JP2010024884A - Fuel injection valve of internal combustion - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a fuel injection valve of an internal combustion engine which changes the flowing mode of fuel through driving a control valve by a drive mechanism and thereby open an injection valve through the movement of an on-off valve to swiftly open an injection hole. <P>SOLUTION: The fuel injection valve allows the flow of fuel into a first discharge passage 61 from a first control valve chamber 91 immediately after the control valve 30 moves from a shutoff position to a flow position as the power is distributed to an actuator 41 while the flow of fuel from the first control valve chamber 91 to a second control valve chamber 92 is blocked. Then a sufficient amount of high pressure fuel is retained in a supplementary chamber 95 which is a space at the chip end side of the control valve 30 because the supplementary chamber 95 and a discharge stop 64 are installed between the first control valve chamber 91 and the first discharge passage 61. By this, the control valve 30 is driven through a force based on the suction force and a force based on the pressure difference of the actuator 41 because a pressure larger than the pressure applied to an armature 34 is applied to a first valve part 31 of the control valve 30. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention comprises an on-off valve that opens and closes an injection hole, a control valve that changes the flow mode of fuel, and a drive mechanism that drives the control valve, and changes the flow mode of fuel through driving of the control valve by the drive mechanism, The present invention relates to a fuel injection valve for an internal combustion engine that opens an injection hole through movement of an on-off valve.

  As said fuel injection valve, what is used for the common rail type fuel injection device of a diesel engine is generally known. Hereinafter, the structure of the fuel injection valve described in Patent Document 1 will be described as an example of the fuel injection valve.

  As shown in FIG. 10, the fuel injection valve is a needle valve 110 that opens and closes the injection hole 145, a control valve 120 that changes the flow mode of fuel in the valve, and the control valve 120. A drive mechanism 130 including a solenoid actuator 131 and a spring 132, a spring 113 that pushes the needle valve 110 toward the injection hole 145, and a housing 140 that houses these components.

  In the housing 140, a first fuel chamber 141 that houses the proximal end portion 110A of the needle valve 110, a second fuel chamber 142 that houses the distal end portion 110B of the needle valve 110, and a control valve 120 are housed as fuel chambers. A third fuel chamber 143 is formed, and a fourth fuel chamber 144 that houses the spring 113 is formed. Further, as a fuel passage, a supply passage 151 for supplying high-pressure fuel directly to the first fuel chamber 141 and the second fuel chamber 142, a discharge passage 152 for discharging the fuel in the third fuel chamber 143 to the outside, A first intermediate passage 153 communicating with the first fuel chamber 141 and the third fuel chamber 143 and a second intermediate passage 154 communicating with the third fuel chamber 143 and the fourth fuel chamber 144 are formed. The first intermediate passage 153 is provided with a throttle portion 155 that regulates the flow rate of fuel from the first fuel chamber 141 to the third fuel chamber 143.

  As shown in FIG. 10A, when the solenoid actuator 131 is not energized, the control valve 120 is pressed against a part of the housing 140 by the force of the spring 132, thereby closing the first intermediate passage 153. Is done. At this time, the first fuel chamber 141 and the second fuel chamber 142 are filled with the high-pressure fuel supplied through the supply passage 151, and the third fuel chamber 143 and the fourth fuel chamber 144 are in the low pressure in the discharge passage 152. Filled with fuel at the same pressure as the fuel. Thereby, the needle valve 110 is pressed against a part of the housing 140 by the force of the spring 113, and the injection hole 145 is maintained in a closed state.

When energization of the solenoid actuator 131 is started, the control valve 120 is attracted to the solenoid actuator 131 against the force of the spring 132 as shown in FIG. 153 is opened. As a result, the high-pressure fuel in the first fuel chamber 141 flows into the third fuel chamber 143 via the first intermediate passage 153 and the throttle portion 155, so that the pressure in the first fuel chamber 141 is increased in the second fuel chamber 142. It will decrease with pressure. Then, as a result of the pressure difference between the fuel chambers, the needle valve 110 resists the force of the spring 113 based on this pressure difference, as shown in FIG. The fuel in the second fuel chamber 142 is pushed to the opposite side, whereby the fuel in the second fuel chamber 142 is injected outside through the injection hole 145. Thereafter, when the energization to the solenoid actuator 131 is stopped, the control valve 120 and the first intermediate passage 153 are closed as shown in FIG. 10A, so that the first fuel chamber 141 and the second fuel chamber 142 are closed. Both of them are again filled with high-pressure fuel, so that the needle valve 110 moves to a position where the injection hole 145 is closed.
JP 2000-248983 A

  By the way, in order to improve the injection performance of the fuel injection valve, it is possible to shorten the time from when a command for starting fuel injection is issued until the actual fuel injection is performed through the injection hole. It is desired. In order to satisfy these requirements, for example, it may be possible to provide a higher performance solenoid to increase the moving speed of the control valve. In this case, however, the design of the fuel injection valve needs to be significantly changed. It can be said that it leaves a problem in terms of practicality. Note that the above-described requirements are not limited to the fuel injection valve of a diesel engine, but are generally common to any fuel injection valve of an internal combustion engine.

  The present invention has been made in view of such circumstances, and the object thereof is to change the fuel flow mode through the drive of the control valve by the drive mechanism, and to open the injection hole through the movement of the on-off valve. An object of the present invention is to provide a fuel injection valve for an internal combustion engine that can quickly open a hole.

In the following, means for achieving the above object and its effects are described.
(1) The invention according to claim 1 is characterized in that the on-off valve for opening and closing the injection hole, the first on-off valve chamber for applying a force in the direction for closing the injection hole to the on-off valve, and the injection hole. A second on-off valve chamber for applying a force in the opening direction to the on-off valve, a supply passage for supplying high-pressure fuel to the fuel chamber, and a discharge passage for discharging the fuel in the first on-off valve chamber to the outside A control valve that is driven between a shut-off position for blocking fuel flow from the first on-off valve chamber to the discharge passage and a flow position for allowing fuel flow from the first on-off valve chamber to the discharge passage. A storage chamber that is provided between the first on-off valve chamber and the discharge passage and stores the control valve, and a drive mechanism that drives the control valve. By moving the control valve from the shut-off position to the flow position; In the fuel injection valve of the internal combustion engine that communicates the one on-off valve chamber and the discharge passage and opens the injection hole through the driving of the on-off valve accordingly, The end of the control valve is a valve front end, the end of the control valve on the opposite side is a valve base end, and the storage chamber is a part of the first on-off valve chamber and the discharge passage A first control valve chamber that is connected to each of the first discharge passages and accommodates the valve tip, and is connected to each of the first control valve chamber and a second discharge passage as a part of the discharge passage. And a second control valve chamber that houses the valve base end, and when the control valve is in the shut-off position, from the first control valve chamber to the first discharge passage and the second control valve chamber, respectively. The fuel flow is cut off and the control valve The fuel is allowed to flow from the first control valve chamber to the first discharge passage when the valve movement amount is less than the reference movement amount, and the control valve is at the flow position and the valve movement. When the amount is equal to or greater than the reference movement amount, fuel is allowed to flow from the first control valve chamber to each of the first discharge passage and the second control valve chamber, and the control valve is moved from the shut-off position to the flow position. Immediately after moving to the position, the connecting portion between the first control valve chamber and the first discharge passage in order to allow a sufficient amount of high-pressure fuel to stay in the space opened on the valve front end side as the control valve moves. The gist is that it is configured.

  According to the above invention, immediately after the control valve moves from the shut-off position to the flow position, a sufficient amount of high-pressure fuel stays in the open valve tip side space as the control valve moves. Is pushed toward the flow position side by a force based on the high-pressure fuel in addition to the force by the drive mechanism. As a result, the moving speed of the control valve and hence the moving speed of the on-off valve is increased, so that the injection hole can be opened quickly.

  Specifically, immediately after the control valve moves to the flow position, the flow of fuel from the first control valve chamber to the first discharge passage is allowed because the valve movement amount is less than the reference movement amount, The fuel flow from the first control valve chamber to the second control valve chamber is blocked. At this time, although the flow of fuel from the first control valve chamber to the first discharge passage is allowed, the first control valve chamber and the first control valve chamber in order to retain a sufficient amount of high-pressure fuel in the space on the valve tip side. Since the connection portion with the first discharge passage is configured, a sufficient amount of high-pressure fuel stays on the valve tip portion side based on this connection portion.

  In this state, the control valve quickly moves to the flow position side through the force of the drive mechanism and the force of the high-pressure fuel, so that the valve movement amount becomes equal to or greater than the reference movement amount and the second control valve chamber moves from the first control valve chamber to the second. When the flow of fuel to the control valve chamber is permitted, the amount of high-pressure fuel in the first control valve chamber flowing into the discharge passage, that is, the amount of high-pressure fuel discharged from the first on-off valve chamber to the discharge passage is sufficiently large. It will be a thing. As a result, the speed at which the pressure in the first on-off valve chamber decreases and thus the on-off valve moving speed is increased, so that the injection holes can be opened quickly.

  (2) The invention according to claim 2 is the fuel injection valve of the internal combustion engine according to claim 1, wherein the control valve moves to the flow position from the shut-off position immediately after the control valve moves to the shut-off point at the valve tip. The pressure of the high-pressure fuel in the first control valve chamber acts from the position side toward the flow position side, and the second control valve chamber moves from the flow position side toward the shut-off position side at the valve base end portion. The main point is that the pressure of the low pressure fuel acts.

  According to the above-described invention, immediately after the control valve moves from the shut-off position to the flow position, in addition to the force by the drive mechanism, the control valve applies the pressure of the high-pressure fuel acting on the valve front end and the low pressure acting on the valve base end. It is pushed toward the flow position side by the force based on the difference from the fuel pressure.

