JPS6045736A - Distribution-type fuel injection pump - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a distribution type fuel injection pump that controls the amount of fuel injected according to the operating conditions of an engine. Regarding.

The distribution fuel injection pump reciprocates the granger, which is rotated in synchronization with the engine, according to the number of cylinders during one revolution.
Due to the compression action of this Plancy, a large amount of fuel is distributed and supplied to each cylinder. Then, a spill ring that is slidably attached to the plunger is operated according to the operating conditions of the engine, and the amount of fuel to be supplied, that is, the fuel injection amount is controlled by opening the spill port formed in the plunger. It's in control.

Conventionally, a linear renoid mechanism as disclosed in ``Japanese Unexamined Patent Publication No. 57-20525'' has been known as an actuator for operating the spill ring. A linear solenoid actuator uses various sensors to input engine operating conditions to an electronic controller such as a converter, which calculates the optimal fuel injection amount and sends an output signal from the calculation to the linear solenoid. However, based on the operation of this solenoid, the spill ring is operated by a predetermined amount.

By the way, in the past, in order to transmit the operation of the linear solenoid to the spill ring, a configuration as shown in FIG. 1 was adopted. That is, one end of a control lever 103 is locked to a spill ring 102 that is slidably attached to a plunger 101, and this lever 103 is pivoted in the middle by a pivot shaft 104, and the other end is connected to a linear solenoid mechanism. It is in contact with the moving core 105 of. The core 105 is press-fitted into the rod 106 and is pushed by a moving core return spring 107. When the solenoid coil 10& is energized,
Since the core 105 is attracted against the spring 107, the core 105 and the rod 106 are actuated, which causes the control lever 103 to swing about the pivot shaft 104, so that the spill ring 102 is actuated, and the plunger is thereby actuated. The spill port 109 formed at 101 is opened.

In this case, in order to make the control lever 103 follow the movement of the core 105, conventionally a coil spring 110 is placed between the lever 103 and the housing, and this spring 1
The other end of the lever 103 was pressed against the core 105 by a force of 10.

However, if the coil spring 110 is as described above,
When the position of the moving core 105 changes, the coil spring 11
Since the amount of extension of 0 also changes, the force with which the control lever 103 is pressed against the core 1o5 also changes, and the spring force acting on the core 105 changes, which affects the solenoid force that operates the core 105, allowing for highly accurate control. make it difficult.

Furthermore, if the viscosity of the fuel decreases at low temperatures and the movement of the control lever 103 becomes poor, the lever 103 may become separated from the core 105 and no longer follow the movement of the core 105.

The present invention was developed based on these circumstances, and its purpose is to enable highly accurate control by not changing the contact force of the control lever on the core even if the position of the moving core changes. The purpose is to provide a distribution type fuel injection pump.

That is, in the present invention, a spring is installed between the rod and the lever for pressing the other end of the control lever against an abutment member made of a moving core or other stopper, and this spring is connected to the rod. By being operated integrally with the lever, the contact force of the lever is always constant even if the position of the moving core changes.

An embodiment of the present invention will be described below with reference to FIGS. 2 and 3.

FIG. 2 shows the entire structure of the distributed fuel injection system, which will be explained first.

A camshaft 2 provided in the housing 1 is rotated in synchronization with the engine, and a fuel cylinder f3 attached to the camshaft 2 supplies fuel in the fuel tank 4 to the suction chamber 5. Note that 6 is a pressure control valve that keeps the fuel pressure in the suction chamber 5 constant. A face cam 8 and a plunger 9 are connected to the camshaft 2 via a joint 7, and the face cam 8 is in rolling contact with a cam roller 10. Face cam 8 and cam roller 1
Due to the zero rotation, the plunger 9 is reciprocated a plurality of times during one rotation depending on the number of cylinders.

