KR920007900B1 - Fuel injection pump - Google Patents

Abstract

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Description

Fuel injection pump

1 is a cross-sectional view of a conventional fuel injection pump.

2 is a side view showing a first embodiment of the present invention.

3 is a side view as seen from arrow III of FIG.

4 is a side view taken along line IV-IV of FIG.

5 is an exploded perspective view showing the main parts.

6 is an enlarged perspective view of main parts of the plunger and the control sleeve.

7 to 10 are operation explanatory diagrams showing the action in the relative position of the plunger and the control sleeve.

11A to 11E are operation explanatory diagrams showing the pressure feeding action by the plunger.

12 is a cross-sectional view taken along the line XII-XII of FIG.

13 is a cross-sectional view taken along the line XIII-XIII of FIG.

14 is an operating circuit diagram of an electronic solenoid.

15 to 17 are front views showing modifications of the control grooves formed on the outer circumferential surface of the plunger.

FIG. 18 is a table showing the main specifications of the fuel injection pump being used corresponding to each engine mechanism.

19 is a graph showing the relationship between the average oil feed rate and (plunger diameter D) ² × (cam head h).

FIG. 20 is a graph showing the relationship between the stroke volume per engine and the geometric mean oil flow rate.

21 is a graph showing the relationship between the cam shaft rotational speed and the pump shaft internal pressure.

22 is a side view of the cam.

23 is a cam diagram.

FIG. 24 is a table showing specifications of the fuel injection pump having the performance of points P, Q, R, S, T, and U of FIG.

25 is a characteristic diagram in a first embodiment.

Fig. 26 is a front view of the cam of the fuel injection pump in the second embodiment of the present invention.

27A is a perspective view of a discharge valve.

FIG. 27B is a front view of FIG. 27A. FIG.

28 is a characteristic diagram of a cam.

Fig. 29 is a sectional view of the third embodiment.

30 is a sectional view of the main part taken along the XXXIX-XXXIX line of FIG.

31 is a side view of FIG. 30;

32 is a cross-sectional upper view of the barrel in the fourth embodiment of the present invention.

33 is a sectional view of a pump in the fifth embodiment.

FIG. 34 is a cross sectional view along line XXXXX I I I-XXXXXIII in FIG. 33;

35 is a side view of FIG. 34;

36 is an exploded perspective view of the injection amount adjusting member of the pump shown in FIG.

37 is a sectional view of the pump in the sixth embodiment.

FIG. 38 is a cross sectional view along line XXXXVII-XXXXVII in FIG. 37; FIG.

39 is a side view of FIG. 38;

40A to 40E are exploded views showing the fuel injection state of the pump shown in FIG.

Fig. 41 is a sectional view of the pump in the seventh embodiment.

FIG. 42 is a perspective view showing the control sleeve and the control shaft of FIG. 41 taken out; FIG.

43 is a perspective view similar to FIG. 42 in a modification of the seventh embodiment.

44 is a longitudinal sectional view of the main portion of the pump in the eighth embodiment;

45 is a cross sectional view taken along the line XXXXXIV-XXXXXIV in FIG. 44;

FIG. 46 is a longitudinal cross-sectional view similar to FIG. 44 in another modification of the eighth embodiment;

FIG. 47 is a cross sectional view taken along a line XXXXXVI-XXXXXVI in FIG. 46; FIG.

48 is a pump characteristic diagram.

49 is a sectional view of principal parts of the pump in the ninth embodiment;

50 is a sectional view of a pump in accordance with a tenth embodiment of the present invention.

* Explanation of symbols for main parts of the drawings

01: housing 014: injection timing control rod

02: barrel 020: injection amount control rod

05: Plunger 4: Barrel

8: plunger 12: cam

14: control sleeve 18: sleeve

26: operation side 28: lever

34: snap ring 36: positioning pin

40: operation lever 44: electronic solenoid

46 potentiometer 52 control device

56 electronic solenoid 62 fuel

64: fuel filter 65: fuel injection pump

671: piston rod 89: cam

90: delivery valve 98: rack member

100: plunger 112: rack rod

122: eccentric pin 130: control groove

136: partition plate 144: injection amount control member

203: pressure rod 208: screw

The present invention relates to a fuel injection pump device for injecting fuel into a combustion chamber of an internal combustion engine.

Background Art Conventionally, in a fuel injection pump apparatus for feeding fuel into a fuel injection nozzle of a diesel engine, the control of the fuel injection amount is configured by rotating the plunger for pressurizing the fuel in the pump, and the control of the fuel injection start timing is performed in the engine. The plunger drive camshaft driven by the centrifugal type automatic timer was provided, and it was comprised so that it may be performed by changing the rotational phase of the shaft with respect to each crank phase of an engine. However, in the case of controlling the injection timing, the inertia mass of the camshaft is relatively large, and the pump driving torque transmitted from the shaft to the plunger is large, which is expensive and has the drawback that the entire pump is enlarged.

Moreover, the conventional apparatus shown in FIG. 1 had the following faults.

01 is a housing, a barrel 02 at the upper portion thereof, a cam shaft 04 at the lower portion thereof, and a cam shaft 04 disposed at the lower portion thereof, and the head 06 of the plunger 05 is fitted to the barrel 02 to be slidable. It is arranged.

A spring support 07 is fitted into the center portion of the plunger 05, and the plunger 05 is pressed downward by a spring 08 provided between the pump housing 01.

The plunger (05) is provided with a hole (010) for communicating the head (06) and the lower cylinder portion 09, the lower cylinder portion 09 is fitted with a control sleeve (011) rotatable and up and down sliding, the hole ( 010 is arranged to open and close.

An upper lead 012 and a lower lead 013 are formed in the control sleeve 011, and the sleeve is rotated to control the fuel injection amount by moving the injection amount control rod 020 in a direction perpendicular to FIG. 1. In addition, the sleeve is slid up and down by the injection timing control rod 014 via the eccentric pin 015 to control the fuel injection timing.

However, according to the above configuration, fuel supplied to a fuel source, for example, a feedback bag, not shown, is supplied to and stored in the fuel chamber 016 formed in the housing 01, so that the tappet 017 under the plunger 05 is stored. In order to operate the fuel, the fuel escape path is required. Thus, the tappet 017 is provided with an escape port 018, and a part of the fuel is supplied to the camshaft chamber 03 through the escape port 018.

For this reason, the fuel is filled in the housing 01. For this reason, the lubrication of the tappet 017 and the camshaft 04 is performed by the fuel itself, but the pressure of each lubrication portion is too high and pressed. There is a big risk of this.

In the conventional apparatus, since the camshaft 04, the tappet 017 driven by the camshaft 04, the plunger 05, the spring bearing 07, and the like all slide in the fuel, the resistance is increased and the engine is increased. This makes it difficult to rotate at high speed, and heat generation due to the resistance becomes too large.

The main object of the present invention is to obtain an injection pump which can realize the injection timing control of fuel with a simple structure without the automatic timer and with a small operating force.

In order to achieve this object, the present invention provides a fuel injection pump apparatus characterized in that the control sleeve is slidably mounted on the outer circumference of the plunger, and the control sleeve is moved in the axial direction of the plunger to control the injection timing of the fuel. I'm proposing.

The fuel injection pump device includes a discharge valve communicating with a pressure chamber formed in a housing and spring biased to communicate with a fuel injection nozzle, a plunger whose one end faces the pressure chamber and the other end is operably connected to a cam driven by an engine; A fuel chamber provided surrounding the plunger in the housing, an oil passage formed in the plunger so that one end communicates with the pressure chamber and the other end communicates with the fuel chamber, a control sleeve slidably fitted outside the plunger in the fuel chamber, and the oil passage A control groove having an inclined groove inclined with respect to the plunger axis and a longitudinal groove provided along the axis on the outer circumferential surface of the plunger for communicating or blocking the pressurizing chamber and the fuel chamber; A control hole for communicating with the fuel chamber, the housing An injection amount control member for supporting a fuel injection amount, an injection timing control member for moving the control sleeve in an axial direction of the plunger, and the injection quantity control member and the injection timing control member in response to a signal from an operating state information source; And a fuel injection control device for controlling the fuel injection control device, based on the engine speed range information from the driving state information source, by advancing the injection timing control member, and by the operation of the rack as the injection amount control member. When the plunger is at the minimum effective stroke and the plunger is at the top dead center, set the length between the top of the control sleeve and the control hole to be less than the length between the top of the longitudinal groove and the control hole to prevent two-stage injection of fuel. Characterized in that configured to.

According to this structure, it is only necessary to move a control sleeve to the said axial direction, the force required for this operation is small, and the structure of the injection timing control material which operates a control sleeve becomes simple.

In addition, when the injection timing is advanced by moving the control sleeve in the engine high speed zone, the discharge pressure from the fuel injection pump device is prevented from rising further. Since the injection pump is not damaged, the discharge pressure in the low rotational zone of the engine can be increased, the fuel consumption can be reduced, and the graphite in the exhaust gas can be reduced.

It is also an object of the present invention to obtain an injection timing adjustment method that can be matched with quick, easy and accurate fine adjustment of the injection timing of a fuel injection pump device for multiple cylinders of an engine.

The first invention for achieving this object is to movably mount the injection timing control member for moving the control sleeve to the control shaft, and then move the control sleeve to position the control sleeve relative to the plunger, and control the injection timing. It is comprised so that a member may be fixed to a control shaft.

The second invention is configured to remove the discharge valve, connect a pressurized fluid source instead, and move the control sleeve to fix the injection timing control member to the control shaft at a position where the fluid pressure has changed.

By this structure, initial position adjustment with respect to the control sleeve of an injection timing control material can be performed easily.

Hereinafter, various embodiments of the present invention will be described in detail with reference to the accompanying drawings.