  (3) The invention described in claim 3 is an on-off valve that opens and closes the injection hole, a first on-off valve chamber for applying a force acting on the on-off valve from the open position side to the shut-off position side, A second on-off valve chamber for applying a force acting on the on-off valve from the shut-off position side to the open position side, a supply passage for supplying high-pressure fuel to these fuel chambers, A discharge passage for discharging the fuel to the outside, a shut-off position for blocking the flow of fuel from the first on-off valve chamber to the discharge passage, and a flow allowing the flow of fuel from the first on-off valve chamber to the discharge passage A control valve that drives between the position, a storage chamber that is provided between the first on-off valve chamber and the discharge passage, and stores the control valve; and a drive mechanism that drives the control valve The control valve moves the control valve from the shut-off position through the drive mechanism. In the fuel injection valve of the internal combustion engine that opens the injection hole through the driving of the on-off valve in connection with the first on-off valve chamber and the discharge passage by moving to the position, the moving direction of the control valve The end of the control valve on the shut-off position side is a valve front end, and the end of the control valve on the opposite side is a valve base end, and the storage chamber is the first on-off valve chamber And a first control valve chamber that is connected to a first discharge passage as a part of the discharge passage and accommodates the valve tip, and a second discharge as a part of the first control valve chamber and the discharge passage. And a second control valve chamber that is connected to each of the passages and accommodates the valve base end portion. When the control valve is in the shut-off position, the first discharge passage and the second Of fuel to each of the control valve chambers When the control valve is in the flow position and the valve movement amount is less than the reference movement amount, fuel is allowed to flow from the first control valve chamber to the first discharge passage, and the control valve When in the flow position and the valve movement amount is equal to or greater than the reference movement amount, fuel is allowed to flow from the first control valve chamber to each of the first discharge passage and the second control valve chamber, and the control is performed. Immediately after the valve has moved from the shut-off position to the flow position, the high-pressure fuel that has filled the first control valve chamber flows into the open space on the valve tip side as the control valve moves, thereby The gist of the invention is that the pressure acting on the valve distal end is greater than the pressure acting on the valve proximal end.

  According to the above invention, immediately after the control valve moves from the shut-off position to the flow position, the pressure acting on the valve tip (tip pressure) is greater than the pressure acting on the valve base end (base pressure). Therefore, the control valve is pushed toward the flow position side by a force based on a difference between the distal side pressure and the proximal side pressure in addition to the force by the drive mechanism. As a result, the moving speed of the control valve and hence the moving speed of the on-off valve is increased, so that the injection hole can be opened quickly.

  Specifically, immediately after the control valve moves to the flow position, the flow of fuel from the first control valve chamber to the first discharge passage is allowed because the valve movement amount is less than the reference movement amount, The fuel flow from the first control valve chamber to the second control valve chamber is blocked. At this time, although the flow of fuel from the first control valve chamber to the first discharge passage is permitted, the tip side pressure is higher than the base end side pressure. Force is generated from the valve front end side toward the valve base end side.

  In this state, the control valve quickly moves to the flow position side through the force of the drive mechanism and the force based on the pressure difference, so that the valve movement amount becomes equal to or greater than the reference movement amount from the first control valve chamber. When the flow of fuel to the second control valve chamber is allowed, the amount of high-pressure fuel in the first control valve chamber flowing into the discharge passage, that is, the amount of high-pressure fuel discharged from the first on-off valve chamber to the discharge passage is sufficient It will be big. As a result, the speed at which the pressure in the first on-off valve chamber decreases and thus the on-off valve moving speed is increased, so that the injection holes can be opened quickly.

  (4) The invention according to claim 4 is the fuel injection valve of the internal combustion engine according to any one of claims 1 to 3, wherein the pressure of the fuel acting on the valve tip and the valve base end are Immediately after the control valve has moved from the shut-off position to the flow position, the difference between the pressures of the operating fuel and the discharge of the high-pressure fuel in the supply passage is reduced. The gist is that the size corresponds to the difference from the pressure of the low-pressure fuel in the passage.

  According to the above invention, immediately after the control valve moves from the shut-off position to the flow position, the pressure difference between the end portions is large enough to correspond to the pressure difference between the high pressure fuel and the low pressure fuel in the discharge passage. In addition to the force by the drive mechanism, the force is also pushed toward the flow position side by a force based on the pressure difference between the end portions. As a result, the moving speed of the control valve and hence the moving speed of the on-off valve is increased, so that the injection hole can be opened quickly.

  Specifically, immediately after the control valve moves to the flow position, the flow of fuel from the first control valve chamber to the first discharge passage is allowed because the valve movement amount is less than the reference movement amount, The fuel flow from the first control valve chamber to the second control valve chamber is blocked. At this time, although the fuel flow from the first control valve chamber to the first discharge passage is permitted, the pressure acting on the valve tip is larger than the pressure acting on the valve base end. Based on this, a force is generated in the control valve from the valve distal end side to the valve proximal end side.

  In this state, the control valve quickly moves to the flow position side through the force of the drive mechanism and the force based on the pressure difference, so that the valve movement amount becomes equal to or greater than the reference movement amount from the first control valve chamber. When the flow of fuel to the second control valve chamber is allowed, the amount of high-pressure fuel in the first control valve chamber flowing into the discharge passage, that is, the amount of high-pressure fuel discharged from the first on-off valve chamber to the discharge passage is sufficient It will be big. As a result, the speed at which the pressure in the first on-off valve chamber decreases and thus the on-off valve moving speed is increased, so that the injection holes can be opened quickly.

  (5) The invention according to claim 5 is the fuel injection valve for the internal combustion engine according to any one of claims 1 to 4, wherein when the control valve is in the shut-off position, The gist is that the pressure of the low-pressure fuel in the first discharge passage acts, and the pressure of the low-pressure fuel in the second control valve chamber acts on the valve base end portion.

  According to the above invention, when the control valve is in the shut-off position, the pressure applied to the valve front end side and the pressure applied to the valve base end side are the same magnitude, so the control valve is maintained in the shut-off position through the drive mechanism. It is also possible to set the force to be as small as possible. When such a force is set, when the control valve is moved from the shut-off position to the flow position, the resistance force decreases, so that the moving speed of the control valve can be further increased. Become.

  (6) The invention according to claim 6 is the fuel injection valve of the internal combustion engine according to any one of claims 1 to 5, wherein the fuel flows from the first control valve chamber to the second control valve chamber. A connection portion between the first control valve chamber and the second control valve chamber, the first control valve chamber in such a manner that the flow rate of the fuel is larger than the flow rate of fuel flowing from the first control valve chamber to the first discharge passage. And the first discharge passage and the connection portion between the second control valve chamber and the second discharge passage.

  According to the above invention, when the movement amount of the control valve becomes equal to or larger than the reference movement amount, that is, the state in which the fuel in the first control valve chamber is allowed to flow into the first discharge passage and the second control valve chamber, respectively. When this happens, a sufficient amount of fuel flows from the first control valve chamber to the second control valve chamber. As a result, the fuel in the first on-off valve chamber can be quickly discharged.

  (7) The invention according to claim 7 is the fuel injection valve of the internal combustion engine according to any one of claims 1 to 6, wherein a throttle is provided in any part of the first discharge passage. It is a summary.

  According to the above invention, since the flow rate of fuel flowing from the first control valve chamber to the first discharge passage is sufficiently reduced by the throttle, the valve of the control valve immediately after the control valve moves from the shut-off position to the flow position. A sufficient amount of high-pressure fuel can be retained on the tip side.

  (8) According to an eighth aspect of the present invention, in the fuel injection valve of the internal combustion engine according to the seventh aspect, the throttle is provided at a position closest to the first control valve chamber in the first discharge passage. It is a summary.

  According to the above invention, the flow rate of the fuel flowing from the first control valve chamber to the first discharge passage is smaller than in the case where the throttle is formed in the first discharge passage away from the first control valve chamber. Therefore, a sufficient amount of high-pressure fuel can be quickly retained on the valve tip side of the control valve.

  (9) The invention according to claim 9 is the fuel injection valve of the internal combustion engine according to claim 7 or 8, wherein the discharge passage includes the first discharge passage, the second discharge passage, and the discharge passages. It is constituted by a third discharge passage through which fuel flows from the junction point to the outlet to the outside, and the gist is that a throttle is provided only in the first discharge passage.

  (10) The invention according to claim 10 is the fuel injection valve of the internal combustion engine according to any one of claims 1 to 9, wherein the first control valve is configured to circulate fuel toward the first discharge passage. The outlet of the chamber is the first outlet, the outlet of the first control valve chamber that allows the fuel to flow toward the second control valve chamber is the second outlet, and the first outlet when the control valve is in the shut-off position And the second outlet is closed, and when the control valve is in the flow position and the valve movement amount is less than the reference movement amount, the first outlet is opened while the second outlet is closed. The gist is that both the first outlet and the second outlet are opened when the control valve is in the flow position and the valve movement amount is equal to or greater than the reference movement amount.

  (11) The invention according to claim 11 is the fuel injection valve of the internal combustion engine according to claim 10, wherein the control valve is disposed on the first outlet side of the first control valve chamber to open and close it. A first valve portion and a second valve portion disposed on the second outlet side of the first control valve chamber to open and close the first valve portion, and when in the shut-off position, the first valve portion is A state in which the first outlet is closed by being in contact with the wall surface of the first control valve chamber facing the inlet of the first discharge passage, and the second valve portion is fitted in the second outlet. When the second outlet is closed and the valve is in the flow position and the valve movement amount is less than the reference movement amount, the first valve portion faces the inlet of the first discharge passage and The first outlet is opened by being away from the wall surface of the control valve chamber, and When the two valve parts are fitted in the second outlet, the second outlet is closed, and when the valve movement amount is equal to or greater than the reference movement amount, the first valve part is The first outlet is opened by being spaced from the wall surface of the first control valve chamber so as to face the inlet of the first discharge passage, and the whole of the second valve portion is in the second control valve chamber. The gist is to open the second outlet by being in a state of being moved.