The roller 10 is supported by a roller ring 11, and the roller ring 1 is connected to a timer piston 14 by a pin 12° ball 13. The timer piston 14 is moved within the timer cylinder 15 according to the operating condition of the engine, thereby rotating the shutter roller ring 11 and controlling the relative circumferential position of the cam roller 10 and the face cam 8. For this reason, the cam rollers 10 and 7-eighth cam 8 are relatively advanced or retarded to adjust the injection timing. Note that the axial direction of the timer piston 14 and the timer cylinder 15 is actually the second one.
It is arranged in a direction perpendicular to the plane of the drawing.

When the suction groove 16 formed in the plunger 9 opens the suction hole 17 during the return stroke of the plunger 9, the fuel in the suction chamber 5 flows from the suction passage 18 to the suction hole 17 and the suction groove 1.
6 into the pressure pump chamber 19. Note that the suction passage 18 is opened and closed by a fuel supply cut solenoid valve 20.

During the compression stroke of the syringer 9, the fuel in the pressure pump chamber 19 is pressurized, and this fuel is fed under pressure to the discharge passage 23 through the communication hole 21 and the distribution port 22 of the plunger 9, and from the discharge passage 23 through the delivery valve 24. is supplied to the cylinder.

The communication passage 21 communicates with the spill suction chamber 5, and the spill port 25 is opened and closed by a spill ring 26. The spill ring 26 is slidably attached to the plunger 9 in the axial direction, and when the spill ring 26 is slid to open the spill port 25, the fuel in the pressure pump chamber 19 is transferred from the spill port 25 to the suction chamber. Returned to 5. Therefore, the fuel supplied to the cylinder side is returned to the suction chamber 5 side according to the timing when the spill ring 26 opens the spill port 25, so the spill ring 26 controls the amount of fuel supplied to the cylinder and the amount of fuel injection. .

One end of a control lever 27 is engaged with the spill ring 26 through an engagement groove 28 .

This control lever 27 is pivotally supported by a pivot 29 in the middle, and therefore rotates about this pivot 29. The other end of the control lever 27 is connected to a linear solenoid type actuator 3°.

When a current flows through the linear solenoid 31, the linear solenoid type actuator 3θ uses this electromagnetic force to move the moving core 3.
The moving core 32 is press-fitted into a rod 34, and the rod 34 is operated integrally with the core 32. The rod 34 is a spill described later, j? position sensor 46.

The rod 34 has a flange 35 as also shown in FIG.
is fixed. And the control lever 11
One end of the plate spring 36 is attached to the flange 3 by means such as a pet stopper, and the other end of the plate spring 36 is attached to the flange 3.
It was hit by 5. For this reason, the control lever 11
The other end is the pressure reservoir of the leaf spring 36 and the moving core 32
is pressed against the end face of the holder with a predetermined pressing force.

The above linear solenoid type actuator 3° is connected &,
-Electric control unit such as evening) (E
CU) 411/C, it is activated according to the engine operating conditions. The ECU 41 receives the following signals. That is, 42 is a rotational speed sensor, and this rotational speed sensor 42 detects the pulse generated by the rotation of the gear 43 attached to the camshaft 2 shown in FIG. 7, and converts it into a voltage. and informs the above ECU 41. A timer position sensor 44 detects the position of the timer piston 14 that controls the above-mentioned fuel injection timing, converts it into voltage, and transmits it to Anne 7'45. The spill position sensor 46 detects the position of the spill ring 26, actually the position of the rod 34 or the control lever 27, converts it into a voltage, and transmits this to the amplifier 45. Anne f4.5 is the above timer position sensor 44
and the signal from the spill position sensor 46 is amplified and transmitted to the ECU 4Z.

Also, 47 is an accelerator position sensor, which detects the amount of accelerator depression (not shown) and converts it into voltage, which is then converted into EC.
Tell U41. Reference numeral 48 is an intake pressure sensor, which detects the intake air pressure into the cylinder, converts it into voltage, and sends it to the ECU 41.
tell to. A water temperature sensor 49 detects the engine's cooling water temperature, converts it into voltage, and transmits it to the ECU 41.

5o is an intake temperature sensor that detects the temperature of the intake air to the engine, converts it into voltage, and transmits it to the ECU 41.

