JPS5996474A - Fuel timing controller - Google Patents

Abstract

PURPOSE:To improve operational efficiency, by a method wherein the starting time of fuel injection is made controllable even during operation of an internal combustion engine. CONSTITUTION:An oil discharge valve 30 is disposed between a spill hole 51 and an oil discharge hole 52. An inlet hole 53 of the oil discharge hole 30 is connected to the spill hole 51 through a coupling pipe 39 and a shut-off valve 29. When the shut-off valve 29 is closed, a plunger 1 is raised and a suction hole 24 and an oil discharge hole 25 are closed, fuel oil in a fuel injection pump 17 is sent directly to a fuel pipe 7 and injected from a fuel valve 11. Thus, when the oil discharge valve 30 is brought to a failure in operation, or a trouble occurs in electronic devices, such as a control circuit 34 for controlling the oil discharge valve 30 and a step motor 65, and a lever 67 is brought to a failure, closing of the shut-off valve 29 enables continuous operation of an internal combustion engine although the engine can not be operated at the optimum fuel consumption.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a fuel timing control device for controlling fuel injection timing of a fuel injection device in an internal combustion engine.

The fuel injection system consists of a fixed-stroke fuel injection pump that raises the plunger through the movement of a cam, compresses and increases the pressure of the fuel oil sealed between the plunger and the barrel, and an automatic injection pump that increases the pressure of the fuel oil sealed between the plunger and the barrel. A fuel valve that performs fuel injection is directly connected to the fuel injection pipe through a fuel injection pipe or the like. In addition, an oil drain valve is arranged between the pressure chamber above the plunger of the fuel injection pump of this fuel injection device and the fuel suction side, and after the plunger starts pumping fuel oil, the oil is bypassed from the pressure chamber to the suction side. 2. Description of the Related Art A fuel control device for an internal combustion engine has been proposed in which the start timing of fuel injection can be adjusted by controlling fuel oil.

FIG. 1 is a sectional view of a prior art fuel control device for an internal combustion engine, in which an oil drain valve 3o is mechanically driven. The inlet hole 53 of the oil drain valve 3o is connected to the pressure chamber 21 via the connecting pipe 39, and the outlet hole 54 is connected to the suction chamber 2o via the oil drain pipe 40. A valve body 7o is slidably fitted into the barrel 41 of the oil drain valve 30, and the valve body 7o is coupled to the center portion of the lever 67. One end of the lever 67 is connected to the tappet 23, and the other end is connected to the nut 6 of the position setting mechanism.
6. This position setting mechanism is constructed by being connected to a feed screw 64 of a step motor 65 via a nut 66. The valve body 7o has the opening degree y shown in the figure at the bottom dead center of the tappet 23, and the inlet hole 53 and the outlet hole 54 are in communication.

As the tappet 23 rises as the cam 14 rotates, the plunger 1 connected to the tappet 23 also rises, and the fuel oil in the pressure chamber 21 of the fuel injection pump 17 flows into the suction chamber 20 via the oil drain valve 30. . The cam 14 continues to rotate, the tappet 23 and the plunger 1 also rise, and the fuel injection pump 1
The fuel oil in the pressure chamber 21 of No. 7 is transferred to the suction chamber 2 through the oil drain valve 30.
flows to o. As the cam 14 continues to rotate and the tappet 23 and plunger 1 continue to rise, the lever 67 rotates counterclockwise about the nut 66 as a fulcrum, and the valve body 70 is pushed upward. When the valve body 70 is pushed up, the valve opening 11jy becomes smaller, and the inlet hole 53 is finally blocked by the valve body 70, and the pressure of the fuel oil in the pressure chamber 21 increases as the plunger 1 rises, and the fuel valve 11 is also injected.

The control circuit 34 sends an electric pulse signal to the step motor 65 in accordance with the advance angle set in the setting device 46, and controls the position of the screw nut 66 by rotating the feed screw 640. As the advance angle becomes smaller, the nut 66 moves downward, and as the advance angle increases, the nut 66 moves upward. The position of the nut 66 is the fulcrum of the lever 67, so when the nut 66 is moved downward, the valve opening degree y increases, and the valve body 70 moves toward the inlet hole 5.
The timing of blocking 3 will be delayed and the advance angle will be small. Conversely, when the nut 66' is moved upward (+-), the timing at which the valve body 70 blocks the inlet hole 53 becomes earlier, and the advance angle becomes larger.

