JP2021173259A - Pressure regulator - Google Patents

Abstract

To provide a technology which can easily secure the seal performance of each valve body and each valve seat.SOLUTION: A pressure regulator comprises: a first pressing member arranged while opposing a first valve body at a side opposite to a first valve seat in a casing, pressing the first valve body in a direction in which the first valve body is brought into a valve-closed state, and pressing a second valve body in a direction in which the second valve body is brought into a valve-closed state via the first valve body and the first valve seat; a second pressing member arranged while opposing the second valve body at the same side as that of a second valve seat in the casing, and pressing the first valve seat which is constituted integrally with the second valve body to the first valve body side by pressing the second valve body in a direction in which the second valve body is brought into a valve-opened state; and a regulation member arranged while opposing the second valve body at a side opposite to the second pressing member in the casing, and regulating a distance of the movement of the second valve body which is pressed by the second pressing member and the first valve seat to the first valve body side.SELECTED DRAWING: Figure 2

Description

The techniques disclosed herein relate to pressure regulators.

Patent Document 1 discloses a pressure regulator that adjusts the pressure of fuel in a fuel supply path for supplying fuel from a fuel pump to an engine (see, for example, FIGS. 1 to 3 of Patent Document 1). A check valve is provided in the fuel supply path to allow fuel to flow from the fuel pump side to the engine side and prohibit fuel from flowing from the engine side to the fuel pump side.

The pressure regulator of Patent Document 1 includes a casing, a pressure regulating chamber provided in the casing, and a pressure receiving surface arranged in the casing to receive the pressure of fuel in the pressure regulating chamber, and is open and closed. It is equipped with a movable valve body that switches to the valve state. Further, the pressure regulator of Patent Document 1 includes a first valve seat portion and a second valve seat portion that the movable valve body portion comes into contact with when the movable valve body portion is in the closed state.

Japanese Unexamined Patent Publication No. 2011-163130

In the configuration of Patent Document 1, the movable valve body portion abuts on the first valve seat portion and the second valve seat portion at the same time. In this configuration, the movable valve body, the first valve seat, and the second valve seat are machined with high precision in order to bring the movable valve body into contact with both the first valve seat and the second valve seat at the same time. There is a need to. In addition, it is necessary to assemble them with high accuracy. Therefore, it is difficult to secure the sealing property of the movable valve body portion with respect to the first valve seat portion and the second valve seat portion. Therefore, the present specification provides a technique capable of easily ensuring the sealing property between each valve body and each valve seat.

The pressure regulator disclosed herein may regulate the pressure of fuel in a fuel supply path that supplies fuel from a fuel supply device to a fuel utilization device. The fuel supply path has a check valve that allows fuel to flow from the fuel supply device side to the fuel utilization device side and prohibits fuel from flowing from the fuel utilization device side to the fuel supply device side. It may be arranged. The first pressure adjusting device is provided in the casing and the casing, communicates with the fuel supply path on the fuel supply device side of the check valve, and can communicate with the space outside the casing. In the chamber, the second chamber provided in the casing, communicating with the fuel supply path on the fuel utilization device side of the check valve, and communicating with the first chamber, and in the casing. It is arranged and has a first pressure receiving surface that receives the pressure of the fuel in the first chamber, and a valve open state in which the first chamber and the space outside the casing communicate with each other, and the first chamber and the outside of the casing. The first valve body that switches to a valve closed state that does not communicate with the space and the first valve that is arranged in the casing so as to face the first valve body and that is in the valve closed state. The first valve seat to which the body abuts and the second pressure receiving surface which is integrally formed with the first valve seat and is arranged in the casing and receives the pressure of the fuel in the second chamber are provided. A second valve body that switches between a valve open state in which the chamber and the first chamber communicate with each other and a valve closed state in which the second chamber and the first chamber do not communicate with each other, and the second valve body in the casing. The second valve seat, which is arranged to face each other and comes into contact with the second valve body when the second valve body is in the closed state, and the first valve in the casing opposite to the first valve seat. The first valve body is arranged so as to face the body and presses the first valve body in a direction in which the first valve body is closed, and the second valve body is interposed via the first valve body and the first valve seat. The first pressing member for pressing the second valve body in the direction in which the valve is closed, and the second pressing member arranged in the casing on the same side as the second valve seat and facing the second valve body. A second pressing member that presses the first valve seat, which is integrally formed with the second valve body, toward the first valve body side by pressing the second valve body in a direction in which the valve body is opened. The second valve body and the first valve seat, which are arranged in the casing on the opposite side of the second pressing member and opposed to the second valve body and pressed by the second pressing member, are said to be the first. 1 It may be provided with a regulating member that regulates the distance to move toward the valve body side.

According to this configuration, when fuel is flowing from the fuel supply device side to the fuel utilization device side through a check valve arranged in the fuel supply path (that is, fuel is supplied from the fuel supply device to the fuel utilization device). When the pressure of the fuel in the first chamber becomes higher than the predetermined pressure, the first valve body is opened. When the first valve body is in the valve open state, the first pressure receiving surface of the first valve body receives the pressure of the fuel in the first chamber, so that the first valve body is separated from the first valve seat. When the first valve body is opened, the first chamber and the space outside the casing communicate with each other, and fuel flows from the first chamber to the space outside the casing.

When the first valve body is in the valve open state, the second valve body is also in the valve open state. At this time, when the second valve body is pressed by the second pressing member, the second valve body moves toward the first valve body side and separates from the second valve seat. The amount of movement of the second valve body toward the first valve body is regulated by the movement amount regulating member.

On the other hand, when the flow of fuel is stopped by the check valve (that is, when fuel is not supplied from the fuel supply device to the fuel utilization device), the pressure of the fuel in the second chamber is higher than the predetermined pressure. Then, the second valve body is opened. When the second valve body is in the valve open state, the second pressure receiving surface of the second valve body receives the pressure of the fuel in the second chamber, so that the second valve body is separated from the second valve seat. If the second valve body is opened while the flow of fuel is stopped by the check valve, the second chamber and the first chamber communicate with each other and the fuel flows from the second chamber to the first chamber.

In the above configuration, when the pressure of the fuel in the first chamber becomes lower than the predetermined pressure, the first valve body is closed. When the first valve body is in the closed state, the first valve body is pressed by the first pressing member and comes into contact with the first valve seat. Further, when the pressure of the fuel in the second chamber becomes lower than the predetermined pressure, the second valve body is closed. When the second valve body is in the closed state, the second valve body is pressed by the first pressing member via the first valve seat and the first valve body and comes into contact with the second valve seat. When the first valve body and the second valve body are pressed by the first pressing member, the valve is closed. Since the first valve body comes into contact with the first valve seat while the second valve body comes into contact with the second valve seat, each of them is independently closed. Therefore, the sealing property between the first valve body and the first valve seat and the sealing property between the second valve body and the second valve seat can be managed independently. Thereby, the sealing property between each valve body and each valve seat can be easily ensured.

