JPH08200098A - Diesel engine fuel injection pump - Google Patents

Abstract

(57) [Abstract] [PROBLEMS] To provide a fuel injection pump capable of continuously and smoothly reducing the fuel injection amount in a high rotation speed range without causing the apparatus to be complicated. Constitution: A sub-stopper 48a of an adjusting bolt 48 provided on a rib 47 fixed in the pump housing 2.
A sub spring 49 is disposed between the upper end of the tension lever 30 and the upper end of the tension lever 30. At full load and in the high rotation range, the tension lever 30 moves the control spring 3
It is pulled by 3 and tries to rotate. On the other hand, the sub spring 49 is pressed and contracted by the rotation of the tension lever 30, and can have an elastic force with respect to the tension lever 30. Since the opening degree of the flyweight 44 is maximized, the governor sleeve 43 is subjected to the maximum vertical force. Therefore, against the tensile stress of the tension lever 30 by the control spring 33, the stress of the sum of the vertical force and the elastic force overcomes, and the spill ring 24
Moves in the injection amount reducing direction.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel injection pump for a diesel engine mounted on a vehicle, and more particularly to a distributed fuel injection pump for supplying fuel to each cylinder of the diesel engine.

[0002]

2. Description of the Related Art FIG. 7 shows a main part of a conventional distributed fuel injection pump for a diesel engine mounted on a vehicle. In this pump, the cam plate is driven by the rotation of a drive shaft (not shown), that is, the rotary reciprocating motion is performed to suck the fuel and then the distribution pressure feeding is performed.
This pressure feeding starts when the plunger 61 starts to move to the right in the drawing, and the plunger 61 further moves forward, and the spill port 62 is opened from the right end surface of the spill ring 63 into the fuel chamber 64. Sometimes ends.

A centrifugal force type governor 65 is built in the upper portion of the fuel injection pump. In this governor 65,
The flyweight holder 66 is adapted to interlock with the drive shaft by a gear 67. This holder 66
A flyweight 68 is arranged inside. And
Fly weight holder 6 accompanying the rotation of the drive shaft
By the rotation of 6, centrifugal force acts on the flyweight 68,
The governor sleeve 69 is moved to the right in the figure by the operation at that time.

A tension lever 71 and a control lever 72 are provided with a shaft 74 provided on a guide lever 73.
Rotate around the fulcrum. The spill ring 63 is connected to the lower end of the control lever 72, and the position of the spill ring 63 is determined by the turning position of the control lever 72. A start spring 75 is arranged between the tension lever 71 and the control lever 72, and the start spring 75 is used to start the control lever 7 at the time of starting.
2 is rotated counterclockwise and pressed against the governor sleeve 69. An adjusting lever 77, which is rotated by operating the accelerator pedal, is connected to the upper portion of the tension lever 71 via a control spring 76.

The fuel injection amount is the spill ring 6
3 in the axial direction of the plunger 61 to move the plunger 6
It is controlled by changing the effective stroke amount of 1. The movement of the spill ring 63 is performed by the fly weight 6
8 is controlled by the rotation of the control lever 72 by the drop force generated in FIG. 8 and the rotation of the control lever 72 based on the rotation of the tension lever 71 according to the operation amount of the accelerator pedal (the operation amount of the adjusting lever 77). It

Therefore, conventionally, the relationship between the engine speed NE and the fuel injection amount when the accelerator is fully opened is shown in FIG.
It was as shown by the solid line. That is, when the engine speed NE is almost the maximum speed, the flyweight 68 generates a vertical force for the first time, and this thrust begins to act. Then, when the engine speed NE increases more than that, the fuel injection amount suddenly decreases.