Therefore, in order to adjust the advance angle, it is necessary to stop the internal combustion engine. A ship equipped with such an internal combustion engine may drift in the ocean if the internal combustion engine stops, which is extremely dangerous.

An object of the present invention is to provide a fuel timing control device for an internal combustion engine that solves the above-mentioned technical problems and allows the start timing of fuel injection to be adjusted even while the internal combustion engine is in operation, thereby increasing operating efficiency. .

FIG. 2 is a sectional view of a fuel timing control device for an internal combustion engine, which is an embodiment of the present invention. In this case, 29 shutoff valves are installed in Fig. 1.

The injection device for an internal combustion engine includes a constant stroke fuel injection pump 17 that raises the plunger 1 by the movement of a cam 14, compresses and increases the pressure of the fuel oil sealed between the plunger 1 and the barrel 19, and a high-pressure fuel injection pump 17. It is constructed by directly connecting a fuel valve 11 that loads fuel oil and automatically injects fuel through a fuel injection pipe 7.

The cam 14 is attached to a camshaft 18, and its attachment position is preset to provide the maximum advance angle in the practical operating range of the engine. Barrel 1 of fuel injection pump 17
A spill hole 51 opened at the upper end of the pressure chamber 21 above the plunger 1 is provided on the upper side surface of the plunger 9 . Further, an oil drain hole 52 communicating with the suction chamber 20 is provided on the side surface of the central portion of the barrel 19 of the fuel injection pump 17 . This spill hole 51 and oil drain hole 52
An oil drain valve 30 is disposed between. That is, the oil drain valve 30
The artificial hole 53 and the spill hole 51 are connected via a connecting pipe 39 and a shutoff valve 29.

Furthermore, the outlet hole 54 of the oil drain valve 30 and the oil drain hole 52 are connected to the oil drain pipe 4.
Connected via 0. The oil drain valve 300 Å mouth hole 53 is connected to the pressure chamber 21 via the connecting pipe 39 and the cutoff valve 29, and the outlet hole 54 is connected to the suction chamber 20 via the oil drain pipe 401. Inside the barrel 41 of the oil drain valve 30 is a valve body 70.
is slidably inserted into the lever 67, and the valve body 70 is coupled to the central portion of the lever 67. One end of the lever 67 is connected to the tappet 23, and the other end is connected to the nut 66 of the position setting mechanism. This position setting mechanism is constructed by being connected to a feed screw 64 of a step motor 65 through a nut 66. At the bottom dead center of the valve body 70, the tappet 23 has an opening degree yk as shown in the figure, and the inlet hole 53 and the outlet hole 54 communicate with each other.

The operation will now be described with the cutoff valve 29 open. When the tappet 23 rises as the cam 14 rotates,
The plunger 1 connected to the tappet 23 also rises, and the fuel oil in the pressure chamber 21 of the fuel injection pump 17 flows into the suction chamber 20 through the cutoff valve 29 and the drain valve 30. The cam 14 continues to rotate, the tappet 23 and the plunger 1 also rise, and the fuel oil in the pressure chamber 21 of the fuel injection pump 17 flows through the rupture valve 2.
9 and the oil drain valve 30 into the suction chamber 20 .

As the cam 14 continues to rotate and the tappet 23 and plunger 1 continue to rise, the lever 67 is moved toward the nut 6.
The valve body 70 is rotated counterclockwise about 6 as a fulcrum, and the valve body 70 is pushed upward. When the valve body 70 is pushed up, the valve opening degree y
becomes smaller, and the inlet hole 53 is finally shut off by the valve body 70, and the pressure of the fuel oil in the pressure chamber 21 increases as the plunger 1 rises, and is injected from the fuel valve 11.

The control circuit 34 sends an electric pulse signal to the step motor 65 in accordance with the advance angle set in the setting device 46, and controls the position of the nut 66 by rotating the force sending screw 64.

A shutoff valve 29 is disposed in a connecting pipe 39 between the fuel injection pump 17 and the oil drain valve 30. By closing the shutoff valve 29, the fuel oil in the fuel injection pump 17 moves in the same manner as the fuel oil in the fuel injection pump 17 described above. When the plunger 1 rises and closes the suction hole 24 and the oil drain hole 25, the fuel valve H starts firing. Therefore, when the oil drain valve 30 breaks down, the control circuit 34 for controlling the oil drain valve 30,
If an abnormality occurs in electronic equipment such as the step motor 65, or if the lever 67 etc. is damaged or malfunctions, shutting off the shutoff valve 29 prevents operation with an optimal fuel consumption rate. The engine can continue to operate. That is, if the shutoff valve 29 is closed,
Regardless of the movement of the oil drain valve 30, fuel is injected at an advance angle according to the set position of the cam 14.

