JP3687313B2 - Accumulated fuel injection system - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an accumulator fuel injection device.
[0002]
[Prior art]
As one of fuel injection devices for injecting fuel into a diesel engine, there is a pressure accumulation type fuel injection device known as a common rail type. The accumulator fuel injection system is equipped with a common accumulator pipe (common rail) communicating with each cylinder. By supplying high pressure fuel at a required flow rate by a supply pump, the fuel pressure in the common rail is kept constant. ing. From the common rail, fuel is supplied to each fuel injection valve via a supply pipe.
[0003]
The supplied fuel is used for injection, and a part is used for control of the fuel injection valve. This fuel is introduced into the control chamber, and a solenoid valve opens and closes the fuel discharge path of the control chamber to switch the pressure in the control chamber, thereby controlling the opening and closing of the needle valve that switches between fuel injection and shutoff. The fuel discharged from the valve portion of the electromagnetic valve is returned to the low pressure return flow path through the switching leak flow path. Further, the fuel that always leaks from the sliding portions of the fuel injection valve is always returned to the return channel through the leak channel.
[0004]
Further, the electromagnetic valve has an armature that is operated by a solenoid to control opening and closing of the valve portion, and the armature is accommodated in an armature chamber into which fuel is introduced to stabilize the operation of the armature. As a method for introducing fuel into the armature chamber, there is a method in which the armature chamber is arranged downstream of the valve portion of the solenoid valve in the switching leak flow path, which is disclosed in, for example, Japanese Patent Laid-Open No. 9-42106 ( First conventional example).
[0005]
[Problems to be solved by the invention]
However, with such a configuration, it is not always possible to sufficiently meet recent engines that require accurate engine control in the following respects. In other words, in the valve portion of the solenoid valve, a large amount of bubbles are generated when the high pressure fuel from the control chamber becomes low pressure at a time when the valve is opened, and the bubbles flow into the armature chamber. For this reason, the armature chamber is in a state in which fuel and bubbles are mixed, and the operation of the armature is not sufficiently stabilized by the influence of the bubbles. Further, since the amount of leak increases or decreases depending on the engine conditions, the internal pressure of the armature chamber changes, the amount of bubbles also changes, and the degree of unstable operation is not uniform. When precise engine control is required, the armature operation, that is, the solenoid valve opening / closing operation is not sufficiently stable in this way, and problems such as the fuel injection amount fluctuate with respect to the set value occur. .
[0006]
As a method for introducing fuel into the armature chamber, a bag-like channel that branches off from the switching leak channel is formed immediately downstream of the valve portion of the solenoid valve, and the armature chamber is formed at the end of the channel. In some cases, bubbles generated in the valve portion are prevented from flowing into the armature chamber properly (second conventional example). However, with this configuration, the air remaining in the armature chamber at the time of assembly is difficult to be discharged. If the engine conditions change, the atmosphere in which the armature is placed is not constant, for example, the armature is immersed in fuel or exposed to the air, and it is not sufficient to achieve accurate engine control.
[0007]
SUMMARY OF THE INVENTION An object of the present invention is to provide a pressure accumulating fuel injection device that can stabilize the operation of an armature of a solenoid valve and perform accurate engine control.
[0008]
[Means for Solving the Problems]
In the first aspect of the invention, the fuel injection valve introduces a part of the high-pressure fuel accumulated in the pressure accumulation pipe into the control chamber that performs opening / closing control of the needle valve that switches between fuel injection and shut-off. Opens and closes the needle valve by switching the level of the control chamber pressure by opening and closing the fuel discharge passage in the control chamber. The fuel injection valve has a switching leak flow path that returns the fuel discharged from the valve portion of the solenoid valve to the low pressure return flow path, and a constant leak flow that returns fuel that always leaks from each sliding portion of the fuel injection valve to the return flow path. The solenoid valve has an armature, and an armature that controls opening and closing of the valve portion by solenoid driving is accommodated in the armature chamber, and fuel flows into the armature chamber. In addition to such a configuration, the switching leak channel is configured to directly connect the valve portion and the return channel, the armature chamber is provided in the middle of the always leak channel, and the armature chamber of the always leak channel is provided. The downstream part downstream is communicated with the upper part of the armature chamber.
