JPH09133063A - Unit injector device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To always select the most suitable oil sending rate and injection timing by adjusting the phase of a phase adjust part interposed between a driven part and a drive part by a phase adjust actuator in response to an operation state and controlling a valve body for regulating the fuel pressurization operation timing of a pump by an electro-magnetic actuator. SOLUTION: In a four valves type series four cylinders diesel engine 20, the fuel from a fuel supply source 21 is supplied to each fuel injection valve 23 through a fuel pressure adjust means 211 and a fuel supply passage 22. Each fuel injection valve 23 is driven through a phase adjust means 25 in which the rotation of a connecting rod is rendered to a drive part 24 and a motor 71 is rendered to a drive source and a driven part 26 including a cam shaft 33. A solenoid valve is arranged on the upper part of each fuel injection valve 23 as an injection pump and an electro-magnetic actuator. The motor 71 and the solenoid valve are controlled by ECU 62 based on the output signal from an engine speed sensor 73 and a load sensor 77. Thereby, the most suitable oil sending rate and injection timing are always obtained in response to the operation state.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel for injecting fuel by installing a unit injector in a combustion chamber of an internal combustion engine and driving the unit injector by using a pump cam driven by a rotation transmission system of the internal combustion engine. The present invention relates to an injection device.

[0002]

2. Description of the Related Art An internal combustion engine, especially a compression ignition type diesel engine, uses a driving force of the engine to drive a fuel injection pump to increase the pressure of fuel, and the fuel is injected into the combustion chamber by a fuel injection valve. Here, the fuel injection pump and the fuel injection valve used for spraying fuel into the combustion chamber may be separate bodies, or a unit injector that integrates both may be used.

Here, an example of a fuel injection device using a unit injector is shown in FIGS. 15 and 16. here,
The cylinder head 1 is provided with intake / exhaust valves 3 and 4 each including two valves and a unit injector 5 so as to face each cylinder 2. Intake / exhaust rocker arms 8 and 9 are provided opposite to intake / exhaust valves 3 and 4 consisting of two valves via intake / exhaust bridges 6 and 7, and the other ends of intake / exhaust rocker arms 8 and 9 are attached to intake / exhaust cams 11 and 12 on a cam shaft 10. Sliding contact. The intake / exhaust rocker arm 8,
The cam shaft 9 is arranged in parallel with the cam shaft 10 and is pivotally supported by a rocker shaft 13 supported by the cylinder head 1. On the other hand, one end of a pump rocker arm 14 pivotally supported by the rocker shaft 13 is provided opposite to the pressing member 505 (see FIG. 16) of the unit injector 5, and the other end of the arm slides on the pump cam 15 on the cam shaft 10. Contact.

A timing gear 16 is attached to one end of the camshaft 10, and the camshaft 10 is connected via an idler 17 to a drive gear integral with a crankshaft (not shown). The unit injector 5 receives fuel supply from a fuel passage (not shown), and closes the valve when the solenoid valve 503 is turned on to inject high-pressure fuel pressurized by the plunger-type high-pressure pump unit 502 through the injector 501. Pump unit 502 and solenoid valve 503
Are supported by a single housing 504, and the housing 504 is mounted on the cylinder head 1.

Such a unit injector 5 is provided for each cylinder, and the fuel injection timing and the fuel injection amount (injection period) can be adjusted by controlling the opening / closing of the solenoid valve 503. For example, the plunger high pressure pump unit 50 is attached to the pump cam 15.
2 is driven, fuel pressure is applied in the oil feeding rate pattern as shown in FIG. 17, and at this time, the solenoid valve 503 turns the time t1.
When it is turned on at t2, the fuel is injected by the injector 501 at a high level of oil transfer rate α1, and a predetermined output can be secured. In addition to this, an example of a fuel injection device using a unit injector is opened in Japanese Patent Publication No. 2-31786 and Japanese Utility Model Publication No. 2-3786.

[0006]

By the way, the apparatus shown in FIG. 15 and Japanese Patent Publication No. 2-31786 and Japanese Utility Model Publication No. 2-
In the fuel injection device using each unit injector disclosed in Japanese Patent No. 31786, a control system sets injection timings t1 to t2 as values according to engine operating information at that time, and opens and closes a solenoid valve at the injection timings t1 to t2. To drive. Therefore, in this type of fuel injection device, the oil feed rate is uniquely determined by the injection timings t1 to t2 and the cam profile of the pump cam 15.