If the oil drain valve 30 or the device that drives the oil drain valve 30 breaks down, if this is detected and the shutoff valve 29 is immediately closed, the internal combustion engine can continue operating without stopping. As a method for detecting the failure, an abnormality detection device A or the like is used that first monitors the fuel oil injection status and detects an abnormality in the injection. For example, a pressure detector B or the like is installed in the middle of the fuel injection pipe 7 The fuel injection pressure is monitored by the monitoring circuit, and the output of the monitoring circuit C is provided to the abnormality detection device A. The fuel pressure waveform has a shape as shown in Figure 4. Taking advantage of the fact that fuel injection occurs once per revolution of the cam 14 during engine operation, the cycle of the fuel pressure waveform is checked and abnormalities can be detected. If the period is long, for example, three rotations, it is determined that an abnormality has occurred, the abnormality detection device Aid is operated, and the push valve 29 is closed by the drive circuit.

Further, a failure detection device E is separately provided to detect a failure of the electric device that drives the oil drain valve 30, and the shutoff valve 29 is closed based on its output. For example, the movement of the valve body 70 of the oil drain valve 30 is detected by the full position detector F, and monitored by the monitoring circuit G.

Examples of the position detector F include a differential transformer and a rimming switch. The failure detection device E detects a failure by checking the period of the signal from the position detector F and the period of the signal from the pressure detector B, and gives a signal to the drive circuit D- to close the cutoff valve 29. .

Controls the electronic circuit part of the device that detects failures or abnormalities in the fuel timing control device as described above.

By incorporating it into a circuit, electronic devices can be assembled compactly. By providing the above device,
Even if the oil drain valve 30 or the device that drives the oil drain valve 30 fails, the internal combustion engine can continue to operate.

FIG. 3 shows a fuel timing control device for an internal combustion engine according to another embodiment of the present invention. An injection device for an internal combustion engine includes a fixed stroke fuel injection pump 17 that raises a plunger 1 by the movement of a cam 14 to compress and increase the pressure of fuel oil sealed between the plunger 1 and a barrel 19, and a high-pressure fuel injection pump 17. It is constructed by directly connecting a fuel valve 11 that loads oil and automatically injects fuel through a fuel injection pipe 7.

The cam 14 is attached to a camshaft 18, and its attachment position is preset to provide the maximum advance angle in the practical operating range of the engine. Barrel 1 of fuel injection pump 17
A spill hole 51'ft opened at the upper end of the pressure chamber 21 above the plunger 1 is provided on the upper side surface of the plunger 9. Further, an oil drain hole 52' (il-) is provided in the central side surface of the barrel 19 of the fuel injection pump 17, which communicates with the suction chamber 20.
An oil drain valve 30 is disposed between the oil drain hole 52 and the oil drain hole 52 . That is, the inlet hole 53 of the drain oil valve 30 and the spill hole 51 are connected via the connecting pipe 39 and the cutoff valve 29.

Furthermore, the outlet hole 54 of the oil drain valve 30 and the oil drain hole 52 are connected to the oil drain pipe 4.
0 is connected through n.

Oil drain valve 301d, control piston 42 inside barrel 41
The control piston 42 and the closure needle 43 are slidably inserted into each other, and the control piston 42 and the closure needle 43 are positioned above the control piston 42 so as to be able to interact with each other. They have mutually different cross-sectional areas so as to exhibit the following properties. At the bottom of the barrel 41 is a plug 5.
6 are screwed together, and this plug 56 and the control piston 4
A control chamber 44 is formed between the two.

The inlet hole 53 and the outlet hole 54 are connected to the communication chamber 4 inside the barrel 41.
It communicates via 5. When the closing needle 43 assumes its upper position t't, it faces the entrance hole side of the communication chamber 45 or the seat surface, so the top of the closing needle 43 closes the entrance hole 5.
3 and the communication chamber 45 are cut off, and the inlet hole 53 and the outlet hole 54 communicate with each other.

