JP2010014052A - Fuel supply valve - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent wear and deformation of a valve element in a fuel supply valve. <P>SOLUTION: A fuel supply valve is provided with a valve seat member having a fuel discharge hole formed thereon, a valve element blocking the fuel discharge hole by abutting on the valve seat member and opening the fuel discharge hole by separating from the valve seat member, an energizing member energizing the valve element toward a position abutting on the valve seat member, an actuator moving the valve element toward a position separating from the valve seat member. A first surface treatment layer hardened by first surface treatment is formed on a surface layer part of the valve element. A second surface treatment layer hardened by second surface treatment is formed on a surface layer part of the first treatment layer. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a fuel supply valve.

  Patent Document 1 discloses a conventional fuel supply valve. The fuel supply valve includes a valve seat member in which a fuel discharge hole is formed, a valve body that contacts the valve seat member to close the fuel discharge hole and is spaced apart from the valve seat member to open the fuel discharge hole; An urging member that urges the valve body toward a position in contact with the valve seat member and an actuator that moves the valve body toward a position away from the valve seat member are provided.

In this type of fuel supply valve, the valve body strongly collides with the valve seat member when the fuel discharge hole is closed. At this time, since a large impact force is applied to the valve body, the valve body may be deformed or worn. When the valve body is deformed or worn, the valve body cannot completely close the fuel discharge hole.
Regarding the above problem, in the fuel supply valve described in Patent Document 1, the surface of the valve body is subjected to nitriding treatment, and a high hardness nitriding layer is formed on the surface of the valve body. Thereby, the strength of the valve body is increased.

International Publication No. 2003/042526 Pamphlet

While the nitriding layer by nitriding treatment has a relatively high hardness, it has a disadvantage that its thickness is relatively thin. Therefore, the strength of the valve body cannot be sufficiently increased only by performing nitriding treatment on the surface of the valve body, and the deformation and wear of the valve body still occur.
The present invention has been made in view of the above circumstances, and provides a technique that can more reliably prevent deformation and wear of a valve body.

  A fuel supply valve embodied by the present invention includes a valve seat member in which a fuel discharge hole is formed, and closes the fuel discharge hole in contact with the valve seat member and is spaced apart from the valve seat member. A valve body to be opened, an urging member that urges the valve body toward a position where it abuts against the valve seat member, and an actuator that moves the valve body toward a position away from the valve seat member are provided. A first surface treatment layer cured by the first surface treatment is formed on the surface layer portion of the valve body. And the 2nd surface treatment layer further hardened by the 2nd surface treatment is formed in the surface layer part of the 1st surface treatment layer.

  In this fuel supply valve, the first surface treatment layer cured by the first surface treatment is formed relatively thick on the surface layer portion of the valve body. And the 2nd surface treatment layer further hardened by the 2nd surface treatment is formed in the surface layer part of the 1st surface treatment layer. With this structure, the hardness of the surface layer portion of the valve body is increased stepwise toward the surface side. Thereby, deformation and wear of the valve body are effectively prevented. In addition, the durability of the surface treatment layer can be enhanced, and damage or peeling of the surface treatment layer can be prevented.

The first surface treatment is preferably a carburizing treatment, and the second surface treatment is preferably a nitriding treatment.
When carburizing is performed on the surface of the valve body, a high-hardness carburized layer can be formed on the surface layer portion of the valve body. Since the carburized layer by the carburizing process is formed relatively thick, the strength (rigidity) of the valve body can be significantly increased. Furthermore, when nitriding is performed on the surface of the valve body, a nitriding layer having higher hardness can be formed on the surface layer portion of the carburized layer. By covering the surface of the valve body with a high hardness nitriding layer, the strength of the valve body is further increased and the wear of the valve body is remarkably prevented.

