JP3598610B2 - Solenoid valve and fuel pump using the same - Google Patents

Solenoid valve and fuel pump using the same Download PDF

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Publication number
JP3598610B2
JP3598610B2 JP26860195A JP26860195A JP3598610B2 JP 3598610 B2 JP3598610 B2 JP 3598610B2 JP 26860195 A JP26860195 A JP 26860195A JP 26860195 A JP26860195 A JP 26860195A JP 3598610 B2 JP3598610 B2 JP 3598610B2
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Japan
Prior art keywords
valve
fuel
pressure
check valve
seat
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JP26860195A
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JPH09112731A (en
Inventor
利康 佐橋
康弘 堀内
徹 高橋
正利 黒柳
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株式会社デンソー
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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20Varying fuel delivery in quantity or timing
    • F02M59/36Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366Valves being actuated electrically
    • F02M59/367Pump inlet valves of the check valve type being open when actuated
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012Valves
    • F02M63/0014Valves characterised by the valve actuating means
    • F02M63/0015Valves characterised by the valve actuating means electrical, e.g. using solenoid
    • F02M63/0017Valves characterised by the valve actuating means electrical, e.g. using solenoid using electromagnetic operating means
    • F02M63/0021Valves characterised by the valve actuating means electrical, e.g. using solenoid using electromagnetic operating means characterised by the arrangement of mobile armatures
    • F02M63/0022Valves characterised by the valve actuating means electrical, e.g. using solenoid using electromagnetic operating means characterised by the arrangement of mobile armatures the armature and the valve being allowed to move relatively to each other

Abstract

PROBLEM TO BE SOLVED: To prevent improper flow of fluid when a solenoid valve is opened and realize high speed operation simultaneously. SOLUTION: A valve element is divided into a check valve body 80 and an armature 94. The check valve element 80 is attached to a valve body section 72 in such a manner that it can slide in a scope of a predetermined stroke and has a seat section 81 which adheres or is separated from a valve seat section 78 formed in the valve body section 72. By receiving fluid pressure on a high pressure side as pushing pressure in the direction in which a valve is closed, the armature 94 is attached to an actuator holder section 73 in such a manner that it can move in a scope of a stroke which is smaller than the stroke of the check valve element 80. When it comes into contact with the check valve element 80 in such a manner that it can come into contact with and be separated from it, the check valve element 80 is stopped at a degree of opening which is below fully open degree, and the stroke of the armature 94 is smaller than the stroke of the check valve element 80.

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to an electromagnetic valve suitable for controlling a high-pressure fluid, and a fuel pump effective for use in, for example, a variable discharge high-pressure fuel pump for feeding high-pressure fuel into a common rail.
[0002]
[Prior art]
For example, as a fuel injection device for injecting fuel into a diesel engine, Japanese Patent Application Laid-Open No. 64-73166 discloses a system in which high-pressure fuel is accumulated in a pressure accumulation pipe called a common rail, and the accumulated pressure fuel is injected into the engine through an electromagnetic injector. It is shown in gazettes and the like.
[0003]
As shown in FIG. 12, this kind of common rail type fuel injection device sends the fuel in a fuel tank 1 to a high pressure fuel pump 3 by a low pressure fuel pump 2 and sends the fuel from the low pressure fuel pump 2 by the high pressure fuel pump 3. The received fuel is pressurized to a high pressure of about 100 MPa corresponding to the injection pressure, and the high-pressure fuel is sent to the common rail 6 via the check valve 4 and the discharge pipe 5. Distribution pipes 7 are connected to the common rail 6, and these distribution pipes 7 are connected to electromagnetic injectors 9 installed in each cylinder of the engine 8. When the electromagnetic control valve 10 is operated, an injector needle (not shown) of the electromagnetic injectors 9 is opened, whereby high-pressure fuel in the common rail 6 is injected into each cylinder of the engine 8 through the injectors 9. It has become so.
[0004]
The electromagnetic control valve 10 of the injector 9 is controlled by an electronic control unit ECU20. The ECU 20 receives information on the engine speed and load state from, for example, the engine speed sensor 21 and the load sensor 22, determines the operating state of the engine based on these signals, and determines the optimal injection timing according to the operating state of the engine. Then, a control signal is issued to the electromagnetic control valve 10 by calculating the injection amount. Therefore, the optimal injection timing and the optimal injection amount of fuel are injected into each cylinder of the engine 8 according to the operating state of the engine.
[0005]
Further, a pressure drop of the fuel consumed by the injection occurs in the common rail 6, and the fuel pressure in the common rail 6 must be constantly maintained at approximately 100 MPa corresponding to the injection pressure by compensating for this consumption. For this reason, the fuel for the consumption is supplied from the high-pressure fuel pump 3 to the common rail 6.
[0006]
That is, the common rail 6 is provided with a pressure sensor 23 for detecting the fuel pressure in the common rail, and the ECU 20 sends a command signal to the high-pressure fuel pump 3 based on a signal from the pressure sensor 23, The discharge amount is controlled. Therefore, the high-pressure fuel pump 3 must be a pump whose discharge amount can be controlled according to the load and the number of revolutions of the engine. For this reason, this kind of high-pressure pump has a structure as described in the above-mentioned publication. Has been adopted.
[0007]
That is, this type of high-pressure fuel pump 3 includes a cylinder, and a pump plunger that is slidably fitted in the cylinder and reciprocally driven by the rotation of the engine. Fuel is introduced into the pump chamber formed by the plunger from the side of the low-pressure fuel pump, and the fuel in the pump chamber is pressurized during the compression stroke of the pump plunger to be pumped to the common rail.