[0009]
Since the valve section and the return flow path are in direct communication, even if the fuel flowing through the switching leak flow path (switching leak) contains a large amount of bubbles generated in the valve section, these bubbles will flow into the armature chamber properly. Without being discharged to the return channel.
[0010]
The light air trapped when the device is assembled in the armature chamber moves to the upper portion of the armature chamber when fuel (always leaking) starts flowing in the constantly leaking channel. Since the downstream part of the always leak channel is connected to the upper part of the armature chamber, this air is expelled from the armature chamber to the downstream part of the always leak channel. The armature chamber is filled with fuel without the armature being exposed to the air.
[0011]
In addition, almost no bubbles are included in the constant leak from each sliding portion, and only a few bubbles are generated in the armature chamber. Therefore, after these small light bubbles move to the upper part of the armature chamber, they are quickly expelled to the downstream part of the leak flow path in the same manner as the above air, hardly remaining in the armature chamber.
[0012]
Therefore, the operation of the armature is further stabilized, a good solenoid valve operation is obtained, and accurate engine control becomes possible.
[0013]
In the invention according to claim 2, by making the downstream part of the constantly leaking channel open to the highest ceiling position of the armature chamber, the air and bubbles can be improved from the armature chamber to the downstream part of the constantly leaking channel. Discharged.
[0014]
In the invention according to claim 3, a check valve whose forward direction is the direction from the armature chamber to the junction is provided between the junction with the switching leak channel and the armature chamber. Provide.
[0015]
Since the switching leak including a large amount of bubbles is prohibited from always flowing back into the armature chamber by the check valve, it is possible to completely eliminate the influence of a large amount of bubbles generated in the valve portion of the solenoid valve.
[0016]
DETAILED DESCRIPTION OF THE INVENTION
(First embodiment)
FIG. 2 shows the overall configuration of the pressure accumulation type fuel injection device of the present invention. In FIG. 2, an unillustrated engine is provided with a plurality of fuel injection valves 1 corresponding to the combustion chambers of the respective cylinders. These fuel injection valves 1 are connected to a common rail 3 common to all cylinders, and high-pressure fuel is supplied to the fuel injection valves 1. A supply pump 4 is connected to the common rail 3, and the supply pump 4 pressurizes low-pressure fuel sucked from the fuel tank 5 through the filter 6 to high pressure, and controls the fuel in the common rail 3 to high pressure corresponding to the fuel injection pressure. .
[0017]
The fuel supplied to the fuel injection valve 1 is used for injection into the combustion chamber, and a part thereof is used for switching control between injection and cutoff. This control fuel is returned to the fuel tank 5 through the return pipe 7 together with the surplus fuel from the fuel injection valve 1 and the supply pump 4.
[0018]
The control of the fuel injection valve 1 and the like is performed by an ECU 8 (hereinafter simply referred to as an ECU) provided with an EDU for driving the fuel injection valve 1. A detection signal of the common rail 3 pressure is input to the ECU 8 from the pressure sensor 9 provided on the common rail 3, and the ECU 8 supplies the supply pump 4 so that the common rail 3 pressure becomes an optimum value set in advance according to the load and the rotational speed. The amount of discharge is controlled. The ECU 8 also determines the engine state based on signals from an engine speed sensor, a load sensor, etc. (not shown), and determines the optimal fuel injection timing and injection amount (injection period) according to the engine state. A control signal is output to the injection valve 1, and the fuel injection valve 1 injects fuel into the combustion chamber based on the control signal.
[0019]
FIG. 1 shows a longitudinal section of the main part of the fuel injection valve 1, and FIG. 3 shows an overall longitudinal section of the fuel injection valve 1. The fuel injection valve 1 includes a nozzle holder 108 formed in a substantially rod shape, and a nozzle body 101 fastened and fixed to a lower end of the nozzle holder 108 by a nozzle retaining nut 107 via a distance piece 106. A fuel injection hole 102 is formed at the tip of the nozzle body 101. On the nozzle holder 108, an electromagnetic valve 1a that opens and closes when energized by a control signal from the ECU 8 (FIG. 2) is provided for switching control between fuel injection and shutoff.