In the first embodiment shown in FIGS. 2 to 25, reference numeral 2 denotes a housing of a parallel fuel injection pump of a diesel engine, 4 denotes one of a plurality of barrels held in the housing, The axes are positioned so that they are lined up in parallel on one plane in the housing 2. On the other hand, the barrel 4 is composed of a first barrel portion 4a and a second barrel portion 4b press-fitted thereto. 6 is a discharge valve holder connected to each cylinder of an engine attached to each barrel 4, 7a is a discharge valve, 8 is a plunger slidably fitted to each barrel 4, 10 is a plunger for biasing downwards. A spring, 12 is a cam for pushing up the plunger 8 in conjunction with an engine drive shaft (not shown), 14 is a control sleeve slidably fitted on the outer circumference of the plunger 8, 16 is fixed to each barrel 4, and a control sleeve ( The guide pin 18, which is caught by the guide groove 17 of 14) and restricts its rotation, is a sleeve rotatably supported by the barrel 4 and rotatably engaged to the plunger 8. The plunger 8 communicates with the flow path 8a which communicates with the upper end surface, and the peripheral surface, the peripheral surface oil supply port 8b formed in the peripheral surface in communication with the flow path 8a, and the oil supply port 8b. And a longitudinal groove 8c formed by engraving on the circumferential surface along the plunger 8 axis, and an inclined groove 8d inclined to the plunger axis at the same time as the intersection with the longitudinal groove 8c. Control grooves are formed in both the grooves 8c and 8d and the oil inlet 8b (or referred to as an opening).

₀종방향 흠(8c)과 개부(8b)를 포함하는 길이를

₁으로 하면,

₀＞

₁인 관계가 성립할 것이 요구된다. 또, 제8도에 도시한 바와 같이 플런저(8)가 최소 유효 행정으로 연료를 분사할때, 분사 종료에 있어서의 2단 취입을 방지하기 위한 조건은, 제어 구멍(14a) 상단과 제어 슬리브(14) 상단 사이으 길이를

₄, 상기 제어 구멍(14a) 상단과 종방향 홈(8c) 상단 사이의 길이를 l₃로 할때,

₃

₄인 관계가 성립할 것이 요구된다. 또, 제9도에 도시한 바와 같이, 제어 구멍(14a)이나 종방향 홈(8c)에 대응한 위치에서 플런저(8)가 상하 이동할때, 즉 연료의 무분사를 결정하기 위한 조건은, 제어 구멍(14a) 하단과 제어 슬리브(14)하단 사이의 길이를

₂로 할때,

₁＞

₂인 관계가 성립할 것이 요구된다. 또 제10도에 있어서, 상기 무분사 작동 상태에서 제어 구멍(14a)이 개구(8b)의 하단에서 플런저(8)에 폐쇄되어도 무분사를 확실히 실현할 수 있기 위한 조건은

₁

₄인 관계가 성립할 것이 요구된다. 한편, 제4도에 있어서 부호 15는 도시하지 않은 공급 펌프로부터 공급되는 연료를 저장하는 연료실을 표시하며, 연료는, 플런저(8)가 통모양의 제2배럴부(4b)에 유체 밀봉 상태를 유지한 상태로 끼워져 있기 때문에, 캠축실(13)로 새지 않는다. 또, 21은 캠축실(13)내로 윤활유를 공급하기 위한 급유구, 23은 태핏에 돌출 설치된 가이드핀이며 하우징(2)에 새겨 설치된 안내흠(27)에 미끄럼 가능하게 걸린다.On the other hand, the control sleeve 14 is bored with a control hole 14a for determining the end of the injection. Here, when the plunger 8 performs a predetermined effective stroke as shown in FIG. 7, the condition for injecting fuel is determined by the upper and lower widths and lengths of the control sleeve 14.

₀ length including the longitudinal flaw 8c and the opening 8b.

_{If you set it to 1} ,

₀ ＞

_{A one-} person relationship is required. As shown in FIG. 8, when the plunger 8 injects fuel with a minimum effective stroke, the conditions for preventing two-stage blowing at the end of the injection are as follows: the upper end of the control hole 14a and the control sleeve ( 14) the length between the top

₄ , when the length between the upper end of the control hole 14a and the upper end of the longitudinal groove 8c is l ₃ ,

₃

_{A four} person relationship is required to be established. Moreover, as shown in FIG. 9, when the plunger 8 moves up and down at the position corresponding to the control hole 14a or the longitudinal groove 8c, that is, the condition for determining the fuel injection is not controlled. The length between the bottom of the hole (14a) and the bottom of the control sleeve (14)

When you set it to ₂

₁ ＞

_{A two} person relationship is required to be established. In addition, in FIG. 10, even if the control hole 14a is closed by the plunger 8 at the lower end of the opening 8b in the said spray-injection operation state, the conditions which can implement | achieve a spray-free certainly

_One

_{A four} person relationship is required to be established. In Fig. 4, reference numeral 15 denotes a fuel chamber for storing fuel supplied from a feed pump (not shown), in which the plunger 8 is in a fluid-sealed state in the cylindrical second barrel portion 4b. Since it is inserted in the state which hold | maintained, it does not leak into the camshaft chamber 13. In addition, 21 is an oil supply port for supplying lubricating oil into the camshaft chamber 13, 23 is a guide pin protruding from the tappet, and is slidably caught by the guide flaw 27 engraved in the housing 2.

In addition, although not shown in FIG. 5, the code | symbol 29 shown in FIG. 4 is the adjustment screw screwed in the screw hole of the operation shaft 26 mentioned later (not shown in FIG. 5, 12), The timing of injection can be finely adjusted by loosening the screw and rotating the lever 28 appropriately.

In the above configuration, when the cam 12 rotates once by the cam shaft 12 interlocked with the rotational force of the engine drive shaft, the roller 25a of the tappet 25 is pressed by the cam 12 every time the plunger ( 8) upward and downward movement by a certain head, that is, one stroke.

Here, from the state shown in FIG. 4, the plunger 8 is pushed by the cam 12 to pressurize the fuel, and FIGS. 11A to 11E (the control sleeve 14 is between 11A and 11B). Will be in the home position), the state where the relation position between the plunger 8 and the control sleeve 14 is shown in FIG. 11A, that is, the opening 8b is opened by the control sleeve 14 When the pressure chamber 20 and the fuel chamber 15 are in communication when they are not completely closed yet, fuel is not pumped. Subsequently, when the opening 8b is closed by the control sleeve 14 as shown in FIG. 11C via the state of FIG. 11B, the pressure chamber 20 is shut off from the fuel chamber 15, and the plunger 8 is closed. Pressurized by Now the plunger 8 strokes between FIGS. 11A-11C is referred to as preliminary stroke. When the plunger 8 continues to rise as shown in FIG. 11C and FIG. 11D, the discharge pressure in the pressurizing chamber 20 beats the spring force of the spring 7b of the discharge valve holder 6 to open the discharge valve 7a. The high pressure fuel is supplied to the injection nozzle V via the injection pipe 6a. The fuel is fed until the inclined groove 8d of the plunger communicates with the control hole 14a as shown in FIG. 11E. However, when the inclined groove 8d reaches the control hole 14a as shown in FIG. The chamber 20 communicates with the fuel chamber 15 via the flow path 8a, the opening 8b, and the longitudinal groove 8c, and the pressure feeding ends. Moreover, since the inclined flaw 8d is formed inclined with respect to the axis line in the outer periphery of the plunger 8, as shown in FIG. 6, the plunger 8 is rotated and displaced by the control sleeve 14, and the plunger 8 ), The corresponding timing between the inclined groove 8d and the opening 14a of the control sleeve 14 can be changed in the stroke, thereby adjusting the injection amount per one stroke of the plunger 8. On the other hand, the displacement of the control sleeve 14 in the rotational direction and the rack 25 caught by the ball 22 stuck on the plunger 8 are deflected in the longitudinal direction thereof.

Next, with reference to the injection timing control mechanism, injection timing control is performed by sliding the control sleeve 14 along the plunger 8, but this sliding displacement is performed by the control sleeve 14 supported by the housing 2. The barrel 4 mentioned above is fixed to the operation shaft 26 and the operation shaft 26 which has an axis in a straight line parallel to one parallel plane parallel to each other, and perpendicular to the plunger 8 axis. The lever 28 extends from the operating shaft toward the plunger 8 and the end of the lever 28 formed on the outer circumferential surface of the control sleeve 14 so as to rotate about the operating shaft 26 of the lever and the control sleeve 14. ) By a notch groove 14b for interlocking the sliding displacement of the " On the other hand, the outer circumferential surface of the tip portion of the lever 28 has a curvature that always comes into contact with the inner circumferential surface of the notched groove 14b so that a margin does not occur. Further, as shown in detail in FIG. 12, the bearing 30 has an outer diameter larger than the radially outer dimension of the support shaft 26a at both ends and the operating shaft including the operating shaft and the lever 28. The plate 32 is interposed between the one end of the bearing 30 and the housing 2 via the housing 2. 34 is a snap ring fitted to the housing 2 to prevent separation of the bearing 30, and 36 is a positioning pin inserted into the bearing 30 and penetrating the plate 32 to be caught by the housing 2. The attachment of the operation shaft 26 is performed by inserting the operation shaft 26 from the front end of the housing 2 after attaching each barrel 4, the plunger 8 and the control sleeve 914 to the housing 2. .

In addition, the rotational displacement of the operation shaft 26 is fixed to one end of the operation shaft 26 as shown in FIGS. 41 is performed by the electromagnetic solenoid 44 which rotates the operation lever 40 supported by 41 via the slider 42, and measures the rotational displacement of the operation lever 40 in order to operate the electromagnetic solenoid correctly. The potentiometer 46 is supported by the bracket 41. And, as shown in FIG. 14, the control apparatus 52 is made from various operation state information sources 50, such as an engine speed, an accelerator pedal step amount, a cooling water temperature, an intake temperature, a boost of an intake machine, exhaust temperature, etc. Operation state information and rotational displacement information of the operating shaft 26 from the potentiometer 46 are fed in, and are combined and twisted to obtain accurate injection timing control. On the other hand, it is also possible to employ a differential traction sensor instead of the previous potentiometer 46. In addition, in the said embodiment, it is also possible to rotate the operation lever 40 also by a hydraulic cylinder instead of the electromagnetic solenoid 44. FIG.