By the way, in recent years, in a high engine speed region (a region where the engine speed NE is large), there is an increasing demand for gradually reducing the fuel injection amount.
This is based on a request for reduction of noise in a high rotation region and protection of various devices under high load. In this way, as a measure for making the injection amount characteristic when the accelerator is fully open to match the above required characteristic, the spill port 6
It is conceivable that the area and the shape of the spill port 62 are changed by appropriately processing No. 2. However, even if such a measure is taken, it is very difficult to obtain the required injection amount characteristic, and in this case, the device needs to be complicated, which requires a great number of man-hours and costs. That was the current situation.

On the other hand, in the technique disclosed in Japanese Patent Laid-Open No. 63-78145, a predetermined control system is provided and when the operating condition satisfies a predetermined condition based on the detection result of the shift position and the like. It is disclosed that the engine output is reduced. By applying this technology,
It is also possible to control the fuel injection amount when the accelerator is fully opened.

[0009]

However, with the technique disclosed in the above-mentioned prior art publication, although the injection amount can be reduced, the reduction is as shown by the two-dot chain line in FIG. It was only the reduction of the total injection amount in. Moreover, by further applying this technology,
It is theoretically possible to reduce the injection amount in the high rotation speed region. However, in this case, as shown by the broken line in the figure, the injection amount is stepwise (rapidly) reduced when the engine speed NE exceeds the predetermined speed,
It was difficult to expect a continuous and smooth decrease in the injection amount in the high rotation speed region. Furthermore, in the above technology,
Since a predetermined control system is an essential requirement, the device itself has become extremely complicated.

The present invention has been made in view of the above-mentioned circumstances, and an object thereof is to continuously and smoothly reduce the fuel injection amount in a high rotation speed region without inviting a complicated device. It is to provide a fuel injection pump of a diesel engine capable of achieving the above.

[0011]

To achieve the above object, in the present invention, a housing for forming at least an internal pressure chamber for storing fuel to be injected into a diesel engine, and a housing disposed in the housing, A tension lever that is connected to the operating member through a connecting member and that rotates in conjunction with the operating member and is rotatably supported in the housing, and has an injection amount adjusting member connected to one end thereof. In addition, the control lever, which is connected to the tension lever via an urging means, is in the opposite direction to the rotation of the tension lever due to the operation of the operating member as the rotation of the diesel engine increases. And a governor for rotating the control lever, wherein the tension lever is rotated by the operation of the operation member. In the fuel injection pump capable of adjusting the fuel injection amount to the diesel engine by moving the injection amount adjusting member by the accompanying rotation of the control lever and the rotation of the control lever by the operation of the governor, A fixing member fixed to the housing, and an elastic body that connects the fixing member and the tension lever and has an elastic force capable of rotating the tension lever at least in the operation direction of the governor are provided. That is the point.

[0012]

According to the above construction, the tension lever arranged in the housing rotates in conjunction with the operation of the operating member via the connecting member. Further, when the control lever rotatably supported in the housing and connected to the tension lever via the biasing means rotates, the injection amount adjusting member connected to one end of the control lever moves. That is, the injection amount adjusting member is moved by the rotation of the control lever, and the fuel injection amount to the diesel engine can be adjusted by this movement.

Further, as the rotation of the diesel engine increases, the governor operates, and the control lever can rotate in the direction opposite to the rotation of the tension lever due to the operation of the operating member. Therefore, the rotation of the control lever is basically adjusted by the rotation of the tension lever by the operation of the operation member and the operation of the governor.

In the present invention, an elastic member is provided so as to connect the fixing member fixed to the housing and the tension lever, and an elastic force can act between them at least in the direction of operation of the governor. That is, in the high rotation range of the diesel engine, the operation of the governor is further promoted and the elastic force of the elastic body becomes strong. Therefore, against the rotation of the tension lever due to the operation of the operating member, the stress of the sum of the governor's vertical force and elastic force acts on the control lever, which causes the injection amount adjusting member to reduce the injection amount. Can be moved in the direction.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment in which the present invention is embodied in a distributed fuel injection pump for injecting fuel into a multi-cylinder vehicle diesel engine will be described below with reference to FIGS.