[0020]
The nozzle holder 108 is provided with an inlet portion 109 and a return portion 110 that extend obliquely upward. The inlet 109 is connected to the common rail 3 (FIG. 2), and has an introduction channel 201 formed therein. A bar filter 114 is provided immediately downstream of the inlet 201a of the introduction channel 201, and the high-pressure fuel introduced from the common rail 3 is removed from the foreign matter. A deep hole 113 is formed in the return portion 110, and a holo screw 115 for connecting the return portion 110 and the return pipe 7 (FIG. 2) is screwed thereto. The deep hole 113 is raised by a circular member 116, and a portion 213 communicating with the holo screw 115 serves as a return flow path 213. A return channel 212 extends from the return channel 213 in the direction perpendicular thereto.
[0021]
The nozzle body 101 is formed with a vertical hole 103 communicating with the fuel injection hole 102 along the axis C of the fuel injection valve 1, and a needle valve 105 for opening and closing the fuel injection hole 102 is inserted into the vertical hole 103. The upper half is slidable.
[0022]
The nozzle holder 108 and the distance piece 106 are formed with a vertical hole 111 extending coaxially with the vertical hole 103. On the upper end surface of the nozzle holder 108, a larger circular hole 112 is formed at the opening position of the vertical hole 111. Plates 117 and 118 having a diameter smaller than the inner diameter are disposed in the circular hole 112, and the lower plate 117 closes the opening of the vertical hole 111.
[0023]
The plates 117 and 118 are housed in the solenoid cover 122 together with components such as the valve body 123 constituting the electromagnetic valve 1a, and the solenoid cover 122 is integrated with the nozzle holder 108 by screwing with the nozzle holder 108. An annular space 207 defined by the circular hole 112, the plates 117 and 118, and the valve body 123 serves as an annular flow path 207. The annular channel 207 communicates with the return channel 212.
[0024]
A piston 119 is inserted in the vertical hole 111, and a large-diameter portion 119 a on the upper side thereof is in sliding contact with the vertical hole 111. A spring 120 is provided on the outer periphery of the small-diameter portion 119b of the piston 119, and constantly urges the needle valve 105 downward, that is, in the valve closing direction via the piston 119. The large-diameter portion 119 a and the small-diameter portion 119 b of the piston 119 are separate parts. The small-diameter portion 119 b is inserted into the spring 120 and then connected, and is assembled together with the spring 120 in the nozzle holder 108.
[0025]
Above the piston 119, a control chamber 121 is formed having the upper end surface of the piston 119, the vertical hole 111, and the lower end surface of the plate 117 as the chamber wall surface.
[0026]
A fuel path in the fuel injection valve 1 will be described. The introduction flow path 201 branches into two at the root position of the inlet portion 109. The flow path 202 directed downward is a flow path common to the delivery of the fuel for injection and the supply of the fuel for opening / closing control, and the tip is the nozzle body. The fuel injection hole 102 is reached. An injection chamber 104 is formed in the middle of the flow path 202 so as to surround the tapered step portion 105a of the needle valve 105, and the internal pressure constantly urges the needle valve 105 in the valve opening direction.
[0027]
A fuel path that is introduced from the introduction flow path 201 and returns to the return flow path 213 will be described. A flow path 203 branched from the introduction flow path 201 and directed upward is in communication with the control chamber 121 via a restriction 204. The control chamber 121 communicates with the valve portion 124 of the electromagnetic valve 1a through a flow path 205 which is a fuel discharge path formed in the plates 117 and 118 which are the ceiling walls.
[0028]
The valve portion 124 includes a seat portion 126 formed at the upper end opening of the flow path 205 and a ball 127 that is a valve body disposed in the valve chamber 125, and the ball 127 extends along the axis C. It is held by a shaft 128 that can slide up and down.
[0029]
One end of an inverted V-shaped flow path 206 formed in the valve body 123 is opened on the wall surface of the valve chamber 125. The other end of the flow path 206 opens to the ceiling surface of the annular flow path 207, and the switching leak flow path 2a is formed by the flow path 206 and the annular flow path 207. In the switching leak channel 2a, the switching leak flows directly to the return channels 212 and 213 when the valve portion 124 is opened.
[0030]
When the valve portion 124 is closed and the internal pressure of the control chamber 121 is high, the push-down force on the needle valve 105, which is the resultant force of the internal pressure and the spring force of the spring 120, is superior to the push-up force of the injection chamber 104 on the needle valve 105. The needle valve 105 is displaced downward. On the other hand, when the valve portion 124 is opened and the internal pressure of the control chamber 121 becomes low, the push-down force is inferior to the push-up force, and the needle valve 105 is displaced upward.