[0008]
In this case, the high-pressure fuel pump is provided with an electromagnetic valve facing the pump chamber, and the electromagnetic valve has a low-pressure passage communicating the pump chamber with the low-pressure side fuel reservoir. The low pressure passage is opened to allow the fuel in the pump chamber to escape to the fuel reservoir on the low pressure side, and when the solenoid valve is energized during the pressurizing operation of the plunger, the valve body is actuated to close the low pressure passage, whereby the fuel in the pump chamber is closed. Is supplied to the common rail side. This solenoid valve is controlled by the ECU 20.
[0009]
Meanwhile, a schematic structure of a conventional solenoid valve described in the above publication will be described with reference to FIG. In FIG. 13, reference numeral 30 denotes a valve body, in which a sliding hole 31 is formed in the center and a valve seat 32 is formed on the lower surface. Reference numeral 33 denotes a valve body which is slidably fitted in the sliding hole 31 of the valve body 30. A seat 34 is formed at the lower end of the valve body 33 to be attached to and detached from the valve seat 32, and an armature 35 is integrally connected to the upper end. The valve body 33 is urged downward in the figure by a spring (not shown), and the engaging portion 36 is engaged with the shim 37 to be held at the valve opening position. In this state, when the electromagnetic coil of the electromagnetic actuator (not shown) is energized, the armature 35 is sucked against the urging force of the spring, and the seat portion 34 of the valve body 33 is seated on the valve seat portion 32 of the valve body 30. And close the valve. The valve seat 32 of the valve body 30 faces the pump chamber 38 of the high-pressure fuel pump, and the sliding hole 31 of the valve body 30 communicates with the low-pressure side fuel reservoir 40 through the low-pressure passage 39. . Therefore, when the seat portion 34 of the valve body 33 is separated from the valve seat portion 32 of the valve body 30, the fuel pressurized in the pump chamber 38 of the high-pressure fuel pump flows through the sliding hole 31 of the valve body 30 to the low pressure. The fuel is released to the fuel reservoir 40 through the passage 39. Therefore, no fuel is supplied from the high-pressure fuel pump to the common rail. When the electromagnetic coil is energized, the armature 35 and the valve element 33 rise against the urging force of a spring (not shown), and the seat portion 34 of the valve element 33 is seated on the valve seat 32 and closed. In this case, the fuel pressurized in the pump chamber 38 is fed to the common rail through the discharge passage 41.
[0010]
Therefore, if the energization of the solenoid coil is controlled by the ECU 20, the amount of fuel discharged from the high-pressure fuel pump 3 to the common rail 6 can be controlled according to the engine load and the number of revolutions. Can always be maintained at the injection pressure.
[0011]
By the way, when the pump plunger 42 of the high-pressure fuel pump shifts to the suction stroke, the conventional solenoid valve moves from the fuel reservoir 40 to the low-pressure passage 39 until the pump plunger 42 passes through the suction hole 43 and opens the suction hole 43. And it is necessary to introduce fuel into the pump chamber 38 through the sliding hole 31. Therefore, when the pump plunger 42 moves to the suction stroke, the seat portion 34 of the valve body 33 needs to be largely separated from the valve seat portion 32 of the valve body 30 to secure a large fuel introduction passage so that suction failure does not occur. is there. That is, the valve body 33 needs a large stroke to prevent poor suction.
[0012]
[Problems to be solved by the invention]
However, in recent years, there has been a demand for a faster opening and closing operation of an electromagnetic valve. For example, when the operating state changes significantly with time as in an internal combustion engine for a vehicle, a fuel supply device for this type of internal combustion engine is required. High speed response of the applied solenoid valve is required.
[0013]
However, in the case of the conventional solenoid valve shown in FIG. 13, when introducing fuel into the pump chamber 38 during the suction stroke, the valve body 33 must be moved with a large stroke so that suction failure does not occur. Since the armature 35 has a body structure, the armature 35 must also be moved with a large stroke.
[0014]
If the valve body 33 and the armature 35 have such a body structure, the inertia is large, so that if a large stroke is to be secured, the operation becomes slower and the speed of the solenoid valve is restricted.
[0015]
In order to increase the speed of the solenoid valve with the structure shown in FIG. 13, it is necessary to increase the drive voltage of the solenoid valve. However, the vehicle common rail type fuel injection device is driven by a vehicle-mounted battery, and its voltage is constant at 12V or 24V. Therefore, if an attempt is made to increase the drive voltage of the solenoid valve without changing the vehicle-mounted battery, a voltage raising circuit is required. Use of such a voltage raising circuit has a disadvantage that the cost is increased.
[0016]
The present invention has been made based on such circumstances., SuckingThe purpose of the present invention is to achieve both the prevention of poor insertion and the high-speed operation.
[0017]
[Means for Solving the Problems]
In order to solve the above problem, the solenoid valve according to the first aspect of the present invention,
A high-pressure fuel chamber that communicates with a pump chamber of a cylinder that is capable of sucking fuel from a fuel reservoir, pressurizing the fuel, and delivering the fuel from a discharge hole according to the reciprocating motion of the pump plunger.;
A valve seat formed in the high-pressure fuel chamber and communicating with the fuel reservoir;
One end has a seat portion detachable from the valve seat portion, and is provided on the valve seat portion so as to be slidable along the axial direction so that the pressure of the high-pressure fuel chamber acts in the valve closing direction. A check valve body slidable within a predetermined stroke range;
First biasing means for biasing the seat portion of the check valve body in a closing direction by seating the seat portion on a valve seat portion;
On the other end side of the check valve body, the check valve body and the high-pressure fuel chamber are provided so as to be axially movable along the axial direction within a stroke range smaller than the stroke of the check pair. And an electromagnetic plunger capable of stopping the check valve body at an open position at which the seat portion is separated from the valve seat portion at an opening degree equal to or less than a fully opened position.
