JPS62265423A - Fuel injection pump device - Google Patents

Abstract

PURPOSE:To simplify structure and lower a cost by connecting the fuel pressurizing chamber of a fuel pressure feeding mechanism consisting of a plunger cam mechanism to a fuel distributing mechanism via a pressure feeding passage, and connecting a pressure releasing passage in which a solenoid valve is installed to said pressure feeding passage. CONSTITUTION:A fuel injection pump device has a fuel distributing mechanism 15 for distributing fuel to the fuel injection valve of each cylinder and a plunger cam mechanism 35 for feeding a high pressure fuel to this distributing mechanism 15. The inlet of a releasing passage 60 is connected to a passage 44 in between a pressurizing chamber 39 and a passage 55, and the releasing passage 60 is connected to a fuel return pipe 66 via passages 62, 64 which are opened and closed by solenoid valves 61, 63 respectively. The solenoid valve 61 is closed and the solenoid valve 63 is opened at the initial stage of fuel injection to carry out a pilot injection, and by opening the solenoid valve 63 in this condition the pilot injection is finished. And, the solenoid valve 63 is closed with the solenoid valve 61 being kept opened to carry out main injection.

Description

[Detailed description of the invention]

(Industrial Application Field) The present invention relates to a fuel injection pump device used in a deep-pil engine, etc., and in particular a fuel distribution mechanism for distributing fuel to fuel injection valves of a plurality of cylinders, and a high-pressure fuel injection pump device for the distribution mechanism. This invention relates to a type 1 fuel injection pump device equipped with a fuel pressure mechanism for supplying fuel. (Prior Art) Conventionally, as this type of fuel injection pump device, there has been known a distribution type pump that fits into a solenoid valve and adjusts the injection amount, as described in Utility Model Application No. 1GL B 8 187537, for example. ing. (Problem to be solved by the invention) However, according to the above configuration, the fuel supply point f1 is
1. In addition to the Ruru solenoid valve, the fuel II jet! J (Requires a separate means to control the 115th period. Therefore, the structure is complicated and the manufacturing cost is high. (Means for solving the problem) Solving the above problem In order to achieve this, the present invention connects a fuel pressurizing chamber of a fuel pumping mechanism consisting of a plunger cam to a fuel distribution mechanism via a pressure feeding passage, connects a pressure relief passage to the pressure feeding passage, and connects an electromagnetic to the relief passage. The present invention is characterized in that the pressurizing chamber of the fuel pressure feeding mechanism is connected to the fuel distribution arrangement tM via a pressure feeding passage, and an n-force relief passage 1 is connected to the pressure feeding passage. The invention is characterized in that a solenoid valve for pilot 11C injection and a solenoid valve for main injection are provided in the relief passage.Furthermore, the present invention provides a fuel pressurizing chamber of a fuel pressurizing mechanism consisting of a plunger cam mechanism. A pressure relief passage is connected to the fuel distribution mechanism through a passage, a pressure relief passage is connected to the pressure feeding passage, a valve mechanism whose opening/closing timing can be adjusted is arranged in the relief passage, and a corner of the cam of the mechanism is connected to the plunger cam mechanism. It is characterized by having an angular position adjustment mechanism for adjusting IQiff. (Operation) According to the above structure, the fuel discharged from the fuel pumping mechanism is sent to the fuel distribution mechanism through the fuel pumping passage, and the fuel is It is sent from the distribution mechanism to the eight cylinder fuel injection valves. During this operation, when the pressure relief passage is detected by the solenoid valve in the pressure passage, the pressure in the pressure passage is released, and when the solenoid valve is activated and the relief passage is closed, the pressure passage remains in the pressurized state for 1 hour. be done. Therefore, only during the period when the pressure relief passage is closed, pressurized fuel is discharged from the fuel volume 1 distribution mechanism and fuel injection Q is performed. D1 time> depends on the operating state of the solenoid valve.
If the IIA1 valve is installed, by appropriately setting the operating timing of both solenoid valves, pilot injection and 1st fuel r1
You can perform a blowjob. Also, -1 = As mentioned above, if you change the injection timing by using J on the solenoid valve,
Plunge (If the rotational position of the cam of the I cam mechanism is constant, the range of use of the cam will change, but if a cam angle position adjustment mechanism is provided, the cam will change depending on the injection timing.) It is possible to use the optimum area of the cam by changing the angular position of the cam. (Actual flow example) [This is a schematic cross-sectional view. A joint 2 is attached to the upper end of the case assembly shown at J3 in FIG. A fuel feed pump 10 is provided inside the case assembly 1 and is connected to the inlet passage 4.
is in contact with the suction port of the fuel feed pump 10. One end of the pump @ 11 of the fuel feed pump 10 protrudes to the outside of the case assembly 1, and the protruding end is connected to the crankshaft 12 of the engine via a coupling mechanism (not shown).
(Figure 3). The other end of the pump shaft 11 is connected via an Oldham joint 17 to a distribution shaft 16 of a fuel distribution mechanism 15 inserted into the case assembly 1 . In the vicinity of the Al dam joint]7, the distribution shaft 16 is provided with a pulse generating gear]9, and in the vicinity of the gear 10, the case assembly 1 has a mechanism for magnetically detecting the movement of the teeth of one gear. Distribution axis angle position sensor +12
0 is installation. The fuel t'1 distribution d structure 15 does not include a sleeve 22 that supports the distribution shaft 16 on a rotating white stone. The sleeve 22 is assembled into the lower part of the case assembly 1 and is provided with a communication passage 23. The communication passage 23 is composed of a 1z-shaped groove on the outer circumferential side and a hole on the inner circumferential side. A discharge passage 25 of the fuel feed pump 10 is provided at the bottom of the case assembly 1.