As described above, the oil feed rate is determined by the injection timing and the cam profile, and the oil feed rate cannot be controlled independently. Therefore, the fuel injection control in each operation range should be performed in an optimum state. There is a problem that you can not do. In particular, in order to reduce No _X and idle noise, it is necessary to maintain a low oil feed rate and delay the injection timing. However, in the conventional device, the injection timing is advanced from t3 to t4 in order to secure a low oil transfer rate, and as a result, exhaust gas and idle noise cannot be reduced and fuel consumption is sufficiently improved. I can't do that, and it's a problem. An object of the present invention is to provide a unit injector device capable of reducing noise and exhaust gas and improving fuel efficiency.

[0008]

In order to achieve the above object, the invention of claim 1 is directed to a first cam for driving a unit injector rotatably supported on an engine cylinder head, and to the engine. The phase of the drive unit connected to the output shaft and driven to rotate, the driven unit connected to the first cam, and the phase adjustment unit interposed between the driven unit and the drive unit The phase adjusting means for adjusting the phase by the adjusting actuator and the plunger receiving the driving force by the first cam pressurize the fuel in the pump chamber and inject it into the combustion chamber of the engine, and the pressurizing operation timing in the pump chamber. The operating state detecting means for detecting the operating state of the engine, and the operating state detecting means for detecting the operating state of the engine. Characterized by comprising a control means for driving and controlling the phase adjustment actuator and the electromagnetic actuator in accordance with the detected operating condition by means.

According to a second aspect of the present invention, in the unit injector device according to the first aspect, the plunger is driven by the first cam via a rocker arm for an injector, and a second cam for driving an intake / exhaust valve of an engine. Is arranged above the cam shaft of the first cam.

According to a third aspect of the present invention, in the unit injector device according to the first aspect, the plunger is driven by a cam shaft of the first cam via an injector rocker arm, and the cam shaft sucks and exhausts the engine. It is characterized in that it is arranged in parallel with the cam shaft of the second cam for driving the valve.

According to a fourth aspect of the present invention, in the unit injector device according to the first aspect, the cam shaft of the first cam is arranged directly above the plunger and is directly driven.

According to a fifth aspect of the present invention, in the unit injector device according to the first aspect, the control means controls the phase adjusting means and the phase adjusting means to advance the phase and the injection timing in accordance with an increase in engine speed and load. The electromagnetic unit injector is drive-controlled.

According to a sixth aspect of the present invention, in the unit injector device according to the fifth aspect, the control means sets a retard angle with respect to the injection timing and the cam phase in the front and rear rotation regions in the medium speed and medium load regions. Characterize.

[0014]

1 and 2 show a unit injector device as an embodiment of the present invention. This unit injector device is installed in a 4-valve in-line 4-cylinder diesel engine (hereinafter simply referred to as engine) 20. In this engine 20, a branch passage 221 of a fuel supply passage 22 extending from a fuel supply source 21 via a fuel pressure adjusting means 211 supplies fuel to a unit injector 23 of each cylinder, and each unit injector 23 rotates a connecting rod (not shown). Is driven via the drive unit 24, the phase adjusting unit 25, and the driven unit 26. Here, since the unit injector 23 and the injector drive system that are installed opposite to each cylinder have the same configuration, the configuration of the first cylinder will be mainly described here.

This engine 20 has a cylinder block 2
7, an engine body in which a cylinder head 28, a rocker cover 29, and an oil pan (not shown) are integrally connected, and rotation of a crankshaft (not shown) is provided at one end portion (left end portion of FIG. 1) of the engine via a drive gear (not shown). A receiving idler 30 is provided. The drive system 24 that receives the rotation of the connecting rod is composed of an idler 30 and first and second timing gears 31 and 32 that rotate at half the engine speed. In particular, the first timing gear 31 is the phase adjusting means 2
5 drives the first cam shaft 33, and the second timing gear 32 drives the second cam shaft 34 integrated with the first timing gear 32.