In the conventional technique, the movable valve body portion abuts on the first valve seat portion and the second valve seat portion at the same time, so that it is necessary to process the movable valve body portion, the first valve seat portion, and the second valve seat portion with high accuracy. there were. However, there is no such need in the above configuration.

The first valve seat may have a centering structure for aligning the first valve body and the first valve seat. According to this configuration, the first valve body and the first valve seat can be aligned. Thereby, the first valve body and the second valve body integrally formed with the first valve seat can be aligned. As a result, the sealing property between each valve body and each valve seat can be improved.

The second valve body may include a contact surface that comes into contact with the regulating member when it moves to the first valve body side. The first valve seat is a seat surface that protrudes toward the first valve body side from the regulating member, and is a seat surface that the first valve body comes into contact with when the first valve body is in the closed state. You may have. According to this configuration, the behavior of the second valve body and the first valve seat, which are integrally formed, can be stabilized.

The pressure adjusting device may include a valve seat member provided with the second valve seat. The valve seat member may include an adjusting portion for adjusting the position of the second valve seat in a direction in which the second valve body and the second valve seat face each other. According to this configuration, by adjusting the position of the second valve seat, the length of the first pressing member when both the first valve body and the second valve body are closed can be adjusted. Thereby, the set pressure for the second valve body to be in the valve open state can be adjusted. Further, the set pressure for the first valve body to be in the valve open state can also be indirectly adjusted.

The valve seat member may further include an operating portion extending from the adjusting portion toward the space outside the casing. According to this configuration, the position of the second valve seat can be adjusted by operating the operation unit outside the casing. The position of the second valve seat can be easily adjusted.

The second pressing member may press the central portion of the surface of the second valve body on the second valve seat side. According to this configuration, the second valve body can be pressed in a well-balanced manner by the second pressing member. In addition, the first valve seat, which is integrally formed with the second valve body, can be pressed in a well-balanced manner. Therefore, the sealing property between the first valve body and the first valve seat can be improved. Further, when the first valve seat has a centering structure, the first valve body and the first valve seat can be centered with high accuracy.

The regulating member may be provided with a through hole through which the fuel in the first chamber passes. According to this configuration, the fuel flows smoothly through the through hole of the regulating member. Therefore, the fuel can flow smoothly in the casing.

A recess may be provided on the surface of the second valve body on the second valve seat side. A part of the second pressure receiving surface of the second valve body may be provided on the bottom surface of the recess. According to this configuration, the pressure of the fuel in the second chamber acts on the second pressure receiving surface of the second valve body in a well-balanced manner. Therefore, it is possible to prevent the second valve body, which receives the pressure of the fuel in the second chamber, from tilting.

It is the schematic of the fuel supply system which concerns on 1st Example. It is sectional drawing of the 1st state of the pressure adjusting apparatus which concerns on 1st Example. It is sectional drawing of a part of the element of the pressure adjusting apparatus which concerns on 1st Example. It is an enlarged view of the part IV of FIG. It is an enlarged view of the part IV of FIG. 2 in the 2nd state of the pressure adjusting apparatus which concerns on 1st Example. It is an enlarged view of the part IV of FIG. 2 in the 3rd state of the pressure adjusting apparatus which concerns on 1st Example. It is sectional drawing of a part of the element of the pressure adjusting apparatus which concerns on 2nd Example.

(First Example)
The fuel supply system 1 and the pressure adjusting device 2 according to the first embodiment will be described with reference to the drawings. FIG. 1 is a schematic view of the fuel supply system 1 according to the first embodiment. As shown in FIG. 1, the fuel supply system 1 includes a fuel tank FT, a fuel pump FP (an example of a fuel supply device), a fuel supply path SL, a pressure adjusting device 2, and a controller 100. The fuel supply system 1 is mounted on a vehicle such as a gasoline vehicle. The fuel supply system 1 is a system for supplying fuel to an engine EN (an example of a fuel utilization device) of a vehicle.

The fuel tank FT stores fuel such as gasoline. Fuel is stored in the fuel tank FT. Further, a fuel pump FP and a pressure adjusting device 2 are arranged in the fuel tank FT. The fuel pump FP is a device that sucks the fuel stored in the fuel tank FT and discharges it to the fuel supply path SL. The fuel discharged from the fuel pump FP is supplied to the engine EN of the vehicle through the fuel supply path SL. The fuel pump FP is configured so that the amount of fuel discharged per unit time can be controlled. The amount of fuel discharged from the fuel pump FP is controlled by the controller 100. The controller 100 is, for example, an ECU (Engine Control Unit).

The fuel supply path SL is connected to the fuel pump FP and the engine EN. The upstream end of the fuel supply path SL is connected to the fuel pump FP, and the downstream end of the fuel supply path SL is connected to the engine EN. The fuel supply path SL supplies fuel from the fuel pump FP to the engine EN when the fuel pump FP operates. The fuel discharged from the fuel pump FP flows through the fuel supply path SL. A check valve CV and a high-pressure pump HP are arranged in the fuel supply path SL.

The check valve CV allows fuel to flow from the upstream side (fuel pump FP side) to the downstream side (engine EN side) of the fuel supply path SL. On the other hand, the check valve CV prohibits fuel from flowing from the downstream side (engine EN side) to the upstream side (fuel pump FP side) of the fuel supply path SL. The fuel in the fuel supply path SL flows from the upstream side to the downstream side of the check valve CV when the fuel pump FP operates. When the fuel pump FP is not operating (when stopped), the fuel in the fuel supply path SL does not pass through the check valve CV. The check valve CV opens when the fuel pump FP operates and closes when the fuel pump FP does not operate.

The first branch path BL1 and the fuel discharge path DL are connected to the fuel supply path SL (hereinafter referred to as “upstream path SL1”) on the upstream side (fuel pump FP side) of the check valve CV. The first branch path BL1 and the fuel discharge path DL are branched from the upstream path SL1 respectively.

The first branch path BL1 is connected to the upstream path SL1 and the pressure adjusting device 2. The upstream end of the first branch path BL1 is connected to the upstream path SL1. The downstream end of the first branch path BL1 is branched into a plurality of (two in this embodiment) connection paths CL, and each connection path CL is connected to the pressure adjusting device 2. The first branch path BL1 supplies a part of the fuel flowing through the upstream path SL1 from the upstream path SL1 to the pressure adjusting device 2 when the fuel pump FP is operating. When the fuel pump FP is not operating, fuel may flow from the pressure regulator 2 into the upstream path SL1 through the first branch path BL1.

The fuel discharge route DL is a route for discharging a part of the fuel flowing through the upstream route SL1 into the fuel tank FT. The upstream end of the fuel discharge path DL is connected to the upstream path SL1, and the downstream end of the fuel discharge path DL is open to the space inside the fuel tank FT.