The actuator described above can be configured using an armature formed integrally with the valve body, a stator core provided at a position facing the armature, and an electromagnetic coil that excites the armature and the stator core. In this case, it is preferable that at least one of the first surface treatment layer and the second surface treatment layer is not formed on the armature.
If the first surface treatment layer or the second surface treatment layer is formed on the armature, it may affect the magnetic characteristics of the armature and may deteriorate the operating characteristics of the valve element. Therefore, when the valve body and the armature are formed integrally, the surface of the armature is covered with a mask material when performing the first surface treatment or the second surface treatment, so that the first surface is placed on the surface of the armature. It is preferable to prevent the treatment layer and the second surface treatment layer from being formed.

  A second fuel supply valve embodied by the present invention includes a valve seat member in which a fuel discharge hole is formed, a fuel seat that contacts the valve seat member to close the fuel discharge hole, and is separated from the valve seat member. A valve body that opens the fuel discharge hole, an urging member that urges the valve body toward a position where it abuts against the valve seat member, an armature formed integrally with the valve body, and a valve against the armature A stator core disposed on the seat member side, and an electromagnetic coil for exciting the armature and the stator core are provided. The valve body is made of a nonmagnetic material, and the armature is made of a soft magnetic material. The nonmagnetic material forming the valve body has higher strength than the soft magnetic material forming the armature.

  In this fuel supply valve, the integrally formed valve body and armature are made of different materials depending on their functions. In particular, since the valve body is made of a nonmagnetic material having a relatively high strength, its deformation and wear are significantly prevented. Here, for example, austenitic stainless steel can be suitably used as the nonmagnetic material constituting the valve body.

  A third fuel supply valve embodied by the present invention includes a valve seat member in which a fuel discharge hole is formed, a fuel seat that contacts the valve seat member to close the fuel discharge hole, and is spaced apart from the valve seat member. A valve body that opens the fuel discharge hole; an urging member that urges the valve body toward a position that contacts the valve seat member; and an actuator that moves the valve body toward a position away from the valve seat member. ing. The valve seat member is formed with a planar seat surface against which the valve body abuts. The valve body is formed with a contact surface that contacts the seat surface of the valve seat member. The contact surface is formed with a parallel portion parallel to the seat surface of the valve seat member and a tapered portion that is provided radially outward of the parallel portion and is inclined at a predetermined taper angle.

  When the seat surface of the valve seat member is flat (in the case of a so-called flat valve type), when the valve body comes into contact with the seat surface in a tilted state, the corners of the valve body come into local contact with the seat surface. To do. At this time, since excessive stress is locally generated in the valve body, the valve body is likely to be deformed or worn. For this problem, if the above-mentioned tapered portion is formed on the contact surface of the valve body, when the valve body is in contact with the seat surface in a tilted state, the tapered portion is substantially parallel to the seat surface. Abut. Thereby, deformation and wear of the valve body are significantly suppressed.

It is preferable that a first arc portion whose inclination angle changes along an arc having a first radius of curvature is formed between the parallel portion and the tapered portion on the contact surface of the valve body. In addition, it is preferable that a second arc portion whose inclination angle changes along an arc having the second radius of curvature is formed around the tapered surface. In this case, it is preferable that the first curvature radius is larger than the second curvature radius.
According to the structure described above, even when the valve body is inclined at various angles and contacts the seat surface, the valve body is prevented from making point contact with the seat surface, so that deformation or wear of the valve body is prevented. It is more reliably suppressed.

  ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to implement | achieve the fuel supply valve which prevents a deformation | transformation and abrasion of a valve body and has high durability.

The main features of the embodiments described below are listed.
(Feature 1) The main body includes a stator core, a nonmagnetic bush, a valve housing, and a valve seat. Each of the stator core, the nonmagnetic bush, the valve housing, and the valve seat has a through hole. The stator core, the nonmagnetic bush, the valve housing, and the valve seat are connected in series, and a fuel flow path is formed by the stator core, the nonmagnetic bush, and the through hole of the valve housing, and the fuel discharge hole is formed by the through hole of the valve seat. Is formed. The fuel flows from the upstream end of the through hole of the stator core and is discharged from the downstream end of the through hole of the valve seat.
(Characteristic 2) The movable body is accommodated in the through hole of the valve housing, and is positioned between the stator core and the valve seat. When the movable body moves to the valve seat side, the valve body provided on the movable body comes into contact with the valve seat and the fuel discharge hole is closed. When the movable body moves to the stator core side, the valve body provided on the movable body is separated from the valve seat, and the fuel discharge hole is opened.