The above electromagnetic plunger is driven by electromagnetic attractionElectromagnetic actuatorWhen;
With
In the suction step of the plunger, the electromagnetic plunger is separated from the check valve body, and the check valve body is fully opened due to a decrease in the pressure of the high-pressure fuel chamber,
In the pressurizing step of the plunger, the electromagnetic plunger comes into contact with the check valve body, and a state where a gap smaller than that during the suction stroke is maintained between the seat portion and the valve seat portion. With the mode in which the fuel pressurized in the pump chamber is released to the fuel reservoir through the gap, the electromagnetic plunger is separated from the check valve body, and the check valve is fully closed. A mode in which the fuel in the pump chamber is pressurized and fed from the discharge hole.It is characterized by having done.
[0018]
According to the first aspect of the present invention, when the pressure on the originally high pressure side is reduced and becomes lower than the pressure on the originally low pressure side, the check valve element is actuated by the first urging means by the pressure difference. In contrast, the magnitude is displaced in the valve opening direction <displacement, so that a large opening degree of the valve seat is ensured. Therefore, the fluid flows from the lower pressure side to the higher pressure side. Therefore, a large opening degree of the valve seat portion is ensured, so that poor suction of fluid in this direction can be prevented.
[0019]
When the pressure on the high pressure side becomes higher than the pressure on the low pressure side, this differential pressure moves the check valve in the valve closing direction. At this time, the power supply to the electromagnetic actuatorElectromagnetic plungerIs moved to the check valve side, so the check valve, PlaceThe valve opening state is maintained at the fixed opening degree.
[0020]
To prevent the fluid from escaping from the high pressure side to the low pressure side, energize the solenoid part or release the energization stop.Electromagnetic plungerSince the check valve moves in a direction away from the check valve, the check valve moves due to the differential pressure between the high pressure side and the low pressure side, and the seat is seated on the valve seat to close the valve.
[0021]
As above, SuckingIncompatibility can be prevented, andElectromagnetic plungerThe response operation to the energization or the stoppage of the energization becomes quick, and a high-speed response is possible.
[0022]
Therefore, the prevention of poor suction and the speeding up of the solenoid valve can be achieved at the same time without using a special voltage raising circuit which leads to an increase in cost.
According to a second aspect of the present invention, in the solenoid valve according to the first aspect,Electromagnetic plungerIsIn the second urging means, the aboveEnergized in the direction away from the check valveBe doneIt is characterized by the following.
[0023]
According to the invention of claim 2, when the electromagnetic actuator is not energized,Electromagnetic plungerSince the check valve body is urged away from the check valve body, the check valve body operates to close the valve, and is a so-called normally closed valve.
[0024]
Therefore, when the power supply to the electromagnetic actuator is interrupted for some reason, the valve seat is closed, so that it is possible to stop sending the fluid from the high pressure side to the low pressure side.
[0025]
According to a third aspect of the present invention, in the solenoid valve according to the first aspect,Electromagnetic plungerIsIn the second urging means, the aboveEnergizes in the direction approaching the check valveBe doneIt is characterized by the following.
According to the invention of claim 3, when the electromagnetic actuator is not energized,Electromagnetic plungerSince the check valve body is urged in a direction approaching the check valve body, the check valve body opens at a predetermined opening degree, and is a so-called normally open valve.
[0026]
The fuel pump according to the invention of claim 4 is
The solenoid valve according to any one of claims 1 to 3 is attached to a cylinder, and a check valve of the solenoid valve receives a pressure of a pump chamber as a pressing force in a valve closing direction, and a low pressure side of the check valve is It is characterized by being provided so as to receive the pressure of the low-pressure fuel reservoir.
[0027]
According to the fourth aspect of the present invention, when the pressure in the pump chamber is reduced to be lower than the pressure in the fuel reservoir, the pressure difference causes the check valve body to have a magnitude <displacement in the valve opening direction against the first urging means. Therefore, since the opening degree of the valve seat portion is ensured to be large, the fuel is sucked from the fuel reservoir to the pump chamber side. Therefore, a large opening degree of the valve seat is ensured, so that poor suction can be prevented.
[0028]
When the fuel is released from the pump chamber to the fuel reservoir, that is, when the discharge amount is controlled, the pressure of the pump chamber becomes higher than that of the fuel reservoir. Therefore, the differential pressure moves the check valve in the valve closing direction. At this time, the power supply to the electromagnetic actuatorElectromagnetic plungerIs moved to the check valve side.PlaceThe valve opening state is maintained at the fixed opening degree.
[0029]
When preventing the fuel from escaping from the pump chamber to the fuel reservoir, that is, when pumping the fuel to the common rail side, energize or cancel the energization stop to the electromagnetic actuator.Electromagnetic plungerSince the check valve moves in a direction away from the check valve, the check valve moves due to the differential pressure, the seat comes to be seated on the valve seat, and the solenoid valve closes. Therefore, the fuel in the pump chamber is pumped toward the common rail.
[0030]
According to such a fuel pump, SuckingIncompatibility can be prevented, andElectromagnetic plungerThe response operation to the energization or the stoppage of the energization becomes quick, and a high-speed response is possible. Therefore, it is possible to achieve both the prevention of poor suction and the speeding up of the solenoid valve without using a special voltage raising circuit which leads to an increase in cost.
[0031]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, the present invention will be described based on a first embodiment shown in FIGS.
FIG. 1 is a view showing a configuration of a high-pressure fuel pump 3 according to the present invention. This high-pressure fuel pump 3 is used as a high-pressure fuel pump of a common rail type fuel injection device shown in FIG. Note that the common rail fuel injection device shown in FIG. 12 may be the same as that already described, and a description thereof will be omitted.