A relief valve RV is arranged in the fuel discharge path DL. The relief valve RV opens when the pressure of the fuel in the upstream path SL1 is higher than the predetermined relief pressure V3, and closes when the pressure of the fuel in the upstream path SL1 is lower than the predetermined pressure. .. The relief valve RV may open when the fuel pump FP operates. When the relief valve RV is opened, a part of the fuel flowing through the upstream path SL1 is discharged from the upstream path SL1 into the fuel tank FT through the fuel discharge path DL.

The second branch path BL2 is connected to the fuel supply path SL (hereinafter referred to as "downstream path SL2") on the downstream side (engine EN side) of the check valve CV. The second branch path BL2 branches from the downstream path SL2. The second branch path BL2 is connected to the downstream path SL2 and the pressure adjusting device 2. The upstream end of the second branch path BL2 is connected to the downstream path SL2, and the downstream end of the second branch path BL2 is connected to the pressure regulator 2. When the fuel pump FP is operating or not operating, fuel may flow into the pressure adjusting device 2 from the downstream path SL2 through the second branch path BL2.

The high-pressure pump HP arranged in the fuel supply path SL is arranged on the downstream side (engine EN side) of the check valve CV. The high-pressure pump HP boosts and discharges the fuel flowing through the fuel supply path SL. The fuel discharged from the high-pressure pump HP is supplied to the engine EN.

The engine EN includes a delivery pipe DP and a plurality of injector INs. The delivery pipe DP is connected to the downstream end of the fuel supply path SL. The delivery pipe DP distributes the fuel supplied from the fuel supply path SL to a plurality of injector INs. Each injector IN ejects the fuel supplied from the delivery pipe DP into the intake path of the engine EN or the combustion chamber (not shown).

(Structure of pressure regulator 2)
The configuration of the pressure adjusting device 2 will be described in detail. FIG. 2 is a cross-sectional view of a first state (a state in which the first valve 10 and the second valve 20 are closed) of the pressure adjusting device 2 according to the first embodiment. As shown in FIG. 2, the pressure adjusting device 2 includes a casing 30, a first valve 10, and a second valve 20. The first valve 10 and the second valve 20 are arranged in the casing 30.

(Structure of casing 30)
The configuration of the casing 30 will be described. The casing 30 includes a first portion 31, a second portion 32, and a third portion 33. A first chamber 101, a second chamber 201, and a third chamber 301 are provided in the casing 30.

The first portion 31 of the casing 30 is arranged at the center of the casing 30 in the axial direction (left-right direction in FIG. 2). The first portion 31 is formed in a substantially cylindrical shape. The first portion 31 extends in the axial direction of the casing 30. A first room 101 is provided in the first portion 31.

The first end portion 35 is fixed to one end portion (the left end portion in FIG. 2) in the axial direction of the first portion 31. The first end portion 35 is formed in a substantially annular shape. The first end portion 35 extends inward in the radial direction of the first portion 31 from one end portion in the axial direction of the first portion 31. The first end portion 35 is provided with a plurality of (two in this embodiment) first openings 61. Each connection path CL of the first branch path BL1 described above is connected to each first opening 61. The first branch path BL1 and the first chamber 101 communicate with each other through the first opening 61. As a result, the first chamber 101 communicates with the upstream path SL1 via the first branch path BL1. When the fuel pump FP is in operation, fuel flows into the first chamber 101 from each connection path CL of the first branch path BL1 through each first opening 61. Further, when the fuel pump FP is not operating, fuel may flow from the first chamber 101 into the first branch path BL1 through each of the first openings 61. A filter member 69 is arranged in the first chamber 101. The filter member 69 covers the first opening 61.

A holding portion 38 is fixed to the other end of the first portion 31 in the axial direction (the end on the right side in FIG. 2). The holding portion 38 extends from the other end in the axial direction of the first portion 31 to the outside in the radial direction of the first portion 31, and then is bent at the tip portion to extend inward in the radial direction. The holding portion 38 holds the diaphragm 70, which will be described later.

The second portion 32 of the casing 30 is arranged at one end (left end in FIG. 2) in the axial direction (left-right direction in FIG. 2) of the casing 30. The second portion 32 is formed in a substantially cylindrical shape. The outer diameter of the second portion 32 is smaller than the outer diameter of the first portion 31 described above. The second portion 32 extends in the axial direction of the casing 30. A valve seat member 50, which will be described later, is press-fitted into the second portion 32.

The second end portion 36 is fixed to one end portion (the left end portion in FIG. 2) in the axial direction of the second portion 32. The second end portion 36 is formed in a substantially annular shape. The second end portion 36 extends inward in the radial direction of the second portion 32 from one end portion in the axial direction of the second portion 32. A second opening 62 is provided at the second end 36. The other end in the axial direction of the second portion 32 (the right end in FIG. 2) is connected to the inner end of the substantially annular first end 35.

The third portion 33 of the casing 30 is arranged at the other end (the right end of FIG. 2) in the axial direction (left-right direction of FIG. 2) of the casing 30. The third portion 33 is formed in a substantially cylindrical shape. The outer diameter of the third portion 33 is larger than the outer diameter of the second portion 32 described above. The third portion 33 extends in the axial direction of the casing 30. A third room 301 is provided in the third portion 33.

The third end portion 37 is fixed to one end portion (the left end portion in FIG. 2) in the axial direction of the third portion 33. The third end portion 37 is formed in a substantially annular shape. The third end portion 37 extends from one end portion in the axial direction of the third portion 33 to the outside in the radial direction of the third portion 33. The third end portion 37 is held by the holding portion 38.

The fourth end 39 is fixed to the other end (the right end in FIG. 2) of the third portion 33 in the axial direction. The fourth end portion 39 extends inward in the radial direction of the third portion 33 after being bent from the other end in the axial direction of the third portion 33. A third opening 63 is provided at the fourth end 39. The third opening 63 is opened in the fuel tank FT in which the pressure adjusting device 2 is housed. The third chamber 301 and the space inside the fuel tank FT (an example of the space outside the casing 30) communicate with each other through the third opening 63. Further, the fourth end portion 39 includes a contact surface 49 facing the third chamber 301 side. The contact surface 49 is formed in a substantially annular shape. The first coil spring 13, which will be described later, comes into contact with the contact surface 49.

(Structure of valve seat member 50)
The configuration of the valve seat member 50 press-fitted into the second portion 32 of the casing 30 will be described. FIG. 3 is a cross-sectional view of some elements of the pressure adjusting device 2. FIG. 4 is an enlarged view of Part IV of FIG. As shown in FIGS. 2 to 4, the valve seat member 50 includes a cylindrical portion 51 and a flange portion 52. The tubular portion 51 is formed in a substantially cylindrical shape. The tubular portion 51 extends in the axial direction (left-right direction in FIG. 2) of the casing 30. The tubular portion 51 is press-fitted into the second portion 32 of the casing 30. As a result, the valve seat member 50 is fixed to the casing 30.

