on-off valve. The diesel engine according to claim 1, wherein the diesel engine is driven to open and close. 5. The fluid pressure generation source, the fluid pressure generation source of the working fluid pressure, the fluid chamber communicating with the fluid pressure generation source via a fluid passage, and the fluid pressure generation source. A first piston that can be moved by the fluid pressure from the valve means to move the valve means to the opening side, and the fluid passage that is interposed in the fluid passage to operate or deactivate the fluid pressure from the fluid pressure source 5. The diesel engine according to claim 1, further comprising a solenoid valve that operates. 6. A fluid pressure generating source, a cam formed on a rotary shaft driven by the rotation of an engine, and a pressure chamber formed along an outer side of a normal line of a rotation locus of the cam. The second piston fitted into the same pressure chamber, and the second piston is reciprocated by the cam and slides in the pressure chamber to generate a fluid pressure. diesel engine. 7. The cam shaft has a first cam for the second mode and a second cam for the first and third modes, and the phase of the second cam with respect to the first cam is delayed by 90 °. The diesel engine according to claim 6, wherein the diesel engine is arranged as follows. 8. The diesel engine according to claim 5, wherein the fluid pressure generation source comprises an oil pump for pressurizing the lubricating oil of the engine. 9. The electromagnetic actuator according to claim 1, wherein the driving means comprises an electromagnetic actuator which drives the valve means in a sliding direction of the valve means to open the valve means. diesel engine.