  (12) The invention according to claim 12 is the fuel injection valve of the internal combustion engine according to any one of claims 1 to 11, wherein an outlet of the first control valve chamber and an inlet of the first discharge passage are provided. An auxiliary chamber is provided between the first control valve chamber and the auxiliary chamber when the control valve is in the shut-off position.

  According to the above invention, when the control valve is in the shut-off position, the auxiliary fuel chamber communicates with the first discharge passage, whereby the pressure of the low pressure fuel in the auxiliary chamber acts on the valve tip of the control valve. As the control valve moves from the shut-off position to the flow position, the auxiliary chamber is opened as a space on the valve front end side, so that high-pressure fuel stays there.

  (13) The invention according to claim 13 is characterized in that, in the fuel injection valve of the internal combustion engine according to claim 12, the volume of the auxiliary chamber is set smaller than the volume of the first control valve chamber. Yes.

  According to the above invention, since the volume of the auxiliary chamber is set smaller than the volume of the first control valve chamber, when the control valve is moved from the shut-off position to the flow position, the auxiliary chamber is more quickly filled with high-pressure fuel. To be able to meet.

  (14) The invention according to claim 14 is the fuel injection valve of the internal combustion engine according to any one of claims 1 to 13, wherein the end of the injection valve on the side where the injection hole is formed is injected. An end portion of the injection valve on the opposite side is a fixed end portion, and the second on-off valve chamber and the first on-off valve chamber are formed from the injection end portion toward the fixed end portion. The gist is that these chambers are formed in the order of the first control valve chamber and the second control valve chamber.

  (15) The invention according to claim 15 is the fuel injection valve of the internal combustion engine according to any one of claims 1 to 14, wherein the inlet of the supply passage connected to the external high-pressure fuel passage, and the outside The outlet of the discharge passage connected to the low-pressure fuel passage is formed such that each of the inlet and the outlet is formed adjacent to the drive mechanism in the width direction of the valve.

(First embodiment)
A first embodiment in which the present invention is embodied as a fuel injection valve of a common rail fuel injection device (hereinafter referred to as “fuel injection device”) of a diesel engine will be described with reference to FIGS. Hereinafter, in the axial direction of the fuel injection valve, the combustion chamber side is the front end side, and the cylinder head side is the base end side. A direction from the distal end side to the proximal end side is a downward direction, a direction from the proximal end side to the distal end side is an upward direction, and a direction orthogonal to the vertical direction is a width direction.

  As shown in FIG. 1, the fuel injection valve includes a needle valve 20 that opens and closes the injection hole 11, a control valve 30 that changes the flow mode of fuel in the valve, and a drive mechanism that drives the control valve 30. 40, a spring 24 that pushes the needle valve 20 toward the injection hole 11, and a housing 10 that houses these components. Further, the housing 10 is attached to the cylinder head in such a manner that the front end portion faces the combustion chamber. Then, the high-pressure fuel in the common rail is supplied into the housing 10 through the high-pressure fuel passage 55, and a part of the supplied fuel is discharged to the low-pressure fuel passage 65 through the drive of the control valve 30. The fuel is injected from the injection hole 11 by the movement of the needle valve 20 toward the proximal end side.

  In the housing 10, a needle valve chamber 80 that accommodates the needle valve 20 and the spring 24, a control valve chamber 90 that accommodates the control valve 30, and a drive mechanism chamber 96 that accommodates the drive mechanism 40 as accommodating chambers of each element. And are formed. Further, as a fuel passage, a high-pressure fuel supplied from the high-pressure fuel passage 55 is supplied to each of the needle valve chamber 80 and the control valve chamber 90, and the supplied fuel is based on driving of the control valve 30. A fuel discharge passage 60 that discharges to the low-pressure fuel passage 65 and an inter-chamber connection passage 70 that connects the control valve chamber 90 and the needle valve chamber 80 are formed. An auxiliary chamber 95 that accommodates a part of the control valve 30 is formed between the needle valve chamber 80 and the fuel discharge passage 60.

  The needle valve chamber 80 includes a first needle valve chamber 81 that houses the proximal end portion 22 of the needle valve 20 and the spring 24 by the sliding portion 23 of the needle valve 20 that slides against the wall surface of the housing 10, and the needle valve 20. And a second needle valve chamber 82 that accommodates the distal end portion 21 of the valve. That is, the first needle valve chamber 81 and the second needle valve chamber 82 are partitioned through the sliding portion 23 so that fuel does not flow directly. Note that this partitioned state is maintained regardless of the position of the needle valve 20 with respect to the housing 10.

  The control valve chamber 90 includes a first control valve chamber 91 that houses the first valve portion 31 as a tip portion of the control valve 30 by the second valve portion 32 of the control valve 30 that slides relative to the wall surface of the housing 10. The control valve 30 is partitioned into a second control valve chamber 92 that houses the armature 34 as a base end portion. In other words, the fuel is partitioned through the second valve portion 32 so that the fuel does not directly flow between the first control valve chamber 91 and the second control valve chamber 92. Note that this partitioned state is released as the control valve 30 moves toward the proximal end with respect to the housing 10.

  The first control valve chamber 91 is formed as a tapered chamber whose width decreases from the auxiliary chamber 95 toward the second control valve chamber 92 on a cross section along the center line of the fuel injection valve. The auxiliary chamber 95 is formed as a chamber having a sufficiently smaller volume than the first control valve chamber 91.

  The fuel supply passage 50 includes a first supply passage 51 that is connected to the high-pressure fuel passage 55, a second supply passage 52 that connects the first supply passage 51 and the first control valve chamber 91, and a first supply passage 51 The third supply passage 53 is connected to the second needle valve chamber 82.

  The fuel discharge passage 60 includes a third discharge passage 63 connected to the low-pressure fuel passage 65, a first discharge passage 61 connecting the first control valve chamber 91 and the third discharge passage 63 via the auxiliary chamber 95, The second discharge valve 62 is connected to the second control valve chamber 92 and the third discharge passage 63. In addition, a discharge restrictor 64 that restricts the amount of fuel flowing between the first discharge passage 61 and the auxiliary chamber 95 is provided.

  The inter-chamber connection passage 70 is formed so as to connect the first control valve chamber 91 and the first needle valve chamber 81. In addition, an inter-chamber restrictor 71 that restricts the amount of fuel flowing between the first control valve chamber 91 and the passage is provided at a connection portion with the first control valve chamber 91.

Here, the chambers and the passages are specifically connected in the following manner.
That is, the first control valve chamber 91 is always kept connected to the first supply passage 51 via the second supply passage 52. Further, the state connected to the auxiliary chamber 95 is maintained only when the outlet of the first control valve chamber 91 with respect to the auxiliary chamber 95 (hereinafter, “first outlet 91A”) is opened. Further, only when the outlet of the first control valve chamber 91 with respect to the second control valve chamber 92 (hereinafter referred to as “second outlet 91B”) is opened, the state of being connected to the second control valve chamber 92 is maintained. The

  The second control valve chamber 92 is always maintained in a state of being connected to the third discharge passage 63 via the second discharge passage 62. Further, the auxiliary chamber 95 is always kept connected to the third discharge passage 63 through the first discharge passage 61. The first needle valve chamber 81 is always maintained in a state of being connected to the first control valve chamber 91 via the inter-chamber connection passage 70. The second needle valve chamber 82 is always maintained in a state of being connected to the first supply passage 51 via the third supply passage 53.

Next, the detail of each element which changes the fuel distribution mode between each said chamber and a channel | path is demonstrated.
The drive mechanism 40 is a mechanism that changes the position of the control valve 30 with respect to the housing 10, and a solenoid actuator 41 that applies an upward force to the control valve 30 and a downward force to the control valve 30. And a spring 42. When the solenoid actuator 41 is not energized, the control valve 30 is maintained at the position where the control valve 30 is moved to the extreme end side (hereinafter referred to as “cutoff position” (FIG. 3)) by the force of the spring 42. On the other hand, when the solenoid actuator 41 is energized, the control valve 30 is moved toward the base end side by the suction force of the actuator 41, and finally the valve 30 is moved to the base end side to the maximum. The moved position (hereinafter, “fully opened position” (FIG. 6)) is maintained. As the spring 42, a spring 42 having a smaller force for pushing the control valve 30 is used in order to make the suction force of the solenoid actuator 41 with respect to the control valve 30 smaller.

  The control valve 30 has a function as a balance piston, and includes a first valve portion 31 that opens and closes a first outlet 91A of the first control valve chamber 91, and a second outlet 91B of the first control valve chamber 91. A second valve portion 32 that opens and closes, an intermediate portion 33 that connects the first valve portion 31 and the second valve portion 32, and an armature 34 that is attracted by the solenoid actuator 41. Further, a guide portion 35 for guiding the movement of the control valve 30 relative to the housing 10 is provided between the second valve portion 32 and the intermediate portion 33.

  In a state where the first valve portion 31 is in contact with the housing 10, that is, in a state where it is in contact with the wall surface forming the first outlet 91 </ b> A, the fuel between the first control valve chamber 91 and the auxiliary chamber 95. It is comprised in the aspect which functions as a taper seal which interrupts | blocks distribution | circulation of this. In a state where the second valve portion 32 slides with respect to the housing 10, that is, in a state where the second valve portion 32 is fitted in the second outlet 91B, the second valve portion 32 is formed on the second outlet 91B side, that is, the housing 10 parallel to the vertical direction. When in contact with the wall surface, it is configured in such a manner that it functions as a clearance seal that blocks the flow of fuel between the first control valve chamber 91 and the second control valve chamber 92.