On the other hand, the rack 24 forms the fuel injection amount control member, and the operation shaft 26, the operation lever 40, and the slider 42 form the injection timing control member, and drive the rack 24. A fuel injection control means is formed of an unlucky ignition propagation device (minimum-maximum or full speed type), a control device 52 and an electronic solenoid 44.

₀＞

₁((1)식),

₁＞

₂((2)식),

₁

₄((3)식), 및

₃

₄((4)식)의 관계가 성립하도록 설정되어 있기 때문에, (1)식에 의해 분사가 가능하게 되는 조건이, (2)식에 의해 무분사를 확보할 수 있는 조건이, (3)식에 의해 무분사 작동 상태에 있어서는 연료 분사를 확실히 저지하는 조건이, (4)식에 의해 최소의 유효 행정에서 분사되는 경우에, 플런저(8)가 제9도에 도시한 바와 같이 상사점까지 변위한 때, 비록 제어구멍(14a)이 제어홈과 연통하지 않아도 종방향 홈(8c)의 상단이 제어 슬리브(14) 상단으로부터 연료실(15)내측으로 형성됨으로서 연료의 2단 취입을 확실히 저지하는 조건이 각각 규정된다. 이때문에, 확실한 연료 분사량 제어 및 분사시기 제어를 실현할 수 있고, 또, 분사시기는 작은 조작력으로 제어할 수 있기 때문에 분사시기 제어를 전자제어할 수 있게 되며, 또 종래와 같은 타이머를 필요로 하지 않고, 그 만큼 구조를 간단하게 할 수 있다. 또, 제2배럴(4b)의 하방 통부에 있어서 플런저(8)가 유체 밀폐형으로 끼워진 구성으로 되어 있기 때문에 연료실(15)의 연료가 갬축실(13)로 유입하는 것을 저지할 수 있다. 또, 제4도에 도시한 플런저 직경으로, 캠(12)에 윤곽을 변화시켜 캠 양정을 크게 하거나, 혹은 캠 양정은 그대로 하고 플런저 직경만 크게 하거나 하여 토출압, 즉 펌프 압력을 증대시킨 구조의 펌프인 경우에는, 펌프 압력이 펌프 내압근처에 달한 때, 즉 엔진의 고회전 범위에 있어서, 상기 분사시기 제어에 의해 진각 조작(제어 슬리브(14)를 하방으로 이동시킴)을 하면 용이하게 펌프 내압 이하로 펌프를 사용할 수 있으므로, 이로써 중저부하 범위에서 펌프 토출 압력을 크게 할 수 있고, 이 범위에서의 엔진 출력 향상을 꾀하는 등의 여러가지 작용 효과를 갖는다.Since the first embodiment has the above configuration, it has the following effects. That is, the effective stroke of the plunger changes by changing the relative position of the control hole 14a with respect to the inclined groove 8d which rotates the plunger 8 around its axis to form part of the control groove. The fuel injection amount can be adjusted. In addition, when the longitudinal groove 8c coincides with the control hole 14a, it can be made into a spray-free state as shown in FIG. Moreover, when the operation shaft 26 which has the lever 28 rotates rotationally, the control sleeve 14 will displace in the axial direction of a plunger. For this reason, the preliminary stroke of a plunger changes, and injection timing can be adjusted. And, as the dimensions of each part between the plunger and the control sleeve are shown in FIGS. 7 to 10,

₀ ＞

₁ ((1)),

₁ ＞

₂ ((2)),

_One

₄ ((3)), and

₃

_Since the relation of ₄ ((4)) is set to be satisfied, the condition that injection is possible by the formula (1), and the condition that can ensure no spraying by the formula (2), is (3) In the non-injection operation state by the formula, when the condition for reliably preventing fuel injection is injected at the minimum effective stroke by the formula (4), the plunger 8 reaches the top dead center as shown in FIG. When displaced, even if the control hole 14a does not communicate with the control groove, the upper end of the longitudinal groove 8c is formed into the fuel chamber 15 from the upper end of the control sleeve 14 to prevent the two-stage injection of fuel. Each condition is defined. Therefore, it is possible to realize the fuel injection amount control and the injection timing control reliably, and the injection timing can be controlled with a small operating force, so that the injection timing control can be electronically controlled, and a timer as in the prior art is not required. The structure can be simplified by that much. In addition, since the plunger 8 is fitted in the fluid sealed type in the lower cylinder portion of the second barrel 4b, it is possible to prevent the fuel in the fuel chamber 15 from flowing into the reduction chamber 13. In addition, with the plunger diameter shown in FIG. 4, the cam head 12 is changed in contour to increase the cam head, or the cam head is left as it is, but only the plunger diameter is increased to increase the discharge pressure, that is, the pump pressure. In the case of a pump, when the pump pressure reaches near the pump internal pressure, that is, in the high rotation range of the engine, when the advance operation (move the control sleeve 14 downward) is performed by the injection timing control, the pump pressure is easily lower than the pump internal pressure. Since the furnace pump can be used, the pump discharge pressure can be increased in the medium to low load range, and the effect of improving the engine output in this range can be obtained.

In the first embodiment, the injection amount control is performed by rotating the plunger 8, but the control sleeve may be configured not only to move up and down by one operation link system but also to rotate around the plunger axis. In addition, although the control groove is provided in the plunger 8 and the control hole 14a is provided in the control sleeve 14, the control groove may be provided in the control sleeve shaft and the control hole in the plunger shaft, respectively. It is formed by engraving only one peripheral surface of 8), but may also be formed on the opposite peripheral surface. In addition, although each of the opening 8b which penetrates a plunger and the control hole 14a of a control sleeve was provided 2 each, you may provide one in both the corresponding positions. Moreover, as a modification of the control groove of the said embodiment, the control groove which has the longitudinal groove 8c as shown in FIG. 15, the inclined groove 8d, and the opening 8b which communicates with the flow path 8a in the plunger is shown. It may be.

In this case, the inner diameter d ₁ of the control hole is set to be at least equal to or larger than the distance d ₀ between the two grooves 8c and 8d in order to ensure the non-injection state. The control groove shown in FIG. 16 or 17 may also be used. On the other hand, in the first embodiment, when the cutout is formed over both peripheral surfaces in the upper end of the control sleeve 14 or the cutout is provided at the bottom of the first barrel 4a, the control sleeve is formed in the first barrel ( 4a) Since the fuel is discharged into the fuel chamber by the cutout even when the fluid is sealed against the lower end, it has an effect of preventing two-stage blowing.

Next, as indicated by the point P in FIG. 2C, the diameter of the plunger 8 is 12 mm, and the head of the cam 12 is 14 mm (having the cam outline shown in FIG. 22), and the cam shown in FIG. The effect of the case is demonstrated taking the case comprised as a diagram as an example.

As shown in FIG. 21, the relationship between the camshaft rotational speed and the pump discharge pressure is shown by the graph M. In FIG. At this time, if the pump use pressure limit is 800 kg / cm 2, the cam angle shown in the cam diagram of FIG. 23 is in the range of in the low rotation range of the so-called engine whose cam rotation speed is from 500 to about 900 rotations. As the fuel rises in the engine speed, the plunger 8 increases the discharge pressure. When the camshaft is about 900 revolutions, the operating pressure of the pump is reached. When about 900 revolutions, i.e., M '' 'point, is reached, the control sleeve 14 is moved downward along the plunger 8 by a predetermined amount. Then, the stroke of the plunger 8 is shortened, and fuel is injected in a range in which the speed constant is in the direction of the arrow, that is, the cam angle is θ2 as shown in FIG. For this reason, as shown in FIG. 21, fuel is sent from a fuel injection pump to an engine in the high rotation range of an engine regardless of the rotation speed of an engine and at the highest discharge pressure Mk. At the same time, the injection timing is progressively controlled, and the fuel is injected into the combustion chamber at the correct time and mixed with the air therein to combust.

However, the main specifications of the fuel injection pump (injection pump whose injection timing is adjusted by the centrifugal automatic timer) used in each model of the diesel engine already known in the market are as shown in FIG. Here, the average oil feed rate (mm ³ / deg) is plotted on the horizontal axis and the plunger diameter ² x cam head is plotted on the models A to J to obtain the graph of FIG. 19. In this graph, the relationship between the geometric mean oil feed rate Vp (mm ³ / deg) and the plunger diameter D (mm) and the cam head h (mm) holds that Vp = 2.47 × 10 ^-2 × D ^-2 × h. okay. This relation means that the average oil flow rate can be calculated almost from the plunger diameter and the cam head.

)와 기하학적 평균 송유율 Vp의 관계를 보면, 제20도의 그래프와 같이 표시되고, 각 연료 펌프는 직선 K보다 하방영역에 포함된다는 것을 알았다. 확언하면, 직선 K보다 상방영역은 평균 송유율 즉 토출압을 높여서 캠의 단위 각도당 연료 분사량을 증대시키는 구조의 분사 펌프가 존재하지 않는다고 할 수 있다. 그 이유는 A 내지 J의 종래의 각 분사 펌프에 있어서의 분사시기 조정을 원심식 자동 타이머를 사용하여 행하고 있는 것과 관계가 있다. 즉, 제21도의 그래프에 1점 쇄선으로 도시한 바와 같이, A 내지 J의 종래의 각 분사 펌프는 엔진이 치고 회전 범위일 때 펌프의 토출압이 펌프 자체의 내압 한계에 거의 가까운 상태로 도달하도록 설정되어 있으며, 그 중간범위에서는 차례로 캠축의 회전 위상을 엔진의 크랭크 각위상에 대하여 변화시킴으로써 분사기기 제어가 행해지고 있었기 때문이다. 이 때문에 엔진의 중, 저회전 범위(500내지 900캠축 회전수에 상당)에 있어서 토출압을 직선 L,M,N으로 표시한 영역으로 높여서 엔진 출력 성능을 향상시키는 사용이 전혀 불가능했다.By the way, with respect to models A to J, the short-term stroke volume of the engine Vs (

) And the geometric mean oil feed rate Vp are shown as shown in the graph of FIG. 20, and it is found that each fuel pump is included in the lower region than the straight line K. FIG. In other words, it can be said that there is no injection pump having a structure that increases the fuel injection amount per unit angle of the cam by increasing the average oil feed rate, that is, the discharge pressure, in the region above the straight line K. The reason is related to the adjustment of the injection timing in each conventional injection pump of A to J using a centrifugal automatic timer. That is, as shown by the dashed-dotted line in the graph of FIG. 21, each of the conventional injection pumps A to J is such that the discharge pressure of the pump reaches a state close to the internal pressure limit of the pump itself when the engine is in a rotational range. This is because injector control is performed in the intermediate range by sequentially changing the rotational phase of the camshaft with respect to the crank angle phase of the engine. For this reason, it was impossible to use the engine to improve the engine output performance by raising the discharge pressure to the area indicated by the straight lines L, M, and N in the medium and low rotation ranges (equivalent to 500 to 900 camshaft revolutions).

