KR960010290B1 - Fuel ejecting pump - Google Patents

Abstract

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Description

Fuel injection pump

1 is a schematic view of a conventional combustion engine type diesel engine (1) in which a precombustion chamber (4) is provided as an auxiliary combustion chamber.

2 is a schematic view of a conventional auxiliary combustion type diesel engine (8) in which a vortex chamber (9) is provided as an auxiliary combustion chamber.

3 is a longitudinal sectional view of a general fuel injection pump (5).

4 is a longitudinal sectional view of a combustion throttle nozzle 6 of the general throttle type.

5 is an enlarged cross-sectional view of a portion of the injection hole 37 at the tip of the nozzle body 26. FIG.

6 is a graph showing the relationship of the opening area of the injection port 37 with respect to the nozzle lift.

7 is a longitudinal sectional view of a fuel injection pump 40 according to the first embodiment of the first invention.

8 is a longitudinal cross-sectional view of the main part.

9 is a lead exploded view of the head of the plunger 15.

10 is a timing map shown in the N-Q characteristic diagram.

11 is a graph showing the relationship of fuel injection amount Q to engine speed N. FIG.

FIG. 12 is a graph showing the relationship between the fuel injection amount Q and the engine speed N when the control rack 13 of the injection amount is fixed.

FIG. 13 is an explanatory view of a simplified lead development diagram of a plunger 15 head as shown in FIG. 9 in the fuel injection pump 50 according to the second embodiment of the first invention. FIG.

FIG. 14 is an explanatory view illustrating a simplified development diagram of a lead of the head of the plunger 15 in the fuel injection pump 51 according to the third embodiment of the first invention.

FIG. 15 is an explanatory view illustrating a simplified development diagram of a lead of the head of the plunger 15 in the fuel injection pump 52 according to the fourth embodiment of the first invention. FIG.

FIG. 16 is an explanatory view illustrating a simplified development view of a head of the head of the plunger 15 in the fuel injection pump 56 according to the fifth embodiment of the first invention.

FIG. 17 is an explanatory diagram of a simplified lead development view of the head of the plunger 15 in the fuel injection pump 58 according to the sixth embodiment of the first invention.

FIG. 18 is an explanatory diagram of a simplified lead development view of the head of the plunger 15 in the fuel injection pump 59 according to the seventh embodiment of the first invention.

FIG. 19 is an explanatory diagram of a simplified lead development view of the head of the plunger 15 in the fuel injection pump 60 according to the eighth embodiment of the first invention.

FIG. 20 is an explanatory view illustrating a simplified development diagram of a lead of the head of the plunger 15 in the fuel injection pump 62 according to the ninth embodiment of the first invention.

FIG. 21 is an explanatory view of a simplified lead development view of the head of the plunger 15 in the fuel injection pump 63 according to the tenth embodiment of the first invention.

22 is a longitudinal sectional view of a fuel injection pump 70 according to the first embodiment of the second invention.

23 is a longitudinal sectional view of the main part.

24 is a lead exploded view of the head of the plunger 15.

25 is a timing map shown in the N-G characteristic diagram.

FIG. 26 is an explanatory diagram of a simplified lead development view of the head of the plunger 15 as in FIG. 24 in the fuel injection pump 71 according to the second embodiment of the second invention; FIG.

FIG. 27 is an explanatory diagram of a simplified lead development diagram of the head of the plunger 15 in the fuel injection pump 72 according to the second embodiment of the second invention. FIG.

FIG. 28 is an explanatory diagram of a simplified lead development diagram of the head of the plunger 15 in the fuel injection pump 74 according to the fourth embodiment of the second invention; FIG.

Fig. 29 is an explanatory diagram showing a simplified development diagram of a lead of the head of the plunger 15 in the fuel injection pump 75 according to the fifth embodiment of the second invention.

FIG. 30 is an explanatory view of a simplified lead development view of the head of the plunger 15 in the fuel injection pump 76 according to the sixth embodiment of the second invention.

FIG. 31 is an explanatory diagram of a simplified lead development view of the head of the plunger 15 in the fuel injection pump 78 according to the seventh embodiment of the second invention. FIG.

FIG. 32 is an explanatory view illustrating a simplified development view of a lead of the head of the plunger 15 in the fuel injection pump 79 according to the eighth embodiment of the second invention. FIG.

FIG. 33 is an explanatory view of a simplified lead development view of the head of the plunger 15 in the fuel injection pump 80 according to the ninth embodiment of the second invention.

FIG. 34 is an explanatory view illustrating a simplified development diagram of a lead of the head of the plunger 15 in the fuel injection pump 82 according to the tenth embodiment of the second invention; FIG.

FIG. 35 is an enlarged cross-sectional view of principal portions of the plunger barrel 14 and the plunger 15 of the fuel injection pump 90 according to the first embodiment of the third invention; FIG.

36 is a lead exploded view of the head of the plunger 15.

FIG. 37 is an explanatory diagram of a simplified diagram of FIG. 36; FIG.

FIG. 38 is an explanatory diagram of a simplified lead development view of the head of the plunger 15 as in FIG. 37 in the fuel injection pump 90 according to the second embodiment of the third invention; FIG.

FIG. 39 is an explanatory view illustrating a simplified development diagram of a lead of the head of the plunger 15 in the fuel injection pump 92 according to the third embodiment of the third invention. FIG.

FIG. 40 is an explanatory diagram of a simplified lead development diagram of the head of the plunger 15 in the fuel injection pump 94 according to the fourth embodiment of the third invention. FIG.

FIG. 41 is an explanatory view illustrating a simplified development diagram of a lead of the head of the plunger 15 in the fuel injection pump 96 according to the fifth embodiment of the third invention; FIG.

* Explanation of symbols for main parts of the drawings

1: diesel engine of auxiliary combustion chamber type 2: cylinder,

3: main combustion chamber, 4: pre-combustion chamber (sub-combustion chamber),

5: fuel injection pump, 6: throttle fuel injection nozzle,

7: piston, 8: diesel engine of auxiliary combustion chamber,

9: vortex chamber (auxiliary combustion chamber), 10: pump housing,

11: camshaft, 12: cam,

13: control rack of injection amount, 14: plunger barrel,

15: plunger, 15A: upper end of the plunger 15,

16: outlet valve, 17 outlet valve holder,

18: tappet roller, 19: control sleeve of the injection amount,

20: fuel storage chamber, 21: fuel pressure chamber,

22: suction discharge hole, 23: branch pipe,

24: longitudinal fuel passage, 25: inclined lead,

26: nozzle body, 27: chipping,

28: holder body, 29: stop nut,

30: needle valve, 30A: pin portion of the needle valve (30),

30B: data portion of the needle valve 30, 31: pressure pin,

32: pressure spring, 33: adjustment shim,

34: bar filter, 35: fuel passage,

36: oil reservoir, 37: injection hole,

37A: circumferential inner wall portion of injection hole 37, 37B: sheet portion of injection hole 37,

38: escape passage, 40: fuel injection pump (1st invention),

41: main port (fuel suction discharge hole), 41A: upper end of the main port (41),

42: subpooff (fuel suction discharge hole), 42A: upper end of the subport 42,

43: longitudinal main fuel passage, 44: lower main lead,

44A: upper end of the lower main lead 44, 45: longitudinal sub-fuel passage,

46: upper main lead, 46A: upper end of the upper main lead 46,

47: upper subbride, 47A: upper end of the upper subbride 47,

48: lower surbride, 48A: upper end of the lower surbride 48,

50: fuel injection pump, 51: fuel injection pump,

52: fuel injection pump, 53: lower main lead,

54: lower subbride, 55: longitudinal main fuel passage,

56: fuel injection pump, 57: inclined upper surveid,

58: fuel injection pump, 59: fuel injection pump,

60: fuel injection pump, 61: inclined upper surveid,

62: fuel injection pump, 63: fuel injection pump,

70: fuel injection pump (second invention), 71: fuel injection pump,

72: fuel injection pump, 73: inclined upper surveid,

74: fuel injection pump, 75: fuel injection pump,

76: fuel injection pump, 77: inclined upper main lead,

78: fuel injection pump, 79: fuel injection pump,

80: fuel injection pump, 81: inclined upper surveid,

82: fuel injection pump, 83: inclined upper main lead,

90: fuel injection pump (third invention), 91: fuel injection pump,

92: fuel injection pump, 93: upper surveid,

94: fuel injection pump, 95: the upper main lead,

96: fuel injection pump, 97: longitudinal main fuel passage,

98: lower main lead, 99: lower sub lead,

L1: Depth and height of the upper subbride 47 (starting step for low speed) (preflow stroke),

L2: length and height of the upper main lead 46 (starting angle step for high speed),

L3: Preflow Stroke, that is, acute terminal (L1-L2)

The present invention relates to a fuel injection pump, and more particularly, to a fuel injection pump in which a main port and a sub port are formed in a plunger barrel as a suction discharge hole of fuel. The present invention also relates to a fuel combustion pump for feeding fuel into a throttle fuel injection nozzle facing an auxiliary combustion chamber of a diesel engine of an auxiliary combustion chamber type.

In general, it is desirable to advance (improve) the injection timing of the fuel during high-speed rotation of the engine as a characteristic of the fuel injection pump, and also to perform the fuel injection without using a timer (automatic advance device) to adjust the injection timing. According to the structure of the pump itself, there is one provided with a timing adjusting mechanism.

In this timer adjusting mechanism, the advance flow effect at the high speed rotation, i.e., the shape in which fuel is fed by the dynamic effect (adjustment effect) before the feed hole (rapid hole) of the fuel is closed, is advanced. To get the characteristics.

However, even if the injection timing characteristics at high speed rotation of the engine are satisfactory due to the preflow effect, the injection timing at the start of the engine and the torque point (low speed, high load) is delayed (delayed) due to the preflow effect. As a result, there is a drawback that it is difficult to realize the most suitable timing of the engine.

Therefore, both the advancement at high speed and the right angle at start-up are desired, and at the same time, a fuel injection pump capable of arbitrarily setting the advancement characteristics in accordance with the engine load state (low load and high load) has been demanded.

According to the request, the main discharge port and the main port and the auxiliary hole, the upper main lead that can communicate with the main port, and the upper sublead that can communicate with the auxiliary hole are formed as the suction discharge holes. A fuel injection pump has been proposed that can exhibit a flow effect and can also advance at start-up, and can arbitrarily set the advance characteristic according to the engine load state (low load, high load) and rotation speed (low speed, high speed).

However, for the fuel injection pump having such an arbitrary preflow effect, the advancing characteristics can be arbitrarily set according to the load state and the rotation speed, only the control of the start point of fuel injection by the prefluorine effect is performed.

In particular, such a fuel injection pump tends to increase the fuel injection rate because the fuel is pumped from a cam portion having a cam cam that is as high as a preflow stroke, that is, having a high oil feed rate, and thus the maximum fuel injection rate at low speed and high load. There is a problem that it is difficult to control the generation of smoke and graphite and particulates.

Furthermore, as described above, in order to improve the injection characteristics by appropriately controlling the start timing of the fuel injection, the suction discharge hole is made into a larger diameter main port to control the end timing of the fuel injection. Auxiliary holes of diameter are separately formed in the plunger barrel to improve the injection characteristics such as improvement of fuel shortage and control of injection amount according to the height of load.