One end of the tubular portion 51 in the axial direction (the left end in FIG. 2) is exposed to the outside of the casing 30 from the second opening 62 of the second portion 32 of the casing 30. One end of the tubular portion 51 is arranged in the space inside the fuel tank FT. The other end of the tubular portion 51 in the axial direction (the end on the right side in FIG. 2) is exposed from the second portion 32 of the casing 30 into the casing 30. The other end of the tubular portion 51 is arranged in the first chamber 101 provided in the first portion 31 of the casing 30.

The tubular portion 51 is provided with a second chamber 201 and a fourth opening 64. The second chamber 201 extends in the axial direction of the tubular portion 51. The second chamber 201 is provided from the inside of the casing 30 to the outside of the casing 30. The above-mentioned second branch path BL2 is connected to the fourth opening 64. The second branch path BL2 and the second chamber 201 communicate with each other through the fourth opening 64. As a result, the second chamber 201 communicates with the downstream path SL2 via the second branch path BL2. When the fuel pump FP is operating and not operating, fuel flows into the second chamber 201 from the second branch path BL2 through the fourth opening 64.

The tubular portion 51 is further provided with a communication hole 57 and a recess 54 that communicate with the second chamber 201. The communication hole 57 extends in the axial direction (left-right direction in FIG. 2) of the tubular portion 51. The recess 54 is provided at the other end of the tubular portion 51 in the axial direction (the end on the right side in FIG. 2). The recess 54 is recessed toward the communication hole 57 side (left side in FIG. 2). A second coil spring 23, which will be described later, is inserted into the recess 54.

The flange portion 52 of the valve seat member 50 projects from the other end of the tubular portion 51 to the outside in the radial direction of the tubular portion 51. The flange portion 52 is arranged in the first chamber 101. A convex portion 53 projecting in the axial direction (left-right direction in FIG. 2) of the casing 30 is provided on the peripheral edge portion of the flange portion 52.

(Structure of 1st valve 10)
The configuration of the first valve 10 arranged in the casing 30 will be described. The first valve 10 includes a first valve seat 11, a first valve body 12, a first coil spring 13 (an example of a first pressing member), and a diaphragm 70.

The first valve seat 11 is provided on the moving member 60 arranged in the first chamber 101. The moving member 60 is configured to be movable in the first chamber 101. The moving member 60 includes a valve seat portion 65 and a valve body portion 66. The valve seat portion 65 has a substantially hemispherical structure protruding toward the first valve body 12. The first valve seat 11 is formed by the valve seat portion 65 of the moving member 60. The first valve seat 11 is arranged so as to face the first valve body 12. The first valve seat 11 is made of metal. The first valve seat 11 includes a first seat surface 121 provided on the surface of the valve seat portion 65 on the first valve body 12 side. The first seat surface 121 is configured as a curved surface protruding toward the first valve body 12.

The first valve body 12 is configured to abut / separate from the first valve seat 11. When the first valve body 12 comes into contact with the first valve seat 11, the first valve 10 closes. When the first valve body 12 is separated from the first valve seat 11, the first valve 10 is opened. The first valve body 12 includes a first chamber side member 18 and a third chamber side member 19. The first chamber side member 18 is arranged on the first chamber 101 side, and the third chamber side member 19 is arranged on the third chamber 301 side.

The first chamber side member 18 is made of metal. The first chamber side member 18 includes a first pressure receiving surface 15 and a first contact surface 16. Further, the first chamber side member 18 is provided with a first communication hole 14. The first pressure receiving surface 15 faces the first chamber 101 side, and receives the pressure of the fuel in the first chamber 101. When the pressure of the fuel in the first chamber 101 becomes higher than the predetermined first pressure V1, the first valve body 12 moves to the third chamber 301 side and the valve is opened. The predetermined first pressure V1 is a pressure lower than the reference relief pressure V3 when the relief valve RV described above is opened.

The first contact surface 16 faces the first valve seat 11 side, and is in contact with / separated from the first seat surface 121 of the first valve seat 11. The first communication hole 14 penetrates the first chamber side member 18 along the axial direction of the casing 30. When the first valve 10 is opened, the first chamber 101 and the third chamber 301 communicate with each other through the first communication hole 14. As a result, the first chamber 101 communicates with the space in the fuel tank FT via the third chamber 301. The first communication hole 14 includes a throttle portion 94 and a diameter expansion portion 95. The throttle portion 94 is provided on the first chamber 101 side, and the diameter expansion portion 95 is provided on the third chamber 301 side. The inner diameter of the drawn portion 94 is smaller than the inner diameter of the enlarged diameter portion 95. The inner diameter of the enlarged diameter portion 95 increases from the first chamber 101 side toward the third chamber 301 side.

The third chamber side member 19 of the first valve body 12 is fixed to the first chamber side member 18. The third chamber side member 19 includes a first pressing surface 17. The first pressing surface 17 faces the third chamber 301 side. The first pressing surface 17 is pressed by the first coil spring 13 arranged in the third chamber 301.

The first coil spring 13 is configured to be expandable and contractible in the axial direction (left-right direction in FIG. 2) of the casing 30. The first coil spring 13 is arranged between the first pressing surface 17 and the contact surface 49 of the casing 30. One end of the first coil spring 13 (the left end in FIG. 2) comes into contact with the first pressing surface 17, and the other end of the first coil spring 13 (the right end in FIG. 2) comes into contact with the contact surface 49. By pressing the first pressing surface 17, the first coil spring 13 presses the first valve body 12 toward the first chamber 101 (that is, in the direction in which the valve is closed). When the pressure of the fuel in the first chamber 101 becomes lower than the predetermined first pressure V1, the first valve body 12 moves toward the first chamber 101 and comes into contact with the first valve seat 11. As a result, the first valve body 12 is closed.

The diaphragm 70 of the first valve 10 is formed in a substantially annular shape. The diaphragm 70 is arranged between the first chamber 101 and the third chamber 301 to partition the two. The inner peripheral portion 71 of the diaphragm 70 is arranged between the first chamber side member 18 and the third chamber side member 19, and is sandwiched between the two. The outer peripheral portion 72 of the diaphragm 70 is arranged between the holding portion 38 of the casing 30 and the third end portion 37, and is sandwiched between the two. The diaphragm 70 is deformed as the first valve body 12 moves toward the first chamber 101 side and the third chamber 301 side along the axial direction of the casing 30.

(Structure of 2nd valve 20)
The configuration of the second valve 20 arranged in the casing 30 will be described. The second valve 20 includes a second valve seat 21, a second valve body 22, and a second coil spring 23 (an example of a second pressing member).

The second valve seat 21 is provided at the other end in the axial direction ((the right end in FIG. 2)) of the valve seat member 50 fixed to the casing 30. The second valve seat 21 is composed of a flange portion 52 of the valve seat member 50. The second valve seat 21 is arranged in the first chamber 101 so as to face the second valve body 22. The second valve seat 21 is made of metal. The second valve seat 21 includes a second seat surface 221 provided on the surface of the convex portion 53 of the flange portion 52. The second valve seat 21 is configured as a curved surface protruding toward the moving member 60 arranged in the first chamber 101.