Therefore, when the injection timing control is performed in the fuel injection pump of the present embodiment, fuel injection is performed in the range of the cam angle θ2 as is apparent from FIG. At this time, the cam head is lower than the range of the cam angle θ1 which is a normal injection timing. Therefore, the pump discharge pressure can be prevented from lowering or rising when the injection timing is advanced.

Hereinafter, this injection timing will be described in detail the relationship between the control and the pump discharge pressure.

For example, the outline of the cam 12 is shaped into a cam shape having the dimensions shown in FIG. 22, the head is 14 mm, and the cam diagram obtained is shown as in FIG. Here, if the diameter of the plunger 8 is set to 12 mm and the geometric mean oil feed rate Vp obtained at this time is obtained,

Vp = 2.47 × 10 ^-2 × D ^-2 × h = 2.47 × 10 ^-2 × 12 ^-2 × 14 × 49.8m㎥ / deg,

This is plotted on the graph of FIG. Similarly, when D = 12 and h = 15, Vp = 55, and in the graph, the point Q is Vp = 45 when D = 12 and h = 12.5, and the point R is Vp = 45 when D = 12 and h = 12.5; When point S is 26.5, D = 9.5, h = 11, point T is Vp = 24.5, and point U is drawn in FIG. 20 at D = 9.5 and h = 9.6. Summarizing each of the points P to U, Fig. 24 is obtained.

Thus, when the cam head was increased with respect to the plunger diameter compared with FIG. 18, as shown in FIG. 20, it turned out that average oil flow rate Vp is displayed in the upper part of the straight line K. As shown in FIG.

However, in the thermal injection pump, the arrangement interval of the barrel fitted to the plunger outside is limited, so there is a certain limit to increase the plunger diameter, and if the plunger diameter is enlarged, the total length of the injection pump becomes long, It is unfavorable in engine mountability that the number of pump housings mounted on the engine exceed the engine top, and thus there is a limit in raising the cam head, and the attachment bolts when attaching the pump to the engine Since the hole position is restricted, there is a limit to increasing the base circle of the cam 12 and the cam head.

Considering the design conditions of each of these pumps, the applicable plunger diameter and cam head can be determined by determining the applicable plunger diameter and cam head as shown in FIG. 20 by the straight line Vp = 22.8Vs + 12.8 connecting point Q and point S. , Between the positive relationship between the straight line Vp = 18.8Vs + 10.2 connecting point R and point U,

Vp

Vp₂=18.6Vs+10.2 Vp ₁ = 22.8Vs + 12.8

Vp

Vp ₂ = 18.6Vs + 10.2 

On the basis of the Vp present in this range while being in the range satisfying the relation

Vp = 2.47 × 10 ^-2 × D ^-2 × h

을 도시하고 있다.The plunger diameter D and the cam head h satisfying the relational expression can be selected and adopted. Where Vs is the stroke volume of the engine

It is shown.

Thus, since the engine acts as a fuel injection pump having a high discharge pressure in the mid and low rotation ranges of the engine, the engine output can be improved. In the high rotation range of the engine, the injection timing is advanced while the injection timing is advanced. It can be operated with the most suitable control, or as shown in the graph of FIG. 25, the present invention (solid line) is configured to shorten the injection time in the full rotation range of the engine as compared to the conventional injection pump (single dashed line). As a result, the combustion ratio is improved by that much, and the flue gas performance is also improved.

On the other hand, in Fig. 21, the straight line L indicates a case where D = 12.5, h = 14, and the straight line N indicates D = 12, h = 13, and even in this case, the discharge pressure is reduced until the point M " It can be controlled. In the above, the pump internal pressure has been described with respect to 800 kg / cm 2, but is not limited thereto. The point M ''-M '' is almost equal to the internal pressure of the pump, but the preliminary stroke may be controlled to be below the internal pressure of the pump.

In this embodiment, the cam having the contour shown in Fig. 22 is used, but when the radius at the R1 point of the contour is increased, the speed constant diagram is trapezoidal as indicated by the dashed-dotted line abcd in Fig. 23. Obtained in the form. In this profile, the velocity constant between bc becomes almost constant (although it does not show the head curve, but changes), and if the fuel injection is performed in this cam angle range, the injection average pressure is large, so the fuel particles injected into the combustion chamber Is small and sufficiently diffuses into the combustion chamber and effectively burns. In addition, since the average injection pressure is large, the fuel particles injected into the combustion chamber are small and sufficiently diffused into the combustion chamber and effectively burn. In addition, since the average injection pressure is large, the selection range (particularly the advance timing) of the injection timing is widened.

에서 270

의 범위가 제4도, 제26도에 도시한 것과 같은 캠부(89a)이며, 0

전후 범위가 새롭게 설치되는 보조캠부(89b)이다. 제27a도와 제27b도에 토출밸브(7a)를 도시하였다. 이 밸브부(90a)의 하부에 있는 칼라부(90b)에는, 앵글라이히컷이라 불리는 절결부(91)가 설치된다. 이에 의해, 비록 경 부하시와 같이 분사량이 작을 때도, 밸브부(90a)가 토출 밸브 홀더(6)에 설치되는 밸브 시이트를 약간 개방하면, 연료유는 절결부(91)의 간극을 통하여 분사된다. 즉, 밸브부(90a)로부터 칼라부(90b)의 하단까지가, 토출 밸브(7a)의 흡입 행정으로서 설정되지만, 경 부하시 등은 상기 행정 이상 밸브(7a)가 변위하지 않을 우려가 있으며, 상기 절결부(91)는 이를 방지하기 위해 설치된다.Next, the second embodiment will be described with reference to FIGS. 26 to 28. FIG. In addition, since all parts other than the cam 12 and the discharge valve 7a are the same as the structure shape shown in FIG. 4, FIG. 26, description is abbreviate | omitted by applying the figure. The cam 12 is shown in FIG. This cam 12 is 90 in the figure.

From 270

Is a cam portion 89a as shown in FIG. 4 and FIG.

The front and rear ranges of the auxiliary cam unit 89b are newly installed. 27A and 27B show the discharge valve 7a. The notch part 91 called an angle cut is provided in the collar part 90b in the lower part of this valve part 90a. Thereby, even when the injection amount is small as in the case of light load, if the valve part 90a slightly opens the valve seat provided in the discharge valve holder 6, fuel oil will be injected through the clearance gap of the notch 91. . That is, although the valve part 90a to the lower end of the collar part 90b is set as the suction stroke of the discharge valve 7a, there exists a possibility that the said valve abnormality 7a may not displace at light loads, etc., The cutout 91 is installed to prevent this.

를 초과한 점에서 상기 롤러(25a)에 캠부(89a)가 구름 접촉하여 캠 양정이 점차 커지며, 플런저(8)가 밀어올려진다. 예비 행정 위치 P₁에 걸리는 점에서 토출 밸브(7a)가 개방 상태로 되며 연료유의 압송이 개시한다. 경사홈(8d)이 제어 구멍(14a)에 대향하면 압송이 개시한다. 경사홈(8d)이 제어 구멍(14a)에 대향하면 압송이 종료하지만, 이때 캠 양정은 커지게 되며, 캠각이 약 180

인 점에서 최대로 된다. 이를 초과하면 플런저(8)는 하강하고, 고압계로부터의 연료유의 귀환 작용을 갖는다. 이때 고압계에서는 잔류 응력이 급격히 저하하여 캐비테이션의 발생이 있게 된다. 캠(12)이 회전하여 롤러(25a)로의 구름 접촉 위치가 캠부(89a)로부터 보조캠부(89b)로 이동하면, 다시 캠 양정이 커지며, 예비 행정 위치를 초과한다. 토출 밸브(7a)는 당연히 개방 상태로 되며, 연료유의 압송이 있다. 캠각이 0

인 위치에서 예비 행정 최대로 되며, 이로부터 서서히 작아져서 90

위치에서 최소로 된다. 연료유는 극히 조금 공급되기 시작할 뿐이며, 실제 분사에는 쓸모 없지만, 고압계 잔류 압력을 높여 캐비테이션을 확실히 소멸한다. 따라서, 다시 캠 양정이 증대되어 분사 작용을 이룬 때는 아무 지장없이 타이밍 좋은 분사가 가능하다. (여기서 도면중 2점 쇄선은 종래 캠의 형상에 의한 변화를 표시한다)Thus, as shown in FIG. 23, the cam angle is 90 degrees.

At a point exceeding the cam portion 89a in contact with the roller 25a, the cam head gradually increases, and the plunger 8 is pushed up. The discharge valve 7a enters the open state at the point where the preliminary stroke position P ₁ is engaged, and the feeding of fuel oil starts. When the inclined groove 8d faces the control hole 14a, the feeding starts. When the inclined groove 8d faces the control hole 14a, the pressure feeding ends, but at this time, the cam head becomes large, and the cam angle is about 180 degrees.