For example, in the fuel injection pump according to Japanese Patent Application Laid-Open No. 55-101761 (Patent Publication No. 60-8343), a large diameter drainage hole 8b, which is a set of main ports, and a small diameter drainage, which is a set of auxiliary holes, are used. Plunger head is provided with a control land (15) for forming openings (8a), first plunger leads (14b) and second plunger leads (14a) and controlling opening and closing of the large diameter drainage holes (8b). In order to exert a pre-fluorine effect in this control lan, it spills out from the oil drain hole 8a of small diameter on the low load side, and prevents a rapid fall of the fuel injection quantity at low speed low load.

However, both the main port and the auxiliary holes need to be provided one by one, and at the low load side, the drain port 8a of small diameter is to be discharged from the side. There was a problem that there was no output.

In addition, there is a problem that the start of fuel injection due to the load cannot be controlled because the amount of preflow stroke cannot be selected by the load and the upper lead is formed by the control land.

[0003] By the way, conventional combustion engines for diesel engines have a single chamber type, which is a direct injection mold, and an auxiliary combustion chamber, which is an indirect injection mold. The former is used for a large vehicle and the latter for a small general purpose, respectively. In the auxiliary combustion chamber diesel engine, since combustion proceeds gradually after fuel injection, the combustion noise is small, and generation of nitrogen oxides and the like can be suppressed low. It outlines below.

In the diesel engine 1 of the auxiliary combustion chamber type shown in FIG. 1, the main combustion chamber 3 in the cylinder 2 and the preliminary combustion chamber 4 as the auxiliary combustion chamber are provided to feed the pressurized oil from the fuel injection pump 5 to the fuel. The injection nozzle 6 is first injected into the precombustion chamber 4, and the partially combusted gas is ejected into the main combustion chamber 3, completely burned, and converted into a reciprocating motion of the piston 7.

Moreover, in the diesel engine 8 of the auxiliary combustion chamber type shown in FIG. 2, the vortex chamber 9 was provided as an auxiliary combustion chamber.

3 is a longitudinal sectional view of the fuel injection pump 5, which is a cam 12 attached to a pump housing 10 and a camshaft 11 connected to diesel engines 1, 8, and the like. And a control rack 13 for injection amount, a plunger barrel 14, a plunger 15, a delivery valve 16, a delivery valve holder 17 and the like.

The cam 12 receives the driving force from the piston 7 of the diesel engine via the camshaft 11 and opens the tappet roller 18 to reciprocate the plunger 15 in the vertical direction.

The control rack 13 is connected to the accelerator (not shown in the drawing) via the governor, and moves the plunger 15 through the control sleeve 19 of the injection amount as it moves in the direction perpendicular to the ground. Rotate the shaft by a certain angle.

The plunger barrel 14 is fixed in the pump housing 10 so as to be attached thereto, and the plunger 15 is accommodated therein for reciprocating and rotating movement, and at the same time the fuel storage chamber is located between the pump housings 10. A fuel pressure chamber 21 is formed between the delivery valves 16.

The plunger barrel 14 is provided with a fuel intake discharge hole 22. The fuel is sucked from the fuel storage chamber 20 via the suction discharge hole 22 as the plunger barrel reciprocates. Compression is carried out in the fuel pressure chamber 21, the delivery valve 16 is opened, and fuel is conveyed to the fuel injection nozzle 6 via the injection pipe 23.

On the circumferential surface of the head of the plunger 15, a longitudinal fuel passage 24 communicating with the fuel pressure chamber 21, an inclined lead 25, etc. communicating with the longitudinal fuel passage 24 are formed.

In the fuel injection pump 5 having such a configuration, the fuel in the fuel storage chamber 20 is sucked into the fuel pressure chamber 21 through the suction discharge hole 22 as the plunger 15 descends.

As the plunger 15 is raised, fuel compression starts from the time when the suction discharge hole 22 is closed by the upper end portion 15A of the plunger 15 so that the suction discharge hole 22 is aligned with the inclined lead 25. Stop feeding of fuel when bite.

That is, the stroke from the bottom dead center of the plunger 15 to the start of fuel feeding is a prestroke, and the stroke from the closing to the opening of the suction discharge hole 22 is an effective stroke.

4 is a longitudinal cross-sectional view of the fuel injection nozzle 6, which is a throttle fuel injection nozzle, comprising a nozzle body 26, chip packing 27, and a holder. A main body 28, a stop nut 29, a needle valve 30, an input pin 31, a pressure spring 32, an adjustment fitting 33, a bar filter 34, and the like are provided.

A fuel passage 35 communicating with the fuel injection pipe 23 over the nozzle body 26, the debris clogging 27, and the holder body 28, the oil storage chamber 36, the injection hole 37, An escape passage 38 and the like are formed.

5 is an enlarged cross-sectional view of the injection hole 37 at the tip of the nozzle body 26, and the injection hole 37 has a throttle shape, and projects the pin portion 30A at the tip of the needle valve 30. The pin portion 30A faces the circumferential upper inner wall portion 37A of the injection hole 37, and the tapered portion 30B of the needle valve 30 moves the site portion 37B of the injection hole 37. ) Is seated.

In the fuel injection nozzle 6 having such a configuration, the fuel pumped from the fuel injection pump 5 through the injection pipe 23 is stored in the oil storage chamber 36 in the fuel passage 35 to pressurize the pressure of the fuel. When the pressing force (injection start pressure) of the spring 32 is exceeded, the needle valve 30 is raised to open the injection hole 37 of the pin portion 30A, and the fuel in the pre-combustion chamber 4 or the vortex chamber 9 is opened. To the mist phenomenon.

6 is a graph showing the relationship of the opening area of the injection hole 37 with respect to the nozzle lift. At the start of lift of the needle valve 30, the pin portion 30A is completely formed in the circumferential inner wall of the injection hole 37 ( The opening area is constant until it exits 37A, and the taper portion 30B has a characteristic that the opening area is increased as a large slope when the taper portion 30B is completely separated from the sheet portion 37B of the injection hole 37.

Therefore, since the opening area changes greatly with the slight rise of the needle valve 30 in the second half of the fuel injection, the injection rate of the fuel is controlled by adjusting the lift to remove smoke (black smoke) and dust (particulate). Since it is relatively easy to control the generation, and because the opening area of the injection hole 37 is substantially constant in the first half of fuel injection, the auxiliary combustion chamber diesel engine 1 or 8 has a preliminary combustion chamber ( 4) Or, since the amount of air at the time of ignition in the vortex chamber 9 is small, combustion starts slowly and adapts to the reduction of combustion noise and nitrogen oxides.

Therefore, the throttle fuel injection nozzle 6 is suitable for the diesel engines 1 and 8 of the auxiliary combustion chamber type, and is basically used for the diesel engine of the small auxiliary combustion chamber type.

On the other hand, auxiliary combustion chambers such as the pre-combustion chamber 4 or the vortex chamber 9 have a smaller volume compared to the main combustion chamber 3, and therefore have a limit on the amount of air contributing to combustion, especially at low speed and high load. On the contrary, when the fuel injection rate is high, there is a problem that smoke and dust are easily generated.

Furthermore, the suction discharge hole 22 is formed as a main diameter of a larger diameter, and a smaller diameter auxiliary hole is formed separately in the plunger barrel 14 to improve fuel quality drop, control the injection amount according to the height of the load, and the like. To improve the injection characteristics.

For example, in the fuel injection device according to Japanese Patent Application Laid-Open No. 56-27062, an oil hole 61 as a main port and a small hole 63 for abolition of fuel injection as an auxiliary hole, a main lead 51, At the same time as the fuel closing lead 52 is formed, at the high load side, the fuel is discharged from the small hole 63 for abolition of the fuel injection and discharged as back pressure to the pin valve 11 of the fuel injection nozzle of the hose type. To guide the pressure.

However, this fuel injection device has a combination of a hollow fuel injection nozzle used in a direct injection diesel engine as a whole and has a problem that it is not applied to an engine of a subcombustion type due to its compactness.

Further, in the fuel injection pump according to Japanese Patent Application Laid-Open No. 56-54957, the large diameter oil drain hole 8b which is the main port, the small diameter oil drain hole 8a which is the auxiliary hole, and the plunger lead for the large diameter oil drain hole ( 15b) and a small diameter drainage hole plunger lead 15a and the like, and in combination with a variable suction-rejection valve, are discharged from the small diameter drainage hole 8a at the low load side to discharge the fuel at low load. At the low speed and high load side, it is trying to reduce the fuel injection amount.

However, a combination with a variable suction companion discharge valve is a premise, and there is a problem in that output is insufficient because it is going to flow out of the small diameter drain hole 8a at the side of the low load side.

In addition, in the injection pump according to Japanese Patent Application Laid-Open No. 55-101761 (Patent Publication No. 60-8343), a large diameter drainage hole 8b, which is a set of main ports, and a small diameter drainage hole, which is a set of auxiliary holes, 8a, the first plunger ride 14b and the second plunger lead 14a, and at the same time, a control land 15 for controlling opening and closing of the large diameter drainage hole 8b is provided in the plunger head, At the time of loading, it flows out of the small diameter drain hole 8a, and tries to prevent the sudden drop of the fuel injection quantity at low speed and low load.

However, both the main point and the auxiliary holes need to be provided one by one, and at the time of low load, there is a problem that the output is insufficient because a small diameter tries to flow out of the drain hole 8a.

The present invention has been made in view of the above-described problems, and in particular, the first and second inventions form a main port and an auxiliary hole, a main lead and an auxiliary lead, and the like, and thus the preflow effect at the start of fuel injection. It is an object of the present invention to provide a fuel injection pump capable of simultaneously combining the function of the fuel injection control at the end of the injection of the fuel and the fuel injection pump having the preflow effect.

In addition, in the third invention, the fuel is injected into a throttle fuel injection nozzle facing the auxiliary combustion chamber of the diesel engine of the auxiliary combustion type, and in particular, the reduction of the maximum fuel injection rate at low speed and high load is achieved. It is a problem to provide a fuel injection pump which can be reduced.

That is, the first invention focuses on the combination of the upper auxiliary lead and the lower auxiliary lead facing the auxiliary hole while forming the main port and the auxiliary hole for achieving the preflow effect. A plunger barrel having a suction discharge hole for fuel communicating with the fuel storage chamber and a reciprocating sliding in the plunger barrel and being inserted for rotational movement and communicating with the suction discharge hole at the same time. A plunger having a sloping lead formed therein, and forming a fuel pressure chamber between the plunger and the plunger barrel, and injecting fuel into the fuel pressure chamber from the fuel storage chamber by reciprocating sliding of the plunger, A fuel injection pump, which is pumped to the fuel injection nozzle, has a larger diameter main port and beam as suction discharge holes in the plunger barrel. A small diameter auxiliary hole is formed so that the upper end of the auxiliary hole is equal to or less than the upper end of the main port, and the head of the plunger has an upper auxiliary lead which can communicate with the auxiliary hole over a certain range according to the rotational movement of the plunger. And the auxiliary hole can communicate with the upper auxiliary guide even if the main port is closed by the upper end of the plunger, and the plunger is also provided over a certain range according to the rotational movement of the plunger, It is a fuel injection pump characterized in that the lower auxiliary lead that can communicate with the auxiliary hole in the lower position than the upper end and the lower main lead that can communicate with the main port as inclined lead.

