JP2016173046A - Fuel injection device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To solve a problem that a conventional common rail support portion structure requires a process for mounting a common rail to an engine body by fastening bolts, leading to deterioration of efficiency of installation work.SOLUTION: Two accommodation recesses 6 are provided in a rail support portion 3 of an engine body, and first and second groove side walls 7 are provide on both sides in the groove width direction of each of the accommodation recesses 6. A pair of first and second locking recessed grooves 8 are provided to open on opposing surfaces of the first and second groove side walls 7, respectively and a pair of first and second locking projections 11 each projecting toward each of the groove wall surfaces of the first and second locking recessed grooves 8 are integrally provided on an outer peripheral surface of a rail body 2 of a common rail 1. First and second rubber bushes 9 are press-fitted into the first and second locking recessed grooves 8 for fixation. and the first and second locking projections 11 are fitted into recessed grooves 10 of the first and second rubber bushes 9, respectively for fixation. Due to this structure, the common rail 1 is mounted to the rail support portion 3 of the engine body through a single operation.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a fuel injection device including a common rail fixed to a support portion of an internal combustion engine (engine body).

[Conventional technology]
Conventionally, as a fuel supply device that distributes fuel to each cylinder of an internal combustion engine (engine body), a feed pump (not shown), a supply pump 101, a fuel pipe 102, a common rail, as shown in FIGS. 103, a common rail system including a fuel pipe 104 and a plurality of injectors 105 is known.
As a structure for fixing the common rail 103 and the plurality of injectors 105 used in such a common rail system to the cylinder head 106 of the engine body, FIGS. 27 and 28 show a common rail support structure generally employed.
A common rail 103 having a cylindrical rail body 111 extending in the longitudinal direction, which is the cylinder arrangement direction of the engine body, and a plurality of injectors 105 are temporarily fixed to the cylinder head 106 of the engine body.

The common rail 103 includes a plurality of pipe joints 112 provided integrally with the rail body 111 and a pair of attachment stays 113 provided integrally with the rail body 111. The common rail 103 is fastened and fixed to the female screw hole of the cylinder head 106 by bolting the bolt 115 through the bolt insertion holes 114 of the pair of mounting stays 113.
The plurality of injectors 105 includes a fuel injection nozzle 121, an injector body 122, and a clamp member 123.
The bolt 105 is bolted to the bolt insertion hole 124 of the clamp member 123, and the injector 105 is fastened and fixed to the female screw hole of the cylinder head 106.
The common rail 103 and the plurality of injectors 105 are permanently fixed to the cylinder head 106 by connecting the pipe joints 112 of the common rail 103 and the introduction ports of the injectors 105 by the fuel pipes 104.

[Conventional technical problems]
However, in the general common rail support structure as described above, since the mounting environment such as the mounting position of the common rail 103 differs for each engine model, the protruding direction of the mounting stay 113 with respect to the rail body 111 and the axial direction of the mounting stay 113 The shape of the pitch is compatible with only the engine model. As a result, it is necessary to set the shape of the common rail for all models.
The shape of the common rail 103 is a custom-made product for each engine model, such as the interval (pitch) between female screw holes provided in the cylinder head 106 and the direction in which the pipe joint is formed. I couldn't.

Further, in order to integrally form the mounting stay 113 on the outer peripheral surface of the rail body 111, the outer diameter and axial dimension (axis length) of the forging material are increased compared to the forging material that can be molded only by the rail body 111. In addition, parts other than the bolt mounting portion become waste materials in large quantities as burrs at the time of cutting, and thus the material cost increases.
In addition, it takes time to determine the shape of the common rail, and it is easy to delay the preparation of the forging die necessary for the forging process which is the first process in the manufacturing process of the common rail.
Further, since the mounting stay 113 is used as a reference for cutting and assembling, a jig (including a fastening tool) necessary for fastening work needs to be newly installed for each engine model, which increases the product cost.
Further, in the mounting method in which the male screw of the bolt 115 is screwed into the female screw hole of the cylinder head 106 after passing the bolt 115 through the bolt insertion hole 114, the assembling workability is poor.

Therefore, by providing one bolt mounting portion of the pair of bolt mounting portions integrally with the rail body and providing the other bolt mounting portion separately from the rail body, even when the mounting position is different, A rail mounting support method in which a common rail can be fastened and fixed to a cylinder head with a bolt is known (for example, see Patent Document 1).
The common rail includes a fixed bolt mounting portion that is formed integrally with the rail body, a movable bolt mounting portion that is provided separately from the rail body, and is slidable relative to the rail body, and a movable bolt mounting portion. And a fixing pin that engages with one positioning groove among a plurality of positioning grooves provided along the longitudinal direction on the outer periphery of the rail body.
With such a configuration, even if the shape of the rail body is the same, by setting the position of the bolt hole to match the female screw hole of the cylinder head, the mounting position is different, that is, the hole pitch of the female screw hole is It can be attached to cylinder heads of different engine models. This improves the mountability of the common rail to the cylinder heads of a plurality of engine models.

However, in the common rail mounting method described in Patent Document 1, finally, a fastening process for attaching the common rail to the cylinder head by bolt fastening is necessary, and the assembling workability is poor.
For this reason, in order to fix the common rail to the cylinder head, it is necessary to adjust the bolt mounting portion, the fastening work space, and misalignment (temporary assembly for backlash absorption, etc.).
In addition, in order to integrally provide the fixed bolt mounting portion in which the bolt hole penetrates in the bolt insertion direction in the rail body, it is necessary to enlarge the original forging material. Moreover, since parts other than the bolt mounting portion become a large amount of waste material as burrs during cutting, the material cost increases.

JP 2002-089406 A

An object of the present invention is to provide a fuel injection device that does not have a bolt mounting portion on a rail body, that is, does not require a step for bolt fastening, and can fix a common rail to a support portion of an internal combustion engine with one touch. There is to do.
Another object of the present invention is to provide a fuel injection device capable of fixing a common rail to a support portion of an internal combustion engine with one touch while realizing standardization of the shape of the rail body without generating waste as much as possible.

According to the first aspect of the present invention (fuel injection device), the support recess of the internal combustion engine includes a storage recess for storing at least a part of the rail body, and a wall surface on at least one end side in the groove width direction of the storage recess. An open locking recess is provided. The common rail is provided with a locking projection that protrudes toward the wall surface of the locking recess.
Then, the locking projection is fitted and fixed in the locking recess, whereby the common rail is attached to the support portion of the internal combustion engine. Or a common rail is attached to the support part of an internal combustion engine because a latching convex part contact | abuts (locks) to the wall surface of a latching recessed part, and is fixed.
As a result, the rail body does not have a bolt mounting portion, that is, a process for fastening the bolt becomes unnecessary. In addition, the common rail can be fixed to the support portion of the internal combustion engine with a single touch while realizing standardization of the shape of the rail body without generating waste as much as possible. Further, since the shape of the rail body can be standardized, the productivity of the common rail can be improved.

According to the second aspect of the present invention (fuel injection device), the bush type elastic member is provided that is press-fitted into the locking recess and fixed.
And a latching convex part is engage | inserted and fixed in the ditch | groove of an elastic member, and a common rail is attached to the support part of an internal combustion engine.
In addition, since the elastic member is disposed so as to fill the gap between the locking recess and the locking projection, the vibration resistance can be improved, so that the vibration of the common rail can be suppressed.
According to the invention (fuel injection device) described in claim 3, the bush type elastic member is assembled to the (at least one) protrusion protruding from the outer periphery of the rail body, and at least the protrusion is slid on the support portion of the internal combustion engine. A guide rail groove is provided for movably guiding.
The common rail is attached in a state of being positioned on the support portion of the internal combustion engine by press-fitting and fixing the elastic member in the positioning recess opened at the wall surface at least on one end side in the groove width direction of the guide rail groove.
In addition, since the elastic member is disposed so as to fill the gap between the protrusion and the positioning recess, the vibration resistance can be improved, so that the vibration of the common rail can be suppressed.
Note that the protrusion is provided integrally or separately from the rail body.