The oil drain valve 300 is connected to one end of the hydraulic pipe 38 via the control chamber 44Fi and the control hole 57. The other end of this hydraulic piping 38 is connected to an outlet port 58 of the solenoid valve 31. The solenoid valve 31 is a three-way valve, and when the solenoid 61 is not energized by the electric signal from the 1 control circuit 34, the outlet boat 58 is connected to the tank 33 via the return pipe 50, and when it is energized, the outlet boat 58 is It can be connected to the high pressure hydraulic pump 32 via a distribution pipe 49.

The resolver 35 is attached to the camshaft 18 , rotates together with the camshaft 18 , detects the entire rotational angle of the cam 14 , and sends an angle signal to the control circuit 34 . The control circuit 34 constantly monitors this angle signal, and when the advance angle preset by the setting device 46 is reached, the solenoid 61 of the solenoid valve 31 is energized, and the rotation of the cam 14 is adjusted to the preset angle, for example, 90.
When rotated to a certain degree, the solenoid 61 is demagnetized. Although the control circuit 34 in FIG. 3 shows the case of four cylinders, the number of cylinders is not limited in the present invention.

The operation of such a fuel control device will be explained. However, it is assumed that the cutoff valve 29 is open. When the cam 14 is not pushing up the plunger 1 as shown in FIG.
The cam angle detected by the resolver 35 is determined by the setting device 46.
The lead angle set in has not been reached. Therefore, the solenoid valve 31 is not energized, the control chamber 44 of the oil drain valve 30 is connected to the tank 33 via the hydraulic pipe 38 and the return pipe 50, and the pressure in the control chamber 44 becomes the same as atmospheric pressure.

On the other hand, since the fuel oil sent to the fuel injection pump 17 via the fuel suction W6e is slightly pressurized for oil feeding, the fuel oil flowing from the suction chamber 20 to the communication chamber 45 of the oil drain valve 30 flows through the closing needle 43. , which pushes the closing needle 43 and the control piston 42 downward, so that the inlet hole 53 and the outlet hole 54 of the drain valve 30 communicate with each other.

When the cam 14 rotates in the direction of the arrow, the plunger 1 begins to rise, and the upper edge of the plunger 1 closes the suction hole 24 and the oil drain hole 25, the fuel oil in the pressure chamber 21 starts to be pumped.

The fuel oil in the pressure chamber 21 flows from the spill hole 51 to the cutoff valve 29.
and flows into the suction chamber 20 through the oil drain valve 30vf.
The pressure of the fuel oil in the pressure chamber 21 is not increased.

When the cam 14 continues to rotate and the cam angle reaches the advance angle set by the setting device 46, control 1 is reached! An electric signal is sent from the column path 34, and the solenoid valve 31 is moved.

As a result, high-pressure hydraulic oil sent from the high-pressure hydraulic pump 32 flows into the control chamber 44 of the oil drain valve 30 via the distribution pipe 49 and the hydraulic pipe 38, and the control piston 42 is driven upward, so that the inlet The fuel oil flowing from the hole 53 to the outlet hole 54 is blocked by the closing needle 43, and the pressure chamber 2
The pressure of the fuel oil in 1 increases, and the fuel oil in discharge valve 4 resists the reaction force of spring 5.
is pushed up, flows to the fuel valve 11, and is injected into the cylinder from the fuel valve 11.

The delivery pressure of the high-pressure hydraulic pump and the ratio of the cross-sectional areas of the control piston 42 and the artificial hole 53 are selected so that the closing needle 43 is not pushed down due to the fuel pressure during fuel injection.

When the notch 2 provided on the side of the plunger 1 and the oil drain hole 25 meet, the fuel oil in the pressure chamber 21 is drained from the vertical groove '3 through the entire 17
and flows into the suction chamber 20. The injected fuel is adjusted by rotating the granger 1 using the rack 8 and the pinion 8a based on the output of the governor 9.

Even after injection ends, plunger 1 continues to rise, and plunger 1
When it passes the top dead center point, it starts to descend. The electric signal sent from the control circuit 34 is designed in advance to be cut off after the plunger 1 begins to descend, and when the electric signal is cut off, the solenoid valve 31 is demagnetized and returns to the position before excitation. That is, the fuel oil in the control chamber 44 of the oil drain valve 30 is transferred to the tank 33.
The pressure is the same as atmospheric pressure. At this time, the closing needle 43 and the control piston 42 are lowered and returned to their original state as shown in FIG.

The same purpose can be achieved even if the shutoff valve 29 installed in the connecting pipe 39 between the fuel injection pump 17 and the oil drain valve 30 is attached to the oil drain pipe 40, but if high-pressure fuel oil is not connected to the oil drain pipe 40, Because of this, high pressure resistant piping must be used, resulting in high costs and is not a good idea.