  The guide part 35 is a mode in which a square is formed on the cross section along the width direction (on the cross section along the line AA in FIG. 1), and the apex of the square is always on the wall surface of the housing 10 parallel to the above-described vertical direction. It is comprised in the aspect which contacts. As a result, the control valve 30 moves relative to the housing 10 while maintaining the state where the apex of the guide portion 35 is always in contact with the wall surface of the housing 10. Accordingly, when the control valve 30 moves downward from the state in which the entire second valve portion 32 has moved into the second control valve chamber 92, the second valve portion 32 is securely fitted into the second outlet 91B. It becomes like this.

  A more detailed structure of the control valve 30 will be described with reference to FIG. The figure shows a cross-sectional structure of the control valve 30 and its periphery along the axial direction of the fuel injection valve. The actual structure of the control valve 30 corresponds to a rotating body obtained by rotating the cross-sectional shape of FIG.

  Here, a contact point P1 between the first valve portion 31 and the wall surface of the housing 10 is used as a base point, and a straight line obtained by extending the contact point P1 is defined as an imaginary line Q1, and one line formed by a set of the imaginary lines Q1. Let the curved surface be a virtual surface R1. Moreover, about the 1st valve part 31, let the site | part in the virtual surface R1 be the center part 31A, and let the other site | part of the 1st valve part 31, ie, the site | part outside the virtual surface R1, be the peripheral part 31B. Further, regarding the armature 34, a portion within the virtual plane R1 is defined as a central portion 34A, and another portion of the armature 34, that is, a portion outside the virtual plane R1 is defined as a peripheral portion 34B.

  In the control valve 30, the effective area of the central portion 31 </ b> A of the first valve portion 31 that receives the downward fuel pressure in the first control valve chamber 91 and the upward fuel pressure in the first control valve chamber 91 are received. The effective area of the 2nd valve part 32 and the guide part 35 is set to the same magnitude | size. Further, the effective area of the central portion 31A of the first valve portion 31 that receives the upward fuel pressure in the auxiliary chamber 95, and the central portion 34A of the armature 34 that receives the downward fuel pressure in the second control valve chamber 92. The effective area is set to the same size. Further, the effective area of the peripheral portion 31B of the first valve portion 31 that receives the downward fuel pressure in the first control valve chamber 91, and the first valve portion that receives the upward fuel pressure in the first control valve chamber 91. The effective area of the peripheral part 31B of 31 is set to the same size. Further, the effective area of the peripheral portion 34B of the armature 34 that receives the downward fuel pressure in the second control valve chamber 92 and the effective area of the peripheral portion 34B of the armature 34 that receives the upward fuel pressure in the second control valve chamber 92. The area is set to the same size.

  Since the effective area of each part of the control valve 30 is set in the above manner, the vertical force acting on each part of the control valve 30 when the control valve 30 is in the cutoff position is maintained in the following relationship. .

  That is, the upward force FH11 acting on the second valve portion 32 and the guide portion 35 through the high pressure fuel in the first control valve chamber 91 and the center of the first valve portion 31 through the high pressure fuel in the first control valve chamber 91. With respect to the downward force FH12 acting on the portion 31A, they become the same magnitude and cancel each other.

  Further, the upward force FL11 acting on the central portion 31A of the first valve portion 31 through the low pressure fuel in the auxiliary chamber 95, and the lower force acting on the central portion 34A of the armature 34 through the low pressure fuel in the second control valve chamber 92. With respect to the directional force FL12, they cancel each other with the same magnitude.

  Further, the downward force FH13 acting on the peripheral portion 31B of the first valve portion 31 through the high-pressure fuel in the first control valve chamber 91 and the peripheral portion 31B through the high-pressure fuel in the first control valve chamber 91 are applied. As for the upward force FH14, they are equal to each other and cancel each other.

  Further, the downward force FL13 acting on the peripheral portion 34B of the armature 34 through the low pressure fuel in the second control valve chamber 92, and the upward force acting on the peripheral portion 34B through the low pressure fuel in the second control valve chamber 92. For the force FL14, they are the same magnitude and cancel each other.

  As described above, when the control valve 30 is in the shut-off position, each part of the control valve 30 passes through the high pressure fuel in the first control valve chamber 91, the low pressure fuel in the second control valve chamber 92, and the low pressure fuel in the auxiliary chamber 95. The vertical force acting on the is canceled. This makes it possible to accurately maintain the control valve 30 at the shut-off position even with the spring 42 that has the smallest force to push the control valve 30 downward, and by using such a spring 42, When the solenoid actuator 41 is energized, the control valve 30 can be quickly sucked.

  The operation mode of the fuel injection valve will be described with reference to FIGS. 3 to 6, the density of the points represents the relative pressure, that is, the portion where the point density is high is a high pressure portion, and the point density is low, the pressure density is high. Each low part is shown.

  Here, regarding the amount of movement of the control valve 30 in the housing 10, the amount of movement of the control valve 30 toward the fully open position with respect to the shut-off position is defined as the valve movement amount L, and the first control valve chamber 91 and the second control are controlled. The valve movement amount L when the fuel starts to flow between the valve chamber 92 is defined as a reference movement amount L1, and the valve movement amount L from the shut-off position to the fully open position is defined as a maximum movement amount L2. Further, regarding the position of the control valve 30 with respect to the housing 10, apart from the previously described shut-off position and fully opened position, a position where the valve movement amount L is greater than “0” and less than the reference movement amount L1 is defined as an intermediate position. A position when L is “L1” is set as a reference position. Furthermore, the position of the control valve 30 other than the shut-off position including the intermediate position, the reference position, and the fully open position is set as the flow position.

  That is, the valve movement amount L when the control valve 30 is in the shut-off position is “0” (FIG. 3), and the valve movement amount L when the control valve 30 is in the intermediate position is “0 <L <L1” ( 4), the valve movement amount L when the control valve 30 is in the reference position is “L = L1” (FIG. 5), and the valve movement amount L when the control valve 30 is in the fully open position is “L = L2”. (FIG. 6. Further, the valve movement amount L when the control valve 30 is in the flow position is “0 <L ≦ L2” (FIGS. 4 to 6).

  As shown in FIG. 3, when the solenoid valve 41 is not energized and the control valve 30 is in the shut-off position, that is, when the valve movement amount L is “0”, the first valve portion 31 is in the auxiliary chamber. The first outlet 91 </ b> A is maintained in a closed state through the first valve portion 31 because it is in a state where it faces the wall of the first control valve chamber 91 so as to face the 95 inlet. Further, since the second valve portion 32 is fitted in the second outlet 91 </ b> B, the second outlet 91 </ b> B is maintained in the closed state through the second valve portion 32.

  At this time, since the high-pressure fuel in the first control valve chamber 91 does not flow to the fuel discharge passage 60 via the auxiliary chamber 95 or the second control valve chamber 92, the first control valve chamber 91 and the first needle valve Both the chamber 81 and the second needle valve chamber 82 are filled with high-pressure fuel. As a result, the force acting upward through the high-pressure fuel in the first needle valve chamber 81 and the force acting downward through the high-pressure fuel in the second needle valve chamber 82 are balanced, so that the needle valve 20 is spring 24. The injection hole 11 is closed by being pressed against the housing 10 by this force.

  Further, since both the second control valve chamber 92 and the auxiliary chamber 95 are filled with low-pressure fuel, the pressure (hereinafter referred to as “tip-side pressure Pa”) acting on the front-side surface of the control valve 30 and the control valve 30. Any pressure acting on the base end side surface (hereinafter referred to as “base end side pressure Pb”) is the pressure of the low-pressure fuel. That is, the difference between the distal end side pressure Pa and the proximal end side pressure Pb (hereinafter, “end-to-end pressure difference ΔP”) is “0”.

  As shown in FIG. 4, when the control valve 30 is in the intermediate position due to the start of energization of the solenoid actuator 41, that is, when the valve movement amount L is “0 <L <L1”, the first valve unit Since 31 is opposed to the inlet of the auxiliary chamber 95 and is separated from the wall surface of the first control valve chamber 91, the first outlet 91A is maintained in an open state. On the other hand, the second outlet 91 </ b> B is maintained in a closed state through the second valve portion 32.

  At this time, the high-pressure fuel in the first control valve chamber 91 flows into the auxiliary chamber 95 (the space on the tip side of the control valve 30) via the first outlet 91A, and the first control valve chamber 91 and the first needle valve chamber. The auxiliary chamber 95 is filled with high-pressure fuel together with 81 and the second needle valve chamber 82. In addition, since the flow of fuel from the auxiliary chamber 95 to the first discharge passage 61 is restricted by the discharge throttle 64 of the first discharge passage 61, the amount of high-pressure fuel supplied to the first control valve chamber 91 and the auxiliary chamber 95 are reduced. The auxiliary chamber 95 is substantially filled with the high-pressure fuel because of the relationship with the amount of high-pressure fuel flowing out of the auxiliary chamber 95.

  Here, in the fuel injection valve, an auxiliary chamber 95 is provided between the first control valve chamber 91 and the first discharge passage 61, and a discharge throttle 64 is provided at the inlet of the first discharge passage 61 with respect to the auxiliary chamber 95. Is provided. As a result, a sufficient amount of high-pressure fuel can be retained on the cutoff position side (auxiliary chamber 95 side) of the first valve portion 31 immediately after the control valve 30 moves from the cutoff position to the flow position. Further, immediately after the control valve 30 moves from the shut-off position to the flow position (when the valve movement amount L is larger than “0” and in the vicinity thereof), the high-pressure fuel is present between the first valve portion 31 and the housing 10 wall surface. A passage large enough to quickly circulate the gas in the auxiliary chamber 95 is formed. With these configurations, immediately after the control valve 30 moves from the shut-off position to the flow position, the high-pressure fuel in the first control valve chamber 91 quickly flows into the auxiliary chamber 95 and most of the high-pressure fuel is in the auxiliary chamber 95. Therefore, a state in which a sufficient amount of high-pressure fuel is retained on the front end side of the control valve 30 is maintained.