According to the inventions (fuel injection devices) described in claims 6 and 7, the U-shaped clamp member for attaching the rail body to the support portion of the internal combustion engine is provided separately from the rail body.
The pair of locking projections provided at both ends in the longitudinal direction of the clamp member are fixed in contact with (locked to) the wall surfaces of the pair of locking recesses so that the common rail is supported by the internal combustion engine. It is attached to the part.
Further, since the elastic member is arranged in a compressed state between the rail main body and the groove bottom surface of the storage recess, each locked portion of the pair of locking projections is placed on the wall surface of the pair of locking recesses. By being pressed by the restoring force, the common rail is fixed to the support portion of the internal combustion engine with one touch.
Moreover, the latching force of a pair of latching convex part with respect to the wall surface of a pair of latching recessed part can be heightened by the restoring force of an elastic member.

According to the inventions (fuel injection devices) described in claims 8 and 9, the engagement state between each outer peripheral plane of the engaging portion of the rail body and each inner peripheral plane of the holding portion of the fitting portion of the clamp member. By changing, the mounting angle of the rail body with respect to the support portion of the internal combustion engine can be adjusted.
Thereby, at least the shape of the clamp member can be standardized, and in particular, the clamp member can be shared by a plurality of engine models having different rail body mounting forms.
In addition, it takes no effort to determine at least the shape of the clamp member, and there is no need to newly install a clamp member for each engine model. Therefore, productivity can be improved and manufacturing cost can be reduced.
Further, since the rail body can be fixed to the support portion of the internal combustion engine at an arbitrary angle to some extent, it is possible to increase the degree of design freedom in considering the mounting of the rail body on the support portion.

It is sectional drawing which showed the common rail which has a rail main body (Example 1). (A), (b) is sectional drawing which showed the common rail support part structure (Example 1). FIG. 3 is a sectional view taken along the line III-III in FIG. 2 (Example 1). (A), (b) is sectional drawing which showed the common rail support part structure (Example 2). (A), (b) is sectional drawing and front view which showed the rubber bush, (c), (d) is sectional drawing which showed the rubber bush, and a side view (Example 2). (A), (b) is sectional drawing which showed the common rail support part structure (Example 3). It is sectional drawing which showed the common rail support part structure (Example 3). (A), (b) is sectional drawing which showed the common rail support part structure (Example 4). (Example 4) which is sectional drawing which showed the common rail support part structure. (A), (b) is the front view and side view which showed the example which shifted a pair of locking protrusion to the up-down direction of the rail main body, (c) is a longitudinal direction of a rail main body of a pair of locking protrusion. It is the side view which showed the example shifted to (Example 5). (Example 6) which is the perspective view which showed the common rail which has a rail main body. (Example 6) which is the perspective view which showed the edge part of the longitudinal direction of a rail main body. (A), (b) is sectional drawing which showed the common rail support part structure (Example 6). (Example 6) which is sectional drawing which showed the common rail support part structure. (Example 6) which is the perspective view which showed the common rail support part structure. (A), (b) is the side view and front view which showed the common rail support part structure (Example 6). (A)-(c) is the perspective view which showed the clamp member, the side view, and the front view (Example 6). (Example 6) which is the perspective view which showed the common rail support part structure. (A), (b) is the side view and front view which showed the common rail support part structure (Example 6). (Example 7) which is the perspective view which showed the common rail support part structure. (A), (b) is the side view and front view which showed the common rail support part structure (Example 7). (A)-(c) is the perspective view which showed the clamp member, the side view, and the front view (Example 7). (Example 7) which is the perspective view which showed the common rail support part structure. (A), (b) is the side view and front view which showed the common rail support part structure (Example 7). It is the top view which showed the engine carrying a common rail system (conventional technique). It is sectional drawing which showed the injector support part structure (prior art). It is sectional drawing which showed the common rail support part structure (prior art). It is the side view which showed the common rail (conventional technique).

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

[Configuration of Example 1]
1 to 3 show a common rail support structure (Embodiment 1) to which the present invention is applied.

The fuel injection device of the present embodiment is configured by a pressure accumulation type fuel injection system (hereinafter referred to as a common rail system) known as a fuel injection system for an internal combustion engine mounted on a vehicle such as an automobile.
As the internal combustion engine, for example, a diesel engine for driving a vehicle such as an automobile (hereinafter referred to as an engine main body) is employed.
A plurality of fuel injection valves (hereinafter referred to as injectors) and a common rail 1 used in a common rail system are mounted on a cylinder head of the engine body.
The cylinder head of the engine body is provided with a rail support portion 3 that supports and fixes the rail body 2 of the common rail 1.

The common rail system includes a feed pump, a supply pump, a common rail 1, a plurality of injectors, and an engine control device (electronic control device: hereinafter referred to as ECU).
The feed pump is a low-pressure fuel pump that pumps fuel from a fuel tank.
The supply pump is a high-pressure fuel pump that pressurizes the fuel supplied from the feed pump to increase the pressure, and is connected to the common rail 1 via an external pipe (high-pressure pipe: hereinafter referred to as fuel pipe).
The plurality of injectors are fuel injection valves that directly inject fuel into a combustion chamber formed in each cylinder, and are connected to the common rail 1 via external pipes (high-pressure pipes: hereinafter referred to as fuel pipes) 4.

The rail support portion 3 includes a rail attachment surface 5 to which the rail body 2 of the common rail 1 is attached. The rail mounting surface 5 has a flat surface longer than the entire length of the rail body 2. The rail mounting surface 5 extends straight from one end side to the other end side.
The rail support portion 3 includes two storage recesses (clamp recesses) 6 that store at least a part of the rail body 2 in the diameter direction (the vertical direction in the drawing).
A pair of first and second groove sidewalls 7 that partially extend in the groove length direction of the storage recess 6 are provided on both sides of the two storage recesses 6 in the groove width direction.

Here, the storage recess 6 on the left side of the storage recess 6 is referred to as the front storage recess 6, and the storage recess 6 on the right side of the storage recess 6 is referred to as the back storage recess 6. The first and second groove side walls 7 on the left side of the first and second groove side walls 7 are called the first and second groove side walls 7 on the front side, and the right side of the first and second groove side walls 7 on the right side in the figure. The first and second groove sidewalls 7 are referred to as the first and second groove sidewalls 7 on the back side.
The two first and second groove side walls 7 are opposing walls (left and right side walls) facing each other in the groove width direction with the storage recesses 6 therebetween.
The first and second groove sidewalls 7 on the near side are provided at a position separated from the position of one end of the rail mounting surface 5 (the position on the near side) by a predetermined distance.
The first and second groove side walls 7 on the back side are provided at a position (a position on the back side) that is separated from the position of the other end of the first and second groove side walls 7 on the near side by a predetermined distance.

Therefore, a pair of spaces (front spaces) S are formed between the position of one end of the rail mounting surface 5 and the first and second groove sidewalls 7 on the near side, and the first, A pair of spaces (spaces on the back side) S is formed between the second groove side wall 7 and the first and second groove side walls 7 on the back side.
The rail mounting surface 5 has a first widened portion corresponding to the space S on the near side, a groove width narrower than the first widened portion, and is formed between the first and second groove side walls 7 on the near side. 1 width-reduced portion, a groove width wider than the first width-reduced portion, a second widened portion corresponding to the space S on the back side, and a groove width narrower than the second widened portion, A second reduced width portion formed between the second groove sidewalls 7 is provided.
The storage recess 6 and the space S are open at least at one end side in the groove depth direction.

The first and second groove sidewalls 7 on the front side are opened by groove wall surfaces on both sides in the groove width direction of the storage recess 6, and a pair of locking recesses (hereinafter referred to as “recessed” in the groove width direction from the opening side) (First and second locking grooves) 8 are provided. A pair of similar first and second locking grooves 8 are provided on the first and second groove sidewalls 7 on the back side.
The first and second locking grooves 8 are left and right engaging grooves opened at one end in the groove length direction and closed at the other end in the groove length direction.
Bush type elastic members (a pair of elastic members: hereinafter referred to as first and second rubber bushes) 9 are respectively press-fitted and fixed in the first and second locking grooves 8. The first and second rubber bushes 9 are each formed with a concave groove 10 having at least one end opened.

