JP5766136B2 - Fuel supply device - Google Patents

Description

  The present invention relates to a fuel supply apparatus that mainly supplies fuel to a vehicle engine (internal combustion engine).

  As a conventional fuel supply device, as shown in FIG. 23, a cap 202 having a discharge flow path 200 is disposed on the back pressure chamber 206 side of the pressure regulator 204, and fuel discharged from the back pressure chamber 206 (pressure regulation) Some have a pressure control mechanism that returns excess fuel in the chamber 208 to a fuel tank (not shown). In the pressure regulator 204, the pressure regulating chamber 208 and the back pressure chamber 206 are partitioned by a diaphragm 210, and fuel is injected from the pressure regulating chamber 208 to the back pressure chamber 206 through the flow path of the valve seat body 212 that penetrates the diaphragm 210. I am letting.

  However, depending on the product accuracy of the pressure regulator 204, when fuel is injected from the pressure regulating chamber 208 to the back pressure chamber 206, the valve seat body 212 is inclined as shown in FIG. There is a possibility that the fuel injection direction into the chamber 206 may be inclined. At this time, a large space exists between the fuel outlet portion 214 of the pressure regulator 204 and the inlet of the discharge passage 200 of the cap 202, and the distance between the fuel outlet portion 214 and the inlet of the discharge passage 200 is large. Therefore, when the fuel injection direction from the pressure regulating chamber 208 to the back pressure chamber 206 is inclined as described above, the fuel discharged from the back pressure chamber 206 via the fuel outlet portion 214 hits the wall surface inside the cap 202. As shown in FIG. 23, the flow of fuel is disturbed by the generation of vortex.

Therefore, consider a case where the pressure control mechanism is not immersed in the fuel in the fuel tank and exists in the atmosphere of the fuel tank. At this time, when the flow rate of the fuel decreases as described above, the pressure inside the cap 202 becomes larger than the pressure outside the cap 202. Then, flows into the gap [delta] _o of fuel inside the cap 202 is present between the cap 202 and the pressure regulator 204, the fuel will fill the gap [delta] _o over the entire circumference of the cap 202 (the pressure regulator 204).

When such fuel (liquid) will fill the gap [delta] _o, relief of the pressure inside the cap 202 is reduced. For this reason, it is not possible to reduce the fuel pressure fluctuation inside the cap 202 caused by the pulsation of a fuel pump (not shown). Further, the hole 207 provided in the back pressure chamber 206 of the pressure regulator 204 is also filled with the fuel, and the pressure fluctuation of the fuel generated inside the back pressure chamber 206 cannot be reduced. Therefore, since the fuel pressure fluctuation generated in the back pressure chamber 206 of the pressure regulator 204 communicating with the cap 202 cannot be reduced, the fuel pressure fluctuation generated in the pressure regulating chamber 208 cannot be reduced. Therefore, a large vibration is generated by the pressure fluctuation of the fuel in the cap 202, the back pressure chamber 206, and the pressure regulating chamber 208, and the vibration is transmitted to a fuel supply passage (not shown) and a fuel tank. . As a result, when the pressure control mechanism is not immersed in the fuel in the fuel tank and exists in the atmosphere of the fuel tank, a large noise is generated in the cabin of the vehicle equipped with the fuel supply device. Note that when the pressure control mechanism is immersed in the fuel in the fuel tank, noise does not increase in the interior of the vehicle in which the fuel supply device is mounted, so there is no problem.

  Here, in Patent Document 1, in a pressure control valve installed in a fuel tank of a fuel supply device, an inlet for introducing an atmosphere in the fuel tank into a return path for returning surplus fuel in the fuel storage chamber to the fuel tank. A technique comprising:

JP 2000-104642 A

  However, in the technique of Patent Document 1, the return path communicates directly with the valve seat member of the pressure control valve, and the device for suppressing the pulsation of the fuel pressure in the fuel storage chamber that may be generated by the pulsation of the fuel pump is particularly Not done. Therefore, the vibration generated by the pulsation of the fuel pressure is transmitted to the fuel supply passage on the upstream side of the pressure regulator. Therefore, a large noise is generated in the interior of the vehicle equipped with the fuel supply device to which the technology of Patent Document 1 is applied, as in the above-described conventional technology.