In addition, the second invention forms a main port and an auxiliary hole for achieving a preflow effect, and at the same time, a combination of an upper main lead and a lower main lead facing the main point and an upper auxiliary lead and a lower auxiliary opposing the auxiliary hole. Focusing on the combination of the leads, the plunger barrel which is attached to the pump housing and the pump housing and at the same time forms the intake discharge hole of the fuel communicating with the fuel storage chamber, and the reciprocating sliding in the plunger barrel for the reciprocating sliding And a plunger having an inclined lead formed at a position capable of communicating with the suction discharge hole at the same time as it is inserted therein, and forming a fuel pressure chamber between the plunger and the plunger barrel and simultaneously storing the fuel by reciprocating sliding of the plunger. A fuel injection pump that sucks fuel from the chamber into the fuel pressure chamber and pumps the fuel to the fuel injection nozzle. A larger diameter main port and a smaller diameter auxiliary hole are formed in the plunger barrel as the suction discharge hole so that the upper end of the auxiliary hole is less than or equal to the upper end of the main port, and the head of the plunger rotates the plunger. The upper auxiliary lead which can communicate with this auxiliary hole, and the upper main lead which can communicate with the main port, etc. are formed over a certain range according to the above, and the main port is formed within a certain range according to the rotational movement of the plunger. An upper main lead and an upper auxiliary lead are formed so that the auxiliary hole can communicate with the upper auxiliary lead even when closed by the upper end of the upper main lead, and the plunger is formed over a certain range according to the rotational movement of the plunger, On the lower auxiliary ride and the main port which can communicate with the auxiliary hole in the lower position The lower main lead is formed as an inclined lead, and the main port can be closed by the upper end of the plunger which does not form the upper main lead at the rotational position of the plunger at the time of starting. A fuel injection pump characterized in that the auxiliary hole can be closed by the upper end of the plunger which does not form the upper auxiliary lead.

Furthermore, in the first and second inventions, especially at high loads, the main port is connected to the lower auxiliary lead even if the auxiliary hole communicates with the lower auxiliary lead, which is not dependent on the movement of the plunger in the feeding direction. The auxiliary hole is connected to the lower auxiliary lead even if the main port communicates with the lower main lead while the main port does not follow the movement of the plunger in the feeding direction at the low-load plunger rotational position. You can prevent them from communicating.

As an example of a specific configuration for this purpose, for example, the slope of the lower main lead is greater than the gradient of the lower auxiliary lead with respect to the inclination of the lower main lead and the lower auxiliary lead from the lower load side to the higher load side. Can be considered.

In addition, the third invention focuses on controlling the timing of the end of the feeding of fuel in the fuel injection pump and reducing the maximum injection rate especially at low speed and high load, and is attached to the pump housing and the pump housing. A plunger barrel having a suction discharge hole for communicating with the fuel storage chamber is inserted, and a sloping lead is inserted into the plunger barrel for reciprocating sliding and rotational movement and at the same time as the suction discharge hole for communication with the suction discharge hole. A fuel plunger provided between the plunger and the plunger barrel, and at the same time, the fuel is sucked into the fuel pressure chamber from the fuel storage chamber by the reciprocating sliding of the plunger and fed to the fuel injection nozzle. As a fuel injection nozzle as a injection pump, a throttle fuel injection nozzle facing a diesel engine of an auxiliary combustion type Forming a larger diameter main port and a smaller diameter auxiliary hole as the suction discharge hole in the plunger barrel, wherein the plunger is located in a lower position than the upper end of the plunger over a predetermined range according to the rotational movement of the plunger; A lower auxiliary guide that can communicate with the auxiliary hole and a lower main lead that can communicate with the main port are formed, and at the rotational position of the plunger at high load of the diesel engine, the plunger moves in the pressing direction. Therefore, even if the auxiliary hole communicates with the lower auxiliary lead, the main port does not communicate with the lower main lead, and at the same time, the plunger moves in the feeding direction at the rotational position of the plunger when the diesel engine is loaded. Therefore, even if the main port communicates with the lower main lead, the auxiliary hole A fuel injection pump, characterized in that to prevent cooking id is not in communication.

Further, in the third invention, the main port does not communicate with the lower main lead even when the auxiliary hole communicates with the lower auxiliary lead at the rotational movement position of the plunger under high load, and at the same time, the plunger under low load. As an example of a specific configuration for preventing the auxiliary hole from communicating with the lower auxiliary lead even when the main port communicates with the lower main lead at the rotational movement position of the lower main lead, the lower main side and the lower auxiliary lead are moved from the lower load side to the high load side. It is conceivable that the inclination of the lower main lead is larger than the gradient in the inclination of the lower auxiliary lead with respect to the inclination falling downward of the plunger.

Alternatively, the auxiliary hole may be disposed below the main port as a position for forming the auxiliary hole and the main port in the plunger barrel, and the slope of the lower main lead and the lower auxiliary lead may be gradually changed according to the load. You can also choose.

In the fuel injection pumps according to the first and second inventions, the configuration having the preflow effect causes the fuel for the preflow stroke to escape from the auxiliary hole at low speed so that the auxiliary hole is closed and then pressurized. There is a problem as described above that the fuel injection rate is increased at low speed because the cam portion with a high cam speed is used because the fuel is not leaked (push end) by the hole and the auxiliary lead. It is possible to control the outflow of fuel at low speed by forming the lower main lead and the lower auxiliary lead which can be determined. Therefore, this problem can be solved and at the same time, the lower main lead and the lower auxiliary lead can be selected. Load area to determine the end time of fuel injection, and especially the end time. You may select such a region of a load.

In addition, by selecting the inclined state of the lower main lead and the lower auxiliary lead, the area of the load flowing out of the part of the auxiliary hole and the auxiliary hole outlet stroke (the plunger from the auxiliary hole to the discharge from the main port during discharge) Stroke) can be selected.

In addition, in the second invention, the upper main lead is formed together with the upper auxiliary lead, and at the start, the main port and the auxiliary port can be closed at the upper end of the plunger which does not form these. The true angle can be set arbitrarily.

In the fuel injection pump according to the third aspect of the present invention, the timing at which the auxiliary hole communicates with the lower auxiliary lead is made earlier than the timing at which the main port communicates with the lower main lead at the rotary motion position of the plunger, especially at the high load of the diesel engine. Therefore, at high loads, the main port first discharges the fuel from the auxiliary hole. At high speeds, the flow rate of the fuel from the auxiliary hole is small due to the dynamic effect (shrinkage effect) of the auxiliary hole. In addition, since the amount of fuel can be secured and the fuel is discharged from the auxiliary hole at low speed, the maximum injection rate can be reduced at low speed and high load. Therefore, in particular, a throttle fuel injection nozzle is used. It is possible to reduce smoke (graphite) and dust at low speed and high load in diesel engine of auxiliary combustion chamber type. do.

EXAMPLE

Next, 1st invention is demonstrated based on FIG. 7-FIG. First, the fuel injection pump according to the first embodiment of the first invention will be described with reference to FIGS.

7 is a longitudinal cross-sectional view of the fuel injection pump 40, FIG. 8 is a longitudinal cross-sectional view of the main portion, the fuel injection pump 40 has the same basic structure as the conventional fuel injection pump 5 described above with reference to FIG. The structure of the part of the suction discharge hole 22 formed in the plunger barrel 14, and the part of the inclination lead 25 formed in the head of the plunger 15 differs.

Therefore, in the following description, the same parts are denoted by the same reference numerals, and the detailed description thereof will be omitted, and the parts of different structures will be described.

First, a larger diameter main port 41, a smaller diameter auxiliary hole 42, and the like are formed in the plunger barrel 14 as a fuel intake discharge hole.

As enlarged in FIG. 8, the upper end portion 41A of the main port 41 and the upper end portion 42A of the auxiliary hole 42 are at the same height and the same horizontal position, and are spaced 180 degrees apart in the circumferential direction. This is forming.

Further, as a positional relationship between the upper end portion 41A of the main port 41 and the upper end portion 42A of the auxiliary hole 42, the upper end portion 42A of the auxiliary hole 42 is the upper end portion of the main port 41 as necessary. You may form so that it may be located below 41A.

As the plunger 15 reciprocates in the plunger barrel 14, the fuel is sucked from the fuel storage chamber 20, compressed in the fuel pressure chamber 21, the delivery valve 16 is opened, and the injection pipe 23 ( The fuel is conveyed to the fuel injection nozzle via FIG. 7).

Furthermore, as the fuel injection nozzles described above, they are used in diesel engines 1 and 8 provided with auxiliary combustion chambers such as precombustion chamber 4 (FIG. 1) or vortex chamber 9 (FIG. 2). When the fuel injection nozzle 6 (FIG. 4) of the draw type most suitable for the so-called indirect injection type secondary combustion diesel engine is adopted, combustion gradually proceeds during partial fuel combustion of the auxiliary combustion chambers 4 and 9. The noise is small, the generation of nitrogen oxides and the like can be suppressed to a low level, and the opening area of the nozzle is largely changed by slight lift of the needle valve 30 of the fuel injection nozzle 6, so the adjustment of this relief is performed. As a result, it is relatively easy to control the injection rate of fuel to control the generation of smoke and dust.

9 is a lead exploded view of the head of the plunger 15, and the main port 41 and the auxiliary hole 42 are indicated by broken lines (at start-up) and solid lines (at low and high loads), and are located in relation to each other. Indicates.

8 and 9, the circumferential surface of the head of the plunger 15 communicates with the longitudinal main fuel passage 43 communicating with the fuel pressure chamber 21 and the longitudinal main fuel passage 43. As shown in FIG. Inclined lower main lead 44, the longitudinal auxiliary fuel passage 45 communicating with the fuel pressure chamber 21, the upper auxiliary lead 47 communicating with the fuel pressure chamber 21, and the longitudinal auxiliary fuel cylinder An inclined lower auxiliary guide 48 and the like communicating with the furnace 45 are formed.

The lower main lead 44 and the lower auxiliary lead 48 both form this in a lower position than the upper end 15A of the plunger 45 to control the timings of the outflow of the pressurized fuel (end of pressurization).

Further, the inclination of the lower main lead 44 has a larger gradient than the inclination of the lower auxiliary lead 48. That is, the gradient of the inclination of the lower main lead 44 is lowered from the lower load side of the lower main lead 44 and the lower auxiliary lead 48 from the lower load side toward the higher load side. It is formed larger than the gradient of the slope of.

However, as in the other embodiments described later, by appropriately selecting the inclination of the lower main lead 44 and the lower auxiliary lead 48, the fuel injection characteristics can be appropriately determined.

The area of the upper auxiliary lead 47 facing the auxiliary hole 42 corresponds to the bend at the bottom of the engine, and the plunger opposite the main auxiliary port 41 and other than this area of the upper auxiliary lead 47. The area of the upper end part 15A other than the upper end part 15A of 15 is corresponded at the time of start-up.

Since the plunger 15 reciprocates up and down the plunger barrel 14 according to the action of the cam 12, the upper auxiliary lead 47, the lower auxiliary lead 48, and the longitudinal main fuel passage 43 in FIG. ) And the lower main lead 44 move up and down with respect to the main port 41 and the auxiliary hole 42 in a fixed position.

In addition, since the plunger 15 rotates in the plunger barrel 14 by the action of the control rack 13, in FIG. 9, the upper auxiliary guide 47, the lower auxiliary guide 48, and the longitudinal main Along with the fuel passage 43 and the lower main lead 44, the main port 41 and the auxiliary hole 42 in a fixed position are moved left and right.

In the fuel injection pump 40 having such a configuration, the fuel of the fuel storage chamber 20 is sucked into the fuel pressure chamber 21 from the main port 41 and the auxiliary hole 42 as the plunger 15 descends.