Here, the cylinder head 28 has a first cam shaft 33 and a second cam shaft 34 arranged on the upper wall of the cylinder head 28 along the cylinder row direction X at a predetermined distance from each other. Has first and second rocker shafts 35 and 36, and these shafts are supported by a plurality of bearing members 39. Here, the first rocker shaft 35 pivotally supports a later-described first rocker arm 38. The second rocker shaft 36 includes a plurality of short shafts 361.
Are sequentially arranged on the same center line L1, and each short shaft 361 is supported by the bearing member 39.

Each cylinder S is provided with a pair of intake valves 40 and a pair of exhaust valves 41. These intake and exhaust valves 40, 41
Is a suction / exhaust bridge 42, 43 and an intake / exhaust rocker arm 44,
It is driven by suction / discharge cams 46 and 47 via 45. The intake / exhaust cams 46 and 47 as the second cams are integrally formed on the second cam shaft 34 at positions facing the cylinder S. Each of the short shafts 361 pivotally attaches the intake / exhaust rocker arms 44, 45 to the position facing the cylinder S. The intake / exhaust rocker arms 44, 45 have one end slidably abutting on the intake / exhaust cams 46, 47 and the other end abutting on an intermediate portion of the intake / exhaust bridges 42, 43. As a result, the intake / exhaust cams 46, 47
Of the intake / exhaust rocker arms 44, 45 and the intake / exhaust bridges 42, 43 during rotation of the
1 and can be opened and closed.

On the other hand, the drive section 24 is connected via the phase adjusting means 25.
The first cam shaft 33, which is driven to rotate, has a first cam 48 integrally formed at a position facing the cylinder S. A first rocker arm 38 is pivotally supported at a position facing the cylinder S on the first rocker shaft 35, one end of the first rocker arm 38 slidably abuts on the first cam 48, and the other end of the unit injector 23. It contacts the pressing member 231. This allows the first rocker arm 38 to pump the unit injector 23 when the first cam 48 rotates.

As shown in FIG. 5, the unit injector 23 is formed so that the housing 50 can be attached to the cylinder head 28. An injection nozzle 51 is provided at a lower portion of the housing 50, and an injection pump 52 and an electromagnetic actuator are provided at an upper portion thereof. A solenoid valve 53 is provided. Injection pump 52
Is a pump chamber 54 that is a plunger chamber, a plunger 55 that is fitted therein, and a spring 5 that receives rotation of the engine side.
The pressing member 231, which presses against the elastic force of 6, the injection oil passage 57 extending from the lower portion of the pump chamber 54 to the injection nozzle 51, the central portion of the pump chamber 54, the electromagnetic valve 53, and the fuel supply system. And a supply oil passage 58 connected to the branch passage 221. The injection nozzle 51 includes a needle valve 59 that opens and closes an injection port (not shown) that can communicate with the injection oil passage 57, and the needle valve 5
9 and a pressure spring 60 for urging the valve 9 in the valve closing direction.

The electromagnetic valve 53 includes a valve body 531 that opens and closes the oil supply passage 58. This solenoid valve 53 has a valve body 531 when turned off.
Communicates the supply oil passage 58 with the branch passage 221 and shuts off both passages at the time of turning on to operate the fuel pressurization operation in the pump chamber 54 effectively. The exciting coil of the electromagnetic valve 53 is connected to an engine control unit (hereinafter simply referred to as ECU) 62 described later via a drive circuit 61.

First timing gear 31 and first cam shaft 33
As shown in FIGS. 3 and 4, the phase adjusting means 25 for transmitting the rotation so that the rotation angle can be relatively displaced by the input side bevel gear 63 integrally coupled to the first timing gear 31, and the first timing. A through hole 64 formed in both central portions of the gear 31 and the input-side bevel gear 63 and in which the first cam shaft 33 is loosely fitted;
The input side bevel gear 6 is fixed to one end of the cam shaft 33.
The output side bevel gear 65, which has the same shape as the No. 3 and faces the input side bevel gear 63 at a predetermined distance, and covers an annular gap between the input bevel gear 63 and the output bevel gear 65. Ring-shaped casing 66 arranged in this manner, and four pinion gears 6 pivotally supported by the inner peripheral wall of the casing 66 via a pivot shaft 671 and arranged at equal intervals.
7, a worm wheel 68 for feeding which is formed so as to project from the lower portion of the ring-shaped casing 66 and is formed around the center line of the first cam shaft 33, and a worm 69 which meshes with the worm wheel 68. And a motor 71 as a phase adjustment actuator supported by a bracket 70 on the engine body side.