On the other hand, as shown in FIG. 2, a pair of locking projections fitted in the respective concave grooves 10 of the first and second rubber bushes 9 on both side surfaces in the diameter direction (left-right direction in the drawing) of the rail body 2. (Hereinafter referred to as first and second locking protrusions) 11 is provided.
The first and second locking ridges 11 are left and right engagement ridges that protrude outward from both side surfaces of the rail body 2.
In addition, a plurality of protrusions 12 placed on the groove bottom surface (rail mounting surface 5) of the housing recess 6 protrude downward in the drawing on the lower end side surface in the diameter direction (the vertical direction in the drawing) of the rail body 2. Is provided.
The details of the rail support portion 3, the first and second locking grooves 8, the first and second rubber bushes 9, and the first and second locking ridges 11 of this embodiment will be described later.

Next, details of the common rail 1 of this embodiment will be described with reference to FIGS. 1 to 3.
The common rail 1 is a component that distributes fuel to each cylinder of the engine body. The common rail 1 includes a rail body 2 in the form of a hollow cylindrical pipe that extends straight in the longitudinal direction, which is the cylinder arrangement direction of the engine. Inside the rail body 2, a fuel hole 21 for storing high-pressure fuel introduced from a supply pump via an external pipe (fuel pipe) is formed so as to penetrate along the longitudinal direction of the rail body 2.

Cylindrical fitting portions 22 and 23 are respectively provided at both ends of the rail body 2 in the longitudinal direction. These fitting portions 22 and 23 are formed with female screw holes 24 and 25 for fastening and fixing functional parts such as a fuel pressure sensor, a pressure limiter, or an electromagnetic pressure reducing valve.
A plurality of pipe connection portions (hereinafter referred to as pipe joints) 26 and 27 for connecting the fuel pipe 4 are integrally formed at the upper end of the rail body 2 in the diameter direction (the vertical direction in the figure).
The plurality of pipe joints 26 and 27 are arranged in the longitudinal direction of the rail body 2 with a predetermined axial distance (pipe pitch) therebetween. The pipe joints 26 and 27 are provided so as to protrude from the outer peripheral surface of the rail body 2 toward the outer side in the radial direction of the rail body 2.

On the outer periphery of the plurality of pipe joints 26, male threads 31 are formed to engage and fix the fuel pipe 4 by screwing the female threads of the pipe nut 28 of the fuel pipe 4 (see FIGS. 1 and 27).
On the inner periphery of the pipe joint 27, a female screw 32 is formed to which a male screw of a pipe relay joint (not shown) is screwed to fasten and fix the pipe relay joint (see FIG. 1).
Inside the plurality of pipe joints 26, an internal / external communication hole (hereinafter referred to as a branch hole) 33 that connects the fuel hole 21 in the rail body 2 and the fuel flow path 29 in the fuel pipe 4 is formed.
Inside the pipe joint 27, an internal / external communication hole (hereinafter referred to as a branch hole) 34 that connects the fuel hole 21 in the rail body 2 and the fuel flow path in the pipe relay joint is formed.

A conical surface pressure receiving seat surface 35 into which a tapered end surface formed on the connection head portion 30 of the fuel pipe 4 is inserted is formed at each distal end portion of the plurality of pipe joints 26 and 27. The opening of each branch hole 33 is opened at the bottom of the pressure receiving seat surface 35 (see FIGS. 1 and 27).
An orifice hole 36 for reducing fuel pressure fluctuation is formed in the innermost part (most fuel hole side) of each branch hole 33. The opening of the orifice hole 36 opens at the hole wall surface of the fuel hole 21.

Next, the detail of the rail support part 3 of a present Example is demonstrated based on FIG. 1 thru | or FIG.
The rail support portion 3 includes a storage recess 6 provided at a predetermined position in the longitudinal direction of the rail mounting surface 5, first and second locking grooves 8 having one end opened and the other closed. There are provided first and second rubber bushes 9 that are press-fitted into the first and second locking grooves 8 and fixed.
The housing recess 6 has a groove bottom surface (rail mounting surface 5) on the back side in the groove depth direction. The housing recess 6 has a groove width slightly wider than the diameter of the rail body 2.
The groove width of the housing recess 6 is narrower than (the diameter of the rail body 2 + the protruding height of the first and second locking protrusions 11).

The first and second groove sidewalls 7 are arranged in a predetermined positional relationship with each other. The opposing surfaces of the first and second groove sidewalls 7 correspond to the groove wall surfaces (planes) on both sides in the groove width direction of the storage recess 6.
The space S forms a gap through which the first and second locking ridges 11 integral with the rail body 2 can pass when the common rail 1 is assembled into the housing recess 6. Thereby, interference with the 1st, 2nd groove | channel side wall 7 at the time of the assembly | attachment of the common rail 1 and the 1st, 2nd latching protrusion 11 can be prevented.

The first and second locking grooves 8 are rectangular recesses that open on the opposing surfaces of the first and second groove sidewalls 7 and extend from the opening side to the back side in the groove width direction. These first and second locking grooves 8 are provided in the first and second locking protrusions from one end (opening portion) to the other end (closing portion) in the insertion direction of the first and second locking protrusions 11. The strip 11 is a long groove-shaped slide recess having an open area in which the slide is movable.
Each opening of the first and second locking grooves 8 is an insertion port 41 through which the first and second locking protrusions 11 can pass.
Further, the first and second locking grooves 8 have side openings that are opened on the opposing surfaces of the first and second groove sidewalls 7.

The first and second rubber bushes 9 are made of synthetic rubber (anti-vibration rubber) that has excellent vibration resistance (vibration resistance) and is elastically deformable in all directions. 8 is a bush-type rubber-like elastic member that fills a gap between the first and second locking protrusions 11. The first and second rubber bushes 9 are open at one end located on the opening side of the first and second locking grooves 8 and are positioned on the closing side of the first and second locking grooves 8. It has a bottomed rectangular tube shape with closed ends.
The 1st, 2nd rubber bush 9 is provided with the ditch | groove 10 in which the 1st, 2nd latching protrusion 11 is inserted. These first and second rubber bushes 9 are fitted (inserted) into the first and second locking grooves 8 and fixed.

Next, details of the rail body 2 of the common rail 1 according to this embodiment will be described with reference to FIGS.
The rail body 2 is obliquely inserted from the opening side of the storage recess 6 toward the back side of the storage recess 6 and is disposed at a predetermined temporarily fixed position. The rail body 2 includes first and second locking protrusions 11 arranged in a positional relationship corresponding to the first and second locking grooves 8.
The first and second locking protrusions 11 are provided along the longitudinal direction of the rail body 2 on both side surfaces of the rail body 2 in the diameter direction (the left-right direction in the drawing, the groove width direction). The first and second locking ridges 11 are provided integrally on both side surfaces of the rail body 2 so as to protrude toward the respective wall surfaces of the first and second locking grooves 8. ing.

The first and second locking protrusions 11 are fitted and fixed together with the first and second rubber bushes 9 in the first and second locking grooves 8.
Moreover, the 1st, 2nd groove | channel side wall 7, the 1st, 2nd latching groove 8, and the 1st, 2nd latching protrusion 11 are each arrange | positioned by predetermined | prescribed positional relationship.
That is, the first and second groove side walls 7, the first and second locking grooves 8 and the first and second locking ridges 11 have a predetermined gap in consideration of the assembly clearance in the diameter of the rail body 2. Are arranged in a positional relationship facing each other.

[Production Method of Example 1]
Next, the manufacturing method of the common rail 1 of a present Example is demonstrated easily based on FIG.