It is connected to the outer periphery of the communication passage 23 [I]. As shown in FIG. 2, r+I rl of the fuel feed pump 10
A pressure regulating passage 26 is connected to t[] as another passage. The pressure regulating valve 27 is stiff in the middle of the pressure regulating passage 26, and the pressure relief passage 2/I of the regulating If valve 27 is 1°+ii
Reporter [Connected in the middle of 1 passage 4. key j-[valve 27
It has a well-known structure, and includes a valve body 28 for adjusting the rectangular position of the relief hole, and a key 1 mo spring 29 for biasing the valve body 28 in the direction of one relief hole per chain. There is. The distribution shaft 16 has a large portion 't) on the side of the Al dam joint 17 (
Y (Yes, it protrudes from the sleeve 22. This protruding end is the []
- form 114136. The plunger cam mechanism 35 itself has a known structure, and includes a rotor shaft 36, a pair of plungers 37, and a ring cam 38. The plunger p37 is movably incorporated into the diametrical hole of the rotor shaft 3 (J3), forming a pressurizing chamber 39 between the two. It is incorporated into the assembly 1 and has a cam surface 4 on the inner periphery.
0. Each plunger 37 is in contact with a cam surface 40 via a roller 41. The rotor shaft 36 rotates,
When the plunger 37 and the roller 41 rotate, the roller 41 is driven by the cam surface 40 in the radial direction of the rotor shaft 36. This allows both plunges t37
reciprocate in the radial direction of the loaf inertia 36 and in mutually opposite directions, and suction and compression of fuel is repeated in the pressurizing chamber 35). A delivery valve 45 is incorporated into the end of the distribution shaft 16 opposite to the plunger cam mechanism 35. Distribution shaft 16
In the center is a passage 4/I/'fi connecting the pressurizing chamber 39 and the delivery valve 455. The outlet passage 46 of the delivery valve 45 is provided in the distribution shaft 16 in one direction. The passage 46 is connected to the sleeve 22 and the internal passage 47 of the case assembly 1, the high J-T pipe joint 4ε3, and the external high 1f pipe 50 (FIG. 3) for each two cylinders of fuel 1! r
It is connected to the injection valve 51. The number of passages/17 shown in FIG. 1 [Fuel is being supplied. The distribution shaft 16 is provided with a passage 55 that connects the communication passage 23 with the middle of the passage 44. The passage 55 communicates with the communication passage 23 intermittently as the distribution shaft 16 rotates, and during the communication, the passage 25.
Fuel is drawn into the pressurizing chamber 39 through 23, 55, and 44. Also, while the passage 55 is blocked from the passage 23,
Fuel is pressurized in three pressurization chambers. Between the pressurizing chamber 39 and the passage 55, a relief passage 60 is connected to the passage 44. The relief passage 60 extends from the interior of the distribution shaft 16 through the sleeve 22 and the interior of the case assembly 1 to a solenoid valve 61, and is connected to the inlet of the passage 62 via the solenoid valve 61. The passage 62 is the solenoid valve 6
3 to the passageway 64. The outlet of the passage 64 is connected to a fuel return pipe 66 via a joint 65 fixed to the case assembly 1. The electromagnetic valve 61 is configured to linearly move the spool 71 fitted in the sleeve 70 by a solenoid 72 and a spring 73.
By changing the position of 1, the outlet portion of the passage 60 provided in the sleeve 70 and the artificial portion of the passage 62 can be communicated with and isolated from each other. Specifically, when the solenoid 72 is energized, the relief passage 6
0 is moved and the solenoid 72 becomes de-energized, the spool 71 is moved to a position where the passage 62 and the relief passage 60 are communicated by the action of the spring 73. j17. The solenoid valve 6 and 3 are composed of an electromagnetic poppet valve,
A cylindrical suspension 76, a solenoid 77, a spring 78, etc. are incorporated inside the generally cylindrical dark blue body 75. Valve body 76 G, L Solenoid valve 61 side has a large diameter part in the tip 9 parts, and the outer peripheral surface of the taper of the tip large diameter part is the case assembly 1
The valve seat 79 rests on the 11-shaped valve seat 79. The valve seat 79 is formed around the tapered tip of the hole in the center of the case assembly 1 . ”-The solenoid 77 is designed to drive the core to which the valve body 76 is connected.
When the solenoid 77 is energized, the valve body 761 is pulled up toward the solenoid 77 and the large diameter portion of the tip is seated on the valve seat 79, that is, °, +t J valve 63! 11 The sea urchin is turning. Spring 7B connects solenoid 77 and valve body 76
When the solenoid 77 is in a de-energized state, the large-diameter tip of the valve body 76, which is biased by the spring 78 (=1), separates from the valve seat 79.