As the plunger 15 is raised, the fuel from the main port 41 to the auxiliary hole 42 is closed by the upper end 15A of the plunger 15 or the upper end 47A of the upper auxiliary lead 47. When the main port 41 is engaged with the lower main lead 44 or the auxiliary hole 42 is engaged with the lower auxiliary lead 48, the compression is started.

That is, the stroke from the bottom dead center of the plunger 15 to the start of fuel feeding is a prestroke, and the stroke from the closing of the auxiliary hole 42 to the opening of the main port 41 is an effective stroke. The depth or height of the upper auxiliary guide 47 is the preflow stroke L1.

Furthermore, the prestroke L1 may also be a starting angle stroke for low speed rotation.

More specifically, when the engine is started, the main pot 41 and the auxiliary hole 42 face the upper end portion 15A in the starting region of the plunger 15 instead of the upper auxiliary lead 47. .

Therefore, it is possible to secure the fuel injection amount required at the start of the engine, which is the maximum effective fuel stroke.

As the upper auxiliary lead 47 is formed, the upper end portion 15A of the plunger 15 is positioned above the upper end portion 47A of the upper auxiliary lead 47, so that the upper auxiliary lead 47 is more advanced than the low speed low load during the start-up.

In operation at low and high loads of the engine, the main port 41 may face the upper end portion 15A of the plunger 15, and the auxiliary hole 42 may face the upper auxiliary guide 47, respectively.

In the low speed low load operation of the idling, since the main port 41 is located on the left side of the lower main lead 44 in Fig. 9, the effective stroke is small and the auxiliary hole 42 is the upper auxiliary lead 47. In this case, the fuel injection is started after closing by the upper end portion 47A of the upper auxiliary lead 47 of the auxiliary hole 42.

The main port 41 is located on the left side of the lower main lead 44 when the rotational speed is increased and becomes a high speed low load operation. However, the auxiliary hole 42 has an upper auxiliary lead due to the restriction effect in the auxiliary hole 42. Since the pumping of the fuel is started before it is completely closed by the upper end 47A of the 47, the injection timing of the fuel proceeds (advanced) and the actual pumping stroke is increased.

FIG. 10 is a timing map shown in the N-Q characteristic diagram (hereinafter, "진" means "," and "지" means "늦", respectively). As illustrated, it is possible to obtain the advance characteristic both at the start and at the high speed.

Particularly, referring to FIG. 9, the starting point of fuel feeding at the time of low load and high load is the same, but at the end of recitation, the main port 41 flows out first at the low load side, and the auxiliary hole at the high load side. It is supposed to flow out from (42) first.

Further, the stroke of the plunger 15 from the auxiliary hole 42 on the high load side until it flows out of the auxiliary port 42 is the auxiliary hole outflow stroke.

As the plunger 15 moves (increases) in the feeding direction, the auxiliary hole 42 does not yet communicate with the lower auxiliary guide 48 even when the main port 41 is in the state of starting to flow on the lower load side. It is possible to maintain approximately the same injection characteristics as in the prior art.

On the other hand, even at the time of high load, even though the auxiliary hole 42 is in the state of starting to flow out, the main port 41 has not yet reached communication with the lower main lead 44, especially from the auxiliary hole 42 at low speed. A fuel spill will occur.

In addition, at high speed, the auxiliary hole 42 remains substantially closed even when the auxiliary hole 42 is engaged with the lower auxiliary lead 48 due to the restricting effect of the auxiliary hole 42. Can maintain the characteristics.

FIG. 11 is a graph showing the relationship between the fuel injection amount Q and the engine speed N. The fuel injection pump 5 (combined with the conventional standard draw roll fuel injection nozzle 6 FIG. 4) is shown in FIG. In Fig. 3), the relationship of the fuel injection rate 4Q to the cam speed at the torque point at low speed and high load has a steep point (the maximum injection rate extruded) (see solid line), but the fuel of the first invention In the injection pump 40, this can be made gentle and the maximum injection rate can be reduced significantly (refer dotted line).

That is, at low speed and high load, the fuel flows out slowly by engaging the auxiliary hole 42 and the lower auxiliary lead 48 in the middle of the effective stroke along with the ascension to the plunger 15, so that the actual feed at the low speed rotation is achieved. Low oil torque can be reduced to reduce nitrogen oxides, combustion noise, smoke and dust at low speed and high load, and further increase fuel injection in the same smoke condition at low speed and high load as an engine. And the output can be improved.

In addition, the relationship between the fuel injection rate (ΔQ) and the cam angle in the fuel injection pump 5 in combination with the conventional standard drotol-type fuel injection nozzle 6 at the rated point at high speed and high load is determined. In the fuel injection pump 40 of 1st invention, it can hold | maintain substantially equally.

In addition, even if the oil feed rate is improved, the injection rate at low speed can be pressurized, so that the fuel injection rate (oil feed rate) at high speed and high load can be increased, thereby improving output and fuel cost.

Moreover, FIG. 12 is a graph showing the relationship between the fuel injection amount Q and the engine speed N when the control rack 13 (FIG. 3) of the injection amount is fixed. You can do it by descent.

Thus, the preflow effect having the auxiliary hole 42 is formed using the plunger 15 and the upper auxiliary guide 47 is formed at an appropriate position, so that both high speed advance and advance at start can be realized.

Furthermore, in the case where it is desired to advance further than the high speed high load at the start-up, the upper end portion 15A of the plunger 15 is further formed to face the main port 41 and the auxiliary hole 42 at the start-up. It is good.

In addition, as described above with respect to the control of the start point of the fuel injection, the fuel injection is terminated in accordance with the combination of the lower main lead 44 and the lower auxiliary lead 48 and the main port 41 and the auxiliary hole 42. Control of the viewpoint can also be enabled.

Next, in the first invention, various modifications can be contemplated in addition to the above-described first embodiment because it is possible to control the start of fuel feeding and the end of feeding.

Further, in the following embodiments, the upper end portion 41A of the main port 41 and the upper end portion 42A of the auxiliary hole 42 are formed at the same height or the same horizontal position in the same way as in the ninth embodiment. The description is omitted. For example, FIG. 13 is an explanatory view of a simplified lead development of the head of the plunger 15 similar to the ninth degree in the fuel injection pump 50 according to the second embodiment of the first invention. As for the upper end portion 15A and the upper auxiliary lead 47, the same as the first embodiment of FIG. 9, but the slope of the lower auxiliary lead 48 is smaller than the slope of the lower main lead 44 but the angle of FIG. It is larger than the case of the first embodiment, and both the low load side and the high load side are configured to flow out of the auxiliary hole 42 first.

In the second embodiment, since both the low load side and the high load side flow out first from the auxiliary hole 42, the fuel injection rate can always be reduced on the low speed side.

FIG. 14 is an explanatory view showing a simplified development of the lead of the head of the plunger 15 in the fuel injection pump 51 according to the third embodiment of the first invention. The upper end 15A and the upper part of the plunger 15 are shown in FIG. As with the first embodiment of FIG. 9 and the second embodiment of FIG. 13 with respect to the auxiliary lead 47, the bottom portion is made larger as the gradient of the inclination of the lower auxiliary lead 48 is larger than the gradient of the inclination of the lower main lead 44. On the lower side, it flows out first from the auxiliary hole 42, and on the high load side, it flows out from the main port 41 first.

In the third embodiment, the fuel injection rate can be reduced at the low speed low load side because the low flow side first flows out from the auxiliary hole 42 and the high load side flows out of the main port 41 first.

FIG. 15 is an explanatory view of a simplified lead development view of the head of the plunger 15 in the fuel injection pump 52 according to the fourth embodiment of the first invention, and is an upper end portion 15A and an upper portion of the plunger 15. The auxiliary lead 47 is the same as the first embodiment of FIG. 9, the second embodiment of FIG. 13, and the third embodiment of FIG. 14, but has an inclination of the lower main lead 53 corresponding to the lower main lead 44. The inclination of the lower auxiliary lead 54 corresponding to the lower auxiliary lead 48 is provided in the same manner as in the first embodiment of FIG.

However, the longitudinal main fuel passage 55 corresponding to the longitudinal main fuel passage 43 is composed of only one, and the lower main lead 53 and the lower auxiliary lead 54 are provided at one end of the longitudinal main main passage. It communicates with the fuel passage 55.

FIG. 16 is an explanatory view of a simplified lead development diagram of the head of the plunger 15 in the fuel injection pump 56 according to the fifth embodiment of the first invention, and is an explanatory view of the tip portion 15A of the plunger 15. And the inclined upper auxiliary guides 57 are formed to face the auxiliary holes 42 on the lower load side, and the inclined directions of the upper auxiliary guides 57 are the lower main lead 44 and the lower auxiliary lead 48. In the reverse direction, the starting point of the fuel feeding of the fuel on the low load side is delayed so that the side on the low load side is delayed from the low load side to the high load side.

The lower auxiliary lead 48 and the lower main lead 44 are similar to the first embodiment of FIG. 9 with respect to the gradient of inclination, and first flow out of the main port 41 on the low load side, and the auxiliary hole (on the high load side). 42) to be discharged first.

FIG. 17 is an explanatory view showing a simplified lead development diagram of the head of the plunger 15 in the fuel injection pump 58 according to the sixth embodiment of the first invention, wherein the peak portion 15A of the plunger 15 and The upper auxiliary lead 57 is the same as the fifth embodiment of FIG. 16, but the inclined gradient of the lower auxiliary lead 48 is made smaller than that of the fifth embodiment, so that both the lower load side and the high load side have an auxiliary hole ( 42) to be discharged first.

FIG. 18 is an explanatory view of a simplified lead development view of the head of the plunger 15 in the fuel injection pump 59 according to the seventh embodiment of the first invention, and is an upper end portion 15A and an upper portion of the plunger 15. The auxiliary lead 57 is the same as the fifth embodiment of FIG. 16 and the sixth embodiment of FIG. 17, but the slope of the lower auxiliary lead 48 is formed to be larger than the slope of the lower main lead 44. Therefore, it is comprised so that it may flow out first from the auxiliary hole 42 on the low load side, and may flow out from the main port 41 on the high load side first.

FIG. 19 is an explanatory view of a simplified lead development view of the head of the plunger 15 in the fuel injection pump 60 according to the eighth embodiment of the first invention, and is an explanatory view in the upper end portion 15A of the plunger 15. And the inclined upper auxiliary guide 61 facing the auxiliary hole 42 on the high load side, the inclined directions of the upper auxiliary guide 61 are the lower main lead 44 and the lower auxiliary lead 48. In the same direction as above), the starting point of the pressure feeding of the fuel at the low speed side is controlled so that the side at the high load side is delayed from the low load side to the high load side.

The gradient of the inclinations of the lower auxiliary lead 48 and the lower main lead 44 is discharged from the main port 41 first on the low load side and the auxiliary hole on the high load side in the same manner as in the first embodiment of FIG. 42) to be discharged first.

FIG. 20 is an explanatory view showing a simplified development of the lead of the head of the plunger 15 in the fuel injection pump 62 according to the ninth embodiment of the first invention. The upper end portion 15A and the upper portion of the plunger 15 are illustrated. The auxiliary lead 61 is similar to the eighth embodiment of FIG. 19, but as the gradient of the inclination of the lower auxiliary lead 48 is made smaller than that of the eighth embodiment, the auxiliary hole 42 on both the low load side and the high load side. ) To be discharged first.