As shown in FIG. 2, the lower portion of the pump housing 2 serving as the housing of the distribution type fuel injection pump 1,
A drive shaft 3 extending in the left-right direction in the drawing is arranged. The drive shaft 3 is rotationally driven by a diesel engine. The fuel in the fuel tank (not shown) is placed on the drive shaft 3 in the pump housing 2
A rotor 4a of a vane type feed pump (developed 90 degrees in the figure) 4 for supplying to a fuel chamber 14 which is an internal pressure chamber therein is attached so as to be integrally rotatable.

In the lower part of the pump housing 2, a cylinder 5 is attached on the same axis as the drive shaft 3, and a plunger 6 for fuel pressurization is slidably fitted in the cylinder 5. The space between the tip surface of the plunger 6 (right end surface in the figure) and the inner bottom surface of the cylinder 5 is a high pressure chamber 7.
Has become. The drive shaft 3 and the plunger 6 are connected by a coupling 8. By this connection, the plunger 6 can rotate integrally with the drive shaft 3 and can move relative to the drive shaft 3 in the axial direction (left and right direction in the drawing).

A roller ring 10 centering on the drive shaft 3 is rotatably attached to the lower portion of the pump housing 2. On the surface of the roller ring 10 on the plunger 6 side, a plurality of rollers 11 are supported at equal angles.
On the other hand, a cam plate 12 is integrally rotatably attached to the base end portion (left end portion in the drawing) of the plunger 6. The same number of face cams 12a as the number of cylinders of the diesel engine are formed on the surface of the cam plate 12 on the drive shaft 3 side. The plunger 6 and the cam plate 12 are constantly pressed against the roller 11 by the spring 13. Then, the rotational force of the drive shaft 3 is transmitted to the cam plate 12 via the coupling 8, whereby the cam plate 12 and the plunger 6 reciprocate in the horizontal direction in the figure while rotating. By this reciprocating motion,
The inside of the high pressure chamber 7 is pressurized and depressurized.

In order to introduce the fuel in the fuel chamber 14 into the high pressure chamber 7, the pump housing 2 and the cylinder 5 are provided with
An intake passage 15 that connects the high pressure chamber 7 and the fuel chamber 14 is formed. Corresponding to this suction passage 15, suction grooves 16 as many as the number of cylinders of the diesel engine are formed on the outer periphery of the tip of the plunger 6.

Then, in the suction stroke in which the plunger 6 is moved (returned) to the left in the drawing to depressurize the high pressure chamber 7,
When one of the suction grooves 16 coincides with the suction passage 15, the fuel is sucked from the fuel chamber 14 into the high pressure chamber 7.

A fuel passage 18 is formed in the plunger 6 in order to distribute and pressurize the pressurized fuel in the high pressure chamber 7 to the fuel injection valve 17 provided for each cylinder of the diesel engine. The fuel passage 18 is open at the tip end surface of the plunger 6 and extends straight toward the base end side.
Further, the plunger 6 is provided with a distribution port 19 which extends outward in the radial direction around the fuel passage 18 and which is open to the outer peripheral surface of the plunger 6. Distribution port 1
9 are provided as many as the number of cylinders of a diesel engine. Further, a distribution passage 20 is formed in the cylinder 5 and the pump housing 2 so as to correspond to these distribution ports 19. A delivery valve 21 is arranged in the middle of each distribution passage 20, and a fuel injection valve 17 is connected via a fuel pipe 22.

Then, in the injection stroke (pressure feeding stroke) following the suction stroke, the suction groove 16 is closed by the rotation of the plunger 6. When the plunger 6 rotates further,
The face cam 12a of the cam plate 12 rides on the roller 11, the plunger 6 moves to the right in the figure (forward movement), and the inside of the high-pressure chamber 7 is pressurized. The pressurized fuel, when the distribution port 19 matches the distribution passage 20, the distribution port 19, the distribution passage 20, the delivery valve 21, the fuel pipe 2
It is pressure-fed to the fuel injection valve 17 through 2 and is injected into each cylinder from here.