is now heard. 1) The outlet of the Cf communication passage 62 opens into the inner periphery of the body assembly 75 at a position close to the valve seat 79. The entrance of the passageway 64 opens into the tapered tip of the hole in the body assembly 75. As shown in FIG. 3, the solenoid valves 61 and 63 are controlled by a control device 80.
(microcomputer). The control equipment Vi 180 includes an engine temperature wrench, an ignition timing sensor, and an accelerator pedal 81 (not shown).
The accelerator speed sensor and engine speed sensor 82 are linked to
, various sensors of the distribution shaft angular position sensor 20'8 are connected, and the solenoid valve 61 and the solenoid valve 63 are operated as described later in response to signals from these sensors. The sensor 82 is attached to the crank 85 to magnetically detect the teeth of the gear 86. Next, the operation will be explained. In FIG. 1, as described above, fuel discharged from the fuel feed pump 10 is pressurized by the plunger cam mechanism 35, and is supplied from the delivery valve 45 to the fuel injection α1 valve 51 (FIG. 3) of each cylinder via the joint 48. be done. In this fuel injection operation, at the beginning of one fuel injection operation, the solenoid valve 611 is closed and the 1° hit valve 63 is in
Be in a brave state. As a result, the relief passage 60 becomes the passage 6.
2, so the fuel for pressurized total 31] is IJ
ll 1. L and f! due to the above eaves! 5 Singing bronze valve 51
Pilot injection) 1 is performed. Next, with the solenoid valve 63 remaining at 1 m, the solenoid valve 6 is turned 1;
It communicates with the passage 64 through the valve 63. As a result, the pressurized pressure t is released, and the piping is completed. The city vi1 valve 63 is chained 111, and the passage m62 is blocked from the passage 64. As a result, the pressurization valve 39 becomes pressurized, and the fuel injection valve 5
Main injection is performed from 1. This main g [3 shots are solenoid valve 63
The process ends when 1n1 is completed. In both the pilot injection and main injection described above,
Squirting OA starts bending and ends Moe! 1JI corresponds to the 171st period of the corresponding solenoid valve 61.63, and the jet Q-1 (ji
L' corresponds to the closing time of the solenoid valves 61 and 63. Therefore, the third r (7) %ll til outfit'? 80 Niyori Electric TA Valve 61.63 (7)l; By changing the 1llffi timing and opening/closing time, the 1m+ during injection, the injection amount, and the injection) i rate can be changed. (Effects of the Invention) As explained above, according to the present invention, the relief passages 60, 62, and 64 are connected to the n~transmission passage 44 of the fuel pressurizing chamber 39,
Fuel injection into the solenoid valve 61.63 installed in the passage 60.62.64 1 Characteristics (injection timing, injection 4ffi)
, injection rate) can be adjusted, making it possible to simplify the structure and reduce costs. Also, I decided to install two solenoid valves 61 and 63.
Stage 11.11 (pilot injection and main term) 1) can be performed. (Another Embodiment) If there is no need to perform pilot injection, the solenoid valve 61 can be eliminated as shown in FIG. 4. The cam angle position V in the plunger cam mechanism 35 is shown in FIG.
An I-adjustment punch 90 can also be installed. As shown in FIG. 5, which is a schematic diagram of a V-V section in FIG. It is depicted as being driven by J:. A connecting pin 93 is fitted into a hole in the diameter direction of the screw lance 91. The tip of the connecting pin 93 is fitted into a hole in the ring cam 38, so that when the piston 91 moves in its longitudinal/j direction, the angular position of the ring cam 38 changes. The output portion of the rotor 92 is connected to a small diameter spool 95 via a spring 94. The spool 95 has a diametrical hole 96 and is slidably fitted into the center hole 97 of the piston 91. The center hole 97 has the passage 25 (first
The middle part of the connecting bottle 93 is communicated with the connecting bottle 93 through an annular groove on the outer periphery thereof. Also, the end of the piston 91 faces the actuator 9B. Depending on the position of the spool 95, the hole 96 allows the actuator 98 to communicate with the low pressure section via a passage (not shown) inside the piston 91. Therefore, the C motor 92 By changing the position of the spool 95, the oil pressure in the working chamber 98 changes and the piston 91
moves, and the angular position of the ring cam 38 changes. By changing the angular position of the ring cam 38 in this way,
f of the cam surface 40 that drives the plunger 37 during fuel injection
ftifl (cam use area) changes. This usage range change is actually performed to correct the usage range as follows. In other words, if the injection characteristics are changed by changing the IAI closed FIJ of the solenoid valve 63, the usage range of the cam surface 40 will change if the angular position of the ring cam 38 remains constant; In order to reset the range to the optimum range, the angular position of the ring cam 38 is changed as described above. Thereby, the injection OA characteristics can be further improved.