[0032]
The high-pressure fuel pump 3 shown in FIG. 1 will be described. In the figure, reference numeral 50 denotes a pump housing, and a cam chamber 51 is formed at a lower end. A cam shaft 52 that rotates at half the speed of the engine is inserted through the cam chamber 51, and a cam 53 is formed on the cam shaft 52. The cam 53 has a cam surface that exhibits a four-degree ascending stroke per rotation of the cam shaft 52.
[0033]
A cylinder 54 is mounted in the pump housing 50, and a pump plunger 55 is fitted in the cylinder 54 so as to be able to reciprocate. The pump plunger 55 is different from the plunger of the conventional row type fuel injection pump in that a cutout serving as a lead surface is not formed on the outer peripheral surface, and has a simple cylindrical shape.
[0034]
A pump chamber 56 is formed by the upper end surface of the pump plunger 55 and the inner peripheral surface of the cylinder 54, and a discharge hole 57 communicates with the pump chamber 56. A fuel introduction hole 58 is formed in the cylinder 54 when the pump plunger 55 descends by a predetermined stroke. The fuel introduction hole 58 communicates with a fuel reservoir 59. The fuel reservoir 59 communicates with the low-pressure fuel pump 2 shown in FIG. Therefore, low pressure fuel is supplied to the fuel reservoir 59 from the low pressure fuel pump 2.
[0035]
A discharge valve 61 is attached to the cylinder 54, and the discharge valve 61 communicates with the pump chamber 56 via a discharge hole 57. The high-pressure fuel pressurized in the pump chamber 56 pushes the valve body 62 of the discharge valve 61 open against the urging force of the return spring 63, whereby the high-pressure fuel pressurized in the pump chamber 56 moves to the common rail 6. Pumped.
[0036]
The lower end of the pump plunger 55 is connected to a spring washer 64, which is pressed against a slider 66 by a return spring 65. The slider 66 has a cam roller 67, which is in sliding contact with the cam 53. Therefore, when the cam 53 is rotated by the rotation of the cam shaft 52, the pump plunger 55 is reciprocated via the cam roller 67 and the spring seat 64.
[0037]
The reciprocating stroke of the pump plunger 55 is determined by the height difference of the cam 53, and the outer peripheral surface of the pump plunger 55 opens and closes the fuel introduction hole 58 by the reciprocating movement of the pump plunger 55 in the cylinder 54. When the surface opens the fuel introduction hole 58, the fuel in the low-pressure fuel reservoir 59 is introduced into the pump chamber 56 from the fuel introduction hole 58.
[0038]
An electromagnetic valve 70 is attached to the upper end of the cylinder 54 at a position facing the pump chamber 56. The solenoid valve 70 of this embodiment is of a type that moves from a closed position to an open position when energized.
[0039]
The structure of the solenoid valve 70 is shown in FIG. 2 and will be described.
Reference numeral 71 denotes an electromagnetic valve casing. The electromagnetic valve casing 71 is attached to the upper end of the pump cylinder 54 by screw engagement. The electromagnetic valve casing 71 has a valve body 72, an actuator holder 73, and an electromagnetic valve cover 74 installed along the axial direction. The valve body 72, the actuator holder 73, and the electromagnetic valve cover 74 It is fixed to the solenoid valve casing 71 by means such as caulking the upper and lower ends. A disc-shaped stopper 75 is sandwiched between the lower end surface of the valve body 72 and the upper end surface of the pump cylinder 54, and a high-pressure fuel chamber 76 is formed between the valve body 72 and the stopper 75. . The stopper 75 is provided with a fuel passage 75a for communicating the high-pressure fuel chamber 76 with the pump chamber 56.
[0040]
A guide hole 77 is formed at the center of the valve body 72, and a valve seat 78 is formed at a lower end of the guide hole 77 so as to face the high-pressure fuel chamber 76. A low pressure side fuel passage 72a is opened in the middle of the guide hole 77, and the low pressure side fuel passage 72a communicates with the fuel reservoir 59 formed between the valve body 72 and the pump cylinder 54. .
[0041]
A check valve body 80 is inserted into the guide hole 77 so as to be slidable in the axial direction. The lower end of the check valve body 80 faces the high-pressure fuel chamber 76, and the lower end is formed to have a large diameter. At the large diameter portion, a seat portion 81 that is detachably attached to the valve seat 78 is formed. ing. The fuel pressure of the high-pressure fuel chamber 76 is applied to the lower surface of the large-diameter seat portion 81.
[0042]
In the middle of the check valve body 80, a small diameter portion 80a communicating with the low pressure side fuel passage 72a is formed.
A compression coil spring 82 corresponding to a first urging means is interposed between the lower end surface of the check valve body 80 and the stopper 75, and this compression coil spring 82 The seat portion 81 presses in a direction in which the seat portion 81 comes into contact with the valve seat portion 78, and thus the check valve body 80 is urged in a direction to close the guide hole 77.
[0043]
A stopper projection 75b is formed at the center of the stopper 75 so that the lower end surface of the check valve body 80 comes into contact with and separates therefrom.
The check valve element 80 is movable between an upper position where the seat portion 81 contacts the valve seat portion 78 and a lower position where the lower end of the seat portion 81 contacts the stop projection 75 b of the stopper 75. The stroke is set such that the seat portion 81 is sufficiently separated from the valve seat portion 78.
[0044]
A coil winding 90 which is a main component of the electromagnetic actuator of the present invention is attached to the actuator holder 73, and a terminal 91 for supplying a current to the coil winding 90 is fixed to the electromagnetic valve cover 74.
[0045]
A sliding hole 73a is opened in the center of the actuator holder 73, and an electromagnetic plunger 92 is slidably fitted in the sliding hole 73a. A spring seat 92a is formed at the upper end of the electromagnetic plunger 92, and a compression coil spring 93 corresponding to a second urging means is interposed between the spring seat 92a and the actuator holder 73. The compression coil spring 93 urges the electromagnetic plunger 92 upward. An armature 94 is connected to the upper end of the electromagnetic plunger 92, and the armature 94 is vertically movably accommodated in a space formed between the actuator holder 73 and the electromagnetic valve cover 74.