To terminate the injection, a spill port 23 extending outward in the radial direction around the fuel passage 18 is provided on the proximal end side of the plunger 6.
The spill port 23 opens on the outer peripheral surface of the plunger 6. Further, a spill ring 24 as an injection amount adjusting member is fitted onto the plunger 6 so as to be slidable and rotatable relative to each other in the axial direction. When the fuel is pumped, the plunger 6 moves further after the injection stroke, and the spill ring 2
The spill port 23, which is blocked by 4, is the end face of the spill ring 24 on the plunger tip side (right end face 24a).
The process ends when the fuel cell 14 is exited and opened into the fuel chamber 14. At this time, the pressurized fuel overflows from the spill port 23 and the pressure sharply drops. Due to the pressure decrease, the pressure feeding of the fuel ends, and the fuel injection from the fuel injection valve 17 also stops.

The fuel injection amount is determined by the distance (effective stroke amount) of the plunger 6 that moves from the start of pressurization to the end of pressurization. That is, the fuel injection amount is adjusted by changing the effective stroke amount. In this adjustment, since the stroke of the reciprocating motion of the plunger 6 is constant, the position of the spill ring 24 in the axial direction is changed. In the present embodiment, when the spill ring 24 is displaced to the right in the figure, the effective stroke amount increases, the end of pressurization is delayed, and the fuel injection amount increases. On the contrary, when the spill ring 24 is displaced to the left in the figure, the effective stroke amount is shortened, the pressurization is completed quickly, and the fuel injection amount is reduced.

Further, as shown in FIG. 1, in order to adjust the position of the spill ring 24 according to the operating conditions (engine speed and load) of the diesel engine, the pump housing 2 has a centrifugal governor mechanism. Is built in.

Next, the governor mechanism will be described in detail. A guide lever 26 is rotatably supported in the pump housing 2 by a shaft 25, and a clockwise biasing force by a spring 27 is applied to the lower end of the guide lever 26. This rotation biasing force is received by a full load adjuster 28 rotatably attached to the upper portion of the pump housing 2. A support shaft 29 is fixed to the guide lever 26 immediately below the shaft 25, and a tension lever 30 and a control lever 31 are rotatably connected to the support shaft 29. The lower end of the control lever 31 is connected to the spill ring 24, and the position of the spill ring 24 is changed by moving this connecting portion in the axial direction.

The full load adjuster 28 is for adjusting the fuel injection amount at full load. When the full load adjuster 28 is screwed in, the guide lever 26 rotates counterclockwise,
The support shaft 29 and the spill ring 24 move in the fuel increasing direction (rightward in FIG. 2).

On the other hand, an adjusting lever 32 as an operating member is rotatably attached to the pump housing 2. The adjusting lever 32 is connected to an accelerator pedal, and depending on the amount of depression of the accelerator pedal, the adjusting lever 32 shown in FIG.
It rotates between the idle position indicated by the two-dot chain line and the full load position indicated by the solid line in FIG. Adjusting lever 3
2 and the upper end of the tension lever 30 are connected by a control spring 33, a pin 34, and a damper spring 35 that form a connecting member.

When the accelerator pedal is depressed and the adjusting lever 32 is rotated in the direction of arrow A, the control spring 33 is pulled and the tension lever 30 is rotated counterclockwise. By this rotation, the support shaft 29 and the spill ring 24 move in the fuel increasing direction. The rotation of the tension lever 30 is restricted by a stopper 36 fixed to the pump housing 2.

Between the control lever 31 and the tension lever 30, an idle spring 37 and a plate-shaped start spring 38 as a coil-like urging means are interposed.