This motor 71 is driven by an EC via a drive circuit 72.
It is connected to U62. The ECU 62 has a well-known hardware configuration in which a main part is equipped with a microcomputer, and in particular, it is used for an input port (not shown) to calculate the following operating state detecting means, that is, the engine speed Ne1 on the drive unit 24 side. Engine rotation sensor 73 that outputs a unit crank angle dn1 signal, a cam shaft rotation sensor 74 that outputs a unit crank angle dn2 signal that is used to calculate the cam shaft rotation speed Ne2 on the driven portion 26 side, an engine rotation sensor 7
3, a cylinder determination sensor 75 for detecting a cylinder determination #n signal of the engine, a water temperature sensor 76 for detecting a water temperature signal wt, a load sensor 77 for outputting an accelerator opening L signal which is an engine load, etc. are connected respectively. It On the other hand, through an output port (not shown) via drive circuits 61 and 72,
The solenoid valve 53 and the motor 71 are connected.

As a control means, the ECU 62 has a control function of driving the motor 71 and the electromagnetic valve 53 in accordance with the operating state detected by the operating state detecting means. Here, in particular, as the control means, it is said that the motor 71 and the electromagnetic valve 53 are driven to advance the phase (the shift amount of the oil feeding rate pattern in the rotation angle direction) and the injection timing in accordance with the increase of the engine speed and the load. It has a control function. The operation of such a unit injector device will be described. Here, when the ECU 62 is driven and during low temperature cranking, the ignition speed is emphasized, so the oil feed rate pattern and the injection timing are once maintained at predetermined advance timings (not shown).

It is assumed that the engine 20 and the ECU 62 are driven, the engine operating state is at low temperature start (wt <warm-up determination value), and at idle time (Ne ≦ idle speed). In this case, as shown by the solid line in FIG. 6, the motor 71 of the phase adjusting means 25 is driven to retard the oil feed rate pattern (moved to the retard position from TDC in FIG. 6) and the injection timing Ti.
1 to Ti2 (the injection period is set in consideration of the warm-up increase of the fuel), the electromagnetic valve 53 of the unit injector 23 is driven, and the injection at the low oil transfer rate αa to αb is retarded. Then, the low-rotation low-load injection mode is performed.
The drive of the motor 71 of the phase adjusting means 25 is performed at the target time according to the fluctuation of the engine operating state, and the injection timing Ti1 to
In the solenoid valve 53 drive control in Ti2, the injection timings Ti1 to Ti2 for each cylinder are calculated according to the cylinder determination #n signal that is a reference signal for each cylinder, and the injection timing Ti1 for each cylinder is calculated.
The solenoid valve 53 of each cylinder is driven to Ti2.

In this case, since the injection is performed at a low oil feed rate αa to αb, the injection pressure is relatively low, the injection period is extended, and the injection is delayed, so that the combustion chamber becomes slow and NO.
The generation of x and idle noise are reduced. If the engine operating state is at the start after completion of warm-up (wt> warm-up determination value) and at idle (Ne ≤ idle speed), the increased warm-up amount can be excluded, and the injection timing is Ti1 to Ti2. Narrower to prevent lower fuel consumption. On the other hand, when the engine operating state is in the medium to high load range (L ≧ low load determination value), the advance amount of the oil feed rate pattern according to the load L and the rotation speed Ne is set to the oil feed rate shown in FIG. It is calculated using the advance amount setting map M1 of the pattern. It should be noted that the advance amount setting map M1 for this oil transfer rate pattern
Basically has the same advance angle characteristic as the injection angle advance amount setting map (not shown), that is, the engine speed N
The advance amount is increased in accordance with the increase of e and the load L. In addition, here, the advance amount is particularly suppressed in the middle rotation and middle load range e, that is, the injection timing in the middle rotation range is set to be retarded from the injection timing in the front and rear rotation ranges, and the injection timing is set accordingly. Is relatively retarded, and the emission amount of No _X in the medium load range e is particularly reduced.