(First embodiment)
A fuel supply valve 10 of a first embodiment embodying the present invention will be described with reference to the drawings. FIG. 1 is a longitudinal sectional view of a fuel supply valve 10 of the first embodiment. The fuel supply valve 10 is an electromagnetic control valve that is disposed between a fuel cell and a supply source that supplies hydrogen gas to the fuel cell and adjusts the supply amount of hydrogen gas supplied to the fuel cell.
As shown in FIG. 1, the fuel supply valve 10 includes a main body 12, a movable body 60, a compression spring 24, and an electromagnetic coil 62.

  First, the configuration of the main body 12 will be described. The main body 12 includes a stator core 16, a nonmagnetic bush 26, a valve housing 30, a valve seat 34, and a resin casing 64. The main body 12 is formed with a fuel flow path 20 through which fuel (hydrogen gas) flows and a fuel discharge hole 36 through which fuel is discharged.

  The stator core 16 has a substantially cylindrical shape, and a through hole 16a is formed at the center thereof. The through hole 16 a of the stator core 16 constitutes the upstream portion of the fuel flow path 20. The upstream end (upper end in FIG. 1) of the stator core 16 is connected to an external fuel supply device (not shown). A filter body 14 for removing foreign matters in the fuel is disposed in the through hole 16a of the stator core 16. The stator core 16 is made of a soft magnetic material, and more specifically is made of electromagnetic stainless steel.

  The nonmagnetic bush 26 has a substantially cylindrical shape, and a through hole is formed at the center thereof. The downstream end (lower end in FIG. 1) of the stator core 16 is inserted into the upstream end (upper end in FIG. 1) of the through hole of the nonmagnetic bush 26. The nonmagnetic bush 26 and the stator core 16 are welded over the entire circumference, and the through hole of the nonmagnetic bush 26 and the through hole 16a of the stator core 16 are connected in an airtight manner. The through hole of the nonmagnetic bush 26 constitutes the midstream portion of the fuel flow path 20. The nonmagnetic bush 26 is made of a nonmagnetic material. A flange 26 a is formed at the downstream end (lower end in FIG. 1) of the nonmagnetic bush 26.

The valve housing 30 has a substantially cylindrical shape, and a through hole 30a is formed at the center thereof. The valve housing 30 and the nonmagnetic bush 26 are welded over the entire circumference, and the through hole 30a of the valve housing 30 and the through hole of the nonmagnetic bush 26 are hermetically connected. The through hole 30 a of the valve housing 30 constitutes a part of the fuel flow path 20. The valve housing 30 is made of a soft magnetic material, and more specifically, is made of electromagnetic stainless steel.
A stopper flange portion 30 f extending inward is formed in the through hole 30 a of the valve housing 30. A flange 26a provided at the downstream end of the nonmagnetic bush 26 is in contact with the upstream surface (the upper surface in FIG. 1) of the stopper flange portion 30f. A stopper ring 28 having a ring shape is disposed on the downstream surface (lower surface in FIG. 1) of the stopper flange portion 30f.

The valve seat 34 has a substantially cylindrical shape with a fuel discharge hole 36 formed at the center thereof. An upstream portion (upper portion in FIG. 1) of the valve seat 34 is inserted into the through hole 30 a of the valve housing 30. The outer peripheral surface 34b of the valve seat 34 and the distal end portion 30b of the valve housing 30 are welded over the entire circumference and are kept airtight. The valve housing 30 is located at the downstream end of the fuel flow path 20, and the fuel discharge hole 36 of the valve housing 30 is configured to be continuous with the downstream end of the fuel flow path 20.
An upstream end surface (upper end surface in FIG. 1) 34a of the valve seat 34 is a seat surface 34a with which the movable body 60 abuts. The seat surface 34a is a flat surface, and a fuel discharge hole 36 is opened at the center thereof.