On the other hand, as shown in FIGS. 1 and 2, a governor shaft 39 is rotatably supported above the drive shaft 3, and a transmission gear 40 and a governor case 41 are attached to the outer periphery thereof. The transmission gear 40 meshes with a timing gear 42 on the drive shaft 3, and the transmission gear 40 is rotated at a higher speed as the timing gear 42 rotates. A governor sleeve 43 is externally fitted onto the governor shaft 39 so as to be slidable in the axial direction, and its tip is in contact with the control lever 31. A plurality of flyweights 44 are provided in the governor case 41, and these flyweights 44 transmit a centrifugal force according to the rotation speed of the transmission gear 40 to the governor sleeve 43. Then, when the number of revolutions increases, the flyweight 44 opens, the governor sleeve 43 is moved to the right, the control lever 31 is rotated clockwise, and the spill ring 24 is decreased in the injection amount reduction direction (leftward in the figure). It is designed to be moved to. The governor shaft 39, the governor case 41, the governor sleeve 43, the flyweight 44 and the like constitute a governor.

A fuel cut solenoid 45 is provided in the middle of the suction passage 15. The fuel cut solenoid 45 opens or shuts off the intake passage 15 in accordance with the on / off state of the ignition switch.
When the suction passage 15 is cut off, the fuel pressure feed is stopped,
Fuel is no longer injected from the fuel injection valve 17.

Further, a hydraulic timer (developed by 90 degrees in the figure) 46 for controlling the fuel injection timing, which is operated by the fuel pressure in the fuel chamber 14, is built in the lower portion of the pump housing 2. The timer 46 adjusts the position of the roller ring 10 with respect to the rotation direction of the drive shaft 3 to control the timing at which the face cam 12 a engages with the roller 11, that is, the reciprocating timing of the cam plate 12 and the plunger 6. is there.

Now, as shown in FIG. 1, in this embodiment,
In addition to the above configuration, a rib 47 as a fixing member is integrally formed so as to hang down from the upper portion inside the pump housing 2. The rib 47 is provided with an adjusting bolt 48, and the adjusting bolt 48 is provided with a flange-shaped sub stopper 48a. A sub spring 49 as an elastic body is arranged between the sub stopper 48a and the tip of the upper portion of the tension lever 30. This sub spring 49
Has a predetermined spring constant, and the tension lever 30
It is compressed by turning counterclockwise in the figure. At this time, the sub spring 49, in order to counter the compression,
The elastic force to the right of the figure can be exerted. Also, by adjusting the adjustment bolt 48,
The spring set load (spring constant) can be changed, and this change can appropriately adjust the injection amount characteristic described later.

Next, the operation and effect of this embodiment having the above-mentioned structure will be described. FIG. 1 schematically shows an internal state of the distributed fuel injection pump 1 at the time of starting. At this time, for example, the accelerator pedal is fully depressed and the adjusting lever 32 is rotated to the full load position. In this state, the tension lever 30
Is pulled by the control spring 33 until it hits the stopper 36. Then, the tension lever 30 rotates counterclockwise around the support shaft 29.

On the other hand, in the governor, the flyweight 44 is closed because the engine speed NE is low. Therefore, the governor sleeve 43 receives almost no vertical force due to engine rotation. Therefore, under such a condition, the control lever 31 basically receives only the stress of the tension lever 30 and rotates counterclockwise in the drawing. With this rotation, the spill ring 24 exists near the maximum injection position, and the fuel injection amount is increased, that is, the startup amount is increased.

Further, FIG. 3 schematically shows an internal state of the distribution type fuel injection pump 1 at full load and when the engine speed NE is in the medium speed region. Also at this time, the accelerator pedal is depressed by the maximum amount, and the adjusting lever 32 is rotated to the full load position.
In this state, the tension lever 30 is pulled by the control spring 33 until it hits the stopper 36. The tension of the control spring 33 is large, and the damper spring 35 is completely contracted and is in a non-operating state. Then, the tension lever 30 rotates counterclockwise around the support shaft 29.