First, a common rail ingot (metal lump) is made by casting a metal such as carbon steel, and this ingot is put into a forging die and hot forged. By this hot forging, a forged product having the rail body 2, the fuel holes 21, the plurality of pipe joints 26 and 27, and the first and second locking protrusions 11 is manufactured.
Then, by subjecting the hot forging forged product to cutting or polishing, the female screw holes 24 and 25, the plurality of male screws 31, the female screw 32, the plurality of branch holes 33, the branch holes 34, and the plurality of pressure receiving pressures. The common rail 1 having the seating surface 35 and the plurality of orifice holes 36 is manufactured.

[Assembly method of Example 1]
Next, a procedure for assembling the common rail 1 to the rail support portion 3 of the engine body of this embodiment will be described.

  First, the first and second rubber bushes 9 are press-fitted into the first and second locking grooves 8 from the insertion port 41 opened at a predetermined height from the rail mounting surface 5 of the rail support portion 3. Fix it. At this time, the first and second locking bushes 9 are fitted into the first and second locking grooves 8 until the closed portions of the first and second rubber bushes 9 come into contact with the back side surfaces of the first and second locking grooves 8.

Next, the first and second locking protrusions 11 integrally formed on both sides of the rail body 2 are inserted into the second spaces 8 and 9 from the opening side of the space S.
Then, the rail body 2 is inserted while the rail body 2 is inclined with respect to the groove length direction of the housing recess 6, and the insertion ports 41 of the first and second locking grooves 8 are connected to the first and second locking grooves. The protrusion 12 of the rail body 2 is brought into contact with the rail mounting surface 5 so that the tip of the protrusion 11 is aligned. Then, at least a part of the rail body 2 in the diametrical direction (vertical direction in the drawing) is fitted in the housing recess 6 formed between the first and second groove sidewalls 7.
Then, the rail body 2 is slid on the rail mounting surface 5 from one end side to the other end side of the rail mounting surface 5. Thereby, the 1st, 2nd latching protrusion 11 is fitted and fixed toward the back | inner side from the opening side of each groove 10 of the 1st, 2nd rubber bush 9. As shown in FIG.
As a result, the common rail 1 having the rail body 2 is positioned and temporarily fixed to the rail support portion 3 of the engine body.

Next, after fixing a plurality of injectors to the cylinder head of the engine body, the female threads of the piping nuts 28 of the plurality of fuel pipes 4 are screwed into the male threads 31 of the plurality of piping joints 26 so that the plurality of fuel pipes 4 are connected. Fastened and fixed to a plurality of pipe joints 26.
Thereby, the common rail 1 is permanently fixed to the cylinder head of the engine body.
The first and second rubber bushes 9 are attached to the first and second locking ridges 11 together with the first and second locking ridges 11. It is fitted (inserted) into the recessed groove 8 and fixed.
Further, when both ends in the longitudinal direction of the first and second rubber bushes 9 are open, the first and second locking protrusions 11 are inserted into the first and second locking grooves 8 first. After that, the first and second rubber bushes 9 may be press-fitted between the first and second locking grooves 8 and the first and second locking protrusions 11.

[Effect of Example 1]
As described above, the engine body of the present embodiment is provided with the two storage recesses 6 in the rail support portion 3 and the first and second groove sidewalls 7 are provided on both sides of the storage recess 6 in the groove width direction. A pair of first and second locking grooves 8 are provided which are opened on the opposing surfaces of the pair of first and second groove sidewalls 7 respectively. Further, a pair of first and second locking ridges 11 projecting toward the groove wall surfaces of the pair of locking grooves 8 are integrally provided on the outer peripheral surface of the cylindrical rail body 2.
Then, the first and second rubber bushes 9 are press-fitted and fixed in the first and second locking concave grooves 8, and the first rail of the common rail 1 is inserted into the concave grooves 10 of the first and second rubber bushes 9. The common rail 1 having the rail body 2 can be attached to the rail support portion 3 of the engine body by one touch by fitting and fixing the second locking protrusion 11.

As a result, the rail body 2 of the common rail 1 does not have a bolt mounting portion, that is, a process for fastening the bolt becomes unnecessary. Further, it is not necessary to secure a fastening work space, and adjustment of misalignment (such as temporary assembly for backlash absorption) is unnecessary. In addition, the common rail 1 can be fixed to the rail support portion 3 with one touch while realizing standardization of the shape of the rail body 2 without producing waste as much as possible. Moreover, since the shape of the rail main body 2 can be standardized, the productivity of the common rail 1 can be improved.
Further, since the first and second rubber bushes 9 are arranged so as to fill the gaps between the first and second locking grooves 8 and the first and second locking protrusions 11, vibration resistance Therefore, the vibration of the common rail 1 can be suppressed.
Therefore, the assembly man-hour of the common rail 1 with respect to the rail support part 3 of an engine main body can be reduced.

Further, by eliminating the bolt mounting portion from the rail body 2, the structure and shape of the rail body 2 can be simplified and standardized.
In addition, when deciding whether to install the common rail 1 in the engine, it becomes easy to respond to various rail shape requests from engine manufacturers such as automobile manufacturers, and it becomes easier to manufacture, so that the product cost can be reduced.
Therefore, productivity and design freedom of the common rail 1 can be improved.

[Configuration of Example 2]
4 and 5 show a common rail support structure (Example 2) to which the present invention is applied.
Here, the same reference numerals as those in the first embodiment indicate the same configuration or function, and the description thereof is omitted.

As described above, the common rail 1 of this embodiment includes the rail body 2 in which a plurality of pipe joints 26 and 27 are integrally formed.
The rail body 2 includes a positioning lower protrusion (hereinafter referred to as a protrusion) 12 that protrudes outward from the outer periphery (downward in the drawing) from the outer periphery thereof, and a bush type elastic member (first and second rubbers) assembled to the protrusions 12. Bush) 13.
The details of the protrusion 12 and the first and second rubber bushes 13 will be described later.

On the other hand, the rail support part 3 is provided with first and second blocks 42 at positions separated by a predetermined distance. These first and second blocks 42 are rails in which a pair of first and second locking ridges 11 protrude from a position higher than the bottom surface of the lowermost portion of the rail support portion 3 by a predetermined height, that is, the upper surface. A rail mounting surface 5 for mounting the main body 2 is provided.
The first and second blocks 42 are formed with bottomed cylindrical first and second guide rail grooves 43 that open at one end surface (rail mounting surface 5) and extend in the longitudinal direction of the rail mounting surface 5. . The first and second guide rail grooves 43 are open at one end in the groove length direction and closed at the other end in the groove length direction. Thereby, the protrusion 12 provided integrally with the rail body 2 can be inserted into the first and second guide rail grooves 43 from the opening side.

The first and second guide rail grooves 43 guide the protrusions 12 inserted from the opening sides of the first and second guide rail grooves 43 so as to be slidable when the rail body 2 is assembled to the rail support portion 3.
The first and second guide rail grooves 43 are respectively opened on the wall surfaces on both sides in the groove width direction, and a pair of first and second positioning recesses (hereinafter referred to as first and second positioning recesses) recessed from the opening side toward the back side. (Second positioning groove) 44 is provided. The first and second positioning grooves 44 have a semicircular cross-sectional shape and are extended in the longitudinal direction by a length shorter than the entire length of the first and second guide rail grooves 43.
An annular circumferential groove 45 that is continuous in the circumferential direction is formed on the outer periphery of the protrusion 12.

  The first and second rubber bushes 13 are made of synthetic rubber (anti-vibration rubber) that has excellent vibration resistance (vibration resistance) and is elastically deformable in all directions. The first and second rubber bushes 13 have a pair of positioning protrusions (hereinafter referred to as positioning outer peripheral protrusions) 46 that are press-fitted into the first and second positioning grooves 44 and fixed. Further, on the inner periphery of the first and second rubber bushes 13, an annular inner peripheral protrusion 47 that can be fitted in the entire circumferential groove 45 is provided. Further, the first and second rubber bushes 13 are formed with fitting concave grooves 48 that are open at least at one end and into which the protrusions 12 can be fitted. Thus, the first and second rubber bushes 13 are fitted and fixed to the outer periphery of the protrusion 12 by inserting the protrusion 12 from the opening side of the fitting groove 48.