The ECU 41 includes the various sensors 42 and 44 mentioned above.

46, 47, 4B, 49, 50. It receives other necessary information and learns the engine operating status) and calculates this information to control the actuator 30, the fuel supply cut-off electromagnetic valve 20, and the timer control valve 51 shown in FIG. Note that the fuel supply cut solenoid valve 20 closes the intake passage 18 to prevent fuel from being supplied to the cylinder when the engine is stopped, and the timer control valve 51 still controls the injection timing according to the engine operating condition.

The ECU 41 calculates the fuel injection amount according to the engine operating condition, and applies a command current to the linear solenoid 31 of the actuator 30 in accordance with the calculation. Therefore, the moving core 32 is operated according to the electromagnetic force of the linear solenoid 31. Rod 34 integrated with core 32
is activated, and the control lever 27 is therefore rotated. When the control lever 27 is rotated clockwise, the spill ring 26 is moved to the left in the figure, reducing the fuel injection amount. Conversely, when the control lever 27 is rotated counterclockwise, the spill ring 26 is moved to the right in the drawing, and in this case, the amount of fuel injection is increased.

In the above embodiment, the leaf spring 36 is attached to the other end of the control lever 27, and this leaf spring 36 is brought into elastic contact with the flange 35 of the rod 34, so that the other end of the lever 27 is connected to this leaf. The moving core 32 is moved by the reaction force of the spring 36.
is being forced to. When the moving core 32 and the rod 34 are actuated, the leaf spring 36 also moves together, so the load on the leaf spring 36 remains constant. Therefore, the pressing force of the plate spring 36 does not affect the operation of the actuator 3θ, and the movement of the control lever 27 by the actuator 30 can be controlled with high precision.

Note that the present invention is limited to the use of the leaf spring 36 and the rod 3 between the flange 35 and the control lever 27.
It is also possible to wrap the coil spring around the frame.

Also, the leaf spring 36 is fixed to the rod 34 side, and the other end is connected to the control lever. -27 may be pressed against it.

Sarani control lekha,? 7 C TM contact K It is not limited to making it come into contact with the moving core 32, but it is possible to form a flange-shaped stopper on the rod 34 apart from this core 32, and press the other end of the control lever 27 to this stopper. Any configuration can be implemented.

According to the present invention as described above, a spring for making the other end of the control lever come into elastic contact with an abutting member such as a moving core or a stopper of a linear solenoid type actuator is connected to the rod as described above. Since the frame is placed in between, the load on this spring remains constant regardless of the actuating displacement of the actuator, and therefore the pressing force of the lever against the abutting member is always constant. Therefore, since the load of the spring on the actuator does not change, the actuator can be operated with high precision, and the control lever and spill ring can be controlled with high precision.

[Brief explanation of drawings]

Fig. 1 is an explanatory diagram of the main parts of a conventional device, Figs. 2 and 3 show an embodiment of the present invention, Fig. 2 is an overall sectional view, and Fig. 3 is an explanatory diagram of the main parts. be. 1...Housing, 9...Plunger, 19...
Pressure pump chamber, 25... Spill port, 26... Spirulin f, 27... Control reno-129.
... Pivot, 30... Linear solenoid type actuator, 32... Moving core, 34... Rod, 3
5...Flange, 36...Plate. Applicant's agent Patent attorney Takehiko Suzue 3rd v! J-205-

Claims (1)

[Claims] Fuel is supplied to each cylinder by a granger that reciprocates according to the number of cylinders during one rotation in synchronization with the engine, and this syringe is operated by displacing a spill ring slidably provided on the plunger. A distribution type fuel injection pump that controls the amount of fuel supplied to each cylinder by opening and closing a spill port formed in the cylinder, the control having one end engaged with the spill ring and supported by a pivot in the middle In a device in which the other end of the control lever is actuated by a linear solenoid type actuator, the other end of the control lever is pressed via a spring to an abutment member formed on the rod of the linear solenoid type actuator, and this spring A distribution type fuel injection pump characterized in that it is installed between a rod and a lever and is operated integrally with the rod.