On the other hand, the sub spring 49 is in a state of being preferably compressed by the counterclockwise rotation of the tension lever 30, and has a rightward elastic force in the drawing. There is. However, since the engine speed NE is in the middle rotation range, the degree of opening of the flyweight 44 is middle. Therefore, the governor sleeve 4
Although a pulling force due to engine rotation acts on 3 somewhat, the tensile stress of the tension lever 30 by the control spring 33 cannot be overcome by the sum of these dropping forces and elastic forces. Therefore, the stress for rotating the control lever 31 in the clockwise direction in the figure does not work. Therefore, under such circumstances, the control lever 31
Is basically rotated counterclockwise in the figure by the rotation of the tension lever 30. With this rotation, the spill ring 24 exists near the maximum injection position, and the fuel injection amount is increased.

Further, FIG. 4 schematically shows an internal state of the distribution type fuel injection pump 1 at the full load and when the engine speed NE is in the high speed region. Also at this time, the accelerator pedal is depressed by the maximum amount, and the adjusting lever 32 is rotated to the full load position. In this state, the tension lever 30 is pulled by the control spring 33. And spindle 2
The tension lever 30 tries to rotate counterclockwise around the center 9.

On the other hand, the sub-spring 49 is preferably compressed by the rotation of the tension lever 30 in the counterclockwise direction. It has a state of having an elastic force to. Further, since the engine speed NE is in the high speed region, the degree of opening of the flyweight 44 becomes maximum. Therefore, the governor sleeve 43 is subjected to the maximum vertical force due to engine rotation. Therefore, a stress (clockwise), which is the sum of the vertical force and the elastic force, acts on the control lever 31 against the tensile stress (counterclockwise) of the tension lever 30 by the control spring 33, and the stress in the clockwise direction is exerted. Overcomes. Therefore, the control lever 31 is rotated clockwise as shown in FIG. As a result, in such a situation, the spill ring 24 moves to the left in the figure and moves to a position where the injection amount is reduced, so that the fuel injection amount can be reduced.

As described above, according to this embodiment, the sub spring 49 is provided so as to connect the sub stopper 48a fixed to the housing and the tension lever 30. Therefore, in the high load state, the elastic force of the sub spring 49 that opposes the tensile stress of the control spring 33 acts. Therefore, as the engine speed NE enters the high speed region, the operation of the governor is further promoted and the governor sleeve 43
Coupled with the increase in the vertical force from the counter lever, the control lever 31 is counteracted by the tensile stress in the counterclockwise direction, and the stress in the clockwise direction, which is the sum of the vertical force and the elastic force, acts and overcomes this stress. Therefore, as shown in FIG. 5, as the engine speed NE goes to the high speed region, the fuel injection amount is continuously and gradually reduced from the stage before the engine speed becomes almost the maximum speed (high speed region). Become. Therefore, in the present embodiment, it is possible to achieve a continuous and smooth reduction of the fuel injection amount in the high rotation speed region without causing the device to be complicated, such as changing the shape of the spill port 23. . As a result, the engine speed NE-fuel injection amount characteristic in the full load range can be brought close to the required ideal characteristic without causing a decrease in drivability.

In this embodiment, the spring set load (spring constant) can be changed by adjusting the adjusting bolt 48 provided on the rib 47.
Therefore, the characteristics of the fuel injection amount with respect to the engine speed NE can be easily adjusted appropriately.

The present invention is not limited to the above embodiment, but may be configured as follows, for example. (1) In the above-described embodiment, the sub-stopper 48a and the sub-spring 49 are provided on the left side of the tension lever 30 in the figure, and the tension lever 30 is compressed by the counterclockwise rotation in the figure to counter the compression. The configuration is such that it exerts an elastic force to the right in the figure. On the other hand, as shown in FIG. 6, the rib 5 is provided on the right side of the tension lever 30 in the drawing.
0, the sub stopper 50a, the adjusting bolt 51, and the sub spring 52 are provided, and the tension lever 30 is expanded by the counterclockwise rotation of the drawing, and elastic compression force to the right of the drawing is applied to counter the expansion. It may be configured to exhibit.