  Therefore, the present invention has been made to solve the above-described problems, and an object of the present invention is to provide a fuel supply device that can reduce noise in a vehicle interior.

  One aspect of the present invention made to solve the above problems is a fuel inlet through which a fuel is introduced from a fuel supply passage for supplying fuel from a fuel tank to an internal combustion engine, and the fuel is introduced through the fuel inlet. A pressure regulating chamber, a back pressure chamber partitioned from the pressure regulating chamber by a flexible diaphragm, a hole through which the atmosphere in the fuel tank communicates with the back pressure chamber, and the pressure regulating chamber at a predetermined pressure. Then, a pressure control valve comprising: a valve portion for introducing surplus fuel of the fuel from the pressure regulating chamber to the back pressure chamber; and a fuel outlet portion for discharging the surplus fuel from the back pressure chamber; A discharge flow path member having a discharge flow path for discharging the excess fuel discharged from the fuel outlet portion into the fuel tank; and an introduction flow path for introducing the fuel from the fuel supply path to the fuel inlet. A fuel introduction member In the fuel supply device including the pressure control valve by the fitted discharge channel member and the fuel introduction member, the fuel supply device includes a communication path communicating with the inside of the discharge channel member and the outside of the discharge channel member. The discharge flow path member includes a bottomed cylindrical cup-shaped portion that houses the back pressure chamber and the fuel outlet portion of the pressure control valve and communicates with the discharge flow path at a bottom surface portion, and the cup A discharge passage inlet portion formed around the discharge passage at the bottom portion of the shape portion and formed to protrude toward the fuel outlet portion while being separated from the fuel outlet portion. And

  According to this aspect, the distance between the fuel outlet portion of the pressure control valve and the discharge passage inlet portion of the discharge passage member is reduced. Therefore, even if the fuel injection direction from the pressure adjusting chamber to the back pressure chamber in the pressure control valve is inclined, the fuel discharged from the back pressure chamber through the fuel outlet portion is discharged from the discharge flow path member. The fuel flow is not disturbed because it flows through the discharge passage along the wall surface inside the inlet. Therefore, since the fuel flow velocity increases, the internal pressure of the discharge channel member decreases from Bernoulli's theorem. Then, when the pressure control mechanism including the pressure control valve, the discharge flow path member, and the fuel introduction member is not immersed in the fuel in the fuel tank and exists in the atmosphere of the fuel tank, Gas is sucked into the communication passage communicating with the outside of the discharge flow path member.

  And if gas is buried in the whole or a part of this communication path, the relief of the pressure inside the discharge channel member is improved. That is, by utilizing the low viscosity (low resistance) of the gas buried in the communication path, the gas outside the discharge flow path member quickly flows into the discharge flow path member, or the discharge flow path member It becomes easy for the gas inside the gas to flow out of the discharge flow path member quickly. Therefore, the performance of attenuating the pressure fluctuation of the fuel inside the discharge channel member is improved. As a result, the pressure fluctuation of the fuel inside the back pressure chamber of the pressure control valve communicating with the inside of the discharge flow path member can be reduced, so that the pressure fluctuation of the fuel inside the pressure regulating chamber can also be reduced. Therefore, the vibration generated by the pressure fluctuation of the fuel inside the discharge channel member, the back pressure chamber of the pressure control valve, and the pressure regulating chamber is reduced, and the vibration is transmitted to the fuel supply passage and the fuel tank. Can be suppressed. Therefore, in the vehicle equipped with the fuel supply device of the above aspect, the noise in the vehicle interior can be reduced.

  In the above aspect, when the discharge passage inlet portion is arranged coaxially with the fuel outlet portion, the opening area of the fuel outlet portion is S1, and the opening area of the discharge passage inlet portion is S2. It is preferable to satisfy the condition of S2 / S1 = 0.8 to 2.0.

  According to this aspect, the flow of fuel from the fuel outlet portion of the pressure control valve to the discharge passage of the discharge passage member becomes smooth. For this reason, it is possible to more effectively reduce fuel pressure fluctuations inside the discharge flow path member, inside the back pressure chamber of the pressure control valve, and inside the pressure regulating chamber. Therefore, the vibration generated by the fuel pressure fluctuation in the discharge flow path member, the back pressure chamber of the pressure control valve, and the pressure regulating chamber is reduced, and the vibration is transmitted to the fuel supply passage and the fuel tank. It is possible to more effectively suppress the transmission. Therefore, in the vehicle equipped with the fuel supply device of this aspect, the noise in the vehicle interior can be significantly reduced.