It is the maximum in point. If it exceeds this, the plunger 8 will fall and will have a feedback action of the fuel oil from a high pressure meter. At this time, in the high pressure gauge, the residual stress is sharply lowered, which causes cavitation. When the cam 12 rotates and the rolling contact position to the roller 25a moves from the cam part 89a to the auxiliary cam part 89b, a cam head will become large again and exceed a preliminary stroke position. The discharge valve 7a naturally opens, and there is pressure feeding of the fuel oil. Cam angle is 0

Preliminary stroke maximum in the in position and gradually decreases from 90

Minimum in position. Fuel oil begins to be supplied very little and is not useful for actual injections, but it increases the residual pressure of the hygrometer to reliably dissipate the cavitation. Therefore, when the cam head is increased and the injection action is achieved again, timing injection can be performed without any problem. (Here, the dashed-dotted line in the figure indicates the change due to the shape of the conventional cam.)

As described above, according to the second embodiment, since the secondary cam part is installed in the cam to increase the high-pressure residual stress between the fuel oil feed strokes, the disadvantages such as actual injection delay or intermittent injection at low speed can be improved. It has the effect of starting performance, improvement of combustion ratio and stabilization of idling.

Next, the third embodiment will be described based on FIGS. 29 to 31 degrees. The same members as those in the first embodiment are denoted by the same reference numerals and the description thereof is omitted. 14 is a cylindrical fuel control sleeve rotatably fitted in the axial direction between the fuel chambers 15 so as to slide freely in the circumferential direction of the plunger 8, 92 is a plunger 8 on the outer circumferential surface of the sleeve 14. An arc-shaped guide groove cut in a plane orthogonal to the axis of the control shaft 26 is an operating shaft included in a plane perpendicular to the axis of the plunger 8, and 28 is protruded from the operating shaft 26, A lever 94 having a spherical portion 94 fitted in the guide groove 92, 96 is a gear installed almost over a circumference on an outer circumferential surface of the control sleeve 14 opposite to the guide groove 92, 98 is the tooth 96 ) Is a rack member that is engaged with the rack member. In the illustrated device, a cylindrical rack member formed by rotating a rack tooth shape around an axis perpendicular to the axis of the plunger 8 may be an example rack rod. 100 is a plunger anti-rotation sleeve fitted to the lower end portion of the plunger 8, and the upper flange portion is fixed to the housing 2 by the knock pin 102, and the plunger 8 corresponding to the rectangular cross section at the lower end thereof. The plunger 8 can freely change in its axial direction but cannot rotate about its axis. In addition, the plunger anti-rotation sleeve 100 can be fixed to the barrel 4 with respect to the rotational direction, and is integrally formed with the barrel 4 and indirectly fixed to the housing 2 by the bolt 104. You may.

In the third embodiment, the rack member 98 is moved in the axial direction because of the configuration described above, and the control sleeve 14 is rotated around the axis of the plunger 8, so that the control hole 14a and the control groove By changing the relative position with the longitudinal groove 8c which is a part, the fuel supply amount is increased or decreased. Moreover, by rotating the operation shaft 26 around the axis line and displacing the control sleeve 14 in the axial direction of the plunger 8 via the lever 28, the cam hole of the control hole 14a and the control groove is The relative position changes, that is, the injection timing is adjusted.

As described above, according to the third embodiment, the rack member 98 and the screw shaft 106 are screwed in order to adjust and adjust the injection pump injection amount of the plurality of cylinders. Accordingly, by relatively rotating the rack member 98 with respect to the screw shaft 106 in the most suitable direction, the rack member 98 can be moved in the axial direction along the screw shaft. In other words, the control sleeve 14 is moved from the plunger. It can move to the predetermined relationship position around (8). After the adjustment is finished, the rack member 98 is fixed to the screw shaft 106 by the fixing nut 108. As a result, there is an advantage that the injection amount of the fuel injection pump can be quickly and easily adjusted and matched for each cylinder. In this embodiment, the control grooves are provided on the plunger 8 and the control holes collide with each other on the control sleeve 14, but the plunger is placed on the control sleeve 14 side as in the known device. The control groove inclined with respect to the axis may be provided, and the control hole communicating with the flow path 8a may be opened in the outer peripheral surface of the plunger 8.

Next, the fourth embodiment will be described with reference to FIGS. 29 to 32. In the third embodiment, the barrel 4 can be attached to and detached from the upper end of the housing 2 in the third embodiment. The top flanger of the sleeve 100 is fixed to the housing 2 by the knock pin 102, but the upper flanger of the sleeve 100 may be fixed to the barrel 4 instead of the housing 2, and the plunger may be fixed. The anti-rotation sleeve 100 is constructed so that the barrel 4 is integrally formed and fixed directly to the housing 2 together with the barrel 4 by the bolts 104, and other configurations are the same as those of the third embodiment. . And the barrel 4 and the plunger 8 are integrally rotated in a suitable direction around the plunger axis before the barrel 4 is fixed by the bolts 4 with respect to the housing to adjust and adjust the plurality of cylinder injection pump injection amounts. By changing the relative position relative to the control sleeve 14, in other words, by changing the relative position of the control hole 14a relative to the control groove, fine adjustment of the injection amount is performed. For this reason, as shown in FIG. 32, the bolt hole 110 on the barrel 4 which collides with the bolt 104 is formed by the long hole, and if possible prevents rotation about the plunger axis of the barrel 4 if possible. Consists of. As a result, there is an advantage that the injection amount of the fuel injection pump can be quickly and easily finely adjusted and matched for each cylinder.

On the other hand, as in the third embodiment, since the rack member 98, which is the injection amount control member, is screwed onto the screw shaft 106, the rack member 98 is rotated in a proper direction with respect to the screw shaft, thereby causing the rack member. The 98 can be moved in the direction of the screw axis axis, in other words, the control sleeve 14 can be moved around the plunger 8 to a predetermined relational position, whereby fine adjustment of the injection amount can be performed. Of course, the rack member 98 is also the same as the third embodiment is fixed to the predetermined position by the fixing nut 108.

Next, a fifth embodiment will be described based on FIGS. 33 to 36, 2 is a fuel injection pump housing, 4 is a barrel detachably fitted to an upper end of the housing, and 20 is inside the barrel 4. The fuel pressurization chamber formed, 7a is preloaded by a spring 7b housed in the discharge valve holder 6 screwed to the top of the barrel to close the pressurizing chamber 20, 6a the discharge valve. The discharge passage installed in the holder 6 and communicating with the fuel injection nozzle via a fuel injection pipe (not shown), 8 is a plunger slidably fitted into the housing 2 via the barrel 4 and the upper surface thereof is The lower surface of the pressure chamber 20 is in contact with the cam 12 via the cam holder 25 (rapid) and the roller 25a. 12a is a camshaft driven by an engine (not shown), 10 is a spring that always presses the cam holder 25 toward the cam 12 side, 15 is a fuel chamber formed surrounding the plunger 8, and the engine is in operation. Fuel is always supplied by a feed pump (not shown). 14 is a cylindrical fuel control sleeve freely slidably and rotatably fitted in the fuel chamber 15 in the axial direction on the outer circumference of the plunger 8, 92 is the outer surface of the plunger 8 on the outer circumferential surface of the sleeve 14. The arc-shaped guide groove formed in the plane perpendicular to the axis, 26, the operation shaft 28 whose axis is included in a plane perpendicular to the axis of the plunger 8, the tip spherical portion 94 protruding from the operation shaft 26 ) Is a lever fitted into the guide groove 92, 96 is a gear installed almost semicircumferentially on the outer circumferential surface of the control sleeve 14 opposite to the guide groove 92, 112 is a rack engaged with the tooth 96 The rod 8a is a flow path in the plunger, one end of which is opened to the pressurizing chamber 20 and the other end of which is in communication with the control grooves 8c and 8d cut and installed on the outer circumferential surface of the plunger in contact with the control sleeve 14. Beveled about the plunger axis It forms the shape as a whole by having a lined portion of a plunger axially minutes. 14a is a control hole radially drilled on the control sleeve 14 to collide with the control groove, and 114 is fitted to each mold 8e on the hollow tubular plunger 8 fitted to the lower end of the plunger 8; As a result, the plunger 8 can freely displace in the axial direction with respect to the barrel 4 and the plunger guide 114, but cannot rotate relative to the plunger guide 114 around the axis. Moreover, as shown in detail in FIG. 36, the protrusion 120 provided with the locking groove 118 of the axial direction is provided in the outer peripheral part of the upper plunger of the plunger guide 114. As shown in FIG. On the other hand, an adjustment member 124 having an eccentric pin 122 fitted into the locking groove 118 is rotatably fitted on the wall surface facing the protrusion 120 of the housing 2, and the adjustment member ( The lock nut 128 is screwed to the threaded portion 126 protruding out of the housing of 124.

In the above apparatus, when each member of the fuel pump is in the illustrated position, the control holes 14a and the control grooves 8c and 8d do not communicate, and the lower end of the control groove is lower than the lower surface of the control sleeve 14. Since it protrudes and is opened in the fuel chamber 15, the decompression chamber 20 and the fuel chamber 15 communicate. In this state, when the camshaft 12a is rotated by the engine and the plunger 8 is pushed upward by the cam 12 via the roller 25a, the lower end of the control groove is moved to the control sleeve 14. The communication between the inclined portion of the control groove and the control hole 4a is blocked, so that the communication between the pressure chamber 20 and the fuel chamber 15 is blocked. Therefore, when the fuel in the pressure chamber is pressurized by the rise of the plunger 8 and the pressure exceeds the set value, the discharge valve 7a is opened, and the fuel is supplied from the discharge passage 6a to the injection nozzle of the engine. Then, when the plunger 8 is raised again and the inclined inclined groove 8d of the control groove communicates with the control hole 14a of the control sleeve 14, the pressure chamber 20 communicates with the fuel chamber 15 again. Fuel injection ends. On the other hand, after that, the upper end of the longitudinal groove 8c of the control groove protrudes upward to the upper end surface of the control sleeve 14 to directly communicate with the pressure chamber 20 and the fuel chamber 15 to reliably prevent two-stage injection. do. Next, the rack rod 112 is moved in the axial direction to rotate the control sleeve 14 around the axis of the plunger 8, and the fuel supply amount is increased or decreased by changing the relationship position between the control hole 14a and the control groove. do. Moreover, by rotating the operation shaft 26 around the axis line and displacing the control sleeve 14 in the axial direction of the plunger 8 via the lever 28, the control hole 14a and the cam groove direction of the control groove The relative position changes, that is, the injection timing is adjusted. Here, the rack rod 112 and the operation shaft 26 are driven artificially by an engine control device (in the case of a vehicle, an axel, a centrifugal ignition advancing device, a timer, etc.) not shown, respectively, or by a suitable actuator. do.