[0031]
Switching between seating and separation of the ball 127 constituting the valve unit 124 is performed by moving the shaft 128 up and down. A push rod 131 is provided above the shaft 128 along the axis C. The shaft 128 is always attached downward (in the valve closing direction) via the push rod 131 by the spring force of the spring 130 accommodated in the spring chamber 129. It is energized.
[0032]
A circular armature 133 accommodated in the armature chamber 132 is coaxially fitted to the shaft 128. The armature 133 has through holes 134 formed at equal intervals in the circumferential direction to reduce the resistance of the fuel when displaced in the vertical direction. A solenoid 135 having a coil 137 wound around a substantially circular core 136 is provided opposite to the armature 133, and the solenoid 135 is excited by energization from the ECU 8 (FIG. 2) to generate a suction force for the armature 133. The shaft 128 is driven upward against the spring force of the spring 130. Thus, when the solenoid 135 is energized, the valve portion 124 opens, the control chamber 121 becomes low pressure, the needle valve 105 is lifted, and fuel is injected. When the solenoid 135 is not energized, the valve portion 124 is closed, the control chamber 121 becomes high pressure, the needle valve 105 is seated, and the fuel injection is shut off.
[0033]
Next, the constant leak flow path 2b through which the constant leak leaking from the sliding portion of the needle valve 105 and the piston 119 will be described. A flow path 208 is formed in the nozzle holder 108 and the plates 117 and 118, and is always the upstream portion 208 of the leak flow path 2b. One end of the upstream portion 208 communicates with the accommodating portion 111a of the spring 120 in the vertical hole 111 so that a constant leak that leaks from the sliding portion of the needle valve 105 and the piston 119 is returned. The other end of the upstream portion 208 opens to the bottom surface of the armature chamber 132 through the bottom portion 113 a of the deep hole 113 of the return portion 110.
[0034]
The downstream portion 2b1 of the constant leak channel 2b is a portion from the armature chamber 132 to the annular channel 207, which is a junction with the switching leak channel 2a. That is, the armature chamber 132 communicates with the annular flow path 210 formed on the inner periphery of the solenoid cover 122 via the communication path 209, and the annular flow path 210 passes through the reverse L-shaped flow path 211 formed in the valve body 123. It communicates with the annular channel 207.
[0035]
An annular channel 215 that communicates with the annular channel 210 is formed on the inner periphery of the solenoid cover 122, and communicates with the spring chamber 129 via the communication channel 214. The fuel leaked from the sliding portion of the push rod 131 into the spring chamber 129 passes through the flow path 214 and the annular flow path 215 and merges with the annular flow path 210.
[0036]
The armature chamber 132 will be described. The armature chamber 132 includes a cylindrical member 139 having a diameter slightly larger than that of the armature 133, and the cylindrical member 139 is interposed between the cylindrical holding member 138 that holds the solenoid 135 and the valve body 123. . The holding member 138 has the same inner diameter and outer diameter as the cylindrical member 139, and is fitted on the outer periphery of the solenoid 135. The lower end surface of the solenoid 135 and the lower end surface of the solenoid 135 form a flat surface that is substantially free of steps. Therefore, the lower end surface of the solenoid 135 and the upper end surface of the cylindrical member 139 are the same surface. The armature chamber 132 is formed with the cylindrical member 139 as a peripheral wall, the solenoid 135 as a ceiling wall, and the valve body 123 as a bottom wall.
[0037]
FIG. 4 is a perspective view of the cylindrical member 139. On one annular end surface of the cylindrical member 139, cutouts 140 having a rectangular cross section are formed at four positions symmetrical to the circumferential direction. The cylindrical member 139 is assembled between the valve body 123 and the holding member 138 with the annular end surface on which the notch 140 is formed facing upward. That is, four notch 140 forms four communication paths 209 and opens to the position of the ceiling 132 a of the armature chamber 132.
[0038]
The operation of the fuel injection device will be described with reference to FIGS. At the first start-up after the assembly of the device, high-pressure fuel is introduced from the common rail 3 into the introduction flow path 201, and a constant leak begins to flow through the constant leak flow path 2b. As a result, the air trapped in the armature chamber 132 during assembly is pushed up to the upper portion of the armature chamber 132. Since the downstream portion 2b1 of the constantly leaking channel 2b is opened at the position of the ceiling 132a of the armature chamber 132, all the pushed-up air is discharged out of the armature chamber 132 due to the constantly leaking into the armature chamber 132.