  As a result, the pressure difference ΔP between the end portions, which is the difference between the front end side pressure Pa and the base end side pressure Pb of the control valve 30, is the high pressure fuel pressure in the auxiliary chamber 95 and the low pressure in the second control valve chamber 92. The size corresponds to the difference from the fuel pressure. Since the force based on the pressure difference ΔP between the end portions, that is, the upward force due to the high-pressure fuel in the auxiliary chamber 95 acts on the control valve 30, the control valve 30 results in the suction force of the solenoid actuator 41 and Driven toward the fully open position by the force based on the pressure difference ΔP between the end portions.

  At this time, although the first control valve chamber 91 and the first discharge passage 61 are in communication with each other via the auxiliary chamber 95, the high-pressure fuel is retained in the auxiliary chamber 95 as described above, so that the first The high-pressure fuel in the one-needle valve chamber 81 also stays in the chamber accordingly. As a result, the upward force acting through the high-pressure fuel in the first needle valve chamber 81 and the downward force acting through the high-pressure fuel in the second needle valve chamber 82 are in balance. The injection hole 11 is still kept closed by the needle valve 20.

  As shown in FIG. 5, when the control valve 30 reaches the reference position by energizing the solenoid actuator 41 for a certain time or longer, that is, when the valve movement amount L is “L1”, the second valve portion 32. Are all moved into the second control valve chamber 92, the second outlet 91 </ b> B is also maintained open in addition to the first outlet 91 </ b> A.

  At this time, the high-pressure fuel in the first control valve chamber 91 is allowed to flow into the second control valve chamber 92 through the second outlet 91B. As the flow rate of the fuel flowing through the second control valve chamber 92 increases as the control valve 30 moves, the pressure in the first control valve chamber 91 gradually decreases.

  As shown in FIG. 6, when the control valve 30 reaches the fully open position due to further energization of the solenoid actuator 41, that is, when the valve movement amount L is “L2”, the first outlet 91 </ b> A. And the 2nd exit 91B is maintained by the open state.

  Here, the second outlet 91 </ b> B of the first control valve chamber 91 is configured in such a manner that the resistance to the fuel flow is sufficiently smaller than that of the discharge restrictor 64, and the passage area thereof is within the first control valve chamber 91. Is set to a size that can ensure a sufficient amount of fuel flow into the second control valve chamber 92. Therefore, after the second outlet 91B is opened, the flow rate of the fuel from the first control valve chamber 91 to the second control valve chamber 92 increases as the control valve 30 approaches the fully open position, and accordingly the second flow rate increases. The fuel in the first control valve chamber 91 quickly flows into the second control valve chamber 92. Further, along with the flow of the fuel, the fuel in the first needle valve chamber 81 quickly flows out into the first control valve chamber 91. As the fuel flows out, the fuel pressure acting on the proximal end portion 22 in the first needle valve chamber 81 becomes smaller than the fuel pressure acting on the distal end portion 21 in the second needle valve chamber 82. As a result, the upward force acting through the fuel in the first needle valve chamber 81 exceeds the sum of the downward force acting through the fuel in the second needle valve chamber 82 and the force of the spring 24. The valve 20 moves upward and the injection hole 11 is opened.

  Thereafter, when the energization of the solenoid actuator 41 is stopped, the control valve 30 is moved from the fully open position to the shut-off position by the force of the spring 42, and both the first needle valve chamber 81 and the second needle valve chamber 82 are at high pressure. Since it is filled with fuel, the needle valve 20 is again maintained in the state shown in FIG.

[Effect of the embodiment]
According to the fuel injection valve of the internal combustion engine of the present embodiment described in detail above, the following effects can be obtained.

  (1) According to the fuel injection valve of the present embodiment, immediately after the control valve 30 moves from the shut-off position to the flow position, the space (auxiliary chamber 95) opened on the valve front end side as the control valve 30 moves. A sufficient amount of high-pressure fuel is retained. For this reason, the control valve 30 is pushed toward the flow position side by a force based on the high pressure fuel in addition to the force by the solenoid actuator 41. Thereby, since the moving speed of the control valve 30 and hence the moving speed of the needle valve 20 are increased, the injection hole 11 can be quickly opened.

  Specifically, immediately after the control valve 30 moves to the flow position, the flow of fuel from the first control valve chamber 91 to the first discharge passage 61 is allowed because the valve movement amount L is less than the reference movement amount L1. On the other hand, the flow of fuel from the first control valve chamber 91 to the second control valve chamber 92 is blocked. At this time, although the fuel flow from the first control valve chamber 91 to the first discharge passage 61 is allowed, the first high-pressure fuel is allowed to stay in a sufficient amount of high-pressure fuel in the space on the front end side of the control valve 30. Since the connecting portion between the control valve chamber 91 and the first discharge passage 61 is configured, that is, the auxiliary chamber 95 and the discharge throttle 64 are provided between them, the front end side of the control valve 30 is based on this. A sufficient amount of high-pressure fuel stays in the auxiliary chamber 95 which is the space of Accordingly, the pressure difference ΔP between the front end portion and the base end portion of the control valve 30 is set as a pressure difference ΔP between the high pressure fuel in the auxiliary chamber 95 and the low pressure fuel in the second control valve chamber 92. The pressure difference corresponding to the difference between the pressure and the maximum pressure difference based on the fuel in the injection valve is generated.

  In this state, the control valve 30 quickly moves toward the fully opened position through the force based on the suction force of the solenoid actuator 41 and the pressure difference ΔP between the end portions, so that the valve movement amount L becomes the reference movement amount. It becomes more than L1, and the distribution | circulation of the fuel from the 1st control valve chamber 91 to the 2nd control valve chamber 92 is permitted. At this time, the amount of high-pressure fuel in the first control valve chamber 91 flowing into the fuel discharge passage 60, that is, the high-pressure fuel in the first needle valve chamber 81 is discharged to the fuel discharge passage 60 through the first control valve chamber 91. The amount is large enough. As a result, the speed at which the pressure in the first needle valve chamber 81 decreases, and hence the moving speed of the needle valve 20, is increased, so that the injection hole 11 can be quickly opened.

  (2) Here, the fuel injection valve of the present embodiment is different from the fuel injection valve of this embodiment only in that the high-pressure fuel in the first control valve chamber 91 immediately flows into the fuel discharge passage 60 immediately after the control valve 30 moves from the shut-off position to the flow position. A different fuel injection valve (hereinafter, “virtual injection valve”) is assumed. That is, in this virtual injection valve, the first control valve chamber 91 is connected to the first discharge passage 61 without passing through the auxiliary chamber 95 and the discharge throttle 64. Hereinafter, the details of the effect (1) will be described based on the comparison between the fuel injection valve of the present embodiment and the virtual injection valve.

  In the virtual injection valve, the high pressure fuel in the first control valve chamber 91 immediately flows into the fuel discharge passage 60 immediately after the control valve 30 moves from the shut-off position to the flow position, so that the control valve 30 is moved to the fully open position side. The pushing force is substantially only the suction force of the solenoid actuator 41. In contrast, in the fuel injection valve of the present embodiment, as described above, the control valve 30 is pushed toward the fully open position side by the force based on the suction force of the solenoid actuator 41 and the pressure difference ΔP between the end portions. Therefore, according to the fuel injection valve of the present embodiment, the end-to-end pressure difference ΔP is compared with the virtual injection valve until the end-to-end pressure difference ΔP becomes “0” after energization is started. The moving speed of the control valve 30 is increased by the amount of the force based on it.

  Therefore, as shown in FIG. 7, the valve movement amount L with respect to the energization time when the control valve 30 moves from the shut-off position to the fully-open position changes in a solid line manner in the fuel injection valve of the present embodiment. The virtual injection valve changes in a broken line manner. According to the fuel injection valve of the present embodiment, the control valve 30 reaches the fully open position earlier than the virtual injection valve, that is, the fuel in the first control valve chamber 91, at an earlier time after the start of energization. Therefore, the needle valve 20 can be quickly opened through the discharge of the fuel.

  Incidentally, according to the conventional fuel injection valve shown in FIG. 10, the control valve is configured to open the first intermediate passage 153 from the position (blocking position) where the first intermediate passage 153 is closed by the force from the actuator 131 ( Move to distribution position). Immediately after this, although the fuel in the first fuel chamber 141 is allowed to flow into the third fuel chamber 143, the throttle portion 155 is provided between the first fuel chamber 141 and the third fuel chamber 143. By being provided, the amount of fuel flowing from the first fuel chamber 141 into the third fuel chamber 143 becomes extremely small. Further, the control valve 120 is accommodated in the third fuel chamber 143, and the third fuel chamber 143 is formed as a chamber having a larger volume than the first fuel chamber 141. As the fuel flows into the fuel chamber 143, the pressure of the fuel decreases. For this reason, immediately after the control valve 120 moves to the flow position, the pressure acting on the front end of the control valve 120 (the end on the first intermediate passage 153 side) and the base end of the control valve 120 (the end on the actuator 131 side). The difference from the pressure acting on the part) is substantially “0” or a magnitude close thereto. At this time, the force for moving the control valve 120 toward the flow position side is only the force by the actuator 131. Therefore, as with the fuel injection valve of the present embodiment, it is not possible to expect an improvement in the moving speed of the control valve based on the pressure difference between the distal end and the proximal end.

  (3) In the fuel injection valve of the present embodiment, as a structure of the control valve 30, the first control valve chamber 91, the second control valve chamber 92, and the auxiliary chamber 95, the first control is performed when the control valve 30 is in the cutoff position. A structure is adopted in which the vertical force acting on each part of the control valve 30 is canceled through the high pressure fuel in the valve chamber 91, the low pressure fuel in the second control valve chamber 92, and the low pressure fuel in the auxiliary chamber 95. . As a result, the control valve 30 can be accurately maintained at the shut-off position even with the spring 42 that has the smallest force to push the control valve 30 downward. Further, by adopting such a spring 42, the control valve 30 can be quickly sucked when the solenoid actuator 41 is energized.