  According to the fuel supply device of the present invention, the noise in the vehicle interior can be reduced.

It is sectional drawing of a fuel supply apparatus. It is an external view of a fuel supply unit. It is a front view of a pressure control mechanism. It is a side view of a pressure control mechanism. It is AA sectional drawing of FIG. FIG. 4 is an exploded view of the pressure control mechanism shown in FIG. 3. FIG. 6 is an exploded view of the pressure control mechanism shown in FIG. 5. FIG. 6 is a diagram schematically showing a part of a cross-sectional view corresponding to FIG. 5. FIG. 5 is a cross-sectional view schematically showing a part of the BB cross section of FIG. 4. FIG. 6 is an enlarged view of a region α in FIG. 5. It is CC sectional drawing of FIG. FIG. 12 is an enlarged view of a region β in FIG. 11. It is the figure which expanded the vicinity of a fuel outlet part and a discharge flow path inlet part. It is a figure which shows the other example about the shape of the fuel exit part vicinity of a 2nd cover. It is a figure which shows the other example about the shape of the fuel exit part vicinity of a 2nd cover. It is a figure which shows the evaluation result of the average pressure value inside a cap with respect to opening area ratio. It is a figure which shows the evaluation result of the peak value of the pressure which pulsates inside the cap with respect to opening area ratio. It is a figure which shows the evaluation result of the bubble quantity inside a cap with respect to opening area ratio. It is a figure which shows the evaluation result of the average pressure value inside a cap with respect to the distance of a fuel exit part and a discharge flow path inlet part. It is a figure which shows the evaluation result of the peak value of the pressure which pulsates inside the cap with respect to the distance of a fuel exit part and a discharge flow path inlet part. It is a figure which shows the evaluation result of the bubble quantity inside a cap with respect to the distance of a fuel exit part and a discharge flow path inlet part. It is the perspective view which looked at the cap from the side in which a pressure regulator is inserted. It is sectional drawing which partially modeled and showed the pressure control mechanism in the fuel supply apparatus of a prior art.

[Description of fuel supply system]
First, the fuel supply apparatus 1 of Example 1 is demonstrated. Here, FIG. 1 is a cross-sectional view of the fuel supply device 1 of the first embodiment, and FIG. 2 is an external view of the fuel supply unit 12.

  The fuel supply device 1 according to the first embodiment includes a fuel tank 10 and a fuel supply unit 12 as shown in FIGS. 1 and 2. The fuel supply unit 12 includes a fuel filter 14, a fuel pump 16, a fuel supply passage 18, a fuel discharge pipe 20, a pressure control mechanism 22, a pipe 24, and the like.

  The fuel supply device 1 supplies the fuel in the fuel tank 10 to the fuel discharge pipe 20 through the fuel supply passage 18 by the fuel pump 16 while filtering the fuel in the fuel filter 14. The fuel supplied to the fuel discharge pipe 20 is injected into a cylinder (not shown) of the engine from a fuel injection valve (not shown). At this time, the pressure of the fuel supplied to the fuel discharge pipe 20 is controlled by the pressure control mechanism 22.

[Description of pressure control mechanism]
Therefore, the pressure control mechanism 22 will be described. Here, FIG. 3 is a front view of the pressure control mechanism 22, and FIG. 4 is a side view of the pressure control mechanism 22. FIG. 5 is a cross-sectional view taken along the line AA in FIG. 6 is an exploded view of the pressure control mechanism 22 shown in FIG. 3, and FIG. 7 is an exploded view of the pressure control mechanism 22 shown in FIG. FIG. 8 is a diagram schematically showing a part of the sectional view corresponding to FIG. 5 (particularly, a diagram schematically showing the pressure regulator 26). Further, FIG. 9 is a cross-sectional view (particularly a view schematically showing the pressure regulator 26) partially showing the BB cross section of FIG. FIG. 10 is an enlarged view of the region α in FIG. 11 is a cross-sectional view taken along the line CC in FIG. 4, and FIG. 12 is an enlarged view of a region β in FIG. In FIGS. 8 and 9, solid arrows indicate the fuel flow, and broken arrows indicate the gas flow.