  The resin casing 64 is provided so as to surround the stator core 16, the nonmagnetic bush 26, and the valve housing 30. The resin casing 64 is formed by insert molding, and an electromagnetic coil 62 is embedded therein. The electromagnetic coil 62 is fixed at a position surrounding the stator core 16. A connector portion 66 is formed in the resin casing 64. The connector portion 66 is provided with a plurality of terminal pins 68. An electromagnetic coil 62 is electrically connected to the plurality of terminal pins 68, and the electromagnetic coil 62 is energized through the plurality of terminal pins 68. The connector part 66 is connected to an external control unit via a wire harness (not shown).

  A compression spring 24 and a spring pin 22 are disposed in the fuel flow path 20 of the main body 12. The compression spring 24 is located on the upstream side of the movable body 60 described later. The spring pin 22 is located on the upstream side of the compression spring 24 and is press-fitted into the through hole 16 a of the stator core 16. The upstream end (upper end in FIG. 1) of the compression spring 24 is in contact with the spring pin 22, and the downstream end (lower end in FIG. 1) of the compression spring 24 is in contact with the movable body 60. The compression spring 24 is in a compressed state and urges the movable body 60 toward the valve seat 34.

Next, the configuration of the movable body 60 will be described. As shown in FIG. 1, the movable body 60 is accommodated in the through hole 30 a of the valve housing 30 and is located in the fuel flow path 20 of the main body 12. The movable body 60 is located on the downstream side of the stator core 16 and on the upstream side of the valve seat 34. The movable body 60 is supported by the leaf spring 32 and can move between the stator core 16 and the valve seat 34. The movable body 60 includes a valve body 40 and an armature 50. The valve body 40 and the armature 50 are integrally formed of a soft magnetic material (specifically, electromagnetic stainless steel).
As shown in FIG. 2, the movable body 60 is formed with a center hole 56 and a plurality of side holes 48 extending radially from the bottom of the center hole 56. The central hole 56 and the side hole 48 of the movable body 60 communicate the through hole 16a of the stator core 16 and the through hole 30a of the valve housing 30 with each other. The fuel in the through hole 16 a of the stator core 16 flows to the through hole 30 a of the valve housing 30 through the central hole 56 and the side hole 48 of the movable body 60.

  As shown in FIGS. 1 and 2, the valve body 40 constitutes a downstream portion of the movable body 60, and the downstream end surface 42 of the valve body 40 faces the seat surface 34 a of the valve seat 34. A resin sealing member 44 and a contact surface 46 formed around the sealing member 44 are formed on the downstream end surface 42 of the valve body 40. The seal member 44 and the contact surface 46 are in contact with the seat surface 34a of the valve seat 34, and close the fuel discharge hole 36 in an airtight manner. Further, the seal member 44 relieves the impact by being deformed when the valve body 40 abuts against the seat surface 34a. The seal member 44 is formed with a protruding portion 44a extending in a ring shape.

  As shown in FIGS. 1 and 2, the armature 50 constitutes an upstream portion of the movable body 60 and faces the downstream end of the stator core 16. A flange portion 52 is formed on the outer peripheral surface of the armature 50. The flange portion 52 of the armature 50 is located on the downstream side of the stopper ring 28 fixed to the valve housing 30. The flange portion 52 of the armature 50 abuts against the stopper ring 28 when the movable body 60 moves to the stator core 16 side. A rubber or resin buffer ring 54 is formed on the flange portion 52 of the armature 50. The shock-absorbing ring 54 relaxes its impact by being deformed when the flange portion 52 of the armature 50 abuts against the stopper ring 28.