(2) In the above embodiment, the sub-spring 48 is provided by providing the sub-stopper 48a separately, but the sub-stopper 48a, the adjusting bolt 48 and the like may be omitted. Further, a sub spring 49 may be provided between the stopper 36 and the lens lever 30.

(3) In the above embodiment, a coil-shaped spring is used as the elastic body. However, as long as it exhibits a predetermined elastic force, various springs such as leaf springs and spiral springs, sponge, You may employ | adopt other elastic bodies, such as rubber and an air cushion.

The technical idea which is not stated in the claims of the present invention and which can be understood from the above-mentioned embodiment will be described below together with its effect. (A) In the fuel injection pump for a diesel engine according to claim 1, at least one of the fixing member and the tension lever has an elastic force adjusting means capable of adjusting the elastic force of the elastic body (the adjusting bolt 48 in the embodiment). ) Is provided. With such a configuration, it is possible to easily and appropriately adjust the characteristics of the fuel injection amount with respect to the rotation speed.

[0047]

As described in detail above, according to the present invention,
In a fuel injection pump of a diesel engine, a fixing member fixed to a housing and a tension lever are connected to each other, and an elastic body having an elastic force for rotating the tension lever in at least a governor operating direction is provided. I chose Therefore, without inviting the device to be complicated,
This has an excellent effect that the fuel injection amount can be continuously and smoothly reduced in the high rotation speed region.

[Brief description of drawings]

FIG. 1 is a partial cross-sectional view schematically showing an internal configuration of a fuel injection pump.

FIG. 2 is a cross-sectional view of a distributed fuel injection pump according to an embodiment.

FIG. 3 is a schematic partial cross-sectional view of the internal configuration of the pump in the middle rotation region.

FIG. 4 is a schematic partial cross-sectional view of the internal configuration of the pump in the high rotation region.

FIG. 5 is a graph showing a characteristic of engine speed-fuel injection amount at full load.

FIG. 6 is a schematic partial cross-sectional view of the internal structure of a fuel injection pump in another example.

FIG. 7 is a partial cross-sectional view of a conventional distributed fuel injection pump.

FIG. 8 is a graph showing the characteristics of engine speed-fuel injection amount at full load in the prior art.

[Explanation of symbols]

1 ... Distribution type fuel injection pump, 2 ... Pump housing, 1
4 ... Combustion chamber as internal pressure chamber, 24 ... Spill ring as injection amount adjusting member, 30 ... Tension lever, 31 ... Control lever, 32 ... Adjusting lever as operating member, 33 ... Control spring as connecting member, 37 ... an idle spring that constitutes the biasing means, 38 ... a control spring that constitutes the biasing means, 39 ... a governor shaft that constitutes the governor, 41 ... a governor case that constitutes the governor, 43 ... a governor sleeve that constitutes the governor, 44 ... Fly weights constituting the governor, 47, 50 ... Ribs as fixing members, 49, 52 ...
Sub spring as an elastic body.

Claims (1)

[Claims] 1. A housing for forming at least an internal pressure chamber for storing fuel injected into a diesel engine; a housing disposed in the housing, connected to an operating member via a connecting member, and A tension lever that rotates in conjunction with a member and a rotatably supported inside of the housing, an injection amount adjusting member is connected to one end of the tension lever, and the tension lever is connected to the tension lever through an urging means. And a governor for rotating the control lever in a direction opposite to the rotation of the tension lever due to the operation of the operation member, as the rotation of the diesel engine increases, Rotation of the control lever due to rotation of the tension lever due to operation of the operation member,
In the fuel injection pump capable of adjusting the fuel injection amount to the diesel engine by moving the injection amount adjusting member by the rotation of the control lever by the operation of the governor, a fixing member fixed to the housing, Of the diesel engine, wherein the fixing member and the tension lever are connected to each other, and an elastic body having an elastic force for rotating the tension lever in at least the operation direction of the governor is provided. Fuel injection pump.