The second valve body 22 is provided on the moving member 60 arranged in the first chamber 101. The second valve body 22 is formed by the valve body portion 66 of the moving member 60. The second valve body 22 is integrally formed with the first valve seat 11 (valve seat portion 65 of the moving member 60). The second valve body 22 (valve body portion 66 of the moving member 60) has a substantially disk-shaped structure made of metal. The second valve body 22 abuts / separates from the second valve seat 21. When the second valve body 22 comes into contact with the second valve seat 21, the second valve 20 closes. When the second valve body 22 is separated from the second valve seat 21, the second valve 20 is opened.

A pressure chamber 105 is provided between the second valve body 22 and the second valve seat 21. The pressure chamber 105 communicates with the second chamber 201 via a recess 54 provided in the valve seat member 50 and a communication hole 57. The pressure of the fuel in the pressure chamber 105 becomes the same as the pressure of the fuel in the second chamber 201.

The second valve body 22 is provided with a first recess 91 and a second recess 92. The first recess 91 and the second recess 92 are provided on the surface of the second valve body 22 on the second valve seat 21 side. The first recess 91 and the second recess 92 are recessed on the side opposite to the second valve seat 21 (first valve seat 11 side).

The first recess 91 is provided at the center of the surface of the second valve body 22 on the second valve seat 21 side. The first recess 91 is provided at a position facing the recess 54 provided in the tubular portion 51 of the valve seat member 50. The end of the second coil spring 23 inserted into the recess 54 is inserted into the first recess 91. The depth of the first recess 91 is deeper than the depth of the second recess 92. A second recess 92 is provided around the first recess 91.

The second valve body 22 further includes a second pressing surface 27, a second contact surface 28, a second pressure receiving surface 26, and a third contact surface 29. The second pressing surface 27, the second contact surface 28, and the second pressure receiving surface 26 are provided on the surface of the second valve body 22 on the second valve seat 21 side.

The second pressing surface 27 is provided on the bottom surface of the first recess 91 provided in the second valve body 22. The second pressing surface 27 is pressed by the second coil spring 23 inserted in the first recess 91.

The second contact surface 28 is provided around the second pressure receiving surface 26. The second contact surface 28 contacts / separates from the second seat surface 221 of the second valve seat 21 provided on the valve seat member 50.

The second pressure receiving surface 26 is composed of the entire surface of the second valve body 22 on the second valve seat 21 side in a region inside the contact portion between the second contact surface 28 and the second seat surface 221. ing. A part of the second pressure receiving surface 26 is provided on the bottom surface of the second recess 92 provided in the second valve body 22. The second pressure receiving surface 26 receives the pressure of the fuel in the pressure chamber 105 between the second valve body 22 and the second valve seat 21. The pressure of the fuel in the pressure chamber 105 is the same as the pressure of the fuel in the second chamber 201 communicating with the pressure chamber 105. When the fuel pressure in the pressure chamber 105 (fuel pressure in the second chamber 201) becomes higher than the predetermined second pressure V2, the second valve body 22 moves to the first valve body 12 side to open the valve. become. The predetermined second pressure V2 is a pressure higher than the reference first pressure V1 when the above-mentioned first valve body 12 is in the valve open state. Further, the predetermined second pressure V2 is a pressure lower than the reference relief pressure V3 when the relief valve RV described above is opened.

The third contact surface 29 is provided on the surface of the second valve body 22 opposite to the second valve seat 21 (first valve body 12 side). The third contact surface 29 is provided around the first valve seat 11. The third contact surface 29 is formed in a substantially annular shape. The third contact surface 29 comes into contact with the regulation member 80, which will be described later.

The second coil spring 23 of the second valve 20 is arranged between the valve seat member 50 and the moving member 60. The second coil spring 23 is inserted into the recess 54 provided in the valve seat member 50 and the first recess 91 provided in the moving member 60. The second coil spring 23 is configured to be expandable and contractible in the axial direction (left-right direction in FIG. 2) of the valve seat member 50. One end of the second coil spring 23 (the left end in FIG. 2) abuts on the bottom surface of the recess 54, and the other end of the second coil spring 23 (the right end in FIG. 2) is the bottom surface (second pressing surface) of the first recess 91. 27) abuts. The second coil spring 23 presses the second valve body 22 on the side opposite to the second valve seat 21 (first valve body 12 side) by pressing the second pressing surface 27. That is, the second coil spring 23 presses the second valve body 22 in the direction in which the valve is opened.

(Alignment structure)
Next, the alignment structure will be described. In the above configuration, the first valve seat 11 includes a curved first seat surface 121, and the first seat surface 121 abuts on the first valve body 12 to bring the first valve body 12 and the first valve body 12 into contact with the first valve body 12. The valve seat 11 is centered. As a result, the second valve body 22 and the second valve seat 21 of the second valve 20 are aligned. More specifically, when the second valve body 22 integrated with the first valve seat 11 comes into contact with the second valve seat 21 in a state where the first valve body 12 is in contact with the first valve seat 11, the first valve body 12 comes into contact with the second valve seat 21. Even if the postures of the valve seat 11 and the second valve body 22 are tilted, the tilts of the postures of the first valve seat 11 and the second valve body 22 are corrected. The inclination of the posture is corrected between the curved first seat surface 121 of the first valve seat 11 and the first valve body 12. As a result, the inclination of the posture of the first valve seat 11 with respect to the first valve body 12 is corrected. Further, the inclination of the posture of the moving member 60 including the first valve seat 11 and the second valve body 22 is corrected. As a result, the inclination of the posture of the second valve body 22 with respect to the second valve seat 21 is corrected. The curved first seat surface 121 of the first valve seat 11 is an example of the centering structure.

(Structure of regulatory member 80)
Next, the configuration of the regulating member 80 will be described. The regulating member 80 is arranged in the first chamber 101 in the casing 30. The regulating member 80 is arranged between the first valve body 12 and the second valve body 22. The regulating member 80 is arranged so as to face the second valve body 22. The regulating member 80 is arranged on the side opposite to the second coil spring 23 (opposite side to the second valve seat 21) with the second valve body 22 interposed therebetween. The regulating member 80 is fixed to the first portion 31 of the casing 30. The peripheral edge of the regulating member 80 is fixed to the inner peripheral surface of the first portion 31.

The regulating member 80 is provided with one insertion hole 81 and a plurality of through holes 82. One insertion hole 81 and a plurality of through holes 82 penetrate the regulation member 80 in the axial direction (left-right direction in FIG. 2). The insertion hole 81 is provided in the central portion of the regulation member 80. The first valve seat 11 of the first valve 10 is inserted into the insertion hole 81. A plurality of through holes 82 are provided around the insertion holes 81. The fuel in the first chamber 101 passes through the plurality of through holes 82.

