JPS6073018A - Fuel injection pump for diesel engine - Google Patents

Abstract

PURPOSE:To reduce smoke and improve fuel consumption by reducing the max. injection-amount restricted by a governor mechanism in a prescribed revolution- number range. CONSTITUTION:An L-shaped rod 50 is installed in projection form from a control sleeve 21 as fuel-amount adjusting member, and a cam member 51 which operates as a max. injection-amount restricting member is fixed onto the L-shaped rod 50, and the cam member 51 is attached onto the contact part 52 of a lever 43 connected to a timer piston 42. Therefore, the contact part 52 shifts as the position of the timer piston 42 changes according to the number of engine revolution, and the cam member 51 is restricted to perform displacement. Therefore, the max. injection amount is reduced in a prescribed revolution-number range, and smoke is reduced, and fuel consumption can be improved.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an improvement of a fuel injection pump for a Tee Cell engine.

(Prior Art) In a diesel engine, it is known to control the fuel injection amount by fuel injection pump according to the engine speed and engine load (required output).

Therefore, when the relationship between the engine rotation speed and the smoke level is investigated in the control in response to the engine rotation idle time, the relationship between the engine rotation speed and the smoke level is as shown in FIG. In other words! , 500 rpm (tj
As shown in Figure 5, the partial G smoke level is thick (at close range).
:, Since the chamber and the surge tank b are independent and connected through the branch intake passage C, q', +1 constant area (J'
j; around 00 rpm), the intake inertia effect can be expected, but in other specific regions (/, 50θrpm (= near J)
Since the opposite effect to the 111 effect occurs, Yuzu et al.'s 9, effect 1
It is thought that the excess air ratio becomes smaller in the 1 liter↓ region, leading to an increase in the smoke level.

So, /, 500 rPm Ihe" Nearby low 1ir
(II-JJ Can you think of a way to reduce the smoke level at the same time as the maximum combustion engine? There is a problem that you cannot expect the same output as above.

As a prior art, as shown in Japanese Patent Application Laid-Open No. 5'7-/Otsuj Otsu33, the collector lever is moved by an actuator and the maximum fuel injection amount is adjusted in two stages according to the load. It is known what can be switched to.

(Object of the Invention) The present invention provides a fuel injection pump for a diesel engine that can reduce smoke and reduce fuel consumption without impairing output by partially suppressing the maximum fuel injection amount. The purpose is to

(Structure of the Invention) The present invention relates to a fuel injection pump for a diesel engine that regulates the maximum fuel injection amount according to the engine speed and is equipped with a pannier mechanism, and achieves the above-mentioned objects.
Specifically, the maximum fuel injection amount regulating member (for example, a cam member) that regulates the maximum movement amount of the fuel N'+'flffi member (for example, a control sleeve) and the maximum fuel oil injection amount regulating member 5 are connected to the engine rotational speed O. a driving means (for example, a timer piston, a tire flam) that is driven in response to the maximum fuel injection amount and partially reduces the maximum fuel injection amount regulated by the governor mechanism in a predetermined rotation speed range;
It is characterized by comprising the following.

(Embodiments) Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

Embodiment/Fuel injection pump 1 for diesel engine shown in Fig. 1
1, 2 is a housing, 6 is a driving 71 which is driven at 1/2 the rotation speed of the engine crankshaft (not shown), 4 is a pump chamber formed in the housing sink 2, and 5 is a l-liven shaft. This is a vane type feed pump driven by 61. 1 of this feed pump 5. By v4shiI, the combustion stone 1 from the 11j combustion stone tank
is fed to the pump chamber 4 by controlling the iron supply pressure of the regulating valve 6i, so that the internal pressure within the pump chamber 4 increases as the rotational speed of the drive shaft 6, that is, the engine rotational speed increases. It is configured.

Reference numeral 7 denotes a pump/distribution plunger, which is provided in the housing 2 and slidably inserted into the support member 8. A cam disk 9 is fixed to the end of the plunger 7, which is formed with a cam surface having a number of peaks corresponding to the number of cylinders of the engine.A drive shaft 6 is connected to the cam disk 9 via a driving disk gear 10. and is connected to the rotating direction.