  The first and second rubber bushes 13 have the first and second rubber bushes 13 attached in advance to the protrusions 12 when the common rail 1 is assembled to the rail support portion 3. Then, the protrusion 12 is inserted into the first and second guide rail grooves 43 from the opening side of the first and second guide rail grooves 43, and the positioning outer peripheral ridges 46 of the first and second rubber bushes 13 are inserted into the first and second guide rail grooves 43. 1. Press fit into the second positioning groove 44. Thereby, since the movement in the direction in which the protrusion 12 falls out from the first and second guide rail grooves 43 can be restricted, the rail body 2 can be positioned with respect to the rail support portion 3.

As described above, the common rail support portion structure of this embodiment has the same effects as those of the first embodiment.
In addition, since it is arranged so as to fill a gap between the positioning outer peripheral protrusions 46 of the first and second rubber bushes 13 and the wall surfaces of the first and second guide rail grooves 43, the rail with respect to the rail support portion 3 is arranged. The main body 2 can be positioned, and the first and second rubber bushes 13 can be prevented from falling off from the first and second positioning grooves 44.
Further, since the gap between the positioning outer peripheral ridge 46 of the first and second rubber bushes 13 and the wall surface of the first and second guide rail grooves 43 is filled, the vibration resistance of the common rail 1 is improved. It can be suppressed and the generation of noise can be prevented (soundproof).

[Configuration of Example 3]
6 and 7 show a common rail support structure (Example 3) to which the present invention is applied.
Here, the same reference numerals as those in the first and second embodiments indicate the same configuration or function, and the description thereof will be omitted.

As described above, the common rail 1 of this embodiment includes the rail body 2 in which a plurality of pipe joints 26 and 27 are integrally formed. The rail body 2 has the protrusions 12 as described above.
On the other hand, the rail support part 3 is provided with the rail attachment surface 5, the storage recessed part 6, and the 1st, 2nd groove | channel side wall 7 as mentioned above.
In the middle of the rail mounting surface 5, the first and second projecting portions 51 each having a flat surface portion that forms the groove bottom surface of the housing recess 6, and the rail body 2 is inserted in the insertion direction of the first and second projecting portions 51. A cylindrical boss 52 is provided adjacent to the back side and protruding upward in the figure.
On one end side of the first and second projecting portions 51, a step is provided so that the first and second projecting portions 51 are higher than the rail mounting surface 5.

Further, a step is provided on one end side of the cylindrical boss 52 so that the top surface of the cylindrical boss 52 is slightly higher than the first and second protruding portions 51. Further, a step is provided on the other end side of the cylindrical boss 52 so that the top surface of the cylindrical boss 52 is higher than the rail mounting surface 5.
The cylindrical boss 52 is provided with a fitting groove 53 whose one end is open.
Thereby, the cylindrical boss 52 can regulate the movement of the fitting concave groove 53 in the groove length direction and the groove width direction. Accordingly, the rail body 2 can be positioned with respect to the rail support portion 3 by fitting and fixing the protrusion 12 in the fitting groove 53 opened at the rail mounting surface 5 of the rail support portion 3.

The first and second locking ridges 11 are inserted into the opening portions of the first and second locking grooves 8 from the front side in the insertion direction of the rail body 2 with respect to the first and second locking grooves 8. It is used as a possible insertion port 41. Further, on the opening end side of the upper wall (the upper wall of the first and second groove side walls 7) covering the upper side of the first and second locking grooves 8 in the drawing, a taper whose opening area gradually increases toward the opening end. A chamfered portion 54 having a shape is provided.
As a result, when the rail body 2 is obliquely inserted from the opening side of the storage recess 6 toward the back side when the common rail 1 is assembled to the rail support portion 3, the opening area of the insertion port 41 is expanded upward. Thereby, when the common rail 1 is assembled to the rail support portion 3, the rail body 2 and the upper end edge of the insertion port 41 and the first and second rubber bushes 9 are not interfered with each other, so that the rail body 2 can be easily inserted obliquely. Become. Therefore, the productivity of the common rail 1 can be improved.
As described above, the common rail support structure according to the present embodiment has the same effects as those of the first and second embodiments.

[Configuration of Example 4]
8 and 9 show a common rail support structure (Embodiment 4) to which the present invention is applied.
Here, the same reference numerals as in the first to third embodiments indicate the same configuration or function, and the description thereof is omitted.

As described above, the rail support portion 3 of the present embodiment includes the rail mounting surface 5, the housing recess 6, and the first and second groove side walls 7.
In the middle of the rail mounting surface 5, as in the third embodiment, the first and second projecting portions 51 and the cylindrical boss 52 are provided.
On the other hand, a tapered chamfered portion 54 whose opening area gradually increases toward the opening end is provided at the upper edge of each insertion port 41 of the first and second locking grooves 8. Further, the first and second locking protrusions 11 can be inserted into the first and second locking grooves 8 from the upper side in the figure on the opening side of the upper wall of the first and second groove side walls 7. A pair of notches 55 are provided.

The first and second rubber bushes 9 have a bottomed cylindrical shape and have a concave groove 10 that is open at least at one end (opposite side). These first and second rubber bushes 9 are fitted and assembled in advance to the outer periphery of the ends (both ends) of the first and second locking protrusions 11 before the common rail 1 is assembled to the rail support portion 3.
Thus, the first and second rubber bushes 9 and the first and second locking protrusions 11 are placed on the groove bottom surfaces of the first and second locking grooves 8 from the upper side in the vertical direction of the drawing through the notches 55. After that, the rail body 2 is slid and moved into the first and second locking grooves 8 and fixed. Therefore, the rail body 2 of the common rail 1 can be attached to the rail support portion 3 of the engine body with one touch.
As described above, the common rail support structure according to the present embodiment has the same effects as those of the first to third embodiments.

[Configuration of Example 5]
FIG. 10 shows a common rail support structure (Embodiment 5) to which the present invention is applied.
Here, the same reference numerals as in the first to fourth embodiments indicate the same configuration or function, and the description thereof is omitted.

As shown in FIGS. 10A and 10B, the common rail 1 of this embodiment has the first and second locking ridges 11 shifted in the vertical direction of the rail body.
Further, as shown in FIGS. 10A and 10C, the common rail 1 of this embodiment has the first and second locking protrusions 11 shifted in the vertical direction and the longitudinal direction of the rail body.
As mentioned above, in the common rail support part structure of a present Example, there exists an effect similar to Examples 1-4.

[Configuration of Example 6]
11 to 19 show a common rail support structure (Embodiment 6) to which the present invention is applied.
Here, the same reference numerals as in the first to fifth embodiments indicate the same configuration or function, and a description thereof will be omitted.

By the way, in the conventional common rail, there is a common rail shape in which only the angle between the piping connection direction of the plurality of fuel pipes, that is, the protruding direction of the piping joint in the circumferential direction of the rail body 2 is different from the bolt fastening direction. In this case, even if the rail body and the piping joint have the same specifications, they are currently manufactured as separate common rail products.
Therefore, the structure and shape of the rail body 2 of the common rail 1 are simplified and standardized to improve productivity and reduce the manufacturing cost, and the mounting angle adjustment of the rail body 2 with respect to the rail mounting surface 5 of the rail support portion 3 is adjusted. The following common rail support structure is proposed for the purpose of enabling implementation.

The common rail 1 according to the present embodiment includes a tubular rail body 2 in which a plurality of pipe joints 26 and 27 are integrally formed, and a separate body from the rail body 2. And two clamp members 14 for attaching to the head.
Engaging portions 61 that are engaged and supported by the fitting portions 15 of the U-shaped clamp member 14 are respectively provided on the outer periphery of both ends in the longitudinal direction of the rail body 2. The engaging portions 61 are arranged in a predetermined positional relationship with each other.
Here, the engagement portion 61 on the left side of the engagement portion 61 is referred to as a front-side engagement portion 61, and the engagement portion 61 on the right side of the engagement portion 61 is referred to as a rear-side engagement portion 61. .