[0039]
The subsequent operation is as follows. The constant leak flows into the armature chamber 132 from the upstream portion 208 of the constant leak channel 2b and moves upward. Since the constant leak is a leak from a sliding portion such as the needle valve 105, the air bubble is hardly included. Further, only a few bubbles are generated in the armature chamber 132. Accordingly, the air bubbles are not stayed in the armature chamber 132 but are discharged to the downstream portion 2b1 of the constantly leaking channel 2b opened at the position of the ceiling 132a of the armature chamber 132.
[0040]
On the other hand, when the electromagnetic valve 1a is opened and the high-pressure fuel in the control chamber 121 flows into the valve chamber 125, a large amount of bubbles generated in the valve portion 124 pass through the switching leak channel 2a without passing through the armature chamber 132. It flows through the return flow paths 212 and 213 directly.
[0041]
Thus, the armature chamber 132 can reduce the influence of air trapped at the time of assembly and the influence of bubbles generated in the valve portion 124 and the like, and the operation of the armature is stabilized.
[0042]
FIG. 5 compares the pressure accumulation type fuel injection device of the present invention with a conventional device, and shows the magnitude of fluctuation of the injection amount with respect to the set injection amount. (A) is that of the present invention, and (B) is that of the conventional apparatus. In either case, the common rail pressure is 128 MPa, and the control back pressure is 40 kPa. Whereas the conventional device fluctuates up to about 0.7 mm ³ / st, the present invention suppresses the fluctuation to a maximum of about 0.4 mm ³ / st over a wide range of injection amount, and exhibits extremely excellent performance. It was confirmed to do. This is because in the accumulator fuel injection device of the present invention, as described above, the air bubbles generated in the valve portion 124 do not flow into the armature chamber 132 properly, and air trapped during assembly or constantly leaking. It is recognized that a small amount of bubbles are quickly discharged from the upper portion of the armature chamber 132 without staying in the armature chamber 132, and the operation of the armature 133 is stabilized.
[0043]
In the present embodiment, the communication path 209 between the annular flow path 210 and the armature chamber 132 is provided at four places, but it may be more or less.
[0044]
Although the downstream part of the always leak channel is configured to open in the peripheral wall of the armature chamber, the channel may be formed in the solenoid core so that the downstream part of the always leak channel opens to the lower end surface of the core. Further, the opening position is desirably opened to the ceiling position of the armature room as described in the present embodiment, but depending on the discharge action of bubbles or the like from the desired armature room, it is higher than the ceiling position, which is the upper part of the armature room. It may be slightly below, and the air bubbles that have moved to the upper part of the armature chamber can be relatively well discharged to the downstream portion of the leak channel at all times.
[0045]
Further, in order to reduce fluctuation in the lift amount of the ball 127 and realize more accurate engine control, the armature 133 may be prevented from rotating. For example, as shown in FIG. 6, a pin 141 having a slightly smaller diameter than the through hole 134 formed in the armature 133 is protruded from the bottom surface of the armature chamber 132, and this is inserted into one of the through holes 134.
[0046]
Although the ceiling 132a of the armature chamber 132 and the upper end surface of the armature 133 are designed to be perpendicular to the axis C, they are actually slightly shifted depending on the assembly accuracy. For this reason, while the armature 133 repeats the vertical movement, the armature 133 gradually rotates around the axis C, and depending on the rotation angle, the peripheral edge of the armature 133 may hit the ceiling 132a of the armature chamber 132. As a result, the lift amount of the ball 127 varies. By providing the pin 141, the armature 133 is prevented from rotating, and the lift amount of the ball 127 is constant.
[0047]
(Second Embodiment)
By adding the following configuration to the configuration of the first embodiment shown in FIGS. 1 to 4, it is possible to further reduce the influence of bubbles in the armature chamber. FIG. 7 shows the main part. In the figure, the same reference numerals as those in FIGS. 1 to 4 are the same as those in the first embodiment. In FIG. 7, a check valve 142 is provided in the annular channel 207 at the opening position of the channel 211. The check valve 142 is provided with a flexible thin plate 143 made of metal or resin that closes the opening of the channel 211 on the ceiling surface 207a of the annular channel 207, and one side thereof is fixed to the ceiling surface 207a by welding or the like. It is. The check valve 142 includes an opening peripheral edge portion 144 of the flow path 211 as a seat portion and a thin plate 143 as a valve body.