The regulating member 80 regulates the distance that the moving member 60 arranged in the first chamber 101 moves in the axial direction (left-right direction in FIG. 2) of the casing 30. When the moving member 60 including the first valve seat 11 and the second valve body 22 moves to the first valve body 12 side by a predetermined distance, the moving member 60 comes into contact with the regulating member 80 and the movement of the moving member 60 is restricted. NS. The movement of the moving member 60 is restricted by the third contact surface 29 provided on the second valve body 22 coming into contact with the regulating member 80.

(Operation of fuel supply system 1 and pressure regulator 2)
(When the fuel pump FP is operating)
Next, the operation of the fuel supply system 1 and the pressure adjusting device 2 will be described. First, the operating time of the fuel pump FP will be described. In the fuel supply system 1 and the pressure adjusting device 2, when the fuel pump FP is operating, the fuel discharged from the fuel pump FP is supplied to the engine EN through the fuel supply path SL. When the fuel pump FP is in operation, the check valve CV arranged in the fuel supply path SL is opened by the pressure of the fuel discharged from the fuel pump FP. When the check valve CV is opened, fuel flows from the upstream path SL1 on the upstream side of the check valve CV to the downstream path SL2 on the downstream side of the check valve CV through the check valve CV. After that, the fuel flowing through the downstream path SL2 is boosted by the high-pressure pump HP and supplied to the engine EN.

Further, when the fuel pump FP is in operation, a part of the fuel discharged from the fuel pump FP flows from the upstream path SL1 into the first branch path BL1 and the connection path CL and is supplied to the pressure adjusting device 2. The fuel that has flowed through the first branch path BL1 and the connection path CL flows into the first chamber 101 provided in the casing 30 of the pressure adjusting device 2. The pressure of the fuel in the first chamber 101 is the same as the pressure of the fuel in the fuel supply path SL. When the discharge pressure of the fuel pump FP becomes high, the pressure of the fuel in the first chamber 101 becomes high.

Then, when the discharge pressure of the fuel pump FP becomes higher and the pressure of the fuel in the first chamber 101 becomes higher than the predetermined first pressure V1, the pressure of the fuel in the first chamber 101 causes the first valve body 12 to move. Move to the third room 301 side.

When the first valve body 12 moves to the third chamber 301 side, the moving member 60 moves to the third chamber 301 side following the first valve body 12. The moving member 60 moves following the first valve body 12 by being pressed toward the first valve body 12 by the second coil spring 23. The moving member 60 includes a first valve seat 11 and a second valve body 22. Therefore, the movement of the moving member 60 causes the first valve seat 11 and the second valve body 22 to move. The first valve seat 11 and the second valve body 22 move to the first valve body 12 side. FIG. 5 is a cross-sectional view of the pressure adjusting device 2 in the second state (the state in which the second valve 20 is open). As shown in FIG. 5, when the moving member 60 moves to the first valve body 12 side by a predetermined distance, the third contact surface 29 provided on the second valve body 22 of the moving member 60 becomes the regulating member 80. Contact. When the moving member 60 comes into contact with the regulating member 80, the movement of the moving member 60 is restricted.

FIG. 6 is a cross-sectional view of the pressure adjusting device 2 in the third state (the state in which the first valve 10 is open). As shown in FIG. 6, when the first valve body 12 further moves to the third chamber 301 side in a state where the movement of the moving member 60 is restricted, the first valve body 12 opens apart from the first valve seat 11. It becomes a valve state. When the first valve body 12 is in the valve open state, the first chamber 101 and the third chamber 301 communicate with each other through the first communication hole 14 of the first valve body 12. As a result, fuel is discharged from the first chamber 101 to the third chamber 301. Further, fuel is discharged from the third chamber 301 into the fuel tank FT through the third opening 63 of the casing 30. As described above, when the pressure of the fuel in the first chamber 101 communicating with the upstream path SL1 becomes higher than the first pressure V1, the first valve body 12 is opened and the fuel in the first chamber 101 is opened. Is discharged into the fuel tank FT. As a result, it is possible to prevent the pressure of the fuel in the fuel supply path SL from becoming higher than the first pressure V1.

When the fuel in the first chamber 101 is discharged, the pressure of the fuel in the first chamber 101 becomes low. When the pressure of the fuel in the first chamber 101 becomes lower than the predetermined first pressure V1, the first valve body 12 moves to the first chamber 101 side by the pressing force of the first coil spring 13. When the first valve body 12 further moves toward the first chamber 101 side, as shown in FIGS. 5 and 4, the first valve body 12 comes into contact with the first valve seat 11 and becomes closed. As a result, fuel is not discharged from the first chamber 101 to the third chamber 301.

When the fuel pump FP is in operation, a part of the fuel discharged from the fuel pump FP also flows into the fuel discharge path DL (see FIG. 1) from the upstream path SL1. When the discharge pressure of the fuel pump FP becomes higher and the pressure of the fuel in the fuel supply path SL becomes higher than the predetermined relief pressure V3, the relief valve RV arranged in the fuel discharge path DL opens. Then, the fuel is discharged from the fuel discharge path DL into the fuel tank FT. As a result, it is possible to prevent the pressure of the fuel in the fuel supply path SL from becoming higher than the relief pressure V3.

(When the fuel pump FP is not operating)
Next, the time when the fuel pump FP is not operating (when stopped) will be described. When the fuel pump FP is not operating, fuel is not discharged from the fuel pump FP. Therefore, the check valve CV does not open. Fuel does not flow from the downstream path SL2 on the downstream side of the check valve CV to the upstream path SL1 on the upstream side of the check valve CV through the check valve CV.

In the fuel supply system 1, when the fuel pump FP is not operating, the pressure of the fuel in the downstream path SL2 may increase. For example, the temperature of the fuel in the downstream path SL2 may increase due to the influence of heat generated from the engine EN and / or the high-pressure pump HP, which may increase the pressure of the fuel.

The downstream path SL2 communicates with the second chamber 201 provided in the casing 30 of the pressure adjusting device 2 via the second branch path BL2. Therefore, as the pressure of the fuel in the downstream path SL2 increases, the pressure of the fuel in the second chamber 201 increases accordingly. Then, when the pressure of the fuel in the downstream path SL2 becomes higher and the pressure of the fuel in the second chamber 201 becomes higher than the predetermined second pressure V2, as shown in FIG. 5, the pressure in the second chamber 201 becomes higher. The second valve body 22 moves to the first valve body 12 side due to the pressure of the fuel, and the valve is opened. The reference second pressure V2 at which the second valve body 22 is in the valve open state is a pressure higher than the reference first pressure V1 at which the first valve body 12 is in the valve open state.