According to the fifth embodiment, when adjusting the injection amounts of the plurality of cylinder injection pumps, the lock nut 128 is released and the adjustment member 124 is rotated using a tool such as a driver. The plunger guide 114 is then rotated in the proper direction around the plunger axis simultaneously with the plunger 8 by cooperation with the eccentric pin 122 and the engaging groove 118, and the relative relationship of the plunger to the control sleeve 14. Since the position is changed, in other words, the relative position of the control hole 14a with respect to the control groove is changed, fine adjustment of the injection amount of the fuel injection pump corresponding to each cylinder is performed. In this way, after the injection pump injection amount of all the cylinders is adjusted, the lock nut 128 of each adjustment member 124 is fastened to fix each adjustment member 124 with respect to the housing 2. The plunger guide 114, via the locking groove 118, is thus correctly associated with the corresponding control sleeve 14, respectively. As a result, there is an advantage that the injection amount of the fuel injection pump can be quickly and easily finely adjusted and matched for each cylinder. On the other hand, in the above embodiment, the control groove 14a is provided on the plunger 8 and the control hole 14a which collides with the control sleeve 14 is provided. The inclined groove may be provided, and the control hole communicating with the flow path 8a may be opened on the outer circumferential surface of the plunger 8. In addition, in the above embodiment, the combination of the eccentric pin 122 and the locking groove 118 is used, but it can be replaced evenly by a school cam device made of a cam and a cam groove having the same kinematic effect. It is obvious.

The sixth embodiment will be described with reference to FIGS. 37 to 40 below. When only the part having a different configuration from the fifth embodiment is described, the fuel chamber 15 formed around the plunger 8 is divided into an oil supply chamber 15a and an oil supply chamber 15b, and an engine is provided in the oil supply chamber 15a. The fuel is always supplied by a feed pump (not shown) during the operation of the oil supply chamber, and the oil discharge chamber 15b communicates with the suction side of the feed pump or the fuel tank. A control groove 139 having a triangular shape is provided on the outer circumferential surface of the plunger in contact with the control sleeve 14, one end of the flow path 8a in the plunger is opened in the pressure chamber 20, and the other end is provided in the control groove 130. Communicate. The control groove 130 has an upper end inclined with respect to the plunger axis. One end thereof is opened to the outer circumferential surface of the plunger 8 and the other end has an oil supply port communicating with the flow path 8a. In the embodiment, as shown in FIGS. 38 to 39 degrees, the control groove is around the plunger axis. It is disposed at an angle interval of about 180 degrees at 130, and is disposed at an angle interval of about 180 degrees at the control groove 130, and is installed slightly below the bottom of the control groove 130. Reference numeral 14a denotes a control hole which is a drain hole which radially protrudes above the control sleeve 14 and cooperates with the control groove 130. Reference numeral 134 denotes a mounting plate protruding radially in the barrel 4, reference numeral 136 denotes a mounting plate protruding toward the barrel 4 in the housing 2, and these are the fuel chamber 15. ) Is divided into an oil supply chamber 15a and an oil supply chamber 15b.

In the above apparatus, the operating state of the fuel pump will be described in detail with reference to FIGS. 40A to 40E are shown overlapping with the inner circumferential surface of the control sleeve 14 and the outer circumferential surface of the colliding plunger 8. First, both of them are in the position of FIG. 40a, the control hole 14a and the control groove 130 communicate with each other, and the lower end of the oil inlet 8b protrudes below the lower surface of the control sleeve 14 so that the fuel chamber 15 ) Is opened to the oil supply chamber 15a, and the pressure chamber 20 and the oil supply chamber 15a communicate with each other. When the camshaft 12a is rotated by the engine from this state, the plunger 8 is raised upwards by the cam 12 via the roller 25a, and it will be in the position of FIG. 40b, and the lower end of the oil supply port 8b. Is closed by the control sleeve 14 and the communication between the inclined portion of the control groove 130 and the control hole 14a is blocked, and the pressure chamber 20 and the combustion chamber 15, that is, the oil supply chamber 15a, the ship Communication between both of the oil chambers 15b is blocked. Therefore, the fuel in the pressure chamber 20 is pressurized as the plunger 8 rises, and when the pressure exceeds the set value, the discharge valve 7a is opened, and the fuel is discharged from the discharge passage 6a to the injection nozzle of the engine. Supplied. When the plunger 8 is further raised to reach the position shown in FIG. 40C, the inclined slope edge of the control groove 130 communicates with the control hole 14a of the control sleeve 14, and the pressure chamber 20 It communicates with the oil discharge chamber 15b of the fuel chamber 15, and fuel injection is complete | finished.

Furthermore, after that, the upper end of the axial portion of the control groove 130 reaches the position of FIG. 40e again from the position of FIG. 40d and protrudes upward from the upper end surface of the control sleeve 14 to pressurize the chamber 20 and the fuel. The seal 15 is directly communicated with to prevent the two-stage injection. Furthermore, by moving the rack rod 112 in its axial direction to rotate the control sleeve 14 around the axis of the plunger 8 and changing the position of the relationship between the control hole 14a and the control groove 130, Fuel supply increases or decreases. In the displacement of the control sleeve 14 in the axial direction of the plunger 8 via the lever 28 which rotates the operating shaft 26 about its axis, the cam of the oil inlet 8b and the control groove 130 is provided. The relative position in the lift direction changes, that is, the injection timing is adjusted.

In the above-described fuel pump, the fuel pressurized after the end of the fuel injection and the temperature has risen is discharged from the pressure chamber 20 to the oil supply chamber 15b and discharged to the intake side or fuel tank of the supply pump (not shown) and the oil supply chamber The temperature rise of the fuel is effectively suppressed as compared with the above proposed apparatus which distinguishes the 15a and the oil drainage chamber 15b, thereby effectively preventing the favorable fluctuations in the injection characteristics caused by the rise of the fuel temperature. Moreover, as will be easily understood from the above description, the mounting plates 134 and 136 which divide the fuel chamber 15 into the oil supply chamber 15a and the oil discharge chamber 15b are configured to terminate the injection of fuel and the injection into the pressure chamber 20. It is sufficient to show a function of preventing the mixing of the high temperature fuel flowing out from the pressurizing chamber 20 afterwards, and it is not necessary to secure a rigid fluid tightness. In addition, the angular spacing between the control groove 130 and the oil plunger axis 8b provided on the outer circumferential surface of the plunger 8 is not limited to about 180 as shown, but may be 90 degrees or 60 degrees. It is important to select the appropriate angular spacing by balancing the above-described provided portions 134 and 136, in particular the former, which roughly divide the oil supply chamber 15a and the oil supply chamber 15b.

Next, the seventh embodiment will be described with reference to FIGS. 41 and 42. FIG. The difference in construction from the fifth embodiment is that in the fifth embodiment, the up and down movement of the control sleeve 14 is controlled by the operating shaft 26 by the rack rod 112, but in the seventh embodiment, The control shaft member 142 is configured to control the point. In other words, reference numeral 138 denotes an L-shaped flow adjusting pin whose one end is fixed to the outer circumferential surface of the control sleeve 14, and the injection timing extending perpendicular to the plunger axis on the other vertical pin 138a in the plunger axis direction. The adjusting pin 140 is stuck. Reference numeral 142 collectively shows the control shaft member with which the flow rate adjusting pin 138 cooperates with the injection timing adjusting pin 140, and as shown in detail in FIG. 42, linear movement by a rear solenoid not shown. It is connected to the actuator suitable to generate the injection amount control member 144 to be displaced in the direction of the arrow A, A 'in the figure and detachably coupled in the axial direction with respect to the injection amount control member, according to the rotation around its axis The injection timing control member 146 is configured to rotate the injection amount control member 144 around its axis, for example, connected to a suitable actuator by a rotating slanoid (not shown). Reference numeral 148 is a coupling member protruding toward the member 144 in the rectangular cross section of the injection amount control member 144, and is slidably coupled to the vertical pin 138a of the flow rate adjusting pin 138. It has a first groove 150 and a second groove 152 slidably coupled to the injection timing adjustment pin 140.

In the seventh embodiment, the coupling member 148 is displaced in the A direction when the injection amount control member 144 is moved by its actuator in the axial direction thereof, for example, the arrow A direction in FIG. In cooperation with the first groove 150 and the vertical pin 138a, the flow rate adjusting pin 138 is rotated clockwise around the axis of the plunger 8, so that the control sleeve 14 Since the relationship position between 14a and the control groove 154 changes, the fuel supply amount is increased or decreased. When the injection timing control member 146 is rotated about its axis by a suitable actuator described above, for example, a rotating slanoid, the coupling member 148 is rotated around the axis of the control shaft member 142, and By the cooperation of the two grooves 152 and the injection timing adjusting pin 140, the control sleeve 14 is displaced in the axial direction of the plunger 8, and the control hole 14a and the control groove 154 in the cam lift direction. The relative position changes, that is, the timing of the bones is adjusted. Therefore, according to its configuration, a member for rotating the control sleeve 14 around its axis to control the injection amount is provided on one radial axis of the sleeve 14, which is simpler in structure than the conventional apparatus. According to the control sleeve 14, there is an advantage that the film is slightly lowered in the transverse direction. Moreover, the matching of the injection timing of the multi-cylinder injection pumps includes (1) adjusting the sealing of the fastening surface between the barrel 4 and the housing 2 (ii) between the cam holder (latpit) 25 and the lower part of the plunger. By adjusting the sealing. Moreover, the embodiment is characterized by the installation of the control groove 154 on the plunger 8 and the installation of the control hole 14a which cooperates on the control sleeve 14 inclined relative to the plunger sideline on the control sleeve 14 side. A groove may be provided and the control hole communicating with the flow path 8a may be opened on the outer circumferential surface of the plunger 8 at the same time.