[0046]
The lower end of the electromagnetic plunger 92 is opposed to the upper end of the check valve body 80 so as to be able to come and go. The electromagnetic plunger 92 is movable between a lower position where the lower end of the armature 94 contacts the upper surface of the actuator holder 73 and an upper position where the upper end of the armature 94 contacts the lower surface of the electromagnetic valve cover 74. The stroke of the electromagnetic plunger 92 is set to be smaller than the stroke of the check valve body 80.
[0047]
A low-pressure fuel chamber 95 is formed between the lower surface of the actuator holder 73 and the valve body 72. The low-pressure fuel chamber 95 communicates with the fuel reservoir 59 through a fuel passage 96 formed in the valve body 72. I have. The upper end surface of the check valve body 80 faces the low-pressure fuel chamber 95, so that the low-pressure fuel pressure of the low-pressure fuel chamber 95 is applied to the upper end surface of the check valve body 80.
[0048]
The operation of the electromagnetic valve 70 having such a configuration will be described.
FIG. 2 shows a state in which the pump plunger 55 is at the top dead center, the fuel pressure in the pump chamber 56 is high, and therefore the fuel pressure in the high-pressure fuel chamber 76 is also high. The guide hole 77 is closed by sitting on the valve seat 78 of the valve body 72.
[0049]
At this time, no current is applied to the coil winding 90 of the electromagnetic actuator, and the force of the armature 94 to be attracted downward by the coil winding 90 is released, so that the electromagnetic plunger 92 is compressed by the compression coil spring 93. It is moving upward under the pressing force of. For this reason, the lower end of the electromagnetic plunger 92 is separated from the upper end of the check valve body 80.
[0050]
When the pump plunger 55 starts descending from the state of FIG. 2 and moves to the suction stroke, when the fuel introduction hole 58 shown in FIG. 1 is still closed by the outer peripheral surface of the pump plunger 55, the pump chamber 56 The pressure of the high-pressure fuel chamber 76 also decreases because the pressure of the high-pressure fuel chamber 76 decreases because the volume of the fuel cell increases. At this time, the pressure in the high-pressure fuel chamber 76 becomes lower than the fuel pressure in the low-pressure fuel chamber 95. The pressure difference between the low-pressure fuel chamber 95 and the high-pressure fuel chamber 76 results in a force that pushes the check valve body 80 downward (in the valve opening direction). Descends as shown in FIG. Therefore, the seat portion 81 of the check valve body 80 separates from the valve seat portion 78, and opens the guide hole 77.
[0051]
Therefore, the fuel in the fuel reservoir 59 is introduced into the high-pressure fuel chamber 76 from the low-pressure fuel passage 72a through the guide hole 77 and the valve seat 78, and this fuel is introduced into the pump chamber 56 from the fuel passage 75a.
[0052]
Therefore, during the suction stroke of the pump plunger 55, the pump chamber 56 is prevented from being under negative pressure when the fuel introduction hole 58 shown in FIG. 1 is still closed.
At this time, as shown in FIG. 3, the lower end surface of the check valve body 80 abuts against the stop projection 75b of the stopper 75. In this case, the stroke of the check valve body 80 is sufficiently large, so that the valve seat 78 is The large opening is provided, so that poor suction does not occur while fuel is being supplied to the pump chamber 56.
[0053]
When the ECU 20 shown in FIG. 12 energizes the coil winding 90 of the electromagnetic actuator at a predetermined timing after the check valve body 80 is opened, the excitation of the coil winding 90 causes a magnetic circuit in the actuator holder 73 and the armature 94. A downward urging force is generated in the armature 94 by the suction action generated in the magnetic gap at the upper end of the actuator holder 73. Therefore, the armature 94 and the electromagnetic plunger 92 are moved downward as shown in FIG. 3 against the pushing force of the compression coil spring 93.
[0054]
In this case, since the stroke of the electromagnetic plunger 92 is set smaller than the stroke of the check valve body 80, it does not come into contact with the upper end of the check valve body 80. The downward movement of the electromagnetic plunger 92 is smaller than the stroke of the check valve element 80, and operates at a high speed because it is separated from the check valve element 80.
[0055]
When the pump plunger 55 is further lowered and the fuel introduction hole 58 is opened by the outer peripheral surface of the pump plunger 55, the fuel in the fuel reservoir 59 is also introduced from the fuel introduction hole 58 and supplied to the pump chamber 56.
[0056]
When the pump plunger 55 reaches the bottom dead center and moves upward, the volume of the pump chamber 56 decreases. When the outer peripheral surface of the pump plunger 55 closes the fuel introduction hole 58, the fuel in the pump chamber 56 is pressurized and the pressure rises. In such a pressurization process, the pressure in the high-pressure fuel chamber 76 increases with the pressure in the pump chamber 56.
[0057]
When the check valve element 80 loses the force against the compression coil spring 82 due to the pressure difference between the high pressure fuel chamber 76 and the low pressure fuel chamber 95, the check valve element 80 is pushed by the compression coil spring 82 and moves upward.
[0058]
However, when the coil winding 90 is kept energized, the upper end surface of the check valve body 80 comes into contact with the lower end of the electromagnetic plunger 92, as shown in FIG. 81 is in a state where a gap is kept between the valve seat portion 78 and the valve seat portion 78. Therefore, the fuel pressurized in the pump chamber 56 passes through the fuel passage 75a, the high-pressure fuel chamber 76, the gap between the seat portion 81 and the valve seat portion 78, around the small-diameter portion 80a, and through the low-pressure fuel passage 72a. Escape to 59.