  As shown in FIGS. 3 to 9, the pressure control mechanism 22 includes a pressure regulator 26, a supporter 28, a cap 30, an O-ring 32, and the like. The pressure regulator 26 is an example of the “pressure control valve” in the present invention, the supporter 28 is an example of the “fuel introduction member” in the present invention, and the cap 30 is an example of the “discharge flow path member” in the present invention. is there.

  As shown in FIGS. 8 and 9, the pressure regulator 26 includes a diaphragm 34, a casing 36, a valve portion 38, a spring 40, and the like. The diaphragm 34 is formed in a disk shape, and has flexibility or elasticity at least between the central portion and the outer peripheral portion.

  The casing 36 includes a first cover 42 and a second cover 44. As shown in FIGS. 10 to 12, the diaphragm 34 is held such that the outer peripheral portion 50 of the diaphragm 34 is sandwiched between the sandwiching portion 46 of the first cover 42 and the sandwiching portion 48 of the second cover 44. doing. More specifically, the sandwiching portion 46 of the first cover 42 includes an R-shaped portion 52 formed in an R shape so as to wrap around radially outward with respect to the sandwiching portion 48 of the diaphragm 34 and the second cover 44. I have. The end portion 54 of the R-shaped portion 52 is in contact with the surface 56 on the opposite side of the diaphragm 34 in the holding portion 48 of the second cover 44. In this manner, the diaphragm 34 is interposed between the first cover 42 and the second cover 44 by caulking the end portion 54 of the R-shaped portion 52 of the first cover 42 and the sandwiching portion 48 of the second cover 44. It is held by.

  Thus, the diaphragm 34 held by the first cover 42 and the second cover 44 divides the inside of the casing 36 as shown in FIGS. 8 and 9, and the pressure regulating chamber 58 and the back pressure chamber are placed inside the casing 36. 60 is formed. Fuel is introduced into the pressure regulating chamber 58 formed in this way from the fuel supply passage 18 as will be described in detail later. Further, as will be described in detail later, surplus fuel out of the fuel introduced into the pressure regulating chamber 58 is introduced into the back pressure chamber 60 through the valve portion 38.

  Further, a gap δ (see FIGS. 10 and 12, an example of a communication path) is provided between the pressure regulator 26 and the cap 30. That is, a gap δ is provided between the end portion 54 of the sandwiching portion 46 of the first cover 42 and the end portion 104 on the side where the supporter 28 is disposed in the cup-shaped portion 86 of the cap 30 described later. This gap δ communicates with the inside and the outside of the cap 30.

  Further, as shown in FIGS. 8 and 9, the first cover 42 includes a fuel inlet 62 through which fuel is introduced from the fuel supply passage 18 via the supporter 28. Then, fuel is introduced from the fuel inlet 62 into the pressure regulating chamber 58.

  The second cover 44 includes a fuel outlet 64 that discharges fuel from the back pressure chamber 60. Further, the second cover 44 includes a hole 66 that penetrates the second cover 44. Through the hole 66, the inside of the back pressure chamber 60 communicates with the gap δ.

  As shown in FIGS. 8 and 9, the valve unit 38 includes a valve seat body 68 and a valve closing body 70. In the first embodiment, the valve seat body 68 is formed in a cylindrical shape as an example. The valve seat body 68 penetrates the diaphragm 34 at substantially the center of the diaphragm 34 and is formed between the pressure regulating chamber 58 and the back pressure chamber 60. The valve seat body 68 includes a flow path 72. The flow path 72 penetrates the diaphragm 34 so as to penetrate the valve seat body 68 in the central axis direction, and is formed between the pressure regulating chamber 58 and the back pressure chamber 60. Further, the valve closing body 70 includes a contact surface 74 that can contact and separate from the valve seat body 68, and the flow path 72 is blocked by contacting the contact surface 74 with the valve seat body 68. Can do. Further, in the valve closing body 70, a support portion 76 that supports the valve closing body 70 is provided on the surface opposite to the contact surface 74. The support portion 76 allows the posture of the valve closing body 70 to be freely changed.