A roller holter 11 is rotatably provided in the housing 2 concentrically with the drive shaft 3, and rotatably holds the same number of rollers 12 as the number of ridges on the cam surface of the cam disk 9 (i.e., the number corresponding to the number of cylinders). By rotating the cam disk 9, the roller 12 causes the plunger 71 to simultaneously perform a reciprocating motion for suction and pressure feeding of fuel and a rotational motion for distribution.

Therefore, when the plunger 7 is in the suction process (pressure movement in FIG. 1), the fuel fitting in the pump chamber 4 or the fuel force/throttle solenoid valve 20 is formed in the pumping 2 and one supply passage is provided. 16 and is supplied to the plunger chamber 15 through one of the plurality of vertical grooves 14 provided on the outer peripheral surface of the head of the plunger 7. However, when the plunger 7 is in the pressure feeding process (moves to the right in FIG. 1), the communication between the supply passage 16 and the vertical groove 14 is vJif! fl, the fuel in the plunger chamber 15 is compressed, and a single vertical hole 16 is formed in the plunger 7.
From there, through the distribution horizontal hole 17, a number corresponding to the number of air fi'N+ is formed in the housing 2 in a circular solid circle.
It is supplied to seven of the discharge passages 19 that correspond to the IJ/\rub 1B, and is injected into the cylinder from an injection q=t nozzle (not shown).

21 is a controlless 11- as a fuel/metering member
The part of the plunger 7 that protrudes toward the pump chamber 4 side is fitted with a movable mechanism so as to open and close the vertical hole 16 of the plunger 7 and a cut-off port 22 that communicates with the plunger 7. When the cut-off ports 1 and 22 of the control sleeve 21 are removed from the two sets and opened into the pump chamber 4, fuel flows into the pump Y4 and stops discharging to the discharge passage 19, and the fuel flows to the i side. It becomes a road.

26 is a fly weight, which is integrally fixed to the gear 24.
This flyweight halter 25 is installed. This fly weight halter 25 (1 cup \ Nanyaft 261
A drive shaft 31 to which a driving disc gear 10 that meshes with the gear 24 is fixed.
Trowel driven. Further, the movement of the flyway 1-26 is transmitted to a governor sleeve 27 that is slidably fitted onto the governor shaft 26.

Reference numeral 28 denotes a governor lever assembly, the tip of which is pressed by the full load adjusting screw 29, and the proximal ends of the tension lever 61 and the start lever 32 are pivotally supported on the collector lever 30, so that the base of the start lever 62 is A ball head pin 6 engaged with an engagement groove of the control sleeve 21 is removed at the end.

Reference numeral 64 is a start spring (plate spring) fixed to the tip of the star L/bar 62, and the levers 31.3
It is interposed between 2. 35 is the governor spring,
One end is connected to the tension lever 51+ via the support pin 66.
The other end of the control lever 37 rotates l1qh in conjunction with the accelerator pedal (not shown).
68 via a shackle 69.

In this way, the governor mechanism A is constructed.

A timer 40 controls the fuel injection timing, and has a timer piston 42 (driving ω1 means) that slides inside a cylinder 41 formed in the housing 2.

This timer piston 42 has a lever 4 that can be swung.
It is connected to the roller holder 11 via 6.

On one side of the cylinder 41, sandwiching the timer piston 42, there is formed a hydraulic chamber 45 equipped with a spring 44 and on which the suction side fuel pressure of the feed pump 5 acts, and on the other side. Kuimer piston 4 on the side
A second hydraulic pressure 47 is formed, to which the first pressure of the pump chamber 4 acts via one hydraulic passage 46. Differential pressure between the 1st tears room 45 and the 2nd tears room 47,
In other words, the position of the timer piston 42, that is, the circumferential position of the roller holder 11 via the lever 46, is determined by the fuel output according to the engine speed and the elastic force of the spring 440, and the position of the roller holder 11 is determined by the lever 46. Since the contact position with the cam surface of 9 changes, a relative change occurs between the circumferential position A of the drive shaft B and the contact position 73fj, that is, the operating position of the plunger 7, and the delivery pressure of the feed pump 5, that is, the As the engine speed increases, 11L'j of fuel is injected! F period or advance.

Reference numeral 50 denotes an L-shaped rod protruding from the control sleeve 21, and a cam portion ('A51) serving as the thickest fuel-specific injection regulation portion (paulownia) is fixed at the tip 1c.