[0059]
Therefore, even if the fuel is pressurized in the pump chamber 56, the fuel is not sent to the common rail 65 shown in FIG. 12 through the discharge hole 57 and the discharge valve 61.
In the state of FIG. 4, when the energization of the coil winding 90 is stopped at a predetermined timing from the ECU 20 shown in FIG. 12, the armature 94 and the electromagnetic plunger 92 are moved upward by the urging force of the compression coil spring 93. . Then, the force restricting the upward movement of the check valve body 80 disappears, so that the check valve body 80 moves upward under the urging force of the compression coil spring 82, and the seat portion 81 of the check valve body 80 moves. Abuts on the valve seat 78.
[0060]
Therefore, as shown in FIG. 2, the valve seat 78 is closed, and the fuel in the pump chamber 56 cannot escape from the guide hole 77, so that the fuel is pressurized in the pump chamber 56. The pressurized high-pressure fuel is fed through a discharge hole 57 and a discharge valve 61 to a common rail 65 shown in FIG.
[0061]
At this time, the lower surface of the check valve body 80 receives the high fuel pressure of the pump chamber 56.so,The seat portion 81 of the check valve body 80 is strongly pushed by the valve seat portion 78, so that the check valve body 80 does not open during the pressurizing process.
[0062]
According to the high-pressure fuel pump 3 including the electromagnetic valve 70 having such a configuration, the following effects can be obtained.
In order to ensure that the opening area of the fuel flow path, that is, the degree of opening of the valve seat portion, is large so that poor suction does not occur during the suction stroke, the stroke of the seat portion must be increased. The relationship between the valve stroke and the flow path opening area has a relationship as shown in FIG. 5, and the flow path opening area S where no suction failure occurs.B  In order to secure the valve stroke, it is necessary to set the valve stroke to B or more.
Also, there is a relationship shown in FIG. 6 between the armature stroke and the achievable response time. Here, the response time is, as shown in FIG. 7, a time t from the application of the drive voltage to the full stroke of the valve.1  And the time t until the valve is cut back and the valve returns to the state before applying the drive voltage.2  And t1  + T2  Point to.
[0063]
In the case of the conventional solenoid valve shown in FIG. 13, since the valve element 33 and the armature 35 are integrally connected, when the valve stroke is set to B, the armature stroke is also B. In this case, the response time is TB  The speed can only be increased up to that point.
[0064]
Further, while the valve stroke remains at B, the response time is set to T in FIG.A  In order to increase the speed to the maximum, the driving voltage and the response time have a relationship shown in FIG.B  To VA  Must be boosted. However, the drive voltage of the solenoid valve is supplied by a vehicle-mounted battery, and the voltage is constant at 12V or 24V. Therefore, in order to increase the drive voltage by using the on-vehicle battery as it is, a special voltage-raising circuit is required, and such a voltage-raising circuit has a disadvantage that the cost is increased.
[0065]
On the other hand, in the product of the present invention, the valve element 33 of the conventional electromagnetic valve is divided into the check valve element 80 and the electromagnetic plunger 92 having the armature 94, so that the valve stroke B required for preventing poor suction in FIG. The stroke can be secured by the stroke B unique to the check valve body 80, thereby preventing poor suction. As can be seen from FIG. 6, if the armature stroke of the electromagnetic plunger 92 is set to A, the response time becomes T.A  Up to speed. As a result, as can be seen from FIG.A  Drive voltage to achieveB  That is, the power supply voltage of the vehicle-mounted battery can be used, and no special voltage raising circuit that leads to an increase in cost is required.
Therefore, by using the solenoid valve 70 of the above embodiment, it is possible to achieve both prevention of suction failure and high speed.
[0066]
Next, a second embodiment of the present invention will be described with reference to FIGS.
In the solenoid valve 70 of the first embodiment, the solenoid valve is open when the current is supplied, and when the current is cut off, the solenoid valve closes and the high-pressure fuel is pumped to the common rail side. In the example solenoid valve 70a, the solenoid valve 70a closes when current is supplied, and sends high-pressure fuel to the common rail side.
[0067]
This embodiment is different from the first embodiment in that, in the case of the first embodiment, the armature 94 is provided between the actuator holder 73 and the electromagnetic valve cover 74 and the compression coil spring 93 is attached. The armature 94 and the electromagnetic plunger 92 have been urged away from the check valve body 80 by the force.
[0068]
On the other hand, in the present embodiment, an armature 94 connected to the electromagnetic plunger 92 is vertically movably accommodated in a working chamber 97 formed between the valve body 72 and the actuator holder 73. The 94 and the electromagnetic plunger 92 receive a downward urging force by a compression coil spring 93 corresponding to a second urging means.
[0069]
Also in this case, the strokes of the armature 94 and the electromagnetic plunger 92 are set smaller than the stroke of the check valve body 80.
The downward urging force of the compression coil spring 93 is set to be larger than the upward urging force of the other compression coil springs 82 that push up the check valve body 80.
[0070]
The lower end of the electromagnetic plunger 92 is a tapered tapered surface 98, and the front end surface has an area smaller than the upper end surface of the check valve body 80. The tapered tapered surface 98 of the electromagnetic plunger 92 and the upper end surface of the check valve body 80 face a low-pressure fuel chamber (hole) 95 formed in the valve body 72.
[0071]
Other configurations may be the same as those of the first embodiment, and the same members will be denoted by the same reference numerals and description thereof will be omitted.
The operation of the solenoid valve 70a of the second embodiment having such a configuration will be described.
[0072]
FIG. 9 shows a state in which the pump plunger 55 is at the top dead center. The fuel pressure in the pump chamber 56 is high, and the fuel pressure in the high-pressure fuel chamber 76 is also high. The guide hole 77 is closed by sitting on the valve seat 78 of the valve body 72.