  Such a valve part 38 interrupts | blocks between the pressure regulation chamber 58 and the back pressure chamber 60, when the valve closing body 70 contact | abuts to the valve seat body 68, and interrupts | blocks the flow path 72. FIG. Then, the diaphragm 34 is deformed, the valve closing body 70 is separated from the valve seat body 68 and the flow path 72 is opened, so that the pressure regulating chamber 58 and the back pressure chamber 60 are communicated with each other.

  The spring 40 is disposed inside the back pressure chamber 60 and is disposed between the diaphragm 34 and the second cover 44. The spring 40 urges the diaphragm 34 in a direction in which the valve seat body 68 tends to contact the contact surface 74 of the valve closing body 70.

  As shown in FIGS. 8 and 9, the supporter 28 includes an introduction channel 78, a fitting portion 80, a claw portion 82, and the like. The introduction channel 78 is a channel for introducing fuel from the fuel supply passage 18 to the fuel inlet 62 of the first cover 42. The fitting portion 80 is a portion that fits with a fitting portion 88 of the cap 30 described later. And the fitting part 80 is equipped with the nail | claw part 82 in the outer peripheral surface. In the first embodiment, as an example, the fitting portion 80 includes a total of three claw portions 82. The number of the claws 82 is not limited to three, and is set according to the number of holes 96 in the fitting portion 88 of the cap 30 described later.

  As shown in FIGS. 8 and 9, the cap 30 includes a discharge channel 84, a cup-shaped portion 86, a fitting portion 88, and the like. The discharge flow path 84 is a flow path for discharging the fuel discharged from the fuel outlet 64 into the fuel tank 10 via the pipe 24 (see FIG. 1). An inlet of the discharge channel 84 (a discharge channel inlet 90 described later) is disposed opposite the fuel outlet 64 in the central axis direction of the fuel outlet 64 (the left-right direction in FIGS. 8 and 9). . In the first embodiment, as shown in FIG. 8, the discharge flow path 84 is formed in an approximately L shape, and the flow direction of the fuel discharged from the fuel outlet 64 is bent.

  The cup-shaped portion 86 is formed in a cup shape (a bottomed cylindrical shape, that is, a shape in which a bottom portion is provided only on one side of a hollow cylinder), and the second cover 44 of the pressure regulator 26 is disposed therein. Yes. In this way, the back pressure chamber 60 and the fuel outlet 64 of the pressure regulator 26 are accommodated inside the cup-shaped portion 86. The cup-shaped portion 86 has a discharge channel inlet portion 90 formed substantially at the center of the bottom surface portion 92. The inside of the cup-shaped portion 86 communicates with the discharge channel 84 via the discharge channel inlet 90.

  The discharge channel inlet section 90 is an inlet of the discharge channel 84. The discharge passage inlet 90 is disposed at the bottom 92 while facing the fuel outlet 64 in the central axis direction of the fuel outlet 64 of the pressure regulator 26 (the left-right direction in FIGS. 8 and 9). It is formed so as to surround the periphery of the path 84. The discharge channel inlet portion 90 extends from the bottom surface portion 92 toward the fuel outlet portion 64 side of the pressure regulator 26 while being separated from the fuel outlet portion 64 (is formed so as to protrude). The discharge channel inlet portion 90 is arranged coaxially with the fuel outlet portion 64. That is, the discharge channel inlet portion 90 is disposed such that the central axis of the discharge channel inlet portion 90 coincides with the central axis of the fuel outlet portion 64.

  The fitting portion 88 is formed on the outer side in the radial direction from the outer peripheral surface 94 of the cup-shaped portion 86. In the first embodiment, as shown in FIG. 6, the three fitting portions 88 and the one positioning portion 95 are arranged at equal intervals in the circumferential direction of the cup-shaped portion 86. Note that the fitting portion 88 includes a hole 96. Moreover, the number of the fitting parts 88 (hole 96) is not limited to three, What is necessary is just two or more.