Referring to FIG. 43, a modified example of the seventh embodiment, 144 'is a spray amount control member having a circular cross section, and a coupling member having a first groove 150' and a second groove 152 'thereon. 148 'is mounted, and the coupling member 148' equipped with the adjustment bolt 156 and the nut 158 is mounted and fixed by the adjustment bolt 156 and the nut 158. Accordingly, as the seventh embodiment displaces the injection amount control member 144 'in the axial direction, the control sleeve 14 is rotated to adjust the injection amount, and the control sleeve 14 is vertically moved by rotating the control sleeve 14 around the axis. Injection timing can be adjusted. In addition, the initial registration of the multi-cylinder injection pump loosens the nut 158 and moves the coupling member 148 'in the axial direction, thereby adjusting the injection amount and adjusting the angular position around the axis of the coupling member 148'. So you can match the injection timing respectively.

Next, an eighth embodiment will be described. In actual fuel feeding, so-called preliminary flow is likely to occur, and the pressure rise is not rapid. The preliminary flow is such that the passage opening is gradually closed before the opening of the toll on the peripheral surface side of the plunger is completely closed by the control sleeve. This is because the opening is circular. Therefore, the fuel is gradually conveyed, and the fuel which does not reach the predetermined injection pressure from the injection nozzle V leaks, there is a disadvantage that smoke occurs or the combustion ratio decreases.

In the eighth embodiment, attention has been paid to the above circumstances, and its object is to provide a release for starting the pressure feed in the oil inlet opening of the plunger circumferential surface so that the preliminary flow can be suppressed and the pressure rise can be rapidly increased. An object of the present invention is to provide a fuel injection pump for shaping the combustion ratio.

The eighth embodiment will be described with reference to FIGS. 44 and 45 degrees. The eighth embodiment is characterized only by the configuration of the plunger, and all other portions are omitted because of the same constructional benefits as those in the first to seventh embodiments. The plunger 8 is provided with a flow path 8a which communicates with an opening that opens in the upper end face and a part of the peripheral face thereof. The inclined groove 8d bent to the peripheral surface of the plunger 8 communicates with the peripheral surface side opening 8b of the plunger 8 of this flow path 8a. In addition, the pressure-feeding release part 160 communicates with the plunger 8 circumferential side opening of the flow path 8a. The pressure initiation release portion 160 is a groove provided along the circumferential surface of the plunger 8 as shown in Figs. 53 and 54, and the width dimension is defined by the opening 8b of the flow path 8a. It needs to be the same or more. In addition, the bottom edge of the dropping start portion 160 for the pressure start must be equal to or less than the bottom edge of the opening.

When the opening 8b of the flow path 8a on the circumferential surface side of the plunger 8 is located below the lower end surface of the control sleeve 14, fuel enters the barrel 4 and enters the barrel 4. The plunger 8 is raised and passes from the top of the opening 8b to the bottom surface of the control sleeve 14. At the same time, since the feed start start part 160 faces the lower end surface of the control sleeve 14, the effective area of the flow path 8a is not lowered and fuel introduction continues. When the bottom edge of the opening 8b passes through the bottom face of the control sleeve 14, and the bottom edge of the pressure initiating release part 160 passes through the bottom face of the control sleeve 14, the barrel ( The fuel in 4) reaches a predetermined pressure, and the feeding to the injection exposure V is started. That is, since the pressure initiation release part 160 and the opening 8b communicate with each other, the pressure initiation operation is performed by completely closing the pressure initiation release part 106. In other words, the effective area of the opening 8b of the flow path 8a is enlarged by the pressure initiation release part 160, and the lower edge of the pressure initiation release part 160 is positioned above the bottom surface of the control sleeve 14. When located, the effective area becomes zero at once. Therefore, the preliminary flow amount of the fuel decreases, the pressure rise becomes abrupt, and no time is required for the increase in the injection pressure.

In Fig. 48, the solid line shows the pump characteristics in the eighth embodiment and the dotted line shows the structure of the conventional example. In the figure, S is a preliminary stroke position, which is abrupt in the above embodiment until the effective area of the flow path 8a becomes zero, and smooth in the conventional structure. Therefore, in the fuel supply rate, the increase until reaching a predetermined rate is rapid in the above embodiment, and smooth in the conventional structure.

46 and 47 show another modification of this embodiment. The flow path 8a and the inclined groove 8d are provided in the plunger 8 in the same manner as in the above embodiment, but the pressure initiation release part 160 different from the pressure start initiation part 160 in FIGS. 160a, the plunger 8 is to be cut flat on the peripheral surface. As a matter of course, the pressure initiation release portion 160a communicates with the opening 8b of the flow path 8a, and this vertical width must be at least equal to or greater than the opening. In addition, the bottom edge of the pull-out start portion 160a should be equal to or less than the bottom edge of the opening. In this way, the pressure-initiating release part 160a can obtain the same effect as in the above embodiment.

As described above, according to this embodiment, since the pressure initiation release portion provided on the circumferential surface of the plunger is connected to the flow path opening provided on the circumferential surface of the plunger, the pressure initiation release portion twists the decrease in the amount of preliminary flow. And an improvement in combustion ratio. Moreover, a relatively simple structure can provide a fuel injection pump which is sufficient and does not adversely affect the cost.

The ninth embodiment shown in FIG. 49 is a modification of the fifth embodiment shown in FIGS. 33 to 36, wherein the lever 28 which protrudes the arm 28a protrudes radially outwardly. The pressing rod 203 is pressed against the inclined surface 28b by the spring 202 in the spring case 201 which is detachably screwed onto the housing 2. 204 is a hollow plug detachably screwed onto the housing 2 in close proximity to the rack rod 112, 205 is an adjustment shaft rotatably and rigidly fitted in the hollow plug. An eccentric piece 206 is provided in contact with the bottom surface of the control sleeve 14, and a groove 207 suitable for using a tool such as a driver is formed at the outer end of the housing.

By the way, in the above-described fuel injection pump apparatus, after completion of the manufacturing and assembly, it is necessary to match the fuel injection timing of the multi-cylinder injection pump before attaching it to the actual engine, and the adjustment of this injector is as follows. Can be done.

(One). First, in a state where the fixing bolt or screw 208 of the injection timing lever 28 is loosened, the spring case 201 is screwed to the housing 2, and the tip of the pressure rod 203 is connected to the lever 28. Of the inclined surface 28b is elastically walked.

(2). On the other hand, the hollow plug 204 is screwed into the housing 2, and the eccentric piece 206 of the adjustment shaft 206 rotatably supported in the plug is brought into contact with the bottom surface of the control sleeve 14. In this state, the lever 28 is biased clockwise in FIG. 49 by the force of the spring 202 via the pressure rod 203, and is therefore controlled via the arm 28a and the spherical portion 94. The sleeve 14 is elastically pressed to contact the eccentric pin 206 without causing swing.

(3). Next, while starting the camshaft 12a, the start timing of the injection of the fuel injection pump of each cylinder is measured, and a tool such as a driver is applied to the groove 207 of the adjustment shaft 205 for the injection pump removed from the standard. Rotate the adjustment shaft 205 to displace the control sleeve 14 in the axial direction of the plunger 8 by the eccentric rotation of the eccentric pin 206, and adjust the injection start timing to a reference value. Fasten the adjusting shaft 205 by tightening 209. Similarly, the fuel injection timing of the injection pumps for all cylinders is adjusted and matched.

(4). Thereafter, the blind plug 210 for the work hole installed adjacent to the spring case 201 is removed to fasten the bolt or screw 208, and the lever 28 is fixed on the operation shaft 26. As a result, the fuel injection timing of the injection pumps of all the cylinders is matched.

(5). After the end of the work, the spring case 201 and the hollow plug 204 are peeled off from the housing 2, and the blind plug is screwed into the screw hole in the housing 2 thereafter, thereby performing all fuel injection timing adjustment operations. Quit.

According to the above working process, there is an advantage in that the fuel injection timing can be finely adjusted for each cylinder of the fuel injection pump for a multi-cylinder engine, and it can be accurately and quickly matched.

In this embodiment, the displacement of the control sleeve 14 in the axial direction of the plunger 8 by means of an adjusting shaft 205 with an eccentric pin 206 cooperating with the bottom surface of the control sleeve 14 is achieved. In the outer peripheral surface of the control sleeve 14 that does not interfere with the rack rod 112 and the lever 28, the rack having teeth in the transverse direction is formed on the surface of the control hole 14a. It is formed by carving the sawtooth, and the adjustment shaft having a pinion engaged with the rack teeth is rotatably supported on the housing 2, like the eccentric pin adjustment shaft 204, and the adjustment shaft is similarly supported from the outside of the housing. While rotating, the relative position of the plunger 8 of the control sleeve 14 in the vertical direction may be finely adjusted via the pinion and the rack teeth.

The tenth embodiment shown in FIG. 50 is a modification of the fifth embodiment shown in FIGS. 33 to 36, and after the fabrication and assembly of the fuel injection pump described in the fifth embodiment is completed, It is necessary to match the fuel injector of the injection pump of a cylinder, and shows the method of adjusting injection timing.

(One). First, the discharge valve holder 6 is removed, the discharge valve 7a and the spring 7b are removed, and then attached to the barrel 4 again, and the air manifold 170 is opened at the open end of the discharge passage 6a. Fitting is connected by the fitting member (172). The air manifold 170 is also connected to a suitable compressed air source 176 via a pressure reducing valve 174.

(2). On the other hand, it is removed by the adjustment opening 180 formed in the wall part of the housing 2 facing the injection timing control member 178, and the opening is opened.