In the medium to high load range, the oil feed rate pattern is advanced by the calculated value (in FIG. 6, the oil feed rate pattern is moved to a position advanced from TDC), and the injection timing Ti3.
The medium to high load injection mode is performed in which the injection at a high oil feed rate αc is advanced to Ti4. Also in this case, the driving of the motor 71 of the phase adjusting means 25 is performed at the target time according to the fluctuation of the engine operating state, and the drive control of the solenoid valve 53 at the injection timings Ti3 to Ti4 is the cylinder determination which becomes the reference signal for each cylinder. The solenoid valve 5 of each cylinder is calculated at each of the injection timings Ti3 to Ti4 calculated for each cylinder according to the #n signal.
3 are sequentially driven.

In this case, since injection is performed at a high oil feed rate αc, the injection pressure is relatively high, the injection period is shortened, and high output can be achieved. In particular, here, the region of the high oil feed rate αc can be controlled to move in the advance direction, the injection can be performed at the high oil feed rate αc without being caught by the injection timing, and the degree of freedom in control is increased. Further, here, since the region B of the high oil feed rate αc can be moved in the advance direction in accordance with the change of the injection timing, the region of the high oil feed rate αc is intentionally taken into consideration in consideration of the variation width of the injection timing. There is no need to enlarge it. For this reason, as shown in FIG. 8, the cam profile of the first cam 48 can be particularly deformed so that a region B1 of a higher level oil transfer rate αd can be secured. It is possible to narrow the region B of the high oil transfer rate αc and achieve the region B1 of the higher level of the oil transfer rate αd.
The cam 48 can be selectively used, and there is an advantage that the output can be increased in this respect.

9 to 11 show a unit injector device as a second embodiment of the present invention. The unit injector device as the second embodiment is different from the unit injector device of FIG. 1 in the configurations of the driving portion 24a and the driven portion 26a, and accordingly, the cylinder head 28a, the rocker cover 29a, and the phase adjusting means. 25, the unit injector 23 and the intake / exhaust valve drive system have different layouts, and the other configurations are the same. Here, the same members are designated by the same reference numerals, and duplicate description will be omitted. In the unit injector device as the second embodiment, the drive system 24a that receives the rotation of the connecting rod (not shown) includes an idler 30 and
Timing gear 31 that rotates at half the engine speed
In particular, the timing gear 31a drives the first cam shaft 33a and the second cam shaft 34a arranged above the same cam shaft via the phase adjusting means 25.

In the cylinder head 28a, the first cam shaft 33a and the second cam shaft 34a are vertically stacked on the upper wall of the cylinder head 28a in the cylinder row direction X, and are arranged side by side at a predetermined interval. Synchronous gears 78 and 79 are integrally attached to one end of the shaft. These synchronous gears 78 and 79 mesh with each other to rotate the first and second cam shafts 33a and 34a synchronously in opposite directions at constant speed. Rocker shafts 35a are provided side by side at predetermined intervals on the sides of the first and second cam shafts 33a and 34a arranged vertically. In this way, the first cam shaft 33
a and the second cam shaft 34a are vertically stacked, and the rocker shaft 35a
Are arranged side by side in the vicinity thereof, the area of the cylinder head 28a and the rocker cover 29a in plan view can be relatively small, and the outer shape of the engine can be made compact.

A first cam 48 is integrally formed at a position facing the cylinder S on the first cam shaft 33a which is rotationally driven by the drive unit 24a via the phase adjusting means 25, and on the second cam shaft 34a. The suction and discharge cams 46 and 47, which are second cams, are integrally formed at positions facing the cylinder S. The first and second cam shafts 33a and 34a and the rocker shaft 35a arranged vertically are supported on the upper wall of the cylinder head by a plurality of bearing members 39a. Here, the rocker shaft 35a pivotally supports the first rocker arm 38, and pivotally supports the suction / exhaust rocker arms 44a and 45a at positions near the left and right thereof.

The rollers at the one ends of the intake / exhaust rocker arms 44, 45 are the intake / exhaust cams 4 as shown in FIGS. 9 and 10.
6, 47 slidably abuts, and the other end is the intake / exhaust bridge 4
It comes into contact with the intermediate portion of 2, 43. As a result, when the intake / exhaust cams 46, 47 rotate, the pair of intake valves 40 and the pair of exhaust valves 41 can be opened / closed via the intake / exhaust rocker arms 44, 45 and the intake / exhaust bridges 42, 43. Further, as shown in FIGS. 9 and 10, the roller at one end of the first rocker arm 38 slidably contacts the first cam 48, and the other end contacts the pressing member 231 of the unit injector 23. As a result, when the first cam 48 rotates, the first rocker arm 38
Can pump the unit injector 23.