FIG. 21 is an explanatory view showing a simplified development of the lead of the head of the plunger 15 in the fuel injection pump 63 according to the tenth embodiment of the first invention, and the upper end portion 15A and the upper portion of the plunger 15. FIG. As for the auxiliary lead 61, the same as the eighth embodiment of FIG. 19 and the ninth embodiment of FIG. 20, the gradient of the inclination of the lower auxiliary lead 48 is larger than that of the inclination of the lower main lead 44. On the low load side, it flows out first from the auxiliary hole 42, and on the high load side, it flows out from the main port 41 first.

In the first invention, in addition to the embodiments described above, the gradient of the inclination of the lower main lead 44 and the lower auxiliary lead 48, and further, the upper end portion 15A of the plunger 15 and the upper auxiliary lead 47, 57, 61) By appropriately selecting the formation position and the inclined state of the upper auxiliary lead, it is possible to control the opening t1 timing and the end timing of the fuel injection to obtain arbitrary fuel injection characteristics.

Next, the second invention will be described based on FIGS. 22 to 34. The difference between the fuel injection pump according to the second invention and the fuel injection pump according to the first aspect of the invention is that in addition to the upper auxiliary lead 47, the upper main lead 46 (see also FIG. 22 and below) is formed.

First, the fuel injection pump according to the first embodiment of the second invention will be described with reference to FIGS. 22 to 25.

22 is a longitudinal cross-sectional view of the fuel injection pump 70, and FIG. 24 is a lead exploded view of the head of the plunger 15. The main position 41 and the auxiliary hole 42 are shown as broken lines (at start-up) and solid lines (at low and high loads), and the relative positional relationship therebetween. Indicates.

As shown in FIG. 23 and FIG. 24, the circumferential surface of the head of the plunger 15 communicates with the fuel pressure chamber 21 to communicate with the longitudinal main fuel passage 43 and the longitudinal main fuel passage 43. The inclined lower main lead 44, the longitudinal auxiliary fuel passage 45 communicating with the fuel pressure chamber 21, and the upper main lead 46 communicating with the fuel pressure chamber 21, similarly to the fuel pressure chamber 21 The upper subsidiary lead 47 communicating with the circumferential side), and the inclined lower subsidiary guide 48 communicating with the longitudinal auxiliary fuel passage 45 are formed.

As in the case of each embodiment of the first invention, the lower main lead 44 and the lower auxiliary lead 48 together form this at a lower position than the upper end portion 15A of the plunger 15 so as to discharge the pressurized fuel (pressure type). To control the timing.

Further, the inclination of the lower main lead 44 has a larger gradient than the inclination of the lower auxiliary lead 48. That is, the slope of the inclination of the lower main lead 44 is lower than the inclined downward of the plunger 15 from the lower load side of the lower main lead 44 and the lower auxiliary lead 48 toward the lower load side. It is formed larger than the gradient of the inclination of 48.

However, the fuel injection characteristics may be appropriately determined by appropriately selecting the inclinations of the lower maid 44 and the lower auxiliary lead 48 as in the other embodiments described later. The areas of the upper main lead 46 facing the main port 41 and the upper sub lead 47 facing the auxiliary hole 42 correspond to the lower load at the time of high engine load and the upper end of the plunger 15. The area of 15A corresponds to startup.

The plunger 15 has an upper main lead 46, an upper auxiliary lead 47, and an upper and lower auxiliary lead 48 in FIG. 24 to vertically reciprocate the inside of the plunger barrel 14 according to the action of the cam 12. ), Along with the longitudinal fuel passage 43 and the lower main lead 44, moves up and down with respect to the main port 41 and the auxiliary hole 42 in a fixed position.

In addition, the plunger 15 has an upper main lead 46, an upper auxiliary lead 47 and a lower auxiliary lead in FIG. 24 so as to rotate in the plunger barrel 14 according to the action of the control rack 13. 48), along with the longitudinal main fuel passage 43 and the lower main lead 44, they move left and right with respect to the main port 41 and the auxiliary hole 42 in the fixed position.

In the fuel injection pump 70 having such a configuration, the fuel of the fuel reservoir 20 is sucked into the fuel pressure chamber 21 from the main port 41 and the auxiliary hole 42 as the plunger 15 descends. .

As the plunger 15 rises, the main port 41 to the upper end 15A of the plunger 15, the upper end 46A of the upper main lead 46, and the upper end 47A of the upper auxiliary lead 47. Compression of the fuel starts from the time when the auxiliary hole 42 is closed and the main port 41 is engaged with the lower main lead 44 or when the auxiliary hole 42 is engaged with the lower auxiliary lead 48. The pumping of fuel is terminated at this time. That is, the stroke from the bottom dead center of the plunger 15 to the start of fuel feeding is the prestroke, and the stroke from the closing of the auxiliary hole 42 to the opening of the main port 41 is an effective stroke. As in FIG. 8 with respect to the first invention, the depth-to-height of the upper auxiliary guide 47 is the start-up timing terminal L1 at low speed. Moreover, the depth to height of the upper main lead 46 is the starting advance step L2 for high speed, and the difference L1-L2 is the prestroke, that is, the step step L3.

More specifically, when the engine is started, the main port 41 and the auxiliary hole 42 are not the upper main lead 46 or the upper auxiliary lead 46, but the main port 41 and the auxiliary hole 42 in the starting region of the plunger 15. It faces the upper end part 15A.

Therefore, the effective stroke of fuel pressure feeding is maximum, and the fuel injection amount required at engine startup can be ensured.

As the upper main lead 46 is formed, the upper end portion 15A of the plunger 15 is positioned above the upper end portion 46A of the upper main lead 46, so that the upper main lead 46 is more advanced than the low speed low load during the start-up.

In low load and high load operation of the engine, the main port 41 may face the upper main lead 46 and the auxiliary hole 42 may face the upper auxiliary lead 47, respectively. In low-speed low load operation such as idling, the main port 41 is located on the left side of the lower main lead 44 at the left in FIG. 24 while the effective stroke is small and the auxiliary hole 42 is connected to the upper auxiliary lead 47. Since the auxiliary hole 42 is closed by the upper end portion 47A of the upper auxiliary lead 47 because of the engagement, substantial fuel pressure is started.

When the rotation speed is increased and the high speed low load operation is performed, the main port 41 is located on the left side in FIG. 24 of the lower main lead 44, but the auxiliary hole 42 is caused by the contracting effect in the auxiliary hole 42. Since the pumping of the fuel is started before it is completely closed by the upper end 47A of the upper auxiliary guide 47, the injection timing of the fuel proceeds (advances), and the actual asus strike increases.

25 is a timing map shown in the N-Q characteristic diagram. As illustrated, it is possible to obtain the advance characteristic together at high speed at the start-up.

In particular, referring to FIG. 24, the starting point of fuel injection at the time of low load and high load is the same, but with respect to the end point of the pressure feeding, the fuel flows out first from the main port 41 at the low load side, and at the high load side. 42) outflow first.

Further, the stroke of the plunger 15 from the auxiliary hole 42 on the high load side until it flows out of the main port 41 is the auxiliary hole outlet torque.

Even when the main port 41 is in the state of starting to flow out on the lower load side due to the movement (rising) of the plunger 15 in the feeding direction, the auxiliary hole 42 does not reach until the lower auxiliary lead 48 is still in communication. Therefore, it is possible to maintain approximately the same injection characteristics as in the prior art.

On the other hand, even when the auxiliary hole 42 is in the state of starting to discharge on the high load side, the main port 41 has not yet reached communication with the lower main lead 44, and in particular, the auxiliary hole 42 at low speeds. The fuel outflow from is performed.

In addition, at high speed, the auxiliary hole 42 remains substantially closed even when the auxiliary hole 42 is engaged with the lower auxiliary lead 48 due to the contracting effect of the auxiliary hole 42. Can maintain the characteristics.

As in the case of the first invention, as shown in FIG. 11, in the fuel injection pump 5 (FIG. 3) assembled with the conventional standard throttle type fuel injection nozzle 6 (FIG. 4), the low-speed high load The relationship between the fuel injection rate (ΔQ) and the cam speed at the torque point of the city has a steep point (maximum ejection rate) (see solid line), but also in the fuel injection pump 70 of the second invention. By smoothing this, the maximum injection rate can be greatly reduced (see dashed line).

That is, at low speed and high load, the fuel flows out slowly by engaging the auxiliary hole 42 and the lower auxiliary lead 48 in the middle of the effective stroke due to the rise of the plunger 15, and at the time of low speed rotation. It is possible to reduce the actual oil supply rate, to reduce nitrogen oxides, combustion noise, and to reduce smoke and dust at low speed and high load, and to increase the fuel injection amount under the same soot condition at low speed and high load as an engine. Therefore, the low torque and the output can be improved.

At the high-speed high load rating, the relationship between the fuel injection rate (ΔQ) and the cam angle in the fuel injection pump (5) in combination with the conventional standard throttle fuel injection nozzle (6) is shown. The same can be maintained in the fuel injection pump 70 of the second invention in the same manner.

In addition, even when the oil supply rate is improved, the injection rate at low speed can be suppressed, and accordingly, the fuel injection rate (oil supply rate) at high speed and high load can be increased, thereby improving output and fuel consumption rate.

In addition, as in the case of the first invention, as shown in FIG. 12, the N-Q characteristic can be left lowered at low speed and high load.

Thus, by using the plunger 15 having the preflow effect having the auxiliary hole 42 and forming the upper auxiliary guide 47 at an appropriate position, both high speed and start starting angles can be realized.

In addition, in the case of starting, when the user wants to advance more than the height and height of loading, the upper end portion 15A of the plunger 15 is further upwardly opposed to the main port 41 and the auxiliary hole 42 at the time of starting. It is good to form.

In addition to the control of the start point of fuel injection, as described above, the fuel injection is performed in accordance with the combination of the lower main lead 44 and the lower auxiliary lead 48, the main port 41 and the auxiliary hole 42. It is also possible to control the end point of.

Next, also in the second invention, it is possible to control the start of fuel feeding and the end of the feeding of fuel together, so that various modifications can be considered in the example of the first embodiment described above.

Furthermore, also in each of the following embodiments, as in FIG. 24, the upper end portion 41 of the main port 41 and the upper end portion 42A of the auxiliary hole 42 are formed at the same height or the same horizontal position. The description is abbreviate | omitted about the detail.

For example, FIG. 26 is explanatory drawing which simplified the lead development view of the head of the plunger 15 similarly to FIG. 24 in the fuel injection pump 71 which concerns on 2nd Embodiment of the 2nd invention, and the plunger 15. FIG. The upper end portion 15A and the upper auxiliary lead 47 are the same as the first embodiment of FIG. 24 and correspond to the lower main lead 44 similarly to the fourth embodiment of the first invention (FIG. 15). The gradient of the inclination of the lower main lead 44 and the inclination of the lower auxiliary lead 48 corresponding to the lower auxiliary lead 48 are also the same as those of the first embodiment of FIG.

The longitudinal main fuel passage corresponding to the longitudinal main fuel passage 43 is a single unit, and the lower main lead 53 and the lower auxiliary lead 54 are provided at one end of each of the longitudinal main fuel passages. It is in communication with the furnace 43.