The tip of one contact portion 52 extending from the lever 43 comes into contact with the cam surface 51a of the cam member 51, and the cam member 51 is rotated according to the engine speed. , u are designed to move. Note that the shape of the cam surface 51a is such that the control sleeve 21 has a pressure IDJ of 1° in the low rotation range where the smoke level is high (especially around 500 rP).
ll, and the control sleeve 21 is restricted to the right in the sub-rotation j where an improvement in output is required.

In the above structure, as the position of the timer piston 42 changes depending on the engine speed and the elastic force of the spring 44, the lever 46
However, the abutting portion 52 is also displaced, thereby causing the cam member 51 to drive the control sleeve 21.

As a result, the control sleeve 21 or the cam part (Ki 51
The displacement is regulated by the cam Ifii 51a, and the low rotation tir J or (/, 500 r
l) Ill 1-1), governor 41 #t A i
This partially reduces the maximum fuel injection amount compared to the regulated maximum fuel injection amount, which lowers the smoke level. -11 El ejection ;:;- or Wakachi's increase, and the output is the same as above. That is, it is controlled as shown in FIG. In addition, in FIG. 3, Ile and line 1 indicate the case of the conventional type in which the cam member 51 does not restrict.

Example! This example is 1. A boost convenser mechanism is used as the driving means. Note that the same components as in the example/? Use No. 9 and omit the explanation 1@
do.

In the second cause, a cover member 60 is attached to a part of the housing 2.
The inside of the diaphragm 61 (+!
The chamber is divided into a first chamber 62 and a second chamber 66 by a moving means (7). An adjusting rod 64 extending toward the second η dia 66 is solidly mounted on the diaphragm 61, and a cam surface 64a is formed on a part of the outer peripheral surface of the adjusting rod 64.

Further, negative pressure proportional to the engine rotational speed is introduced into the second chamber 66 through the pressure introduction pipe 65, and the tire flam 61, the steering wheel throat 64, etc.
In FIG. 2, the sublink 66 is displaced to T position against the elastic force of the sub link 66.

Reference numeral 67 denotes a rotary lever, which is rotatably supported by a pivot ll1 (l1681), one end 67a of which is in constant contact with the cam surface 64a, while the other end 67b restricts the tension lever 31. There is.

If the configuration is as described above, the adjusting rod 64, that is, the cam surface 64a is positioned in accordance with the engine speed, and the rotating lever 67 is rotated accordingly to regulate the tension lever 61. Therefore, as in the case of the embodiment (see third toss 1), the maximum mode-specific injection amount regulated by the governor mechanism A can be partially corrected.

(Effects of the Invention) As described above, the present invention partially suppresses the maximum ratio n(q), so it is possible to reduce smoke and reduce fuel consumption without impairing output.

[Brief explanation of the drawing]

The drawings are for illustrating the embodiment of the present invention. The overall configuration of the Q-J pump, Figure 2 is a partial configuration diagram of Embodiment 2, and Figure 3 is the engine rotation speed and maximum combustion 111n/I.
Fig. 7 is a diagram showing the relationship between engine speed and smoke level, and Fig. S is an explanatory diagram of the intake system. 1...Fuel efficiency 1 injection pump , 5... - Feed pump. 7... - Plunger, 21... Control sleeve, 37... Control lever, 40...
· Thailand? -,42...-timer piston, 51
-...Cam member, 51a...cam surface, 61...diaphragm, A...ganosu mechanism engine vi]#'a4K (xlooo) engine report

Claims (1)

[Claims] (1) In the twin mouth "ri" injection pump of a single tea cell engine equipped with a governor mechanism that regulates the maximum fuel injection amount according to the number of engine rotations, the fuel sting level 4, 1 part paulownia 1 is a large amount of movement. The maximum fuel injection amount regulating member that regulates the maximum fuel injection amount and the one-round large twist nozzle injection regulating member are driven in accordance with the engine speed, and are regulated by the governor mechanism ζ. Partially reducing the maximum fuel injection amount with respect to the maximum fuel injection amount 11, 14
What is claimed is: 1. A fuel stone jet pump for a tea cell engine, characterized by comprising a driving means.