  (4) In the fuel injection valve of the present embodiment, the flow rate of the fuel flowing from the first control valve chamber 91 to the first discharge passage 61 is regulated by the discharge throttle 64, so that the control valve 30 is moved from the shut-off position to the flow position. Immediately after moving to, a sufficient amount of high-pressure fuel can be retained in the auxiliary chamber 95.

  (5) In the fuel injection valve of the present embodiment, the discharge throttle 64 is provided in the first discharge passage 61 closest to the auxiliary chamber 95. As a result, the flow rate of the fuel flowing from the auxiliary chamber 95 to the first discharge passage 61 is reduced compared to the case where the discharge restrictor 64 is provided at a location away from the auxiliary chamber 95, so that the control valve 30 flows from the blocking position. Immediately after moving to the position, a sufficient amount of high-pressure fuel can be quickly retained in the auxiliary chamber 95.

  (6) In the fuel injection valve of this embodiment, the volume of the auxiliary chamber 95 is set smaller than the volume of the first control valve chamber 91. As a result, immediately after the control valve 30 moves from the shut-off position to the flow position, the auxiliary chamber 95, which is the space on the tip side of the valve, can be quickly filled with high-pressure fuel.

(Second Embodiment)
A second embodiment of the present invention will be described with reference to FIG. In this embodiment, the structure of the control valve 30 and the first control valve chamber 91 in the fuel injection valve of the first embodiment is changed to that shown in FIG. 8, and the other structures are the first. The same thing as embodiment is employ | adopted.

  As shown in FIG. 8, the control valve 300 functions as a balance piston, and includes a first valve portion 310 that opens and closes a first outlet 910 </ b> A of the first control valve chamber 910, and a first control valve. The second valve portion 320 that opens and closes the second outlet 910B of the chamber 910, the intermediate portion 330 that connects the first valve portion 310 and the second valve portion 320, and the armature 340 that is sucked by the solenoid actuator 41. ing. Further, a guide portion 350 for guiding the movement of the control valve 300 relative to the housing 10 is provided between the second valve portion 320 and the intermediate portion 330.

  In a state where the first valve portion 310 is in contact with the housing 10, that is, in a state where it is in contact with the wall surface forming the first outlet 910 </ b> A, the fuel between the first control valve chamber 910 and the auxiliary chamber 95. It is comprised in the aspect which functions as a flat seal which interrupts | blocks distribution of this. In a state where the second valve portion 320 slides with respect to the housing 10, that is, in a state where the second valve portion 320 is fitted in the second outlet 910B, the second valve portion 320 is formed on the second outlet 91B side and is parallel to the vertical direction. When in contact with the wall surface, it is configured in a mode that functions as a clearance seal that blocks the flow of fuel between the first control valve chamber 910 and the second control valve chamber 920. Moreover, the width | variety is set larger than the 2nd valve part 32 of 1st Embodiment, and the exit of the 1st control valve chamber 910 is set larger than the 1st control valve chamber 91 of 1st Embodiment according to this. Has been.

  The guide part 350 is a mode in which a square is formed on the cross section along the width direction (on the cross section corresponding to the cross section along the line AA in FIG. 1), and the top surface of the square is parallel to the vertical direction of the housing 10 described above. It is comprised in the aspect which always contacts with. As a result, the control valve 300 moves relative to the housing 10 while maintaining the state where the apex of the guide portion 350 is always in contact with the wall surface of the housing 10. Accordingly, when the control valve 300 moves downward from the state where the entire second valve portion 320 has moved into the second control valve chamber 920, the second valve portion 320 is reliably fitted into the second outlet 910B. It becomes like this.

  Here, an apex P2 of the wall surface of the housing 10 that contacts the first valve portion 310 is used as a base point, and a straight line obtained by extending the apex P2 is an imaginary line Q2, and one of the imaginary lines Q2 is formed. Let the curved surface be a virtual surface R2. A straight line obtained by using the vertex P3 at the end of the first valve portion 310 as a base point and extending it upward is defined as a virtual line Q3, and one curved surface formed by the set of the virtual lines Q3 is defined as a virtual surface R3. And Moreover, about the 1st valve part 310, the site | part in the virtual surface R2 is made into the center part 310A, and the site | part which exists outside the virtual surface R2 is made into the peripheral part 310B. Further, with respect to the second valve portion 320, a portion within the virtual plane R2 is a central portion 320A, a portion between the virtual plane R2 and the virtual plane R3 is a first peripheral portion 320B, and a portion outside the virtual plane R3 is The second peripheral portion 320C is assumed. In addition, regarding the armature 340, a portion in the virtual plane R2 is a central portion 340A, and a portion outside the virtual plane R2 is a peripheral portion 340B. Further, regarding the guide part 350, a part in the virtual surface R2 is a central part 350A, and a part between the virtual surface R2 and the virtual surface R3 is a peripheral part 350B.

  In the control valve 300, the effective area of the central portion 310 </ b> A and the peripheral portion 310 </ b> B of the first valve portion 310 that receives the downward fuel pressure in the first control valve chamber 910, and the upward direction in the first control valve chamber 910. The effective area of the central portion 350A and the peripheral portion 350B of the guide portion 350 that receives fuel pressure is set to the same size. Further, the effective area of the central portion 310A of the first valve portion 310 that receives the upward fuel pressure in the auxiliary chamber 95 and the central portion 340A of the armature 340 that receives the downward fuel pressure in the second control valve chamber 920. The effective area is set to the same size. Further, the effective area of the peripheral portion 340B of the armature 340 that receives the downward fuel pressure in the second control valve chamber 920 is the effective area of the peripheral portion 340B of the armature 340 that receives the upward fuel pressure in the second control valve chamber 920. It is set larger than the area. In addition, the effective area of the second peripheral portion 320C of the second valve portion 320 that receives an upward force in the first control valve chamber 910 eliminates the force imbalance in the vertical direction based on the difference in the effective area of the armature. It is set to a size that can be done.

  Since the effective area of each part of the control valve 300 is set in the above manner, the vertical force acting on each part of the control valve 300 when in the cutoff position is maintained in the following relationship. .

  That is, the upward force FH21 acting on the central portion 350A and the peripheral portion 350B of the guide portion 350 through the high pressure fuel in the first control valve chamber 910 and the first valve portion 310 through the high pressure fuel in the first control valve chamber 910. As for the downward force FH22 acting on the central portion 310A, they become the same magnitude and cancel each other.

  Further, the upward force FL21 acting on the central portion 310A of the first valve portion 310 through the low pressure fuel in the auxiliary chamber 95, and the lower force acting on the central portion 340A of the armature 340 through the low pressure fuel in the second control valve chamber 92. For the directional force FL22, they are of the same magnitude and cancel each other.

  Further, the downward force FL23 that acts on the peripheral portion 340B of the armature 340 through the low-pressure fuel in the second control valve chamber 92 is the upward force that acts on the peripheral portion 340B through the low-pressure fuel in the second control valve chamber 92. Over force FL24. The shortage of the force FL24 relative to the force FL23 is compensated by the upward force FH23 acting on the second peripheral portion 320C of the second valve portion 320 through the high-pressure fuel in the first control valve chamber 910, and as a result The combined FL24 and force FH23 and the force FL23 have the same magnitude and cancel each other.

  Thus, when the control valve 300 is in the shut-off position, each part of the control valve 300 is passed through the high pressure fuel in the first control valve chamber 910, the low pressure fuel in the second control valve chamber 92, and the low pressure fuel in the auxiliary chamber 95. The vertical force acting on the is canceled. This makes it possible to accurately maintain the control valve 300 in the shut-off position even with the spring 42 that has the smallest force to push the control valve 300 downward, and by using such a spring 42, When the solenoid actuator 41 is energized, the control valve 300 can be quickly sucked.

[Effect of the embodiment]
According to the fuel injection valve of the internal combustion engine of the present embodiment described in detail above, it is possible to achieve operational effects in accordance with the operational effects (1) to (6) of the previous first embodiment.

(Third embodiment)
A third embodiment of the present invention will be described with reference to FIG. In this embodiment, the structure of the control valve 30 in the fuel injection valve of the first embodiment is changed to that shown in FIG. 9, and the other structures are the same as those in the first embodiment. It has been adopted.

  As shown in FIG. 9, the control valve 30 of the present embodiment is provided with a leaf spring 36 as an alternative to the second valve portion 32 of the control valve 30 of the first embodiment. That is, the control valve 30 has a function as a balance piston, and the first valve portion 31 that opens and closes the first outlet 91 </ b> A of the first control valve chamber 91 and the second outlet of the first control valve chamber 91. A plate spring 36 that opens and closes 91B, an armature 34 that is attracted by the solenoid actuator 41, and an intermediate portion 37 that connects the first valve portion 31, the plate spring 36, and the armature 34 are configured.

  In a state where the first valve portion 31 is in contact with the housing 10, that is, in a state where it is in contact with the wall surface forming the first outlet 91 </ b> A, the fuel between the first control valve chamber 91 and the auxiliary chamber 95. It is comprised in the aspect which functions as a taper seal which interrupts | blocks distribution | circulation of this.

  In a state where the leaf spring 36 is in contact with the housing 10, that is, in a state where the leaf spring 36 is deformed as a result of contact with the housing 10, the fuel between the first control valve chamber 91 and the second control valve chamber 92. It is comprised in the aspect which functions as a seal | sticker which interrupt | blocks distribution | circulation. That is, as shown in FIG. 9A, when the control valve 30 is in the shut-off position or the intermediate position, the leaf spring 36 is in contact with the housing 10, whereby the first control valve chamber 91 and the second control valve chamber 91 are in contact with each other. The control valve chamber 92 is blocked by the leaf spring 36. Further, as shown in FIG. 9B, when the control valve 30 reaches the reference position, the leaf spring 36 and the housing 10 are not in contact with each other, whereby the first control valve chamber 91 and the second control valve are moved. The valve chamber 92 is connected. Then, as shown in FIG. 9C, the leaf spring 36 and the housing 10 are not in contact with each other until the control valve 30 reaches the fully open position from the reference position, whereby the first control is performed. The valve chamber 91 and the second control valve chamber 92 are maintained in a connected state.