[Brief explanation of drawings]

Figure 1 is a schematic vertical cross-sectional view of the actual product, Figure 2 is a schematic diagram of the vertical cross section of Figure 1.
3 is a schematic side view of an engine adopting the IA position shown in FIG. 1, FIG. 4 is a schematic vertical cross-sectional view of another embodiment, and FIG. be. 15...
Fuel distribution mechanism, 35... Plunge recam groove, 38...
...Cam, 39...Fuel pressurization chamber, 44...J) Feed passage, 60.62.64...Pressure relief passage, 61.63
...Electric...b? , 90...Cam angle 0 position adjustment rock structure

Claims (3)

[Claims] (1) The fuel pressurizing chamber of the fuel pressure feeding mechanism consisting of a plunger cam mechanism is connected to the fuel distribution mechanism via a pressure feeding passage, a pressure relief passage is connected to the pressure feeding passage, and a solenoid valve is provided in the relief passage. A fuel injection pump device featuring: (2) Connect the pressurizing chamber of the fuel pressure feeding mechanism to the fuel distribution mechanism via a pressure feeding passage, connect a pressure relief passage to the pressure feeding passage, and connect a solenoid valve for pilot injection and an electromagnetic valve for main injection to the relief passage. A fuel injection pump device characterized by being provided with a valve. (3) The fuel pressurizing chamber of the fuel pressure feeding mechanism consisting of a plunger cam mechanism is connected to the fuel distribution mechanism via a pressure feeding passage, a pressure relief passage is connected to the pressure feeding passage, and a valve whose opening/closing timing can be adjusted is connected to the pressure relief passage. A fuel injection pump device comprising a mechanism, and the plunger cam mechanism is provided with an angular position adjustment mechanism for adjusting the angular position of a cam of the mechanism.