[0073]
At this time, a current is flowing through the coil winding 90 of the electromagnetic actuator, and the armature 94 is sucked upward by the coil winding 90. Therefore, the lower end of the electromagnetic plunger 92 is connected to the check valve. Away from the upper end of body 80.
[0074]
When the pump plunger 55 starts descending from the state shown in FIG. 9 and moves to the suction stroke, the pump chamber 56 is closed at the stage where the fuel introduction hole 58 shown in FIG. The pressure of the high-pressure fuel chamber 76 also decreases due to an increase in the volume of the fuel cell. At this time, the pressure in the high-pressure fuel chamber 76 becomes lower than the fuel pressure in the low-pressure fuel chamber 95. The pressure difference between the low-pressure fuel chamber 95 and the high-pressure fuel chamber 76 results in a force that pushes the check valve body 80 downward (in the valve opening direction). Falls as shown in FIG. Therefore, the seat portion 81 of the check valve body 80 separates from the valve seat portion 78, and opens the guide hole 77.
[0075]
Therefore, the fuel in the fuel reservoir 59 is introduced into the high-pressure fuel chamber 76 from the low-pressure fuel passage 72a through the guide hole 77 and the valve seat 78, and this fuel is introduced into the pump chamber 56 from the fuel passage 75a.
[0076]
Thus, during the suction stroke of the pump plunger 55, the pump chamber 76 is prevented from being under negative pressure when the fuel introduction hole 58 shown in FIG. 1 is still closed.
At this time, as shown in FIG. 10, the lower end surface of the check valve body 80 abuts against the stop projection 75b of the stopper 75. In this case, the stroke of the check valve body 80 is sufficiently large, so that the valve seat 78 is The large opening is provided, so that poor suction does not occur while fuel is being supplied to the pump chamber 56.
[0077]
When the ECU 20 shown in FIG. 12 interrupts the energization of the coil winding 90 of the electromagnetic actuator at a predetermined timing after the check valve body 80 opens, the excitation of the coil winding 90 is released and the compression coil spring 93 is turned off. The armature 94 is pushed downward by the urging force, and the armature 94 and the electromagnetic plunger 92 are moved downward as shown in FIG.
[0078]
In this case, since the stroke of the electromagnetic plunger 92 is set smaller than the stroke of the check valve body 80, it does not come into contact with the upper end of the check valve body 80. The downward movement of the electromagnetic plunger 92 is smaller than the stroke of the check valve element 80, and operates at a high speed because it is separated from the check valve element 80.
[0079]
When the pump plunger 55 is further lowered and the fuel introduction hole 58 is opened by the outer peripheral surface of the pump plunger 55, the fuel in the fuel reservoir 59 is also introduced from the fuel introduction hole 58 and supplied to the pump chamber 56.
[0080]
When the pump plunger 55 reaches the bottom dead center and moves upward, the volume of the pump chamber 56 decreases. When the outer peripheral surface of the pump plunger 55 closes the fuel introduction hole 58, the fuel in the pump chamber 56 is pressurized and the pressure rises. In such a pressurization process, the pressure in the high-pressure fuel chamber 76 increases with the pressure in the pump chamber 56.
[0081]
When the check valve body 80 loses the force against the compression spring 82 due to the pressure difference between the high-pressure fuel chamber 76 and the low-pressure fuel chamber 95, the check valve body 80 is pushed by the compression coil spring 82 and moves upward.
[0082]
However, if the energization of the coil winding 90 of the electromagnetic actuator is kept shut off, the upper end surface of the check valve body 80 contacts the lower end of the electromagnetic plunger 92 as shown in FIG. Is set to be larger than the upward urging force of the other compression coil spring 82 that pushes up the check valve body 80, the check valve body 80 stops at this position, and the seat portion 81 moves between the valve portion 78 and the valve seat portion 78. The state where the gap is maintained is maintained. Therefore, the fuel pressurized in the pump chamber 56 passes through the fuel passage 75a, the high-pressure fuel chamber 76, the gap between the seat portion 81 and the valve seat portion 78, around the small-diameter portion 80a, and through the low-pressure fuel passage 72a. Escape to 59.
[0083]
Therefore, even if the fuel is pressurized in the pump chamber 56, the fuel is not sent to the common rail 65 shown in FIG. 12 through the discharge hole 57 and the discharge valve 61.
In the state of FIG. 11, when power is supplied from the ECU 20 shown in FIG. 12 to the coil winding 90 of the electromagnetic actuator at a predetermined timing, a magnetic circuit is formed in the actuator holder 73 and the armature 94 by exciting the coil winding 90. Then, the armature 94 receives an upward urging force by a suction effect generated in the magnetic gap at the lower end of the actuator holder 73. Therefore, the armature 94 and the electromagnetic plunger 92 are moved upward as shown in FIG. 9 against the pressing force of the compression coil spring 93.
[0084]
Then, the force restricting the upward movement of the check valve body 80 disappears, so that the check valve body 80 moves upward under the urging force of the compression coil spring 82, and the seat portion 81 of the check valve body 80 moves. Abuts on the valve seat 78.
[0085]
Therefore, as shown in FIG. 9, the valve seat 78 is closed, so that the fuel in the pump chamber 56 cannot escape from the guide hole 77 and is pressurized in the pump chamber 56. The pressurized high-pressure fuel is fed through a discharge hole 57 and a discharge valve 61 to a common rail 65 shown in FIG.
[0086]
At this time, the lower surface of the check valve body 80 receives the high fuel pressure of the pump chamber 56.so,The seat portion 81 of the check valve body 80 is strongly pushed by the valve seat portion 78, so that the check valve body 80 does not open during the pressurizing process. By operating as described above, the same effects as in the first embodiment can be obtained.