FIG. 27 is an explanatory view showing a simplified development of the lead of the head of the plunger 15 in the fuel injection pump 72 according to the third embodiment of the second invention, and at the upper end portion 15A of the plunger 15. An inclined upper auxiliary lead 73 is formed to face the auxiliary hole 42 at the lower load side and at the higher load side, and the lower main lead 44 and the buoy in the inclined direction of the upper auxiliary lead 73 are formed. In the reverse direction, as the direction from the low load side to the high load side is increased, in particular, the starting point of the pressure feeding of the fuel at the low speed side can be controlled so that the side on the low side is delayed.

The gradient of the inclination of the lower auxiliary lead 48 and the lower main lead 44 is similar to the first embodiment of FIG. 24, and first flows out of the main port 41 on the low load side, and the auxiliary hole (on the high load side). 42) outflow first.

FIG. 28 is an explanatory view illustrating a simplified lead development view of the head of the plunger 15 in the fuel injection pump 74 according to the fourth embodiment of the second invention, and illustrates the upper end portion 15A of the plunger 15. As for the upper auxiliary guide 73, the same as in the third embodiment of FIG. 27, but the lower main lead 44 is formed at the lower side of the plunger 15 more than in the case of the third embodiment. And both sides under high load are first discharged from the auxiliary hole 42.

FIG. 29 is an explanatory view illustrating a simplified lead development view of the head of the plunger 15 in the fuel injection pump 75 according to the fifth embodiment of the second invention. The upper end portion 15A of the plunger 15 and As for the upper auxiliary lead 73, the same as the third embodiment of FIG. 27 and the fourth embodiment of FIG. 28, but the slope of the inclination of the lower auxiliary lead 48 is less than the slope of the inclination of the lower main lead 44. FIG. By large configuration, it flows out first from the auxiliary hole 42 at the low load side, and flows out from the main port 41 at the high load side first.

FIG. 30 is an explanatory view illustrating a simplified development of the lead of the head of the plunger 15 in the fuel injection pump 76 according to the sixth embodiment of the second invention, and at the upper end portion 15A of the plunger 15. The main main port 41 on the low load side and the high load side forms an inclined upper main lead 77 facing the lower main lead 44 and the lower main inclined directions. As the auxiliary lead 48 is in the same direction, it is possible to control the starting point of the pressure feeding of the fuel so that the side on the high load side is delayed from the low load side to the high load side.

The slope of the inclination of the lower auxiliary lead 48 and the lower main lead 44 is the same as in the first embodiment of FIG. 24, and first flows out of the main port 41 on the low load side, and the auxiliary hole 42 on the high load side. ) To be discharged first.

FIG. 31 is an explanatory view showing a simplified lead development view of the head of the plunger 15 in the fuel injection pump 78 according to the seventh embodiment of the second invention. The upper end portion 15A of the plunger 15 and As for the upper main lead 77, the same as in the sixth embodiment of FIG. 30, but the position of the lower auxiliary lead 48 is formed above the plunger 15 than in the sixth embodiment, so that the lower load side and the high load Both of the viewing sides are configured to flow out of the auxiliary holes 42 first.

FIG. 32 is an explanatory view illustrating a simplified lead development diagram of the head of the plunger 15 in the fuel injection pump 79 according to the eighth embodiment of the second invention. The upper end portion 15A of the plunger 15 and The upper auxiliary lead 77 is similar to the sixth embodiment of FIG. 30 and the seventh embodiment of FIG. 31, but the slope of the lower auxiliary lead is larger than that of the lower main lead 44. Therefore, it is comprised so that it may flow out first from the auxiliary hole 42 at the low load side, and will flow out from the main port 41 at the high load side first.

FIG. 33 shows the inclination of the auxiliary hole 42 on the low load side and the high load side facing the upper end portion 15A of the plunger 15 in the fuel injection pump 80 according to the ninth embodiment of the second invention. The upper auxiliary lead 81 of the die is formed, and the lower main lead 81 is formed in the inclined direction of the upper auxiliary lead 81, and the inclined direction of the upper auxiliary lead 81 is the lower main lead ( 44) and the lower subsidiary guide 48, the lower load side is directed toward the high load side, so that the starting point of fuel injection at the low speed side can be controlled so that the side at the high load side is delayed. Doing.

The gradient of the inclination of the lower auxiliary lead 48 and the lower main lead 44 is the same as in the first embodiment of FIG. 24, and flows out of the main port 41 first on the low load side, and on the high load side, The pot 41 is configured to flow out first.

FIG. 34 is an explanatory view of a simplified lead development view of the head of the plunger 15 in the fuel injection pump 82 according to the tenth embodiment of the second invention. In FIG. 34, the upper end portion 15A of the plunger 15 is shown. The main main portion 41 on the low load side and the high load side forms an inclined rectangular upper main lead 83. The inclined directions of the upper auxiliary lead 83 are lower main lead 44 and lower portion. As the auxiliary lead 48 is turned in the reverse direction, the starting point of the pressure feeding start of the fuel can be controlled so that the side on the lower load side is delayed from the lower load side to the high load side.

The slope of the inclination of the lower auxiliary lead 48 and the lower main lead 44 is discharged first from the main port 41 at the low load side and the auxiliary hole 42 at the high load side in the same manner as in the first embodiment of FIG. ) To be discharged first.

Also in the second invention, in addition to the embodiments described above, the gradient of the inclination of the lower main lead 44 and the lower auxiliary lead 48, and further, the upper end 15A of the plunger 15, the upper main lead 46, 77, 83) The start and end timings of the fuel injection can be controlled by appropriately selecting the formation position and the inclined state of the upper main lead such as the upper main lead and the upper auxiliary lead such as the upper auxiliary lead 47 and 73 and 81. Injection characteristics can be obtained.

Next, 3rd invention is demonstrated based on FIGS. 35-41. The fuel injection pump according to the third invention and the fuel injection pump according to the first and second inventions are the same in that they form the lower main lead 44 and the lower auxiliary lead 48, but the secondary combustion type diesel It is assumed that the engine is used together with an auxiliary combustion chamber of the engine (for example, the pre-combustion chamber 4 of FIG. 1 or the vortex fuel injection nozzle 6 (FIG. 4) facing the vortex chamber 9 of FIG. 2).

Next, a fuel injection pump 90 according to the first embodiment of the third invention will be described with reference to the drawings.

FIG. 35 is an enlarged cross-sectional view of main portions of the plunger chamber 14 and the plunger 15 of the fuel injection pump 90, and FIG. 36 is a lead developed view of the head of the plunger 15, similarly to the first and second inventions. In the plunger barrel 14, a larger diameter main pot 41 corresponding to the suction discharge hole 22 (FIG. 3) and an auxiliary hole 42 having a smaller diameter are formed as the suction discharge hole of the fuel. Doing.

The upper end portion 41A of the main port 41 and the upper end portion 42A of the auxiliary hole 42 are at the same height or the same horizontal position, and are spaced apart by 180 degrees in the circumferential direction.

In addition, as a positional relationship between the upper end portion 41A of the main port 41 and the upper end portion 42A of the auxiliary hole 42, the upper end portion 42A of the auxiliary hole 42 may be formed as needed. It may be formed to be located below the upper end portion 41A of the main pot 41.

The plunger 15 communicates with the longitudinal main fuel passage 43 and the longitudinal main fuel passage 43 corresponding to the longitudinal fuel passage 24 communicating with the fuel pressure chamber 21 on the circumferential surface of the head. A lower main lead 44 corresponding to the inclined lead 25, a longitudinal auxiliary fuel passage 45 corresponding to the longitudinal fuel passage 24 communicating with the fuel pressure chamber 21, and a longitudinal auxiliary fuel passage ( A lower auxiliary lead 48 communicating with 45 is formed.

The formation of the lower main lead 44 and the upper auxiliary lead 48, in particular, at a lower position than the upper end 15A of the plunger 15 controls the timing of outflow of the pressurized fuel.

Further, the inclination of the lower main lead 44 has a larger gradient than the inclination of the lower auxiliary lead 48. That is, the slope of the inclination of the lower main lead 44 is lower than the inclined downward of the plunger 15 from the lower load side of the lower main lead 44 and the lower auxiliary lead 48 toward the lower load side. The inclination of 48 is formed larger than the gradient.

Since the plunger 15 reciprocates up and down the plunger barrel 14 by the action of the cam 12 (FIG. 3), in FIG. 36, the longitudinal main fuel passage 43 and the lower main lead 44 ), Along with the longitudinal auxiliary fuel passage 45 and the lower auxiliary guide 48, moves up and down with respect to the main port 41 and the auxiliary hole 42 in a fixed position.

Further, since the plunger 15 rotates in the plunger barrel 14 by the action of the control rack 13 (FIG. 3), the longitudinal main fuel passage 43 and the lower main lead 44 in FIG. , Along with the longitudinal auxiliary fuel passage 45 and the lower auxiliary guide 48, move left and right with respect to the main port 41 and the auxiliary hole 42 in the fixed position.

Therefore, as shown by the oblique line in FIG. 36, when the outflow region from the auxiliary hole 42 is shown at the position of the main port 41, the upper end portion 48A and the lower main lead 44 of the lower auxiliary guide 48 are shown. It appears in a triangular shape above the lower main lead 44 between the upper end portions 44A of.

FIG. 37 is an explanatory view of a simplified diagram of FIG. 36. The left side corresponds to the lower load on the right side and the high load on the right side of the drawing, and the main port 41 and the auxiliary hole 42 of the high load load are loaded with solid lines. The main pot 41 and the auxiliary hole 42 are indicated by dotted lines, respectively.

In the fuel injection pump 90 having such a configuration, especially referring to FIG. 37, the starting point of the pressure feeding of the fuels at the low load and the high load is the same, but the main port 41 is at the lower load side when the recitation is finished Flows out first from the auxiliary hole 42 on the high-load side.

That is, even when the main port 41 is in the state of starting to discharge on the lower load side, the auxiliary hole 42 still communicates with the lower auxiliary guide 48 due to the movement (rising) of the plunger 15 in the feeding direction. Since it does not reach | attain, it is possible to maintain approximately the same injection characteristics as the conventional one.

On the other hand, on the high load side, even if the auxiliary hole 42 is in the state of starting to flow out, the main port 41 has not yet reached communication with the lower main lead 44. In particular, the auxiliary hole 42 is at a low speed. Fuel outflow from the

Moreover, at high speed, the auxiliary hole 42 remains substantially closed even when the auxiliary hole 42 is engaged with the lower auxiliary lead 48, depending on the contracting effect of the auxiliary hole 42. Injection characteristics can be maintained.

As in the case of the first invention and the second invention, the fuel injection pump 5 (FIG. 3) combined with the conventional standard throttle fuel injection nozzle 6 (FIG. 4) as shown in FIG. ), The relationship between the fuel injection rate (ΔQ) and the cam speed at the torque point at low speed and high load has a steep point (the maximum injection rate protruded) (see solid line), and the fuel of the third invention. In the injection pump 90, this can be made gentle and the maximum injection rate can be reduced significantly (refer dotted line).

That is, at low speed high-speed, fuel flows out slowly in accordance with the engagement of the auxiliary hole 42 and the lower auxiliary lead 48 in the middle of the effective stroke according to the rise of the plunger 15, and at the time of low-speed rotation. It is possible to lower the actual oil supply rate, reduce nitrogen oxides, combustion noise, reduce smoke and dust at low speed and high load, and increase fuel injection amount under the same smoke conditions at low speed and high load as an engine. Therefore, the low torque and the output can be improved.