The engaging portion 61 has four cross-sectional shapes perpendicular to the longitudinal direction of the rail body 2 having a polygonal tube (square tube) shape, and is provided at predetermined intervals (equal intervals of 90 °) in the outer peripheral direction of the rail body 2. It has an outer peripheral plane 62. Further, on the outer periphery of the engaging portion 61, a convex chamfered portion 63 having a rounded chamfered intersection ridgeline (corner portion) formed between two adjacent outer peripheral planes 62 is provided.
In addition, the outer peripheral plane 62 and the chamfered portion 63 are alternately provided in the circumferential direction of the engaging portion 61.

The rail support portion 3 of this embodiment includes a rail mounting surface 5 as in the third and fourth embodiments. In the middle of the rail mounting surface 5, as in the third and fourth embodiments, the first and second projecting portions 51 and the cylindrical boss 52 are provided. The cylindrical bosses 52 are provided with fitting concave grooves 53 into which the protrusions 12 can be fitted from the upper side in the figure. Note that the protrusion 12, the cylindrical boss 52, and the fitting groove 53 may not be provided.
In addition, the rail support portions 3 are provided at both ends in the longitudinal direction of the rail mounting surface 5, storage recesses 6 that store the respective engagement portions 61 of the rail body 2, and both sides of these storage recesses 6 in the groove width direction. The first and second groove side walls 7 are provided.
The storage recess 6 on the front side and the first and second groove side walls 7 on the front side are respectively arranged in a positional relationship corresponding to the engagement portion 61 on the front side. In addition, the back-side storage recess 6 and the back-side first and second groove side walls 7 are respectively arranged in a positional relationship corresponding to the back-side engaging portion 61.

The storage recess 6 has a flat groove bottom surface (rail mounting surface 5) between which the bush rubber 16 is compressed in a compressed state with the chamfered portion 63 of the engaging portion 61.
A pair of locking recesses (hereinafter referred to as first and second locking grooves) 17 are provided on the opposing surfaces of the first and second groove side walls 7. These first and second locking concave grooves 17 are left and right engaging concave grooves opened at the groove wall surfaces on both sides in the groove width direction of the storage concave portion 6 and retracted from the opening side to the inner side in the groove width direction. .
In the first and second locking grooves 17, a pair of locking protrusions (hereinafter referred to as first and second locking protrusions) 18 provided on both end sides of the fitting portion 15 of the clamp member 14 are locked. A planar locking portion (hereinafter referred to as a step surface) 64 is provided.
On the opening side of the first and second groove side walls 7, a pair of inner peripheral projections 65 that narrow the opening area of the storage recess 6 are integrally formed.

The bush rubber 16 is formed of a rectangular parallelepiped synthetic rubber (anti-vibration rubber) that has excellent vibration resistance (vibration resistance) and is elastically deformable in all directions. The bush rubber 16 is fixed to the rail mounting surface 5, particularly the groove bottom surface of the housing recess 6 with an adhesive. A recess 66 is formed on the upper surface of the bush rubber 16 by being pressed by one of the four chamfered portions 63 when the common rail 1 is attached to the rail support portion 3 using the clamp member 14. The
In addition, you may provide a recessed part in the predetermined position of the rail attachment surface 5, and may provide the convex part which press-fits in the recessed part to the bushing rubber 16, and fits.

The clamp member 14 has a U-shaped cross section and is formed of a metal material or a synthetic resin material. The clamp member 14 has a pair of first and second clamp arms 71 extending from the partially annular fitting portion 15 to the first and second locking projections 18 in the tangential direction of the fitting portion 15. The first and second clamp arms 71 are provided at both ends of the clamp member 14 in the longitudinal direction.
The fitting portion 15 is configured so that the mounting angle of the rail main body 2 with respect to the rail mounting surface 5 of the rail support portion 3 (pipe connection direction, projecting direction of the plurality of pipe joints 26 and 27) can be adjusted. Is engaged and supported.

The fitting portion 15 is provided on a partial annular (arc-shaped) holding portion 72 that holds the engaging portion 61 so as to partially surround the outer periphery of the engaging portion 61, and an inner periphery of the holding portion 72. And a plurality of inner peripheral planes 73 that can selectively engage with at least two adjacent outer peripheral planes 62 of the plurality of outer peripheral planes 62. In addition, the inner periphery of the holding portion 72 has a concave curved surface concave portion that is rounded so that an intersecting ridge line (corner portion) formed between two adjacent inner peripheral planes 73 can be engaged with the chamfered portion 63. 74 is provided.
At the base of the first and second clamp arms 71, there is provided a clamping part 75 that can be engaged (contacted) with the chamfered part 63 and that clamps the engaging part 61 from the outside of the rail body 2 in the diameter direction. ing.

The first and second locking protrusions 18 have a triangular cross section and are integrally provided on the outer periphery of the distal ends of the first and second clamp arms 71. These first and second locking protrusions 18 are left and right engaging protrusions that protrude from the outer circumferences of the tips of the first and second clamp arms 71 toward the respective groove wall surfaces of the first and second locking grooves 17. is there.
Further, the first and second locking projections 18 are provided with flat-shaped locked portions (end surfaces) 76 that are fixed in contact with the step surfaces 64 of the first and second groove sidewalls 7. .
Further, the first and second locking projections 18 are provided with tapered inclined surfaces 77 in which the amount of protrusion gradually decreases from the end surface 76 toward the distal ends of the first and second clamp arms 71.

[Assembly method of Example 6]
Next, a procedure for assembling the common rail 1 to the rail support portion 3 of the engine body of this embodiment will be described.
Here, FIGS. 11 to 17 are views showing a common rail support portion structure having a pipe connection direction in a direction perpendicular to the rail mounting surface 5 of the engine body. 18 and 19 are views showing a common rail support portion structure having a pipe connection direction in a direction inclined by 45 ° with respect to the rail mounting surface 5 of the engine body.

First, the plurality of bush rubbers 16 are fixed to the groove bottom surface (rail mounting surface 5) of each storage recess 6 formed between the first and second groove sidewalls 7 from the upper side of each storage recess 6 in the figure.
Next, the cylindrical rail body 2 in which the plurality of pipe joints 26 and 27 are formed is assembled to the rail mounting surface 5 from the upper side of the rail support portion 3 in the figure.
Then, the plurality of protrusions 12 protruding from the outer peripheral surface of the rail body 2 are fitted into the respective fitting grooves 53 of the plurality of cylindrical bosses 52 provided on the rail support portion 3 from the upper side in the figure, and the rail mounting surface The rail body 2 is positioned with respect to the longitudinal direction and the width direction.

If the projection 12, the cylindrical boss 52, and the fitting groove 53 are not provided, this positioning step is unnecessary. Moreover, you may employ | adopt another positioning method.
For example, an annular outer peripheral convex portion is provided around the outer peripheral surface of the rail body 2, and a fitting concave portion (fitting groove) in which the outer peripheral convex portion can be fitted from above is formed at the temporary fixing position of the rail mounting surface 5. To do. In this case, compared with the case where the plurality of protrusions 12 are provided on the rail body 2, the shape of the rail body 2 can be standardized, so that the manufacturing cost can be further reduced.

  Then, the two engaging portions 61 formed on the outer periphery of both ends in the longitudinal direction of the rail body 2 are inserted into the corresponding storage recesses 6. Specifically, the front-side engaging portion 61 is inserted into the front-side storage recess 6 formed between the first and second groove side walls 7 on the front side, and the rear-side engaging portion 61 is also inserted. Is inserted into the storage recess 6 on the back side formed between the first and second groove side walls 7 on the back side. When the two engaging portions 61 are inserted into the storage recesses 6, they are placed on the upper surface of the bush rubber 16 assembled in advance.