FIG. 3 is an enlarged view of a portion III in FIG. As shown in FIG. 3, both the carburizing treatment and the nitriding treatment are performed on the surface of the valve body 40, and a carburizing treatment layer 41 a and a nitriding treatment layer 41 b are formed. When carburizing is performed on the surface of the valve body 40, a high-hardness carburizing layer 41 a can be formed on the surface layer portion of the valve body 40. Since the carburized layer 41a by the carburizing process is formed relatively thick, the strength (rigidity) of the valve body 40 can be significantly increased. Furthermore, when nitriding is performed on the surface of the valve body 40, a nitriding layer 41b having higher hardness can be formed on the surface layer portion of the carburized layer 41a. By covering the outermost surface of the valve body 40 with the nitriding layer 41b having a higher hardness, the strength of the valve body 40 can be further increased and the wear of the valve body 40 can be remarkably prevented. Further, since the outermost nitriding layer 41b is supported by the relatively thick carburized layer 41a, the nitriding layer 41b is also prevented from being peeled off by impact or the like. The carburized layer 41a of this embodiment has a Vickers hardness of about 700 Hv and a thickness of about 20 μm. Further, the nitriding layer 41b of this example has a Vickers hardness of about 1100 Hv and a thickness of about 10 μm.
The carburized layer 41a and the nitriding layer 41b are preferably formed only on the surface of the valve body 40 and not on the surface of the armature 50. In the carburizing layer 41a and the nitriding layer 41b, the disappearance or decrease of magnetism occurs. Therefore, if the carburized layer 41a or the nitriding layer 41b is formed on the surface of the armature 50, the magnetic properties of the armature 50 are deteriorated. Therefore, in this embodiment, when performing the above-described carburizing treatment and nitriding treatment, the surface of the armature 50 is masked, and the carburizing treatment layer 41a and the nitriding treatment layer 41b are prohibited from being formed on the surface of the armature 50. is doing.

The configuration of the fuel supply valve 10 has been described in detail above. Next, the operation of the fuel supply valve 10 will be described. While the electromagnetic coil 62 is not energized, the valve body 40 is pressed against the seat surface 34 a of the valve seat 34 by the compression spring 24. At this time, the fuel discharge hole 36 is closed, and no fuel is discharged from the fuel discharge hole 36.
When the electromagnetic coil 62 is energized, the electromagnetic coil 62 generates a magnetic field, and the stator core 16 and the armature 50 are excited. The stator core 16 and the armature 50 attract each other, and the armature 50 moves together with the valve body 40 toward the stator core 16 side. That is, the valve body 40 is separated from the seat surface 34 a of the valve seat 34. At this time, the fuel discharge hole 36 is open, and fuel is discharged from the fuel discharge hole 36.
When the energization of the electromagnetic coil 62 is stopped, the magnetic field generated by the electromagnetic coil 62 disappears, and the magnetic force between the stator core 16 and the armature 50 disappears. The valve body 40 moves toward the valve seat 34 by the urging force of the compression spring 24. The valve body 40 is pressed against the seat surface 34 a of the valve seat 34 and closes the fuel discharge hole 36.

  When energization of the electromagnetic coil 62 is stopped and the fuel discharge hole 36 is closed by the valve body 40, the valve body 40 collides relatively strongly with the seat surface 34 a of the valve seat 34. At this time, a large impact force is applied to the valve body 40. In the valve body 40 of the present embodiment, the carburized layer 41a and the nitriding layer 41b are formed on the surface thereof, and the strength and wear resistance of the valve body 40 are effectively enhanced. Therefore, even when a large impact force is applied to the valve body 40, deformation and wear of the valve body 40 are remarkably prevented. By preventing the deformation and wear of the valve body 40 from being remarkably prevented, fuel leakage or the like when the valve is closed is prevented.

(Second embodiment)
Next, the fuel supply valve 110 of the second embodiment will be described. FIG. 4 is a longitudinal sectional view of the fuel supply valve 110 of the second embodiment. The fuel supply valve 110 of the second embodiment has the same configuration as the fuel supply valve 10 of the first embodiment except for the movable body 160.