The unit injector device according to the second embodiment shown in FIGS. 9 to 11 includes an ECU 62, an operating state detecting means (see FIG. 1), a solenoid valve 53 and a motor 71 which are the same as those of the unit injector device shown in FIG. Equipped and controlled in the same way. As a result, during low-temperature startup and idle operation, injection is performed at a low oil transfer rate αa to αb, and the injection is retarded, so NOx generation and idle noise are reduced, and medium to high load is achieved. In the range (L ≧ low load determination value), the injection timings Ti3 to Ti4 are advanced, injection is performed at a high oil transfer rate αc, and the injection timings Ti3 to Ti4 are changed in accordance with changes in the engine operating state. Since injection is performed, high output can be achieved, and high oil transfer rate α without being caught by the injection timing.
The injection can be performed at c, and the degree of freedom in control increases. FIG.
14 to 14 show a unit injector device as a third embodiment of the present invention.

The unit injector device as the third embodiment is different from the unit injector device of FIG. 1 in the constitution of the driving portion 24b and the driven portion 26a,
Along with that, the cylinder head 28b and the rocker cover 29
b, the phase adjusting means 25, the unit injector 23, and the intake / exhaust valve drive system have different layouts, and other configurations are the same. Here, the same members are denoted by the same reference numerals, and redundant description will be omitted. In the unit injector device as the third embodiment, a drive system 24b that receives the rotation of a connecting rod (not shown) is composed of an idler 30 and a timing gear 31b that rotates at half the engine speed. In particular, the timing gear 31b is The first cam shaft 33b and the second cam shaft 34b are driven via the phase adjusting means 25.

Here, the cylinder head 28b has a first cam shaft 33b and a second cam shaft 34a arranged side by side along the cylinder row direction X on the upper wall thereof at a predetermined interval, and one end portion of each cam shaft. Synchronous gears 80 and 81 are integrally attached to. These synchronous gears 80 and 81 mesh with each other to synchronously rotate the first and second cam shafts 33b and 34b in opposite directions at constant speed. A rocker shaft 36b is arranged between the first and second cam shafts 33b and 34b. The rocker shaft 36b is a combination shaft formed by sequentially disposing a plurality of short shafts 361b on the same center line L1. The respective short shafts 361b are supported by the bearing member 39b. The first cam shaft 33b, which is rotationally driven by the drive unit 24a via the phase adjusting unit 25,
The first cam 4 is provided at a position facing each unit injector 23.
8b is integrally formed, and the second cam shaft 34b has a suction cam 46, which is a second cam, at a position facing the cylinder S.
47 is integrally formed.

First and second cam shafts 33 arranged vertically
Each of the short shafts 361b forming b, 34b and the rocker shaft 36b is supported on the upper wall of the cylinder head by a plurality of bearing members 39b. Here, each short shaft 361b pivotally supports the intake / exhaust rocker arms 44, 45 at the left and right end positions thereof. The rollers at one end of the intake / exhaust rocker arms 44 and 45 are
As shown in FIG. 13, the intake / exhaust cams 46, 47 slidably abut, and the other ends abut the intermediate portions of the intake / exhaust bridges 42, 43. This allows the intake / exhaust rocker arms 44, 45 and the intake / exhaust bridges 42, 43 to rotate when the intake / exhaust cams 46, 47 rotate.
The pair of intake valves 40 and the pair of exhaust valves 41 can be opened and closed via the valve.

Further, the first cam 48b of the first cam shaft 33b directly abuts on the pressing member 231 of the unit injector 23, and the unit injector 2 is rotated when the first cam 48b rotates.
3 can be directly pumped. In this case, since the first cam 48b of the first cam shaft 33b is superposed on the unit injector 23, the area of the cylinder head 28b and the rocker cover 29b in plan view can be relatively small, and the outer shape of the engine can be made compact. . A unit injector device as a third embodiment shown in FIGS. 12 to 14 includes an ECU 62, an operating state detecting means (see FIG. 1), a solenoid valve 53, and a motor 71, which are similar to those of the unit injector device of FIG. Controlled by.