Next, after assembling the fitting portions 15 of the plurality of clamp members 14 so as to be fitted to the engagement portions 61 of the rail body 2 from the upper side of the storage recesses 6, the plurality of clamp members 14 are illustrated. Each bush rubber 16 is compressed and deformed by pressing downward.
At this time, when the tapered inclined surfaces 77 of the first and second locking protrusions 18 of the plurality of clamp members 14 come into contact with the inner peripheral protrusions 65 of the first and second groove sidewalls 7, the first and second Since the clamp arm 71 is elastically deformed inward, the first and second engagement members 18 are restored by the restoring force of the first and second clamp arms 71 when the first and second locking projections 18 get over the inner peripheral projection 65. Each end surface 76 of the stop projection 18 is fixed in contact with each step surface 64 of the first and second groove side walls 7.

Further, since the bush rubber 16 is disposed in a compressed state between the rail body 2 and the groove bottom surface of the housing recess 6, the end surfaces 76 of the first and second locking projections 18 are connected to the first and second engagement members. The common rail 1 is fixed to the rail support portion 3 of the engine body with one touch by being pressed against each step surface 64 of the concave groove 17 by the restoring force of the bush rubber 16.
Further, the restoring force of the bush rubber 16 can increase the locking force of the end surfaces 76 of the first and second locking protrusions 18 with respect to the step surfaces 64 of the first and second locking grooves 17.
As mentioned above, in the common rail support part structure of a present Example, there exists an effect similar to Examples 1-5.

Here, the angle adjustment in the case of changing the mounting angle of the rail body 2 with respect to the rail mounting surface 5 of the rail support portion 3 (piping connection direction, projecting direction of the plurality of pipe joints 26 and 27) with the change of the engine model. Will be described.
In the engine model, the rail body 2 is matched to the positional relationship between the protruding direction of the plurality of protrusions 12 orthogonal to the rail mounting surface 5 of the rail support portion 3 and the pipe connection direction with respect to the circumferential direction of the rail body 2. The assembly angle between the engagement portion 61 and the fitting portion 15 of the clamp member 14 is adjusted.
The adjustment of the assembly angle of the fitting portion 15 of the clamp member 14 with respect to the engaging portion 61 of the rail body 2 can be performed at 90 ° intervals as described above.

As mentioned above, in the common rail support part structure of a present Example, there exists an effect similar to Examples 1-6.
In addition, as shown in FIGS. 18 and 19, the assembly angle of the fitting portion 15 of the clamp member 14 with respect to the engaging portion 61 of the rail body 2 can be adjusted, so that the rail support portion 3 can be adjusted with respect to the rail mounting surface 5. The mounting angle of the rail body 2 can be implemented. Thereby, the shape of the rail main body 2 and the shape of the clamp member 14 can be standardized, and in particular, the clamp member 14 can be shared by a plurality of engine models having different mounting forms of the rail main body 2.

Further, it does not take time to determine the shape of the rail body 2 and the shape of the clamp member 14, and it is not necessary to newly install the rail body 2 and the clamp member 14 for each engine model. Therefore, productivity can be improved and manufacturing cost can be reduced.
Further, since the rail body 2 can be fixed to the rail mounting surface 5 of the rail support portion 3 at an arbitrary angle to some extent, the mounting of the rail body 2 on the rail mounting surface 5 of the rail support portion 3 is considered. Design freedom can be increased.

[Configuration of Example 7]
20 to 24 show a common rail support structure (Embodiment 7) to which the present invention is applied.
Here, the same reference numerals as those in the first to sixth embodiments indicate the same configuration or function, and a description thereof will be omitted.

The rail support portion 3 of this embodiment includes a rail mounting surface 5 for mounting the rail body 2 of the common rail 1, at least one storage recess 6 extending in the longitudinal direction of the rail mounting surface 5, and the groove width direction of the storage recess 6. First and second groove side walls 7 provided on both sides are provided.
The storage recess 6 stores at least a part of the rail body 2 in the diameter direction (the vertical direction in the drawing). The storage recess 6 is open at both ends in the groove length direction. The storage recess 6 is open at one end in the groove depth direction and closed at the other end in the groove depth direction.

The first and second groove sidewalls 7 are opened at both end portions in the longitudinal direction by groove wall surfaces on both sides in the groove width direction of the storage recess 6, and a pair of first recesses recessed from the opening side to the back side in the groove width direction. A second locking groove 17 is provided.
In the first and second locking grooves 17, the planar locking that locks the pair of first and second locking protrusions 18 provided on both ends of the fitting portion 15 of the clamp member 14. A portion (hereinafter referred to as a groove wall surface) 67 is provided.

The clamp member 14 includes a partially annular fitting portion 15, first and second locking protrusions 18, and first and second clamp arms 71.
The first and second locking protrusions 18 have a triangular cross section and are integrally provided on the outer periphery of the distal ends of the first and second clamp arms 71. The first and second locking protrusions 18 protrude from the outer circumferences of the tips of the first and second clamp arms 71 toward the groove wall surfaces of the first and second locking grooves 17, respectively.
Further, the first and second locking projections 18 are provided with planar locked portions (end surfaces) 76 that are fixed in contact with the respective groove wall surfaces 67 of the first and second groove side walls 7. . Further, the first and second locking projections 18 are provided with tapered inclined surfaces 77 in which the amount of protrusion gradually decreases from the end surface 76 toward the distal ends of the first and second clamp arms 71.

[Assembly method of Example 7]
Next, a procedure for assembling the common rail 1 to the rail support portion 3 of the engine body of this embodiment will be described.
Here, FIG. 20 to FIG. 22 are diagrams showing a common rail support portion structure having a pipe connection direction in a direction perpendicular to the rail mounting surface 5 of the engine body. 23 and 24 are views showing a common rail support portion structure having a pipe connection direction in a direction inclined by 45 ° with respect to the rail mounting surface 5 of the engine body. Moreover, since the assembly procedure of the rail main body 2 with respect to the rail support part 3 is the same as Example 6, only the assembly procedure of the clamp member 14 is demonstrated and the assembly procedure of the rail main body 2 is abbreviate | omitted.

Next, after assembling the fitting portions 15 of the plurality of clamp members 14 so as to be fitted to the engagement portions 61 of the rail body 2 from the upper side of the storage recesses 6, the plurality of clamp members 14 are illustrated. Each bush rubber 16 is compressed and deformed by pressing downward.
At this time, when the first and second locking protrusions 18 of the plurality of clamp members 14 come into contact with the opening peripheral edges of the first and second groove side walls 7, the first and second clamp arms 71 are elastically deformed inward. Therefore, the end surfaces 76 of the first and second locking projections 18 are moved by the restoring force of the first and second clamping arms 71 when the first and second locking projections 18 have passed over the opening peripheral edge. First, the groove wall surface 67 of the second groove side wall 7 is abutted and fixed.

Further, since the bush rubber 16 is disposed in a compressed state between the rail body 2 and the groove bottom surface of the housing recess 6, the end surfaces 76 of the first and second locking projections 18 are connected to the first and second engagement members. The common rail 1 is fixed to the rail support portion 3 of the engine body with one touch by being pressed against each groove wall surface 67 of the concave groove 17 by the restoring force of the bush rubber 16.
Further, the restoring force of the bush rubber 16 can increase the locking force of the end surfaces 76 of the first and second locking protrusions 18 with respect to the groove wall surfaces 67 of the first and second locking grooves 17.

Here, the angle adjustment in the case of changing the mounting angle of the rail body 2 with respect to the rail mounting surface 5 of the rail support portion 3 (piping connection direction, projecting direction of the plurality of pipe joints 26 and 27) with the change of the engine model. Will be described.
In the engine model, the rail body 2 is matched to the positional relationship between the protruding direction of the plurality of protrusions 12 orthogonal to the rail mounting surface 5 of the rail support portion 3 and the pipe connection direction with respect to the circumferential direction of the rail body 2. The assembly angle between the engagement portion 61 and the fitting portion 15 of the clamp member 14 is adjusted.
The adjustment of the assembly angle of the fitting portion 15 of the clamp member 14 with respect to the engaging portion 61 of the rail body 2 can be performed at intervals of 90 ° as in the sixth embodiment.
As mentioned above, in the common rail support part structure of a present Example, there exists an effect similar to Examples 1-6.