[Effect of the embodiment]
According to the fuel injection valve of the internal combustion engine of the present embodiment described in detail above, it is possible to achieve operational effects in accordance with the operational effects (1) to (6) of the previous first embodiment.

(Other embodiments)
In addition, each said embodiment can also be changed and implemented as shown below, for example.
In the first or second embodiment, when the control valve 30 moves downward from the state where the entire second valve portion 32, 320 moves into the second control valve chamber 92, 920, the second valve In order to securely fit the portions 32 and 320 into the second outlet 91B, the guide portions 35 and 350 are provided in the control valves 30 and 300. However, the configuration as a guide portion for realizing the above matters is described in each embodiment. However, the configuration is not limited to those exemplified above. In short, as long as the guide portion can maintain the attitude of the control valve 30 relative to the housing 10 regardless of the movement of the control valve 30 in the vertical direction, the specific configuration thereof can be changed as appropriate.

  In each of the above embodiments, the inlet of the fuel supply passage 50 and the outlet of the fuel discharge passage 60 are provided adjacent to the drive mechanism 40 in the width direction. It is not limited. For example, the inlet and outlet can be formed adjacent to the first control valve chamber 91 or the second control valve chamber 92 in the width direction of the injection valve.

  In each of the above embodiments, the second needle valve chamber 82, the first needle valve chamber 81, the first control valve chamber 91, and the second control valve chamber 92 are formed in this order in the vertical direction of the injection valve. The formation position of each chamber is not limited to this. For example, the needle valve chamber 80 and the control valve chamber 90 can be formed adjacent to each other in the width direction.

  In each of the above embodiments, the first control valve chamber 91 is configured as a structure for retaining a sufficient amount of high-pressure fuel in the space on the distal end side of the valve immediately after the control valve 30 moves from the shut-off position to the flow position. Although the auxiliary chamber 95 and the discharge restrictor 64 are provided between the first discharge passage 61 and the first discharge passage 61, the configuration for realizing the above items is not limited thereto. Other configurations for realizing the above items include, for example, the following (A) or (B).

  (A) Instead of the configuration of each of the above embodiments, the auxiliary chamber 95 may be omitted and the first control valve chamber 91 and the first discharge passage 61 may be directly connected. According to this configuration, immediately after the control valve 30 moves from the shut-off position to the flow position, the space of the first control valve chamber 91 that is opened as the control valve 30 moves (the first valve portion 31 is located at the shut-off position). The high-pressure fuel flows into the first discharge passage 61 and the discharge throttle 64 restricts the high-pressure fuel from flowing into the first discharge passage 61. Therefore, the end-to-end pressure difference ΔP has a magnitude corresponding to the pressure difference between the high-pressure fuel and the low-pressure fuel, as in the above-described embodiments, so that it is possible to achieve the effects according to these embodiments. .

  (B) In place of the configuration of each of the above embodiments, a recess as a space corresponding to the auxiliary chamber 95 is provided in the first valve portion 31, and the recess and the first discharge passage 61 are connected via a discharge throttle 64. You can also According to this configuration, immediately after the control valve 30 moves from the shut-off position to the flow position, the space of the first control valve chamber 91 that is opened as the control valve 30 moves (the first valve portion 31 is located at the shut-off position). And high pressure fuel flows into the recess of the control valve 30 and the discharge of the high pressure fuel into the first discharge passage 61 is restricted by the discharge throttle 64. Therefore, the end-to-end pressure difference ΔP has a magnitude corresponding to the pressure difference between the high-pressure fuel and the low-pressure fuel, as in the above-described embodiments, so that it is possible to achieve the effects according to these embodiments. . In addition, the above-mentioned structure which provides a recessed part in the 1st valve part 31 can also be implemented in combination with said each embodiment.

  In each of the above-described embodiments, immediately after the control valve 30 moves from the shut-off position to the flow position, a sufficient amount of high-pressure fuel is retained at the tip side of the valve so that the pressure difference ΔP between the end portions is high-pressure fuel. However, the configuration for realizing this function can be changed as follows, for example. That is, the discharge throttle 64 is omitted from the first discharge passage 61, and the flow rate of fuel from the auxiliary chamber 95 to the first discharge passage 61 immediately after the control valve 30 moves from the shut-off position to the flow position is reduced. The passage area (flow resistance) of the first discharge passage 61 can also be set to be approximately the same as when 64 is provided. Also with this configuration, immediately after the control valve 30 moves from the shut-off position to the flow position, the end-to-end pressure difference ΔP has a magnitude corresponding to the pressure difference between the high-pressure fuel and the low-pressure fuel, as in the above embodiments. Therefore, it becomes possible to achieve the operational effects according to these embodiments. In addition, the structure illustrated here is applicable similarly when the auxiliary chamber 95 is omitted.

  In each of the above embodiments, the discharge restrictor 64 is provided in the first discharge passage 61 closest to the auxiliary chamber 95. However, the required high-pressure fuel retention mode in the auxiliary chamber 95 is maintained. If it is within a possible range, the formation position of the discharge restrictor 64 in the first discharge passage 61 is appropriately changed.

  In each of the above embodiments, the former of the flow rates of the fuel passing through the second outlet 91B and the first outlet 91A when the valve movement amount L of the control valve 30 is equal to or greater than the reference movement amount L1 is increased. Although the structure of the first control valve chamber 91 and the like is set as much as possible, the configuration for realizing the same function can be changed as follows, for example. That is, a new fuel passage that allows fuel to flow from the first control valve chamber 91 to the second control valve chamber 92 or the fuel discharge passage 60 when the valve movement amount L of the control valve 30 is equal to or greater than the reference movement amount L1. The fuel flow rate in the fuel passage and the fuel flow rate in the second outlet 91B can be kept larger than the fuel flow rate in the first outlet 91A.

  In each of the above embodiments, the pressure difference ΔP between the end portions immediately after the control valve 30 has moved from the shut-off position to the flow position is caused to correspond to the pressure difference between the high pressure fuel and the low pressure fuel. The size of the end-to-end pressure difference ΔP is not limited to this. In short, immediately after the control valve 30 moves from the shut-off position to the flow position, the magnitude of the pressure difference ΔP can be appropriately changed if the pressure difference ΔP between the end portions can generate an upward force on the control valve 30. Is possible.

  In each of the above embodiments, the solenoid actuator 41 having a structure for sucking the armature of the control valve 30 is used, but the following actuator can be used instead. That is, a solenoid actuator having a structure that includes a plunger and a coil that form a part of the control valve 30 and moves the control valve 30 in the axial direction together with the plunger by energizing the coil can be used.

  In each of the above embodiments, the solenoid actuator is employed as the actuator of the drive mechanism, but another actuator (for example, a piezo actuator) can be provided instead.

  In each of the above embodiments, the present invention is embodied as a fuel injection valve of a common rail fuel injection device, but the fuel injection valve to which the present invention is applied is not limited to this. In short, as long as the flow mode of the high-pressure fuel supplied from the outside is changed by the control valve and fuel injection is performed through the driving of the on-off valve based on this, the same applies to each of the above-described embodiments for any injection valve. The present invention can be applied with the above embodiments.

Sectional drawing which shows the cross-section along the axial direction about 1st Embodiment which actualized the fuel injection valve of the internal combustion engine of this invention. Sectional drawing which shows a control valve and the cross-sectional structure of the periphery of the fuel injection valve of the embodiment. Sectional drawing which shows sectional structure when a control valve exists in the interruption | blocking position about the fuel injection valve of the embodiment. Sectional drawing which shows sectional structure when a control valve exists in a distribution position and less than a reference amount about the fuel injection valve of the embodiment. Sectional drawing which shows sectional structure when a control valve exists in a reference position about the fuel injection valve of the embodiment. Sectional drawing which shows sectional structure when a control valve exists in a fully open position about the fuel injection valve of the embodiment. The graph which shows the relationship between electricity supply time and the position of a control valve about the fuel injection valve of the embodiment. Sectional drawing which shows sectional structure of a control valve and its periphery about 2nd Embodiment which actualized the fuel injection valve of the internal combustion engine of this invention. Sectional drawing which shows sectional structure of a control valve and its periphery about 3rd Embodiment which actualized the fuel injection valve of the internal combustion engine of this invention. Sectional drawing which shows the cross-section along the axial direction about the conventional fuel injection valve.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Housing, 11 ... Injection hole, 20 ... Needle valve, 21 ... Tip part, 22 ... Base end part, 23 ... Sliding part, 24 ... Spring, 30, 300 ... Control valve, 31, 310 ... 1st valve part , 31A, 310A ... central part, 31B, 310B ... peripheral part, 32, 320 ... second valve part, 320A ... central part, 320B ... first peripheral part, 320B ... second peripheral part, 33, 330 ... intermediate part, 34, 340 ... Armature, 34A, 340A ... Central part, 34B, 340B ... Peripheral part, 35, 350 ... Guide part, 350A ... Central part, 350B ... Peripheral part, 36 ... Leaf spring, 37 ... Intermediate part, 40 ... Drive Mechanism: 41 ... Solenoid actuator, 42 ... Spring, 50 ... Fuel supply passage, 51 ... First supply passage, 52 ... Second supply passage, 53 ... Third supply passage, 55 ... High pressure fuel passage, 60 ... Fuel discharge passage, 61 ... First exhaust A passage 62, a second discharge passage 63, a third discharge passage 64, a discharge side throttle 65, a low pressure fuel passage 70, a chamber connecting passage 71, a chamber restriction 80, a needle valve chamber 81, a first 1 needle valve chamber, 82 ... second needle valve chamber, 90 ... control valve chamber, 91, 910 ... first control valve chamber, 91A, 910A ... first outlet, 91B, 910B ... second outlet, 92, 920 ... first 2 control valve chambers, 95 ... auxiliary chambers, 96 ... drive mechanism chambers.