Next, the case where the cutoff valve 29 is closed will be explained. When the granger 1 rises and closes the suction hole 24 and the oil drain hole 25, fuel starts to be injected from the fuel valve 11.

Therefore, when the oil drain valve 30 breaks down, when an abnormality occurs in the control circuit 34 for controlling the oil drain valve 30, electronic equipment such as the resolver 35, or even when the drive source of the oil drain valve 30 If the solenoid valve 31, high-pressure hydraulic pump 32, etc. are damaged or malfunction, the push-off valve 29 can be closed to maintain optimal fuel consumption operation. However, the engine can continue to operate. That is, if the retroactive valve 29 is closed, fuel is injected at an advance angle corresponding to the set position of the cam 14 regardless of the movement of the oil drain valve 30.

If the oil drain valve 30 or the device that drives the oil drain valve 30 malfunctions, if the failure is detected and the shutoff valve 29 is immediately closed, operation can be continued as soon as the internal combustion engine stops. In order to detect the failure, it is sufficient to use the abnormality detection device A, the failure detection device E, etc. as in the above-described embodiment.

Detection of a failure of the resolver 35 or a shift in the mounting position of the resolver 35 is performed by a monitoring circuit G that monitors the angle signal from the resolver 35 and a rotation detector H that detects the rotation of the camshaft 18. One pulse signal is generated from the rotation detector H for each rotation of the cam 14, and in synchronization with the pulse signal, a monitoring circuit G checks an angle signal corresponding to the angle of the mounting position of the resolver 35. For example, if the mounting signal of the rotation detector H is adjusted so that a pulse signal is sent when the angle signal representing the mounting position of the resolver 35 is 1 volt, the angle signal will be sent in synchronization with the pulse signal of the rotation detector H. By checking this, you can detect a resolver failure or a misalignment of the resolver installation position. Furthermore, by adding a self-diagnosis circuit or the like to the control circuit 34, it becomes possible to detect a failure in the control circuit 34 using the circuit.

For example, by monitoring the current and voltage of the electric signal sent to the line 37 from the control circuit 34 that drives the magnetic valve 31, it is possible to detect any disconnections or short circuits in the electric circuit. When the electrical circuit is broken, there is no current, and when there is a short circuit, there is no voltage.

By this means, disconnection or short circuit of the electric circuit is detected.If the electronic circuit of the device for detecting the failure or abnormality of the fuel control device as described above is built into the control circuit, the electronic device can be made compact.

As described above, according to the present invention, it is possible to easily adjust the start timing of fuel injection while the internal combustion engine is operating, depending on the operating state of the internal combustion engine and the quality of the fuel oil.

Therefore, fuel oil consumption during operation of the internal combustion engine can be reduced, and operating costs can be significantly reduced. Ships equipped with such internal combustion engines maintain operational safety because there is no need to stop the internal combustion engine.

In addition, in the case of an internal combustion engine that drives a generator, it is possible to adjust the start timing of fuel injection without stopping the internal combustion engine, so it does not affect the electrical equipment that is the load of the generator. It's efficient.

[Brief explanation of drawings]