[Modification]
In this embodiment, the pair of locking projections (first and second locking projections 11) are provided integrally with the rail body 2, but the pair of locking projections (first and second). The locking protrusion 11) may be provided separately from the rail body 2.
In this embodiment, the pair of locking projections (first and second locking projections 18) are provided separately from the rail body 2, but the pair of locking projections (first and second). The locking protrusion 18) may be provided integrally with the rail body 2.

In the present embodiment, the assembly angle adjustment of the fitting portion 15 of the clamp member 14 with respect to the engaging portion 61 of the rail body 2 is performed at 90 ° intervals. You may comprise so that the assembly angle adjustment of the fitting part 15 of the clamp member 14 with respect to the part 61 can be implemented by 30 degree space | interval, 45 degree space | interval, and 60 degree space | interval.
In the present embodiment, the common rail 1 in which a plurality of pipe joints 26 and 27 are integrally provided with respect to the rail body 2 is adopted as the common rail, but the plurality of pipe joints 26 with respect to the rail body 2 as the common rail. You may employ | adopt the common rail which provided 27 separately. In addition, when the rail main body 2 and the several piping joints 26 and 27 are provided separately, the shape of the rail main body 2 can further be simplified and standardized.

In this embodiment, the pair of first and second locking grooves 8 and 17 are opened at the wall surfaces on both sides in the groove width direction of the housing recess 6 and recessed (retracted) from the opening side toward the back side. Although the example provided was shown, it opened by the wall surface of the one side of the groove width direction of the accommodation recessed part 6, and the recessed recessed part (locking recessed groove 8) of the one side recessed (retracted) toward this back side from this opening side May be provided.
In this embodiment, the pair of first and second locking protrusions 11 or the pair of first and second locking protrusions that protrude toward the wall surfaces of the pair of first and second locking grooves 8 and 17 respectively. Although the example which provided the protrusion 18 was shown, you may provide the latching convex part (the latching protrusion 11 or the latching protrusion 18) of the one side which protrudes toward the wall surface of the latching recessed part of one side.

In the present embodiment, a pair of first and second positioning recesses opened at the wall surfaces on both sides in the groove width direction of the guide rail groove 43 of the rail support portion 3 and recessed (retracted) from the opening side toward the back side. Although an example in which the groove 44 is provided is shown, the first and second positionings on one side that are opened (opened) on the wall surface on one side of the guide rail groove 43 in the groove width direction and recessed (retracted) from the opening side toward the back side. A recess (positioning groove 44) may be provided.
In this embodiment, the first and second rubber bushes 13 are provided with a pair of positioning outer peripheral ridges 46 that are press-fitted and fixed in the pair of first and second positioning grooves 44. The first and second rubber bushes 13 may be provided with one-side positioning projections (positioning outer peripheral protrusions 46) that are press-fitted into the one-side positioning recesses (positioning groove 44).

DESCRIPTION OF SYMBOLS 1 Common rail 2 Rail main body 3 Rail support part 5 Rail attachment surface 6 Storage recessed part 7 1st, 2nd groove side wall 8 1st, 2nd latching groove (locking recessed part)
9 1st and 2nd rubber bush (elastic member)
10 concave groove 11 first and second locking protrusions (locking protrusions)

Claims (10)

A common rail (1) having a cylindrical rail body (2) for distributing fuel to each cylinder of the internal combustion engine via a fuel pipe (4) and fixed to the support portions (3, 5) of the internal combustion engine. In the fuel injection device provided,
The support portions (3, 5) are opened in a storage recess (6) that stores at least a part of the rail body (2), and a wall surface on at least one end side in the groove width direction of the storage recess (6), It has a locking recess (8, 17) recessed from the opening side toward the back side,
The common rail (1) is provided integrally with or separately from the rail body (2), and is a locking projection (11, 18) protruding toward the wall surface of the locking recess (8, 17). Have
The locking projections (11, 18) are fitted and fixed in the locking recesses (8, 17), or fixed in contact with the wall surfaces of the locking recesses (8, 17). A fuel injection device characterized by the above. The fuel injection device according to claim 1,
A bush-type elastic member (9) that is press-fitted into the locking recess (8, 17) and fixed;
The elastic member (9) is disposed so as to fill a gap between the locking concave portion (8, 17) and the locking convex portion (11, 18), and has a concave groove (10) opened at least at one end. )
The fuel injection device according to claim 1, wherein the locking protrusions (11, 18) are fitted and fixed in the groove (10). The fuel injection device according to claim 1 or 2,
The rail body (2) has a protrusion (12) protruding outward from the outer periphery in the radial direction, and a bush type elastic member (13) assembled to the protrusion (12). 3, 5) has a guide rail groove (43) for slidably guiding the protrusion (12) when the rail body (2) is assembled.
The guide rail groove (43) has a positioning recess (44) that opens at the wall surface on at least one end side in the groove width direction and is recessed from the opening side toward the back side,
The fuel injection device according to claim 1, wherein the elastic member (13) has a positioning convex portion (46) which is press-fitted into the positioning concave portion (44) and fixed. The fuel injection device according to any one of claims 1 to 3,
The common rail (1) has a plurality of pipe connections (26, 27) that are installed at predetermined intervals in the longitudinal direction of the rail body (2) and are connected to the fuel pipe (4). ,
The plurality of pipe connection portions (26, 27) are provided integrally or separately with respect to the rail body (2). The fuel injection device according to any one of claims 1 to 4, wherein:
An elastic member (16) disposed in a compressed state between the rail body (2) and the groove bottom surface (4) of the storage recess (6);
The locking projections (11, 18) are fixed by being pressed against the wall surfaces (64, 67) of the locking recess (8, 17) by the restoring force of the elastic member (16). Fuel injection device. The fuel injection device according to any one of claims 1 to 5,
The common rail (1) is provided separately from the rail main body (2), and a U-shaped clamp member (14) for attaching the rail main body (2) to the support portions (3, 5). Have
The fuel injection device according to claim 1, wherein the locking projections have a pair of locking projections (18) provided at both ends in the longitudinal direction of the clamp member (14). The fuel injection device according to claim 6, wherein
The locking recess has a pair of locking recesses (17) that are open on both wall surfaces in the groove width direction of the storage recess (6),
The pair of locking projections (18) are provided so as to protrude outward from the outer surfaces of both ends in the longitudinal direction of the clamp member (14), and are engaged with the wall surfaces of the pair of locking recesses (17). A fuel injection device having a locked portion (76) to be stopped. The fuel injection device according to claim 6 or 7,
The clamp member (14) has a pair of clamps extending in the tangential direction of the fitting portion (15) from the fitting portion (15) to the pair of locking projections (18) at both ends in the longitudinal direction. A fuel injection device comprising an arm (71). The fuel injection device according to any one of claims 6 to 8,
The rail body (2) has an engaging portion (61) engaged and supported by the clamp member (14),
The clamp member (14) is a partial annular shape that engages and supports the engaging portion (61) so that the mounting angle of the rail body (2) with respect to the supporting portions (3, 5) can be adjusted. A fuel injection device having a fitting portion (15). The fuel injection device according to claim 9, wherein
The engaging portion (61) has a cross-sectional shape perpendicular to the longitudinal direction of the rail body (2) having a polygonal shape of four or more squares, and is provided at predetermined intervals in the circumferential direction of the rail body (2). Having two or more peripheral planes (62);
The fitting portion (15) includes a partial annular holding portion (72) that holds the engaging portion (61) so as to partially surround the outer periphery of the engaging portion (61), and the holding portion ( 72) having two or more inner peripheral planes (73) that can be engaged with at least two outer peripheral planes (62) of the plurality of outer peripheral planes (62). A fuel injection device characterized by the above.

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