FIG. 5 shows the movable body 160 of the present embodiment. As shown in FIG. 5, in the movable body 160 of the second embodiment, the valve body 140 and the armature 150 are formed of different materials. The valve body 140 is a nonmagnetic material, and is formed of austenitic stainless steel (specifically, SUS304 or SUS316). Austenitic stainless steel has high strength and is widely used as a structural material. On the other hand, the armature 150 is made of electromagnetic stainless steel, which is a soft magnetic material, as in the first embodiment. That is, in this embodiment, the material constituting the valve body 140 has higher strength than the material constituting the armature 150. The valve body 140 and the armature 150 are individually formed and then joined by welding. In addition, joining of the valve body 140 and the armature 150 can also be performed by brazing. Alternatively, it is possible to adopt a structure in which one of the valve body 140 and the armature 150 is press-fitted into the other, and both are integrally coupled.
In addition, about the other structure of the movable body 160 of 2nd Example, it is comprised similarly to the movable body 60 of 1st Example. That is, the movable body 160 of the second embodiment is formed with a center hole 156 for the fuel to pass through and a plurality of side holes 148 extending radially from the bottom of the center hole 156. The downstream end surface 142 of the valve body 140 is formed with a resin seal member 144 and a contact surface 146 formed around the seal member 144. A flange portion 152 that abuts against the stopper ring 28 is formed on the outer peripheral surface of the armature 150. A rubber or resin buffer ring 154 is formed on the flange portion 152 of the armature 150.

  In the fuel supply valve 110 of the present embodiment, the movable body 160 is formed by forming the valve body 140 and the armature 150 from different materials and joining them together. According to this structure, it is possible to employ a non-magnetic material as a material for forming the valve body 140, and the valve body 140 can be formed from a material having higher strength. Thereby, even when the valve body 140 collides with the seat surface 34a of the valve seat 34 and a large impact force is applied to the valve body 140, the valve body 140 can be prevented from being deformed or worn. By preventing deformation and wear of the valve body 140, fuel leakage or the like when the valve is closed is prevented.

(Third embodiment)
Next, the fuel supply valve 210 of the third embodiment will be described. FIG. 6 is a longitudinal sectional view of the fuel supply valve 210 of the third embodiment. The fuel supply valve 210 of the third embodiment has the same configuration as the fuel supply valve 10 of the first embodiment except for the movable body 260.

  FIG. 7 shows the movable body 260 of the present embodiment. FIG. 8 is an enlarged view of a portion VIII in FIG. As shown in FIGS. 7 and 8, in the movable body 260 of the third embodiment, the shape of the contact surface 246 formed on the downstream end surface 242 of the valve body 240 compared to the movable body 60 of the first embodiment. Is different. In the valve body 240 of the present embodiment, a parallel portion 246a, a first arc portion 246b, a tapered portion 246c, and a second arc portion 246d are formed on the contact surface 246 that contacts the seat surface 34a of the valve seat 34. ing. The parallel portion 246a is a flat surface extending in a ring shape along the periphery of the seal member 244, and is parallel to the seat surface 34a of the valve seat 34, which is also a flat surface. The tapered portion 246c is formed on the outer side in the radial direction of the parallel portion 246a, and is a tapered surface that is inclined at a predetermined taper angle θ. The first arc portion 246b is provided between the parallel portion 246a and the tapered portion 246c, and has a curved surface whose inclination angle changes along the arc of the first curvature radius R1. The second arc portion 246d is provided around the tapered portion 246c, and is a curved surface whose inclination angle changes along the arc of the second curvature radius R2. Here, the first curvature radius R1 in the first arc portion 246b is larger than the second curvature radius R2 in the second arc portion 246d. The taper angle θ described above may be set according to the angle at which the valve body 40 can tilt, and may be set to 1 ° to 5 °, for example.