[0048]
For the inflow in the direction from the flow channel 211 upstream from the armature chamber 132 toward the annular flow channel 207, the thin plate 143 is bent with the fixed side as a fixed end and opened away from the ceiling surface 207a. The inflow in the direction from the annular flow path 207 toward the flow path 211 is closed in close contact with the ceiling surface 207a.
[0049]
By providing such a check valve 142, bubbles generated in the valve portion 124 of the electromagnetic valve 10 are prevented from flowing back from the annular flow path 207 joining the switching leak flow path 2 a to the armature chamber 132, and in the armature chamber 132. The influence of air bubbles can be completely eliminated.
[0050]
In the present embodiment, the check valve 142 is provided in the annular flow path 207, but it may be any downstream portion 2b1 of the leak flow path 2b.
[0051]
The check valve is not limited to the one described in the present embodiment, and a known configuration can be used.
[Brief description of the drawings]
FIG. 1 is a longitudinal sectional view of a main part of a fuel injection valve of a pressure accumulation type fuel injection device according to the present invention.
FIG. 2 is an overall configuration diagram of a pressure accumulation type fuel injection device according to the present invention.
FIG. 3 is an overall longitudinal sectional view of a fuel injection valve of a pressure accumulation type fuel injection device according to the present invention.
FIG. 4 is a perspective view of components of a fuel injection valve of the accumulator fuel injection device of the present invention.
FIG. 5A is a graph for explaining the operation of the pressure accumulation fuel injection device of the present invention, and FIG. 5B is a conventional pressure accumulation fuel injection for comparison with the pressure accumulation fuel injection device of the present invention. It is a graph explaining the action | operation of an apparatus.
FIG. 6 is a longitudinal sectional view of an essential part of a fuel injection valve of another accumulator fuel injection device of the present invention.
FIG. 7 is a longitudinal sectional view of an essential part of a fuel injection valve of still another accumulator fuel injection device of the present invention.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Fuel injection valve 105 Needle valve 121 Control chamber 1a Solenoid valve 124 Valve part 132 Armature chamber 132a Ceiling 133 Armature 135 Solenoid 142 Check valve 2a Switching leak flow path 2b Always leak flow path 2b1 Downstream part 205 Flow path (fuel discharge path)
212,213 Return flow path 3 Common rail (pressure accumulation piping)
4 Supply pump 5 Fuel tank 7 Return piping

Claims (3)

An accumulator fuel injection device that supplies high-pressure fuel accumulated in an accumulator pipe to a fuel injection valve and injects fuel from the fuel injection valve into a combustion chamber of each cylinder of the engine. The fuel injection valve is supplied A control chamber that controls opening and closing of a needle valve that switches between fuel injection and shut-off depending on the level of the chamber pressure when a part of the fuel is introduced, and a solenoid valve that switches the level of the control chamber pressure by opening and closing the fuel discharge passage in the control chamber And a switching leak flow path for returning the fuel discharged from the valve portion of the solenoid valve to the low pressure return flow path, and a constant leak flow path for returning the fuel that always leaks from each sliding portion of the fuel injection valve to the return flow path. And a solenoid valve comprising an armature chamber that houses an armature whose valve portion is controlled to open and close by solenoid drive, and in which the fuel flows into the armature chamber The switching leak channel is configured to directly connect the valve portion and the return channel, and the armature chamber is provided in the middle of the always leak channel, and the always leak channel is downstream of the armature chamber. A pressure accumulating fuel injection device characterized in that a portion communicates with an upper portion of an armature chamber. 2. The pressure-accumulation fuel injection apparatus according to claim 1, wherein a downstream portion of the constantly leak passage is opened at a ceiling position of the armature chamber. 3. The accumulator fuel injection device according to claim 1, wherein the permanent leak passage is directed from the armature chamber to the junction between the junction portion of the switching leak passage and the armature chamber. An accumulator fuel injection device provided with a check valve whose direction is a forward direction.

Images