When the second valve body 22 is in the valve open state, the second chamber 201 and the first chamber 101 communicate with each other. As a result, the fuel in the second chamber 201 flows into the first chamber 101. The fuel that has flowed into the first chamber 101 flows into the first branch path BL1 through the first opening 61 of the first end 35 of the casing 30. The fuel that has flowed into the first branch path BL1 flows back through the first branch path BL1 and the upstream path SL1 and is returned to the fuel pump FP. Then, the fuel is discharged into the fuel tank FT through the fuel pump FP. As described above, when the pressure of the fuel in the second chamber 201 communicating with the downstream path SL2 becomes higher than the second pressure V2, the second valve body 22 is opened and the fuel in the second chamber 201 is opened. Is discharged into the fuel tank FT. As a result, it is possible to prevent the pressure of the fuel in the downstream path SL2 from becoming higher than the second pressure V2. Further, when the pressure of the fuel in the downstream path SL2 is lower than the second pressure V2, the second valve body 22 is not opened, so that the pressure of the fuel in the downstream path SL2 is higher than the first pressure V1. High pressure can be maintained.

When the fuel in the second chamber 201 is discharged, the pressure of the fuel in the second chamber 201 becomes low. When the pressure of the fuel in the second chamber 201 becomes lower than the predetermined second pressure V2, the second valve body 22 moves to the second valve seat 21 side due to the pressing force of the first coil spring 13. The first coil spring 13 presses the second valve body 22 toward the second valve seat 21 side via the first valve seat 11 and the first valve body 12. When the second valve body 22 further moves toward the second valve seat 21, the second valve body 22 comes into contact with the second valve seat 21 to close the valve. As a result, the fuel in the second chamber 201 is not discharged.

[effect]
The pressure adjusting device 2 according to the first embodiment has been described above. As is clear from the above description, in the pressure adjusting device 2, the first valve body 12, the first valve seat 11 with which the first valve body 12 abuts, the second valve body 22, and the second valve body 22 come into contact with each other. It includes a second valve seat 21 that comes into contact with the valve seat 21. Further, the pressure adjusting device 2 presses the first valve body 12 in the direction in which the first valve body 12 is closed, and the second valve body 22 passes through the first valve body 12 and the first valve seat 11. A first coil spring 13 for pressing the second valve body 22 in the direction in which the valve is closed is provided. Further, the pressure adjusting device 2 sets the first valve seat 11 integrally formed with the second valve body 22 by pressing the second valve body 22 in the direction in which the second valve body 22 is in the valve open state. A second coil spring 23 that presses the valve body 12 side is provided. Further, the pressure adjusting device 2 includes a regulating member 80 that regulates the distance that the second valve body 22 and the first valve seat 11 pressed by the second coil spring 23 move toward the first valve body 12.

According to this configuration, when the first valve body 12 is in the closed state, the first valve body 12 is pressed by the first coil spring 13 and comes into contact with the first valve seat 11. When the second valve body 22 is in the closed state, the second valve body 22 is pressed by the first coil spring 13 via the first valve seat 11 and the first valve body 12 and comes into contact with the second valve seat 21. .. When the first valve body 12 and the second valve body 22 are pressed by the first coil spring 13, the valve is closed. In the above configuration, the first valve body 12 comes into contact with the first valve seat 11, while the second valve body 22 comes into contact with the second valve seat 21, so that the valves are closed independently. Therefore, the sealing property between the first valve body 12 and the first valve seat 11 and the sealing property between the second valve body 22 and the second valve seat 21 can be managed independently. Thereby, the sealing property between the valve bodies 12 and 22 and the valve seats 11 and 21 can be easily ensured.

The first valve seat 11 includes a curved first seat surface 121 that aligns the first valve body 12 and the first valve seat 11. According to this configuration, the first valve body 12 and the first valve seat 11 can be aligned. Further, the second valve body 22 and the second valve seat 21 which are integrally formed with the first valve seat 11 can be aligned. As a result, the sealing property between the valve bodies 12 and 22 and the valve seats 11 and 21 can be improved.

The second valve body 22 includes a third contact surface 29 that comes into contact with the regulating member 80 when it moves to the first valve body 12 side. The first valve seat 11 includes a first seat surface 121 projecting toward the first valve body 12 with respect to the regulating member 80. When the first valve body 12 is in the closed state, the first valve body 12 comes into contact with the first seat surface 121. According to this configuration, the behavior of the first valve seat 11 and the second valve body 22 can be stabilized.

The second coil spring 23 presses the second pressing surface 27 at the center of the surface of the second valve body 22 on the second valve seat 21 side. According to this configuration, the second valve body 22 can be pressed in a well-balanced manner by the second coil spring 23. Further, the first valve seat 11 integrally formed with the second valve body 22 can be pressed in a well-balanced manner. Therefore, the first valve body 12 and the first valve seat 11 can be centered with high accuracy, and the sealability between the first valve body 12 and the first valve seat 11 can be improved.

The regulating member 80 is provided with a through hole 82 through which the fuel in the first chamber 101 passes. According to this configuration, the fuel in the first chamber 101 flows smoothly through the through hole 82.

In the pressure adjusting device 2 described above, the second recess 92 is provided on the surface of the second valve body 22 on the second valve seat 21 side. A second pressure receiving surface 26 of the second valve body 22 is provided on the bottom surface of the second recess 92. According to this configuration, the pressure of the fuel in the second chamber 201 acts on the second pressure receiving surface 26 of the second valve body 22 in a well-balanced manner. Therefore, it is possible to prevent the second valve body 22 from tilting.

Although one embodiment has been described above, the specific embodiment is not limited to the above embodiment. In the following description, the same components as those in the above description will be designated by the same reference numerals and description thereof will be omitted.

(Second Example)
In the first embodiment described above, the tubular portion 51 of the valve seat member 50 is press-fitted into the second portion 32 of the casing 30, but the present invention is not limited to this configuration. In the second embodiment, the tubular portion 51 of the valve seat member 50 may be screwed into the second portion 32 of the casing 30.

The tubular portion 51 of the valve seat member 50 of the second embodiment includes an adjusting portion 55 and an operating portion 56. The adjusting unit 55 and the operating unit 56 are arranged in the axial direction (left-right direction in FIG. 7) of the tubular portion 51. A male screw is provided on the outer peripheral surface of the adjusting portion 55. On the other hand, a female screw is provided on the inner peripheral surface of the second portion 32 of the casing 30. The male screw of the adjusting portion 55 is screwed into the female screw of the second portion 32. When the adjusting portion 55 rotates with respect to the second portion 32, the valve seat member 50 moves in the axial direction. By moving the valve seat member 50, the position of the second valve seat 21 provided on the valve seat member 50 is adjusted. The position of the second valve seat 21 in the direction in which the second valve body 22 and the second valve seat 21 face each other is adjusted. For example, the second valve seat 21 moves to the second valve body 22 side. Alternatively, the second valve seat 21 moves to the side opposite to the second valve body 22.