By operating as described above, the same effects as in the first embodiment can be obtained.
[0087]
In the first and second embodiments, the solenoid valves 70 and 70a are respectively integrated into the pump cylinder 54 to form the variable discharge high pressure fuel pump 3. The valve is not limited to a valve integrated with the variable discharge type high-pressure fuel pump 3, but may be provided between the high pressure side and the low pressure side of the fluid path, for example, between the discharge hole of a row type fuel injection pump and a common rail. It can be applied as a solenoid valve installed in a vehicle.
[Brief description of the drawings]
FIG. 1 is an overall sectional view of a high-pressure fuel pump according to a first embodiment of the present invention.
FIG. 2 is a sectional view showing a structure of an electromagnetic valve used in the pump according to the embodiment, in a state before the start of suction.
FIG. 3 is a sectional view of the solenoid valve of the embodiment at the time of suction.
FIG. 4 is a sectional view of the solenoid valve of the embodiment when the discharge amount is variable.
FIG. 5 is a characteristic diagram showing a relationship between a valve stroke and a flow path opening area.
FIG. 6 is a characteristic diagram showing a relationship between an armature stroke and a response time.
FIG. 7 is a characteristic diagram illustrating response time.
FIG. 8 is a characteristic diagram showing a relationship between a driving voltage and a response time.
FIG. 9 is a sectional view showing a structure of an electromagnetic valve according to a second embodiment of the present invention, in a state before the start of suction.
FIG. 10 is a sectional view of the solenoid valve of the embodiment at the time of suction.
FIG. 11 is a sectional view of the solenoid valve of the embodiment when the discharge amount is variable.
FIG. 12 is a diagram showing a schematic configuration of a common rail type fuel injection device.
FIG. 13 is a sectional view showing a main part of a conventional solenoid valve.
[Explanation of symbols]
3. High pressure fuel pump
50 Pump housing
52 ... Cam shaft 53 ... Cam
55… Pump plunger
56… Pump room
57 ... Discharge hole
58 ... fuel introduction hole
59 ... Low pressure fuel reservoir
70, 70a ... solenoid valve
71 ... solenoid valve casing
72… Valve body
73 ... Actuator holder
74 ... solenoid valve cover
75 ... Stopper
76… High pressure fuel chamber
77… Guide hole
78… valve seat
80 ... Check valve
81 ... Seat part
82. Compression coil spring (first biasing means)
90 ... Coil winding (electromagnetic actuator)
91 ... Terminal
92 ... Electromagnetic plunger
93 ... compression coil spring (second biasing means)
94 ... Armature
95 ... Low pressure fuel chamber

Claims (4)

  1. A high-pressure fuel chamber communicating with a pump chamber of a cylinder capable of sucking fuel from a fuel reservoir, pressurizing the fuel, and delivering the fuel from a discharge hole in accordance with reciprocation of the pump plunger ;
    A valve seat formed in the high-pressure fuel chamber and communicating with the fuel reservoir;
    One end has a seat portion detachable from the valve seat portion, and is provided on the valve seat portion so as to be slidable along the axial direction so that the pressure of the high-pressure fuel chamber acts in the valve closing direction. A check valve body slidable within a predetermined stroke range ;
    First urging means for urging the seat portion of the check valve body in a closing direction by seating the seat portion on a valve seat portion;
    The other end of the check valve body, the check valve body, together with the high pressure fuel chamber, is movable in the axial direction by a small stroke range than the stroke of the check-to-side by side in the axial direction, a stroke to the check valve body side when an electromagnetic plunger which can the seat stops at the open position away from said valve seat at opening of the following fully open the check valve body;
    An electromagnetic actuator for driving the electromagnetic plunger by electromagnetic attraction;
    With
    In the suction step of the plunger, the electromagnetic plunger is separated from the check valve body, and the check valve body is fully opened due to a decrease in the pressure of the high-pressure fuel chamber,
    In the pressurizing step of the plunger, the electromagnetic plunger comes into contact with the check valve body, and a state where a gap smaller than that during the suction stroke is maintained between the seat portion and the valve seat portion. With the mode in which the fuel pressurized in the pump chamber is released to the fuel reservoir through the gap, the electromagnetic plunger is separated from the check valve body, and the check valve is fully closed. A mode in which fuel in the pump chamber is pressurized and fed from the discharge hole .
  2. 2. The electromagnetic valve according to claim 1, wherein the electromagnetic plunger is urged by a second urging means in a direction away from the check valve body.
  3. 2. The electromagnetic valve according to claim 1, wherein the electromagnetic plunger is urged by a second urging means in a direction approaching the check valve body.
  4. A cylinder;
    The pump chamber is reciprocally fitted in the cylinder, cooperates with the cylinder to form a pump chamber, and reciprocates to suck fuel from the low-pressure fuel reservoir into the pump chamber and pressurize the fuel in the pump chamber. A pump plunger delivered from the discharge port;
    The solenoid valve according to any one of claims 1 to 3, which is connected to the cylinder;
    Wherein the solenoid valve is provided such that the check valve receives the pressure of the pump chamber as a pressing force in the valve closing direction, and the low pressure side receives the pressure of the low pressure fuel reservoir. Fuel pump.
JP26860195A 1995-10-17 1995-10-17 Solenoid valve and fuel pump using the same Expired - Fee Related JP3598610B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP26860195A JP3598610B2 (en) 1995-10-17 1995-10-17 Solenoid valve and fuel pump using the same

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP26860195A JP3598610B2 (en) 1995-10-17 1995-10-17 Solenoid valve and fuel pump using the same

Publications (2)

Publication Number Publication Date
JPH09112731A JPH09112731A (en) 1997-05-02
JP3598610B2 true JP3598610B2 (en) 2004-12-08

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