(3). When the pressure reducing valve 174 is opened in this state, the compressed air is compressed through the air manifold 170, the discharge passage 6a, the pump chamber 20, the flow path 8a, the longitudinal groove 8c, and the inclined groove. It flows into the fuel chamber 15 via the control groove comprised by 8c, and it flows out to the outside air (in addition, the control sleeve 14 shall be in the position shown to 33, 52, and 35 degree | times at this time). . In this case, the display member 184 of the air manifold 170 is in a floating position as shown for air flow.

(4). Then, a suitable tool is inserted from the adjustment opening 180 to rotate the lever 28 of the injection timing control member 178 little by little in the clockwise direction in FIG. 44, and the control sleeve 14 with respect to the plunger 8. ) Moves downward. The flow of compressed air stops at the moment when the control sleeve 14 descends to cover the lower edge of the longitudinal groove 8c of the control groove. The stop of this air flow can be confirmed correctly as the display member 184 of the air manifold 170 falls. This position does not leave the injection start position. At this position, the bolt or screw 186 is fastened to fix the control member 178 on the operation shaft 26.

Therefore, the injection timing adjustment of the injection pump of each cylinder can be performed very simply and quickly with respect to the crank angle position (cam 12 and hence the axial direction position of the plunger 8) set suitably. Compared to the case where the fuel flow is exemplified as in the related art, the seal and the plug 182 are removed, the operation shaft 26 is finely adjusted, and the fuel is flowed and adjusted again and again. It is obvious that the time required for adjustment is reduced to less than a few days and the cost is correspondingly reduced. In contrast to the above method, the control groove is closed by the initial control sleeve 14, and the control sleeve 14 is gradually raised to open the lower end of the control groove by the lower edge of the sleeve, thereby providing compressed air. The moment at which the flow begins to flow may be confirmed by the rise of the display member 184 of the air manifold 170. Furthermore, this embodiment is provided with a control groove 14a cooperating on the control sleeve 14 at the same time as installing the control groove on the plunger 8 but inclined with respect to the plunger axis on the control sleeve 14 side. The same applies to an apparatus configured to provide a control groove and to open a control hole communicating with the charge 8a on the outer circumferential surface of the plunger 8. In addition, when matching the fuel injection amount of a several cylinder and an injection pump, the lock nut 128 is rotated using the tool, such as a driver, for example. Then, the plunger guide 114 is rotated around the axis with the plunger 8 by the interaction of the eccentric pin 122 and the locking groove 118, and the relative position of the plunger relative to the control sleeve 14 is In other words, the relative position of the control hole 14a with respect to the control groove is changed, so that fine adjustment of the injection amount of the fuel injection pump corresponding to each cylinder is performed.

After the adjustment of the injection timing is completed as described above, the sealing plug 182 is spirally engaged, the air manifold 170 is removed, the discharge valve 7a and the spring 7b are set again, and the discharge valve is removed. The holder 6 is fixed in position, while the lock nut 128 is tightened to prevent rotation around the axis of the plunger 8, thereby completing all the work.

In the above embodiment, the air manifold serving as the flow measurement device is used. However, an air flow meter or a pressure gauge may be used instead, and the same operation and effect as in the above embodiment can be obtained.

Claims (16)

A fuel injection pump device for supplying fuel in a pressure chamber to fuel injection exposure by reciprocating a plunger by a cam driven by an engine. ), A plunger 8 having one end facing the pressure chamber and the other end operatively connected to a cam driven by the engine, and a fuel chamber provided surrounding the plunger 8 in the housing. (15), a flow passage 8a formed in the plunger so that one end communicates with the chamber and the other end communicates with the fuel chamber 15, and a control sleeve 14 slidably fitted outside the plunger 8 in the fuel chamber. And an inclined groove (d) which is inclined with respect to the plunger (8) axis on the outer circumferential surface of the plunger (8) for communicating or blocking the pressurizing chamber (20) and the fuel chamber (15) via the flow path (8a); According to the above axis A control groove having a longitudinal groove 8c provided therein, a control groove 14a installed in the control sleeve 14 to communicate the control groove with the fuel chamber 15 at the end of fuel injection, and supported by the housing for fuel injection amount. The injection amount control member for controlling the pressure, the injection timing control member for moving the control sleeve 14 in the axial direction of the plunger 8, and the injection amount control member and the injection timing control member from the complete state information source 50. And a fuel injection control device 52 for controlling in response to a signal of?, Wherein the fuel injection control device 52 controls the injection timing control member based on the engine speed range information from the operation state information source 50; At the same time as the advance operation, the top of the control sleeve 14 and the control hole when the plunger is in the state of the minimum effective stroke and the plunger is at the top dead center by the operation of the rack 24 which is the injection amount control member. A fuel injection pump device characterized in that the length (14) between the (14a) is set to be smaller than the length (13) between the upper end of the longitudinal groove (8c) and the control hole to prevent two-stage injection of fuel. The geometric mean oil feed rate Vp (mm / deg) obtained from the plunger 8 diameter D (mm) and the cam 12 head h (mm) is Vp = 2.47 x 10 ² x D ² x h. 22.8 Vs + 12.8 between the geometric mean oil flow rate Vp obtained from the relation Vp and the short-term stroke volume Vs (l) of the engine, obtained from

Vp

A fuel injection pump device configured to exist in a range satisfying a relation of 118.8 Vs + 10.2. The fuel injection pump apparatus according to claim 1 or 2, wherein the rack (24), which is an injection amount control member, is configured to rotate the plunger (8). 3. The fuel injection pump apparatus according to claim 1 or 2, wherein the rack member (98), which is an injection amount control member, is configured to rotate the control sleeve (14) around the plunger (8). A fuel cell according to claim 1 or 2, which is connected to the fuel chamber (15) via a toll (8a) or at least two oil inlets (8b), and the control grooves (8c, 8d) correspond to the respective flow passages (8a). And a cutout formed at the outer circumference of the plunger (8) and through the control hole (14a) in the control sleeve (14) corresponding to the control groove (8c, 8d). The minimum gap do of the both grooves in the direction in which the inclined groove 8d intersects the longitudinal groove 8c is less than the inner diameter d _{1 of the} control hole 14a. Or a fuel injection pump apparatus configured to be the same. The inclined groove 8d is formed so as to intersect at portions other than both ends of the longitudinal groove c, and the plunger 8 in the axial direction of the longitudinal groove 8c. Set the length l ₁ to be smaller than the sliding depth l ₀ of the control sleeve 8 so that the fuel injection condition is greater than the length l ₂ between the lower end of the control sleeve 14 and the control hole 14a. A fuel injection pump apparatus, wherein the fuel injection pump apparatus is configured to set fuel no injection conditions. The control sleeve 14 according to claim 1 or 2, wherein when the plunger 8 is displaced by the operation of the rack 24, which is the injection amount control member, the longitudinal direction 8c and the control hole 14a are substantially coincident with each other. A fuel injection pump apparatus characterized in that it is configured to obtain a sprayless fuel by setting the length (L ₄ ) between the upper end and the control hole (14a) to be smaller than the length (1 ₁ ) of the longitudinal groove. The cam profile according to claim 1 or 2, wherein the cam profile obtained from the relationship between the cam 12 angle and the fastness constant of the plunger 8 forms a cam contour in which the constant is substantially constant in a predetermined cam angle range. And a fuel injection pump device configured to control the operation shaft 26 serving as the injection timing control member in the range of the predetermined cam angle. 2. The cam 12 is a cam portion 89a for injecting fuel from the fuel injection exposure V and an auxiliary cam portion 89a for raising the pressure from the pressure chamber to the fuel injection exposure after the fuel injection is finished. Fuel injection pump apparatus characterized in that it has a. 5. A rack member (98) engaged with a tooth (96) formed on an outer circumference of the injection amount control section measuring sleeve (14), a screw shaft (106) screwed to the rack member (98), and the rack. A fuel injection pump apparatus, comprising: a fixing device such as a lock nut (108) for fixing the member (98) on the screw shaft (106). The discharge valve 7a is mounted to a barrel 4 fixed in the housing 2 by a fastening bolt 104, and the plunger 8 is in the barrel 4 in its axial direction. It is slidable and mounted so as not to rotate relative around the axis, and the barrel 4 and the plunger 8 are integrally rotated about the control sleeve 14 around the axis of the plunger 8 to adjust the fuel injection amount. Dye injection pump apparatus characterized in that configured to be carried out. The discharge valve 7a is mounted to a barrel 4 which is fixed in the housing 2 by fastening bolts, and the plunger 8 is slidable in the axial direction in the barrel 4. The plunger guide 114 is mounted so as not to rotate relative to the side line, and prohibits relative rotation around the plunger 8 and its axis near the lower end of the plunger 8, and allows a relative side to be inserted in the axial direction. And rotatably supported by the housing 2 to rotate the plunger guide 114 in the plunger 8 axial rotation direction in cooperation with the engaging 118 of the plunger guide 114 at one end thereof. By adjusting the adjustment member 124 and rotating the plunger 8 about the plunger 8 axis with respect to the control sleeve 14 via the plunger guide 114. After adjusting the injection amount, Fuel injection pump device, characterized in that configured to be fixed to the adjustment member (124). 6. The oil passage (8a) according to claim 5, wherein the oil passage (8a) has an oil supply port (8b) connected to or blocked from the fuel chamber (15) by the control sleeve (14) at the other end thereof, and the control groove (130) is the oil passage (8a). And a second side extending in parallel with the axial line and a second side extending in parallel with the plunger on the outer circumferential surface of the plunger (8) and the plunger (8). 130 is a fuel injection pump device, characterized in that disposed with a gap around the axis of the plunger (8). 3. The injection timing control member 146 or the injection amount control member 144 according to claim 1 or 2, wherein one of the injection timing control member 146 or the injection amount control member 144 is caught by the control sleeve 14. The fuel injection amount is controlled by the operation of the injection timing control member 146, and the fuel injection amount is controlled by the operation of the injection amount control member 144 so that the other side is caught by the operation so as not to disturb the operation of the one side. Fuel injection pump device characterized in that the. The fuel injection pump apparatus according to claim 1, wherein the charge is set so that the cross sectional area of the pressure initiation release portion (160a), which is the opening portion of the fuel chamber, is larger than the cross sectional area of the other portions.

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