At the high-speed high load rating, the relationship between the fuel injection rate ΔQ and the cam angle in the fuel injection pump 5 in combination with the conventional standard throttle fuel injection nozzle 6 is shown. In the fuel injection pump 90 of 3rd invention, this can be maintained substantially equally.

In addition, even if the oil supply rate is improved, the injection rate at low speed can be suppressed, and accordingly, the fuel injection rate (oil supply rate) at high speed and high load can be increased, thereby improving output and fuel consumption rate.

In addition, as in the case of the first invention and the second invention, as shown in FIG. 12, the N-Q characteristic can be left lowered at low speed and high load.

Next, in the third aspect of the present invention, the end of feeding of fuel is controlled. In the case of the first embodiment described above when starting feeding of fuel, the upper end of the plunger 15 is moved when the main port 41 and the auxiliary hole 42 move. Although it is an example closed by 15A), various modifications can also be considered.

For example, FIG. 38 is an explanatory diagram of a simplified lead development diagram of the head of the plunger 15 similar to FIG. 37 in the fuel injection pump 91 according to the second embodiment of the third invention. 41 is formed above the auxiliary hole 42, and the upper end portion 15A of the plunger 15 is kept flat so that the auxiliary hole 42 is closed first, and then the main port 41 is closed. It is configured to be closed.

Further, in the following embodiments including the second embodiment, the main port 41 flows out first at the low load side, and the auxiliary hole 42 flows out first at the high load side at the end of the pressure feeding. Since it is the same as the first embodiment already described, detailed description thereof will be omitted.

In the second embodiment, when the main pot 41 is closed by the upper end 15A of the plunger 15, the auxiliary hole 42 is always already closed, and in fact, at the start of the pressure feeding of the fuel. The spraying characteristics similar to those in the case where the auxiliary hole 42 is not formed can be obtained.

FIG. 39 is an explanatory view illustrating a simplified lead development view of the head of the plunger 15 in the fuel injection pump 92 according to the third embodiment of the third invention. The main port 41 and the auxiliary hole 42 are shown in FIG. Is formed at the same level, but the upper auxiliary guide 93 is formed at the rotational movement position of the plunger 15 which can be opposed to the auxiliary hole 42 in the plunger 15, and at the same time, the main port ( At the rotational position of the plunger 15 which can be opposed to 41, the flat upper end portion 15A is intact, so that the main port 41 is closed first, and the auxiliary hole 42 is closed later.

In the third embodiment, fuel is fed by the dynamic effect (shrink effect) before the preflow effect during high-speed rotation, i.e., the fuel inlet discharge hole, especially the auxiliary hole 42, is closed. In all, the characteristics of advancing (advancing) the injection timing of the fuel at high speed can be obtained.

FIG. 40 is an explanatory diagram showing a simplified development of the lead of the head of the plunger 15 in the fuel injection pump 94 according to the fourth embodiment of the third invention. The main port 41 and the auxiliary hole 42 are shown in FIG. Is formed at the same level, but at the same time the upper auxiliary guide 93 as shown in FIG. 39 is formed in the plunger 15 at the rotational position of the plunger 15 which can be opposed to the auxiliary hole 42, The flat upper end portion 15A is opposed to the main port 41 at the time of full rotation of the rotational movement position of the plunger 15, and is formed to face the inclined upper main lead 95 at high load. Doing.

In the fourth embodiment, the main port 41 is closed first at low load, the auxiliary hole 42 is closed at a later time, and the auxiliary hole 42 is closed first at high load, and later the main port ( 41) is closed and the portion of the inclined upper main lid 95 in which the main port 41 communicates changes according to the degree of the load from the low load to the high load. As the load becomes high, the delaying characteristic can be obtained.

FIG. 41 is an explanatory view showing a lead development view of the head of the plunger 15 in the fuel injection pump 96 according to the fifth embodiment of the third invention. The main port 41 and the auxiliary hole 42 are the same. I'm forming this in the level. The plunger which forms the main fuel path 97 corresponding to the longitudinal main fuel path 43 in the center, and opposes the main port 41 to the left and right of the longitudinal main fuel path 97. Lower auxiliary guides 99 are respectively formed at the rotational movement positions of the plunger 15, which can oppose the lower main lead 98 to the auxiliary holes 42 at the rotational movement positions of (15). As in the first embodiment, the auxiliary hole 42 and the main pot 41 are configured to be closed simultaneously by the upper end portion 15A of the plunger 15.

In the fifth embodiment, the actual injection characteristics are the same as those of the first embodiment described above (see FIG. 37), but the lower main lead 98 and the lower auxiliary lead 99 share the longitudinal main fuel passage 97. Since the strength of the plunger 15 can be maintained.

According to the first invention as described above, the fuel injection pump using the lower main lead and the lower auxiliary lead which can combine the respective inclined states while utilizing the preflow effect by the auxiliary hole and the upper auxiliary lead, The speed-up function can be increased by reducing smoke (graphite) and dust (soot) at low speed and high load, while maintaining the speed timer function that can control the injection timing of fuel at high speed. Make it possible.

According to the second aspect of the present invention, the main port is opposed to the main port while the lower main lead and the lower auxiliary lead can be used while the preflow effect of the auxiliary hole and the upper auxiliary lead is used. Since it is a fuel injection pump having a main lead, the speed timer function for controlling the injection timing of fuel at low speed and high speed, and the advance time function at start-up are maintained, especially at low speed and high load. Smoke (graphite) and dust (soot) can be reduced, and the fuel injection amount can be increased, thereby enabling torque up.

Further, according to the first invention and the second invention, the fuel injection rate at low speed does not increase even when the oil supply rate is improved, so that the fuel injection rate (oil supply rate) at high speed and high load can be improved, and the output is improved. And fuel consumption can be improved.

Further, according to the third invention, the main port and the auxiliary hole are formed in the plunger barrel, the lower main lead and the lower auxiliary lead are formed in the plunger barrel at the same time, in combination with the throttle-type fuel injection nozzle. Since the fuel flows out first from the main port at the low load side, the maximum injection rate can be reduced, especially at low speed and high load, and the generation of graphite in this region can be reduced.

Claims (35)