As a result, during low temperature start-up and idle operation, injection is performed at a low oil transfer rate αa-αb, and the injection is retarded, so NOx generation and idle noise are reduced, and When in the high load range (L ≧ low load determination value), the injection timings Ti3 to Ti4 are advanced, injection is performed at a high oil feed rate αc, and the injection timing Ti3 according to changes in the engine operating state. Since Ti4 is injected to Ti4, a high output can be achieved, and injection can be performed at a high oil feed rate αc without being caught by the injection timing, and the degree of freedom in control is increased. In each of the unit injector devices of the above-described first to third embodiments, the ECU 62 controls the first cams 48, 4 depending on the operating state.
Driven parts 26, 26a, 26 connected to 8a, 48b
b can be adjusted in phase by a motor 71 interposed between the drive units 24, 24a and 24b, the fuel pressurizing operation timing by the plunger 55 in the pump chamber 54 is regulated, and the fuel injection timing is controlled by the solenoid valve 53. Control.

Therefore, the first cams 48, 48a, 48b
The oil feed rate based on the cam profile can be independently controlled by the motor 71, and the injection timings Ti1 to Ti4 that are the pressurizing operation timings in the pump chamber 54 can be independently controlled by the solenoid valve 53, which is optimal according to the operating range. It is possible to select various oil transfer rates and injection timings, and to achieve optimum matching, which can reduce exhaust gas and noise and improve fuel efficiency. Further, the plunger 55 is driven by the first cam 48 via the rocker arm 38, and the second cam shaft 3 of the intake / exhaust cams 46, 47 as the second cam.
4a may be arranged above the first cam shaft 33a. In this case, the second cam shaft 34a and the first cam shaft 33a on the main body of the engine can be arranged so as to overlap each other in a plan view, and there is an advantage that the cylinder head 28a and the rocker cover 29 can be made compact in a plan view. .

Further, the plunger 55 is the rocker arm 38.
It may be driven by the first cam shaft 33 of the first cam 48 via the, and arranged in parallel with the cam shafts 34 of the suction and discharge cams 46 and 47 that are the same cam shaft. In this case, since the first cam shaft 33 of the first cam 48 is provided separately from the cam shafts 34 of the intake and exhaust cams 46 and 47, the optimum oil transfer rate can be obtained according to the operating range regardless of the intake and exhaust valve drive mode. The injection timings Ti1 to Ti4 can be selected, optimal matching is possible, exhaust gas, noise can be reduced and fuel consumption can be improved. Further, the first cam 48b has a first
The cam shaft 33b may be arranged directly above the plunger 55 and driven directly. In this case, there is an advantage that the rocker shaft and the rocker arm for the first cam are not required, and the cylinder head 28a and the rocker cover 29 can be made compact in a plan view.

Further, the ECU 62 may drive and control the motor 71 and the solenoid valve 53 in order to advance the phase and the injection timing in accordance with the increase of the engine speed and the load. in this case,
Even if the phase is advanced at the same time as the injection timing according to the increase in the engine speed Ne and the load, the oil transfer rate can be maintained at a high level,
It is possible to reduce exhaust gas and noise, improve fuel efficiency, and easily increase the oil transfer rate. Further, the ECU 62 may set the retard angle with respect to the injection timing and the cam phase in the front and rear rotation regions in the medium speed and medium load region e. In this case, No _X reduction can be achieved more reliably.

[0041]

According to the first aspect of the invention, the control means controls the phase adjusting means and the electromagnetic unit injector according to the operating state, that is, according to the operating state.
The phase of the phase adjustment unit interposed between the driven unit connected to the first cam and the drive unit rotationally driven by the engine can be adjusted by the phase adjustment actuator, and the fuel of the fuel can be adjusted by the plunger in the pump chamber. The valve body that regulates the pressurizing operation timing can be opened and closed by an electromagnetic actuator. Therefore, the oil feed rate based on the cam profile of the first cam can be independently controlled by the phase adjustment actuator, and the injection timing, which is the pressurizing operation timing in the pump chamber, can be independently controlled by the electromagnetic actuator. The optimum oil transfer rate and injection timing can be selected according to the range, and optimal matching is possible, which reduces exhaust gas and noise and improves fuel efficiency.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a unit injector device according to the present invention.

FIG. 2 is a cutaway side sectional view of a main part of an engine body equipped with the unit injector device of FIG.