  With reference to FIG. 9 to FIG. 12, the manner in which the valve body 240 of the present embodiment contacts the valve seat 34 will be described. FIG. 9 shows a state in which the valve body 240 is in contact with the seat surface 34a of the valve seat 34 perpendicularly. FIG. 10 shows an X portion in FIG. 9 in an enlarged manner. As shown in FIGS. 9 and 10, when the valve body 240 abuts perpendicularly to the seat surface 34 a, the seat surface 34 a of the valve seat 34 is parallel to the abutment surface 246 of the valve body 240. The part 246a contacts. In this case, since the parallel portion 246a provided on the contact surface 246 of the valve body 240 contacts the seat surface 34a of the valve seat 34 substantially in parallel, excessive stress is applied to the valve body 240 and the valve seat 34. It is prevented from occurring locally. Thereby, deformation and wear of the valve body 240 and the valve seat 34 are prevented.

Next, FIG. 11 shows a state in which the valve body 240 is brought into contact with the seat surface 34a of the valve seat 34 while being inclined. FIG. 12 shows the XII portion in FIG. 11 in an enlarged manner. In the fuel supply valve 210, since the movable body 260 is supported only by the leaf spring 32, the valve body 240 may come into contact with the seat surface 34 a of the valve seat 34 with an inclination. Here, it is assumed that the valve body 240 is inclined at an angle equal to the taper angle θ of the taper portion 246c. As shown in FIGS. 11 and 12, when the valve body 240 comes into contact with the seat surface 34 a in an inclined manner, the seat surface 34 a of the valve seat 34 has a taper provided on the contact surface 246 of the valve body 240. The part 246c comes into contact. In this case, since the taper portion 246 c provided on the contact surface 246 of the valve body 240 is in contact with the seat surface 34 a of the valve seat 34 substantially in parallel, excessive stress is applied to the valve body 240 and the valve seat 34. It is prevented from occurring locally. Thereby, deformation and wear of the valve body 240 and the valve seat 34 are prevented.
In addition, when the valve body 240 is in contact with the seat surface 34a of the valve seat 34 at various angles, the seat surface 34a of the valve seat 34 is provided with the first contact surface 246 provided on the contact surface 246 of the valve body 240. The first arc portion 246b and the second arc portion 246d come into contact with each other. Accordingly, the valve body 240 is prevented from cornering (point contact) with respect to the seat surface 34a of the valve seat 34, and excessive stress is prevented from being locally generated in the valve body 240 and the valve seat 34. . Thereby, deformation and wear of the valve body 240 and the valve seat 34 are prevented.

  FIG. 13 shows a modification of the contact surface 246 formed on the valve body 240. As shown in FIG. 13, the contact surface 246 formed on the valve body 240 may be a curved surface whose inclination angle changes in an elliptical arc shape along the radial direction. In this case, the shape of the elliptical arc may be set so that the inclination angle of the contact surface 246 increases toward the outside in the radial direction. That is, the shape of the elliptical arc is preferably set so that the radius of curvature R when the abutting surface 246 is viewed in a cross section decreases toward the outside in the radial direction. Even with this structure, when the valve body 240 is tilted and abuts against the seat surface 34a of the valve seat 34, the valve body 240 may be angularly contacted (point contact) with respect to the seat surface 34a of the valve seat 34. It is prevented that excessive stress is locally generated in the valve body 240 and the valve seat 34.

Specific examples of the present invention have been described in detail above, but these are merely examples and do not limit the scope of the claims. The technology described in the claims includes various modifications and changes of the specific examples illustrated above.
The technical elements described in this specification or the drawings exhibit technical usefulness alone or in various combinations, and are not limited to the combinations described in the claims at the time of filing. In addition, the technology illustrated in the present specification or the drawings achieves a plurality of objects at the same time, and has technical utility by achieving one of the objects.

The longitudinal cross-sectional view of the fuel supply valve of 1st Example. The longitudinal cross-sectional view of the movable body of 1st Example. The figure which expands and shows the III section in FIG. The longitudinal cross-sectional view of the fuel supply valve of 2nd Example. The longitudinal cross-sectional view of the movable body of 2nd Example. The longitudinal cross-sectional view of the fuel supply valve of 3rd Example. The longitudinal cross-sectional view of the movable body of 3rd Example. The figure which expands and shows the VIII part in FIG. The figure which shows a mode that a valve body contact | abuts perpendicularly | vertically with respect to a sheet | seat surface. The figure which expands and shows the X section in FIG. The figure which shows a mode that a valve body inclines and contacts with respect to a seat surface. The figure which expands and shows the XII part in FIG. The figure which shows the modification of the contact surface of the valve body of 3rd Example.