Claims (15)

An opening / closing valve for opening and closing the injection hole, a first opening / closing valve chamber for applying a force in a direction for closing the injection hole to the opening / closing valve, and a force for opening the injection hole to the opening / closing valve. A second on-off valve chamber, a supply passage for supplying high-pressure fuel to the fuel chambers, a discharge passage for discharging the fuel in the first on-off valve chamber to the outside, and the first on-off valve chamber to the discharge passage A control valve that is driven between a shut-off position that shuts off the fuel flow and a flow position that allows the fuel to flow from the first on-off valve chamber to the discharge passage; the first on-off valve chamber and the discharge passage; And a drive mechanism for driving the control valve, and the control valve is moved from the shut-off position to the flow position through the drive mechanism. By making the first on-off valve chamber and the discharge passage Through, in the fuel injection valve of an internal combustion engine to open the injection hole through the driving of the on-off valve associated thereto,
The end of the control valve on the shut-off position side in the moving direction of the control valve is a valve front end, and the end of the control valve on the opposite side is a valve base end. A first control valve chamber that is connected to each of the first on-off valve chamber and a first discharge passage as a part of the discharge passage and accommodates the valve tip, and the first control valve chamber and the discharge passage; A second control valve chamber that is connected to each of the second discharge passages as a part and accommodates the valve base end,
When the control valve is in the shut-off position, the flow of fuel from the first control valve chamber to each of the first discharge passage and the second control valve chamber is shut off, and the control valve is in the flow position; When the valve movement amount is less than the reference movement amount, fuel is allowed to flow from the first control valve chamber to the first discharge passage, the control valve is in the flow position, and the valve movement amount is the reference movement amount. At the time described above, fuel is allowed to flow from the first control valve chamber to each of the first discharge passage and the second control valve chamber,
Immediately after the control valve is moved from the shut-off position to the flow position, the first control valve is allowed to retain a sufficient amount of high-pressure fuel in the space on the valve tip side opened as the control valve moves. A fuel injection valve for an internal combustion engine, wherein a connection portion between the chamber and the first discharge passage is configured. The fuel injection valve for an internal combustion engine according to claim 1,
Immediately after the control valve moves from the shut-off position to the flow position, the pressure of the high-pressure fuel in the first control valve chamber acts on the valve tip from the shut-off position side to the flow position side, The fuel injection valve for an internal combustion engine, wherein the pressure of the low-pressure fuel in the second control valve chamber acts on the valve base end portion from the flow position side toward the shut-off position side. An on-off valve for opening and closing the injection hole, a first on-off valve chamber for applying a force acting on the on-off valve from the open position side to the shut-off position, and an action from the shut-off position side to the open position side A second on-off valve chamber for applying a force to the on-off valve, a supply passage for supplying high-pressure fuel to the fuel chamber, a discharge passage for discharging the fuel in the first on-off valve chamber to the outside, the first A control valve that is driven between a shut-off position that shuts off the flow of fuel from one open / close valve chamber to the discharge passage and a flow position that allows the flow of fuel from the first open / close valve chamber to the discharge passage; A storage chamber provided between the first on-off valve chamber and the discharge passage and storing the control valve; and a drive mechanism for driving the control valve; By moving from the blocking position to the flow position. In the first communicating opening and closing valve chamber and said discharge passage, a fuel injection valve of an internal combustion engine to open the injection hole through the driving of the on-off valve associated thereto,
The end of the control valve on the shut-off position side in the moving direction of the control valve is a valve front end, and the end of the control valve on the opposite side is a valve base end. A first control valve chamber that is connected to the first opening / closing valve chamber and a first discharge passage as a part of the discharge passage and accommodates the valve tip, and one of the first control valve chamber and the discharge passage; And a second control valve chamber that is connected to a second discharge passage as a portion and accommodates the valve base end portion,
When the control valve is in the shut-off position, the flow of fuel from the first control valve chamber to each of the first discharge passage and the second control valve chamber is shut off, and the control valve is in the flow position; When the valve movement amount is less than the reference movement amount, fuel is allowed to flow from the first control valve chamber to the first discharge passage, the control valve is in the flow position, and the valve movement amount is the reference movement amount. At the time described above, fuel is allowed to flow from the first control valve chamber to each of the first discharge passage and the second control valve chamber,
Immediately after the control valve has moved from the shut-off position to the flow position, high-pressure fuel that has filled the first control valve chamber flows into the open space on the valve tip side as the control valve moves, The fuel injection valve for an internal combustion engine, wherein the pressure acting on the valve tip end portion is greater than the pressure acting on the valve base end portion. In the fuel injection valve of the internal combustion engine according to any one of claims 1 to 3,
Immediately after the control valve moves from the shut-off position to the flow position, the difference between the pressure of the fuel acting on the valve tip and the pressure of the fuel acting on the valve base end is a pressure difference between the ends. The fuel injection valve for an internal combustion engine, wherein the pressure difference between the end portions corresponds to the difference between the pressure of the high pressure fuel in the supply passage and the pressure of the low pressure fuel in the discharge passage. In the fuel injection valve of the internal combustion engine according to any one of claims 1 to 4,
When the control valve is in the shut-off position, the pressure of the low-pressure fuel in the first discharge passage acts on the valve tip, and the pressure of the low-pressure fuel in the second control valve chamber acts on the valve base end. A fuel injection valve for an internal combustion engine, wherein In the fuel injection valve of the internal combustion engine according to any one of claims 1 to 5,
The first control valve chamber is configured such that the flow rate of fuel flowing from the first control valve chamber to the second control valve chamber is larger than the flow rate of fuel flowing from the first control valve chamber to the first discharge passage. And a connection portion between the first control valve chamber and the first discharge passage, and a connection portion between the second control valve chamber and the second discharge passage. A fuel injection valve for an internal combustion engine. In the fuel injection valve of the internal combustion engine according to any one of claims 1 to 6,
A fuel injection valve for an internal combustion engine, wherein a throttle is provided in any part of the first discharge passage. The fuel injection valve for an internal combustion engine according to claim 7,
A fuel injection valve for an internal combustion engine, wherein a throttle is provided in the first discharge passage closest to the first control valve chamber. The fuel injection valve for an internal combustion engine according to claim 7 or 8,
The discharge passage is constituted by the first discharge passage and the second discharge passage, and a third discharge passage through which fuel flows from the junction point of these discharge passages to the outlet to the outside, A fuel injection valve for an internal combustion engine, wherein a throttle is provided only in the first discharge passage. The fuel injection valve for an internal combustion engine according to any one of claims 1 to 9,
The outlet of the first control valve chamber through which fuel flows toward the first discharge passage is defined as a first outlet, and the outlet of the first control valve chamber through which fuel flows toward the second control valve chamber is defined as a second outlet. As the outlet, when the control valve is in the shut-off position, both the first outlet and the second outlet are closed, and when the control valve is in the flow position and the valve movement amount is less than the reference movement amount. When the first outlet is opened while the second outlet is closed, the control valve is in the flow position and the valve movement amount is greater than or equal to the reference movement amount, the first outlet and the second outlet An internal combustion engine fuel injection valve characterized in that both are opened. The fuel injection valve for an internal combustion engine according to claim 10,
The control valve is disposed on the first outlet side of the first control valve chamber and opens and closes the first valve portion, and the control valve is disposed on the second outlet side of the first control valve chamber and opens and closes the first valve portion. With two valve parts,
When in the shut-off position, the first valve portion closes the first outlet by being in contact with the wall surface of the first control valve chamber facing the inlet of the first discharge passage, and Closing the second outlet by having the second valve portion fitted in the second outlet;
When in the flow position and the valve movement amount is less than the reference movement amount, the first valve portion faces the inlet of the first discharge passage and is separated from the wall surface of the first control valve chamber. Opening the first outlet and closing the second outlet by the second valve portion being fitted into the second outlet,
When in the flow position and when the valve movement amount is equal to or greater than the reference movement amount, the first valve portion faces the inlet of the first discharge passage and is separated from the wall surface of the first control valve chamber. Thus, the first outlet is opened, and the second outlet is opened when the entire second valve portion is moved into the second control valve chamber. valve. The fuel injection valve for an internal combustion engine according to any one of claims 1 to 11,
An auxiliary chamber is provided between the outlet of the first control valve chamber and the inlet of the first discharge passage. When the control valve is in the shut-off position, the fuel from the first control valve chamber to the auxiliary chamber is supplied. A fuel injection valve for an internal combustion engine, characterized in that distribution is cut off. The fuel injection valve for an internal combustion engine according to claim 12,
The fuel injection valve for an internal combustion engine, wherein the volume of the auxiliary chamber is set smaller than the volume of the first control valve chamber. The fuel injection valve for an internal combustion engine according to any one of claims 1 to 13,
An end portion of the injection valve on the side where the injection hole is formed is an injection end portion, and an end portion of the injection valve on the opposite side is a fixed end portion, from the injection end portion to the fixed end portion. A fuel injection valve for an internal combustion engine, wherein the chambers are formed in the order of the second on-off valve chamber, the first on-off valve chamber, the first control valve chamber, and the second control valve chamber. In the fuel injection valve of the internal combustion engine according to any one of claims 1 to 14,
Regarding the inlet of the supply passage connected to the external high-pressure fuel passage and the outlet of the discharge passage connected to the external low-pressure fuel passage, each of the inlet and the outlet is in the width direction of the valve with respect to the drive mechanism. A fuel injection valve for an internal combustion engine, characterized by being formed adjacent to each other.

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