The operation unit 56 extends from the adjustment unit 55 toward the space outside the casing 30. The operation unit 56 projects from the second opening 62 provided at the second end 36 of the casing 30 to the outside of the casing 30. The position of the second valve seat 21 can be adjusted by the operator operating the operation unit 56. For example, when the operator rotates the operation unit 56 in the forward direction, the adjustment unit 55 rotates in the forward direction and the valve seat member 50 advances into the casing 30. As a result, the second valve seat 21 moves to the second valve body 22 side. On the contrary, when the operator rotates the operation unit 56 in the reverse direction, the adjusting unit 55 rotates in the reverse direction and the valve seat member 50 regresses out of the casing 30. As a result, the second valve seat 21 moves to the side opposite to the second valve body 22.

The second embodiment has been described above. In the pressure adjusting device 2 described above, the valve seat member 50 includes an adjusting unit 55 that adjusts the position of the second valve seat 21. According to this configuration, by adjusting the position of the second valve seat 21, the length of the first coil spring 13 when both the first valve body 12 and the second valve body 22 are closed is adjusted. Can be done. Thereby, the set pressure at which the first valve body 12 and the second valve body 22 are in the valve open state can be adjusted.

In the pressure adjusting device 2 described above, the valve seat member 50 includes an operating portion 56 extending from the adjusting portion 55 toward the space outside the casing 30. According to this configuration, the operator can adjust the position of the second valve seat 21 by operating the operation unit 56 outside the casing 30. The position of the second valve seat 21 can be easily adjusted. Therefore, the set pressure at which the first valve body 12 and the second valve body 22 are in the valve open state can be easily adjusted.

(Modification example)
In the above embodiment, the regulating member 80 is fixed to the first portion 31 of the casing 30, but the present invention is not limited to this configuration. In the modified example, the regulating member 80 may be fixed to the valve seat member 50.

Although specific examples of the present invention have been described in detail above, these are merely examples and do not limit the scope of claims. The techniques described in the claims include various modifications and modifications of the specific examples illustrated above. The technical elements described in the present specification or the drawings exhibit technical usefulness alone or in various combinations, and are not limited to the combinations described in the claims at the time of filing. In addition, the techniques illustrated in the present specification or drawings can achieve a plurality of purposes at the same time, and achieving one of the purposes itself has technical usefulness.

1: Fuel supply system, 2: Pressure regulator, 10: 1st valve, 11: 1st valve seat, 12: 1st valve body, 13: 1st coil spring, 15: 1st pressure receiving surface, 16: 1st Contact surface, 17: 1st pressing surface, 20: 2nd valve, 21: 2nd valve seat, 22: 2nd valve body, 23: 2nd coil spring, 26: 2nd pressure receiving surface, 27: 2nd pressing surface, 28: 2nd contact surface, 29: 3rd contact surface, 30: casing, 50: valve seat member, 51: tubular part, 52: flange part, 55: adjustment part, 56: operation part, 60: movement Member, 80: Regulatory member, 81: Insertion hole, 82: Through hole, 91: First recess, 92: Second recess, 100: Controller, 101: First chamber, 105: Pressure chamber, 121: First seat surface , 201: 2nd chamber, 221: 2nd seat surface, 301: 3rd chamber, BL1: 1st branch path, BL2: 2nd branch path, CL: connection path, CV: check valve, DL: fuel discharge path , DP: Delivery pipe, EN: Engine, FP: Fuel pump, FT: Fuel tank, HP: High pressure pump, IN: Injector, RV: Relief valve, SL: Fuel supply path, SL1: Upstream path, SL2: Downstream route

Claims (8)

A pressure regulator that regulates the pressure of fuel in a fuel supply path that supplies fuel from a fuel supply device to a fuel utilization device.
The fuel supply path has a check valve that allows fuel to flow from the fuel supply device side to the fuel utilization device side and prohibits fuel from flowing from the fuel utilization device side to the fuel supply device side. Have been placed and
The pressure regulator is
Casing and
A first chamber, which is provided in the casing, communicates with the fuel supply path on the fuel supply device side of the check valve, and communicates with the space outside the casing.
A second chamber, which is provided in the casing and communicates with the fuel supply path on the fuel utilization device side of the check valve, and can communicate with the first chamber.
A valve open state in which the first chamber is arranged in the casing and has a first pressure receiving surface that receives the pressure of fuel in the first chamber, and the first chamber and the space outside the casing communicate with each other, and the first chamber A first valve body that switches to a valve closed state in which the space outside the casing does not communicate with each other.
A first valve seat that is arranged in the casing so as to face the first valve body and that the first valve body comes into contact with when the first valve body is in the closed state.
It is integrally formed with the first valve seat, is arranged in the casing, and has a second pressure receiving surface that receives the pressure of fuel in the second chamber, and the second chamber and the first chamber communicate with each other. A second valve body that switches between a valve open state and a valve closed state in which the second chamber and the first chamber do not communicate with each other.
A second valve seat that is arranged in the casing so as to face the second valve body and that the second valve body comes into contact with when the second valve body is in the closed state.
The first valve body is arranged in the casing on the side opposite to the first valve seat so as to face the first valve body, and the first valve body is pressed in a direction in which the first valve body is closed, and the first valve body is pressed. A first pressing member that presses the second valve body in a direction in which the second valve body is closed via the first valve body and the first valve seat.
The second valve body is arranged in the casing on the same side as the second valve seat and faces the second valve body, and the second valve body is pressed in a direction in which the second valve body is opened. A second pressing member that presses the first valve seat, which is integrally formed with the two valve bodies, toward the first valve body side.
The second valve body and the first valve seat, which are arranged in the casing on the opposite side of the second pressing member and face the second valve body and pressed by the second pressing member, are the first valve. A pressure regulator equipped with a regulatory member that regulates the distance traveled to the body side. The pressure adjusting device according to claim 1.
The first valve seat is a pressure adjusting device having a centering structure for aligning the first valve body and the first valve seat. The pressure adjusting device according to claim 1 or 2.
The second valve body includes a contact surface that comes into contact with the regulating member when it moves to the first valve body side.
The first valve seat is a seat surface that protrudes toward the first valve body side from the regulating member, and is a seat surface that the first valve body comes into contact with when the first valve body is in the closed state. Equipped with a pressure regulator. The pressure adjusting device according to any one of claims 1 to 3.
It is provided with a valve seat member provided with the second valve seat.
The valve seat member is a pressure adjusting device including an adjusting unit for adjusting the position of the second valve seat in a direction in which the second valve body and the second valve seat face each other. The pressure adjusting device according to claim 4.
The valve seat member is a pressure adjusting device further including an operating portion extending from the adjusting portion toward a space outside the casing. The pressure adjusting device according to any one of claims 1 to 5.
The second pressing member is a pressure adjusting device that presses the central portion of the surface of the second valve body on the second valve seat side. The pressure adjusting device according to any one of claims 1 to 6.
A pressure adjusting device in which the regulating member is provided with a through hole through which fuel in the first chamber passes. The pressure adjusting device according to any one of claims 1 to 7.
A recess is provided on the surface of the second valve body on the second valve seat side.
A pressure adjusting device in which a part of the second pressure receiving surface of the second valve body is provided on the bottom surface of the recess.

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