FIG. 3 is a cutaway plan view of a main portion of a driving portion or a driven portion on an engine body equipped with the unit injector device of FIG.

FIG. 4 is a side sectional view of a phase adjusting unit used in the unit injector device of FIG. 1 with an output side bevel gear removed.

5 is an enlarged sectional view of a unit injector used in the unit injector device of FIG.

FIG. 6 is a diagram illustrating an advance angle control characteristic of an oil feeding rate pattern used in the unit injector device of FIG. 1.

7 is a characteristic diagram of an advance angle amount setting map of an oil feeding rate pattern used by the ECU of the unit injector device of FIG. 1. FIG.

8 is a characteristic diagram illustrating a modified example of the oil feeding rate pattern used in the unit injector device of FIG. 1. FIG.

FIG. 9 is a cutaway side sectional view of a main part of an engine body equipped with a unit injector device according to a second embodiment.

10 is a cutaway plan view of a main part of a driving part or a driven part on an engine body equipped with the unit injector device of FIG.

11 is a side cross-sectional view of the phase adjuster used in the unit injector device of FIG. 9 with the output side bevel gear removed.

FIG. 12 is a cutaway side sectional view of an essential part of an engine body equipped with a unit injector device according to a third embodiment.

13 is a cutaway plan view of a main portion of a driving portion or a driven portion on an engine body equipped with the unit injector device of FIG.

14 is a side cross-sectional view of the phase adjuster used in the unit injector device of FIG. 12 with the output bevel gear removed.

FIG. 15 is a cutaway plan view of a main part of an engine equipped with a conventional fuel injection device.

16 is a side sectional view of the fuel injection device shown in FIG.

17 is a diagram illustrating an oil feed rate of the fuel injection device shown in FIG.

[Explanation of symbols]

23 unit injector 24, 24a, 24b drive part 25 phase adjusting means 26, 26a, 26b driven part 28, 28a, 28b cylinder head 29, 29a, 29b rocker cover 33, 33a, 33b first camshaft 34 camshaft 34a, 34b 2nd cam shaft 38 Rocker arm 46 Intake cam 47 Exhaust cam 48, 48a, 48b 1st cam 53 Solenoid valve 531 Valve body 54 Pump chamber 55 Plunger 62 ECU 71 Motor 73 Engine rotation sensor 74 Camshaft rotation sensor 75 Cylinder determination sensor 76 Water temperature sensor 77 Load sensor e Medium speed, medium load range M1 Advance amount setting map of oil transfer rate pattern Ti1 to Ti4 Injection timing

Claims (6)

[Claims] 1. A first cam for driving a unit injector, which is rotatably supported on an engine cylinder head, a drive unit which is connected to an output shaft of the engine and is rotationally driven, and a first cam which is connected to the first cam. A driven part, a phase adjusting means for adjusting the phase of a phase adjusting part interposed between the driven part and the driving part by a phase adjusting actuator, and a driving force by the first cam. An electromagnetic unit injector having an electromagnetic actuator that pressurizes the fuel in the pump chamber by the received plunger and injects it into the combustion chamber of the engine and regulates the pressurizing operation timing in the pump chamber to control the fuel injection timing. And a driving state detecting means for detecting a driving state of the engine, and the phase adjustment actuator according to the driving state detected by the driving state detecting means. And unit injector apparatus being characterized in that a control means for driving and controlling the electromagnetic actuator. 2. The plunger is driven by the first cam via a rocker arm for an injector, and a cam shaft of a second cam for driving an intake / exhaust valve of an engine is moved above the cam shaft of the first cam. It has been arranged, 1
The unit injector device described. 3. The plunger is driven by the cam shaft of the first cam via an injector rocker arm,
2. The cam shaft is arranged in parallel with the cam shaft of a second cam for driving intake and exhaust valves of the engine.
The unit injector device described. 4. The unit injector device according to claim 1, wherein the cam shaft of the first cam is arranged directly above the plunger and is directly driven. 5. The control means drives and controls the phase adjusting means and the electromagnetic unit injector to advance the phase and the injection timing in accordance with an increase in engine speed and load. Item 1. The unit injector device according to item 1. 6. The unit injector device according to claim 5, wherein the control means sets a retard angle with respect to the injection timing and the cam phase in the front-rear rotation range in the medium-speed / medium-load range.