FIG. 1 is a sectional view of a prior art fuel control device for an internal combustion engine;
FIG. 2 is a cross-sectional view of one embodiment of the present invention, FIG. 3 is a cross-sectional view of another embodiment of the present invention, and FIG. , □760.Yawa. Injection pump, 21...Pressure chamber, 29...Shutoff valve, 30
...Drain valve, 34...Control circuit, A...Abnormality detection device, B...Pressure detector, C, G...Monitoring circuit, D
...Drive circuit, E...Failure detection device, F...Position detector, H...Rotation detector Agent Patent attorney Kei Nishi Part 4 Figure 4 Procedural amendment January 10, 1982 11 Case Display Patent Application No. 57-207293 2. Name of the invention Fuel timing control device 3. Person making the amendment Relationship to the case Applicant's address name (097) Yongia Engineering Company Representative 4, Agent's address Shinkosan Building 5, 1-13-38 Nishihonmachi, Nishi-ku, Nishi-ku, Osaka City, Date of amendment order Voluntary amendment 6, Detailed explanation of the invention in the specification subject to amendment Kusunoki 7, Contents of amendment + l) Page 3 of the specification Line 6: [The engine's fuel control system]
Insert the following text after. In Patent Application No. 175475 filed in 1982, ``Diesel internuclear fuel control method and control device''(2+#-+Details 4th negative line 4th line ``Cam 14...'' to 8th line ``
...flows into the suction chamber 20. . ” to be deleted. (3) In the 19th line of page 4 of the specification, insert ``Adjust the fuel injection start timing'' before ``Advance angle is...''. (4) Page 5, line 8 of the specification [Therefore, the above...
'' to line 12, ``...is extremely dangerous.'' amended to the following sentence. Note: In such a fuel control device for an internal combustion engine, the oil drain valve 3
If the 0 main unit breaks down, the drive device that drives the oil drain valve 30 breaks down, or if an abnormality occurs in the control circuit or other electronic equipment that sends signals to the drive device, the optimum advance angle will be changed. Not only is it impossible to control the internal combustion engine, but it also becomes impossible to operate the internal combustion engine itself. In other words, if the oil drain valve 30 fails and the fuel oil in the pressure chamber 21 above the plunger 1 always bypasses to the fuel intake side, the fuel oil will not be supplied from the fuel injection pump 17 to the fuel valve 11 and the internal combustion engine cannot generate work. For example, a ship equipped with such an internal combustion engine will no longer be able to operate on its own, and will be left adrift in the ocean, requiring either a repair engineer equipped with repair tools to be dispatched, or a ship to be towed away. Either way, it costs a lot of money and time. Furthermore, in the case of an internal combustion engine that drives a photoelectric machine, the photoelectric machine may stop, and if the power outage is prolonged, secondary damage may occur. (6) On page 5, line 15 of the specification, the phrase “operating efficiency” has been replaced with “
"Fuel consumption efficiency". On page 5, line 20 of the tel specifications, the phrase "injection device for the internal combustion engine" is corrected to "the fuel timing control device for this internal combustion engine." (7) Delete the text from the 12th line "Fuel injection pump 17 and..." to the 13th line "... is installed in the fuel injection pump." +81 Specification, page 8, line 13 "Shutoff valve 29..." to line 16 [...]. '' to ``Next, we will explain the case where the shutoff valve 29 is closed.'' (9) Insert the following sentence into the mIJ of the second line of the 9th Tei of Specification Tsuru, ``Most fuel-consuming driving...''. Change the fuel injection timing according to the advance angle θ, ゛4. (II) Ill!ll Hosobara 12th negative 4th line “...
The closing needle 43..."? Correct it to "... and the closing needle 43...". (Correct ``Fuel control device'' in IK1 specification, 13th line, 18th line to ``fuel timing control device.'' From line 17: "...it's not a good idea."
Delete up to. (14) Statement No. 17, line 12, “Oil drain valve 3o...
・Insert the following text in front of ". The disconnection valve 29, which is disposed at the fourth connection point 39 between the fuel injection pump 17 and the oil drain valve 3o, can be installed in the oil drain pipe 4o.
Although the same objective can be achieved, since high-pressure fuel oil acts on the oil drain pipe 4°, it is necessary to use high-pressure-resistant piping, which increases the cost and is not a good idea. that's all

Claims (3)

[Claims] (1) A fuel injection system in which a fixed-stroke fuel injection pump that is driven in synchronization with the operation of an internal combustion engine and a fuel valve that automatically performs injection using the discharge pressure of this fuel injection pump are connected through a fuel injection button. An oil drain valve is fully disposed between the pressure chamber above the plunger of the fuel injection pump of the device and the fuel oil suction side, and the plunger is operated by a driving means for driving the oil drain valve after the plunger starts pumping the fuel oil fully. , a fuel control device for an internal combustion engine that is capable of adjusting the start timing of fuel injection from a fuel valve by controlling the bypass of the fuel oil to the suction side, comprising: a pressure chamber above the plunger and an oil drain valve; 1. A fuel timing control device for an internal combustion engine, characterized in that a cutoff valve is provided between the cutoff valves, and when the cutoff valve is closed, the plunger starts pumping full fuel oil and starts fuel injection. (2) The fuel timing control device according to claim 1, further comprising a drive means for closing the cutoff valve in response to a signal from an abnormality detection device that detects an abnormality in the fuel injection situation. (3) Claim 1, characterized in that the oil drain valve has a drive means that closes the cutoff valve in response to a signal from a failure detection device that detects a failure of an electrical device, which is included in the drive means that drives the oil drain valve. Or the fuel timing control device according to item 2.