Explanation of symbols

10, 110, 210: Fuel supply valve 12: Main body 14: Filter body 16: Stator core 20: Fuel flow path 22: Spring pin 24: Compression spring 26: Nonmagnetic bush 28: Stopper ring 30: Valve housing 32: Leaf spring 34 : Valve seat 34a: seat surface 36: fuel discharge holes 40, 140, 240: valve body 41a: carburizing treatment layer 41b: nitriding treatment layers 42, 142, 242: downstream end surfaces 46, 146, 246: contact surfaces 48, 148 248: Side holes 50, 150, 250: Armature 60, 160, 260: Movable body 62: Electromagnetic coil 64: Resin casing 246a: Parallel part 246b: First arc part 246c: Tapered part 246d: Second arc part

Claims (9)

A valve seat member in which a fuel discharge hole is formed;
A valve body that abuts the valve seat member to close the fuel discharge hole and is spaced apart from the valve seat member to open the fuel discharge hole;
An urging member that urges the valve body toward a position in contact with the valve seat member;
An actuator for moving the valve body toward a position away from the valve seat member;
A first surface treatment layer cured by a first surface treatment is formed on a surface layer portion of the valve body, and a surface layer portion of the first surface treatment layer is further cured by a second surface treatment. 2. A fuel supply valve, wherein a surface treatment layer is formed. The first surface treatment is a carburizing treatment;
The fuel supply valve according to claim 1, wherein the second surface treatment is a nitriding treatment. The actuator includes an armature formed integrally with the valve body, a stator core disposed on the side opposite to the valve seat member with respect to the armature, and an electromagnetic coil that excites the armature and the stator core,
The fuel supply valve according to claim 1 or 2, wherein at least one of the first surface treatment layer and the second surface treatment layer is not formed in the armature. A valve seat member in which a fuel discharge hole is formed;
A valve body that abuts the valve seat member to close the fuel discharge hole and is spaced apart from the valve seat member to open the fuel discharge hole;
An urging member that urges the valve body toward a position in contact with the valve seat member;
An armature formed integrally with the valve body;
A stator core disposed on the side opposite to the valve seat member with respect to the armature;
It has an electromagnetic coil that excites the armature and stator core,
The valve body is made of a nonmagnetic material, and the armature is made of a soft magnetic material,
The fuel supply valve according to claim 1, wherein the nonmagnetic material constituting the valve body has higher strength than the soft magnetic material constituting the armature.   The fuel supply valve according to claim 4, wherein the valve body is made of austenitic stainless steel. A valve seat member in which a fuel discharge hole is formed;
A valve body that abuts the valve seat member to close the fuel discharge hole and is spaced apart from the valve seat member to open the fuel discharge hole;
An urging member that urges the valve body toward a position in contact with the valve seat member;
An actuator for moving the valve body toward a position away from the valve seat member;
The valve seat member is formed with a planar seat surface against which the valve body abuts,
The valve body is formed with a contact surface that contacts the seat surface of the valve seat member,
The contact surface of the valve seat member is formed with a parallel portion parallel to the seat surface of the valve seat member and a tapered portion that is provided on the radially outer side of the parallel portion and is inclined at a predetermined taper angle. A fuel supply valve characterized by comprising:   A contact surface of the valve seat member is formed with a first arc portion whose inclination angle changes along an arc having a first radius of curvature between the parallel portion and the tapered portion. The fuel supply valve according to claim 6.   8. The fuel supply valve according to claim 7, wherein the valve body is formed with a second arc portion whose inclination angle changes along an arc having a second radius of curvature around the tapered surface. 9. .   The fuel supply valve according to claim 8, wherein the first radius of curvature is larger than the second radius of curvature.

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