A plunger barrel 14 which is attached to the pump housing 10, the pump housing 10, and forms the suction discharge holes 22, 41, 42 for communicating with the fuel storage chamber 20; The inclined lead 44, 48, 53, 54 can be reciprocated in the plunger barrel 14 and inserted into the plunger barrel 14 and communicate with the suction discharge holes 22, 41, 42 at the same time. , 98, 99, and the like, and the plunger 15 is formed. The fuel pressure chamber 21 is formed between the plunger 15 and the plunger barrel 14, and the reciprocating sliding of the plunger 15 is provided. The fuel injection pump sucks the fuel from the fuel storage chamber 20 into the fuel pressure chamber 21 and feeds the fuel injection nozzle 6 to the plunger barrel 14 as the suction discharge holes 41 and 42. The main port 41 of the main port 41 and the smaller diameter auxiliary hole 42 have an upper end portion 42A of the auxiliary hole 42 less than or equal to the upper end portion 41A of the main port 41. The upper auxiliary guide 47 is formed in the head of the plunger 15 so as to communicate with the auxiliary hole 42 over a certain range according to the rotational movement of the plunger 15. Even if 41 is closed by the upper end 15A of the plunger 15, the auxiliary hole 42 can communicate with the upper auxiliary guide 47, and the plunger 15 has a rotational movement of the plunger 15. The lower main which can communicate with the lower auxiliary guide 48 and the main port 41 which can communicate with the auxiliary hole 42 at a position lower than the upper end 15A of the plunger 15 over a certain range according to the above. A fuel injection pump comprising the lead 44 as an inclined lead 44, 48, 53, 54, 98, 99. The main gun according to claim 1, wherein the auxiliary hole (42) communicates with the lower auxiliary guide (48) in accordance with the movement of the plunger (15) in the feeding direction at the rotational movement position of the plunger (15) at high load. While the haute 41 is not in communication with the lower main lead 44, the main port (3) moves in the pressure feeding direction at the rotational movement position of the plunger 15 at the time of low load. The fuel injection pump, characterized in that the auxiliary hole 42 is not in communication with the lower auxiliary ride 48 even if 41 is in communication with the lower main lead 44. (1st, 4th, Fifth and eighth embodiments) The gradient of the inclination of the lower main lead 44 with respect to the inclination of the lower main lead 44 and the lower auxiliary lead 48 from the lower load side to the higher load side is lowered downward of the plunger 15. A fuel injection pump which is made larger than the inclination of the lower auxiliary lead 48. (1st, 4th, 5th, and 8th embodiments of the first invention) The fuel injection pump according to claim 1, wherein the fuel injection nozzle (6) is called a throttle fuel injection nozzle (6) facing the auxiliary combustion chamber of a diesel engine of the auxiliary combustion chamber type. Example The plunger (15) according to claim 1, wherein longitudinal fuel passages (43, 45, 55) can communicate with the fuel partial pressure chamber (21), the lower main lead (44), the lower auxiliary lead (48), and the like. A fuel injection pump, comprising: (all embodiments of the first invention) 2. The main port (41) according to claim 1, wherein the main main part (41) at the time of bottom load, high load, and start-up in the inclined direction descending downward of the plunger (15) of the lower main lead (44) and the lower auxiliary lead (48). And the auxiliary hole 42 are opposed to each other. (All embodiments of the first invention) The fuel injection pump according to claim 1, wherein the auxiliary hole (42) at the start is opposed to the upper end portion (15A) of the plunger (15) which does not form the upper auxiliary lead (47). All embodiments of the first invention) 2. The auxiliary hole 42 is connected to the lower auxiliary guide 48 according to claim 1, in accordance with the movement of the plunger 15 in the feeding direction at the rotational position of the plunger 15 at high load and low load. Also, the main pot 41 does not communicate with the lower main lead 44 through the fuel injection pump. (2nd, 6th and 9th embodiments of the first invention) The main port 41 is assisted in communication with the lower main lead 44 according to the movement of the plunger 15 in the pressure feeding direction at the rotational movement position of the plunger 15 at high load. While the hole 42 is not in communication with the lower subsidiary guide 48, the auxiliary hole 42 is moved in accordance with the movement of the plunger 15 in the feeding direction at the rotational movement position of the plunger 15 at the time of low load. A fuel injection pump, characterized in that the main port 41 does not communicate with the lower main lead 44 even if it communicates with the lower auxiliary lead 48. (3, 7, and 10 of the first invention) Example The lower auxiliary guide 48 according to claim 1, wherein the lower auxiliary guide 48 is inclined downwardly from the lower load side to the lower load side of the lower main lead 44 and the lower auxiliary lead 48. A fuel injection pump, characterized in that the gradient is larger than the gradient in the inclination of the lower main lead 44. (3rd, 7th, and 10th embodiments of the first invention) The longitudinal direction common to the lower main lead 44 and the lower auxiliary lead 48 capable of communicating the fuel pressure chamber 21, the lower main lead 44, the lower auxiliary lead 48, and the like. A fuel injection pump comprising a fuel passage 55 or the like formed in the plunger 15. (Fourth Embodiment of the First Invention) 2. The upper auxiliary lead 47 according to claim 1, wherein an inclined upper auxiliary lead 47 is formed at the upper end portion 15A of the plunger 15 to which the auxiliary hole 42 at the time of low load opposes. A fuel injection pump, characterized in that the inclined direction of the lower main lead 44 and the lower auxiliary lead 48 are reversed. (Fifth, Sixth, and Seventh Embodiments of the First Invention) 2. The upper auxiliary lead 47 according to claim 1, wherein an inclined upper auxiliary lead 47 is formed at the upper end portion 15A of the plunger 15 to which the auxiliary hole 42 at high load opposes. The lower main lead 44 and the lower auxiliary lead 48 are in the same direction as the inclined direction of the fuel injection pump. (Eighth, Ninth, and Tenth Embodiments of the first invention) A plunger barrel 14 which is attached to the pump housing 10 and the pump housing 10 and has formed suction suction holes 22, 41, 42 for communicating with the fuel storage chamber 20; The inclined leads 44, 48, 53, 54, 98 and 99 are inserted into the barrel so as to be reciprocally slidable and rotated, and at the same time communicate with the suction discharge holes 22, 42 and 43. A fuel pressure chamber 21 is formed between the plunger 15 and the plunger barrel 14 by providing the formed plunger 15 and the like, and the fuel storage chamber 20 according to the reciprocating sliding of the plunger 15. Is a fuel injection pump for pumping fuel into the intake fuel injection nozzle 6 into the fuel pressure chamber 21 as a main port 41 having a larger diameter as the intake discharge holes 41 and 42 in the plunger barrel 14. A smaller diameter auxiliary hole 42 is formed such that the upper end portion 42A of the auxiliary hole 42 is equal to or less than the upper end portion 41A of the main port 41. The head of the plunger 15 communicates with the upper auxiliary guide 47 which can communicate with the auxiliary hole 42 over a predetermined range according to the rotational movement of the plunger 15 and the main port 41. The upper main lead 46 and the like, and the main port 41 is closed by the upper end 46A of the upper main lead 46 within a predetermined range according to the rotational movement of the plunger 15. An upper main lead 46 and an upper auxiliary lead 47 are formed so that the auxiliary hole 42 can communicate with the upper auxiliary lead 47, and the plunger 15 has a predetermined value due to the rotational movement of the plunger 15. Over the range, the lower main lead capable of communicating with the subsidiary guide 48 and the main port 41 which can communicate with the auxiliary hole 42 at a position lower than the upper end 15A of the plunger 15 ( 44 is formed as the inclined lead 44, 48, 53, 54, 98, 99, and the plunger at the start In the rotational movement position of (15), the main port 41 can be closed by the upper end portion 15A of the plunger 15 which does not form the upper main lead 46, and at the same time, the upper auxiliary lead 47 is A fuel injection pump characterized in that the auxiliary hole 42 can be closed by the upper end portion 15A of the plunger 15 which is not formed. The main gun according to claim 14, wherein the auxiliary hole (42) communicates with the lower auxiliary guide (48) in accordance with the movement of the plunger (15) in the feeding direction at the rotational movement position of the plunger (15) at high load. While the haute 41 is not in communication with the lower main lead 44, the main port 41 is moved in accordance with the movement of the plunger 15 in the pressure feeding direction at the rotational movement position of the plunger 15 at the time of low load. Fuel injection pump, characterized in that the auxiliary hole (42) does not communicate with the lower auxiliary lead (48) even when the main body (44) communicates with the lower main lead (44). 3, 6, 9, 10th embodiment) 15. The gradient of the inclination of the lower main lead 44 according to the inclination of the lower main lead 44 and the lower auxiliary lead 48 from the lower load side toward the lower load side of the lower plunger 15. Fuel injection pump, characterized in that larger than the gradient in the inclination of the lower auxiliary lead (48). (First, second, third, ninth, and tenth embodiments of the second invention) 15. The fuel injection pump according to claim 14, wherein the fuel injection nozzle (6) is a throttle type fuel injection nozzle (6) facing the auxiliary combustion chamber of the diesel engine of the auxiliary combustion chamber type (all the embodiments of the second invention). ) The plunger 15 according to claim 14, wherein longitudinal fuel passages (43, 45, 55) are formed in the plunger (15) to communicate the fuel pressure chamber (21) with the lower main lead (44) and the lower auxiliary lead (48). A fuel injection pump comprising: (all embodiments of the second invention) 15. The main port (41) according to claim 14, wherein the main main part (41) is sequentially loaded, loaded, and started in an inclined direction falling downward of the plunger (15) of the lower main lead (44) and the lower auxiliary lead (48). And the auxiliary hole 42 are opposed to each other. (All embodiments of the second invention) The auxiliary hole 42 at the time of starting opposes this to the upper end part 15A of the plunger 15 which does not form the upper auxiliary guide 47, and at the time of starting, The main pot 41 is opposed to the upper end portion 15A of the plunger 15 which does not form the upper main lead 46. A fuel injection pump according to the second embodiment of the present invention. 15. The vertical fuel cell according to claim 14, wherein the fuel tank 21, the lower main lead 44, the lower auxiliary lead 48, and the like, communicate with the lower main lead 44 and the lower auxiliary lead 48 in common. A fuel injection pump in which a furnace 55 is formed in the plunger 15. (Second Embodiment of the Second Invention) 15. The upper portion 15A of the plunger 15 is formed at an upper end portion 15A of the plunger 15, wherein the subsidiary holes 42 at the low load and the high load face each other. The lower main lead 44 and the lower auxiliary lead 48 are inclined in an inclined direction of the auxiliary lead 47. The fuel injection pump according to the third, fourth and fifth embodiments of the second invention. 15. The auxiliary hole 42 is connected to the lower auxiliary guide 48 in accordance with the movement of the plunger 15 in the feeding direction together with the rotational movement positions of the plunger 15 at high load and low load. Also, the main pot 41 does not communicate with the lower main lid 44 through the fuel injection pump. (4th and 7th embodiments of the second invention) 15. The main port 41 is connected to the lower main lead 44 according to the movement of the plunger 15 in the feeding direction at the rotational movement position of the plunger 15 at high load. While the hole 42 is not in communication with the lower auxiliary guide 48, the auxiliary hole 42 is moved in accordance with the movement of the plunger 15 in the pressure feeding direction at the rotational position of the plunger 15 at the time of low load. The main injection port 41 does not communicate with the lower main lead 44 even when communicating with the lower auxiliary lead 48 of the fuel injection pump. (Fifth and Eighth Embodiments of the Second Invention) ) 15. The inclination of the lower auxiliary lead 48 according to claim 14, wherein the lower auxiliary lead 48 is inclined toward the lower side of the lower main lead 44 and the lower auxiliary lead 48 from the lower load side toward the higher load side. A fuel injection pump, wherein the gradient is made larger than the gradient on the inclination of the lower main lead 44. (Fifth and eighth embodiments of the second invention) 15. The upper portion 15A of the plunger 15 is formed at the same time as the upper main lead 46 of which the main port 41 faces at low load and high load. A fuel injection pump characterized in that the inclined direction of the main lead 46 is in the same direction as the lower main lead 44 and the lower auxiliary lead 48. (Sixth and Seventh Embodiments of the Second Invention) 15. The upper portion 15A of the plunger 15 is formed at an upper end portion 15A of the plunger 15, wherein the subsidiary holes 42 at the low load and the high load face each other. A fuel injection pump, characterized in that the inclined direction of the auxiliary lead 47 is in the same direction as the lower main lead 44 and the lower auxiliary lead 48. (Ninth Embodiment of the Second Invention) 15. The upper main portion 46 of the plunger 15 is formed at the same time as the main port 41 at the low load and the high load. A fuel injection pump, characterized in that the inclined direction of the upper main lead 46 is opposite to the lower main lead 44 and the lower auxiliary lead 48. (10th embodiment of the second invention) A plunger barrel 14 which is attached to the pump housing 10 and the pump housing 10 and has formed suction suction holes 22, 41, 42 for communicating with the fuel storage chamber 20; The inclined leads 44, 48, 53, 54, 98, which are inserted into the barrel 14 so as to be reciprocated and rotated, and communicate with the suction discharge holes 22, 41, 42 at the same time. And a plunger 15 having a 99 formed thereon, and forming a fuel pressure chamber 21 between the plunger 15 and the plunger barrel 14, and at the same time as the reciprocating sliding of the plunger 15, A fuel injection pump 6 which sucks fuel into the fuel pressure chamber 21 and pumps the fuel injection nozzle 6 to the fuel injection nozzle 6 causes the fuel injection nozzle 6 as a fuel injection nozzle to have a diesel engine 1 of an auxiliary combustion type. And the suction discharge hole 41 in the plunger barrel 14 as well as the throttle fuel injection nozzle 6 facing the auxiliary combustion chambers 4 and 9 of FIG. And 42, the larger main port 41 and the smaller diameter auxiliary hole 42 are formed, and the plunger 15 also has a plunger over a certain range according to the rotational movement of the plunger 15. A lower auxiliary lead 48 which can communicate with the auxiliary hole 42 at a position lower than the upper end 15A of the upper part 15, and a lower main lead 44 which can communicate with the main port 41; In addition, in the rotational movement position of the plunger 15 at the high load of the diesel engines 1 and 8, the auxiliary hole 42 moves to the lower auxiliary guide 48 in accordance with the movement of the plunger 15 in the feeding direction. The main port 41 does not communicate with the lower main lid 44 even when communicating with the lower main lid 44, and at the rotational position of the plunger 15 at the lower load of the diesel engines 1 and 8 in the feeding direction. Even if the main pot 41 communicates with the lower main lead 44 as the plunger 15 moves. A fuel injection pump characterized in that the auxiliary hole (42) does not communicate with the lower auxiliary lead (48). 30. The plunger 15 according to claim 29, wherein longitudinal fuel passages 43, 45, 97 are formed in the plunger 15 to communicate the fuel pressure chamber 21 with the lower main lead 44, the lower auxiliary lead 48, and the like. A fuel injection pump, characterized in that (all embodiments of the third invention) 30. The throttle fuel injection nozzle (6) according to claim 29, wherein the throttle fuel injection nozzle (6) has a nozzle body (26) having an injection hole (37) formed at the tip thereof, and the nozzle body (26) slides in the nozzle body (26). Needle valve 30 or the like for opening and closing the needle valve 30. A pin portion 30A and a taper portion 30B are formed at the tip of the needle valve 30, and the pin portion 30A is injected into the injection hole 37. Fuel injection pump characterized in that the cylindrical inner wall portion 37A of the < RTI ID = 0.0 >) < / RTI > and the tapered portion 30B are seated on the sheet portion 37B of the sheet portion 37 of the injection hole 37. (All embodiments of the third invention) The gradient of the inclination of the lower main lead 44 with respect to the inclination of the lower main lead 44 and the lower auxiliary lead 48 from the lower load side to the lower load side downwards of the plunger 15. Fuel injection pump, characterized in that larger than the gradient of the slope of the lower auxiliary lead (48). (All embodiments of the third invention) The fuel injection pump according to claim 29, wherein the upper end portion 42A of the auxiliary hole 42 is formed to be equal to or smaller than the upper end portion 41A of the main port 41. (All embodiments of the third invention) The upper main lead 95 according to claim 29 is formed on the upper end portion 15A of the plunger 15 with an inclined upper main lead 95 facing the main pot 41 at high load. 95, the inclined direction of the fuel injection pump, characterized in that the same direction as the lower main lead 55 and the lower auxiliary lead 48. (Fourth Embodiment of the Third Invention) The lower longitudinal guide 44 and the lower auxiliary lead 48 which communicate with the fuel pressure chamber 21, the lower main lead 44, the lower auxiliary lead 48, and the like. A fuel injection pump comprising a fuel passage 97 formed in the plunger 15. (Fifth Embodiment of the Third Invention)