  The pressure control mechanism 22 having such a configuration operates as follows. Fuel is introduced into the pressure regulating chamber 58 from the fuel supply passage 18 through the supporter 28. Then, the diaphragm 34 is deformed according to the pressure in the pressure regulating chamber 58, that is, the diaphragm 34 is deformed when the pressure regulating chamber 58 reaches a predetermined pressure, and the valve seat body 68 and the valve closing body are deformed. 70 is separated. Then, surplus fuel out of the fuel in the pressure regulating chamber 58 is introduced from the pressure regulating chamber 58 to the back pressure chamber 60 through the flow path 72 of the valve seat body 68. In this manner, the pressure of the fuel supplied to the fuel injection valve via the fuel supply passage 18 is controlled by adjusting the pressure in the pressure regulating chamber 58. The fuel introduced into the back pressure chamber 60 is discharged from the fuel outlet 64 to the discharge passage 84 via the discharge passage inlet 90 of the cap 30. Then, the fuel discharged into the discharge channel 84 is discharged into the fuel tank 10 via the pipe 24 (see FIG. 1). As described above, the pressure control mechanism 22 operates.

  In such a pressure control mechanism 22, as shown in FIGS. 5, 8, and 9, the pressure regulator 26 is held by a supporter 28 and a cap 30. More specifically, it can be explained as follows. First, the claw portion 82 of the fitting portion 80 of the supporter 28 is fitted into the hole 96 of the fitting portion 88 of the cap 30, and the supporter 28 and the cap 30 are fitted. At this time, the supporter 28 and the cap 30 are positioned by the positioning portion 95 of the cap 30. The pressure regulator 26 is arranged in the space inside the supporter 28 and the cap 30 that are fitted. As shown in FIG. 10, a part of the outer peripheral surface 98 of the holding portion 46 of the first cover 42 is supported by the root portion 100 of the fitting portion 88 of the cap 30. On the other hand, as shown in FIGS. 5, 8, and 9, the first cover 42 is supported by the inner peripheral surface 102 of the introduction flow path 78 of the supporter 28 via the O-ring 32. In this manner, the pressure regulator 26 is held in a state of being enclosed by the supporter 28 and the cap 30 that are fitted.

  At this time, as shown in FIGS. 10 and 12, the gap between the end portion 54 of the holding portion 46 of the first cover 42 and the end portion 104 on the side where the supporter 28 of the cup-shaped portion 86 of the cap 30 is disposed. A gap δ is provided. The gap δ communicates with the inside and the outside of the cap 30 and is opened in the fuel tank 10. Thereby, when the pressure control mechanism 22 is not immersed in the fuel of the fuel tank 10 and exists in the atmosphere (gas, air) of the fuel tank 10 (when the gap δ is covered with gas), Gas can be sucked into the cup-shaped portion 86 of the cap 30 from the gap δ. Note that three fitting portions 88 and one positioning portion 95 of the cap 30 are arranged at equal intervals in the circumferential direction on the outer peripheral surface 94 of the cup-shaped portion 86.

  Further, as shown in FIG. 13, the discharge passage inlet portion 90 of the cap 30 is separated from the fuel outlet portion 64 of the pressure regulator 26. The discharge channel inlet portion 90 extends from the bottom surface portion 92 of the cup-shaped portion 86 toward the fuel outlet portion 64 of the pressure regulator 26 to the vicinity of the fuel outlet portion 64 (is formed so as to protrude). ) In this way, the distance L in the central axis direction of the fuel outlet 64 between the fuel outlet 64 and the discharge passage inlet 90 shown in FIG. 13 is made as small as possible. FIG. 13 is an enlarged view of the vicinity of the fuel outlet portion 64 and the discharge flow passage inlet portion 90. In the example shown in this figure, the fuel outlet portion 64 enters the back pressure chamber 60. Shape.

  By making the distance L as small as possible in this way, as shown in FIG. 9, the fuel injection direction from the pressure regulating chamber 58 to the back pressure chamber 60 in the pressure regulator 26 is changed to the fuel outlet 64 and the discharge channel. Even if the fuel cell is inclined with respect to the central axis direction of the inlet portion 90, the fuel flows through the discharge passage 84 along the wall surface inside the discharge passage inlet portion 90, so that the fuel flow is not disturbed.

  Therefore, when the pressure control mechanism 22 is not immersed in the fuel in the fuel tank 10 and exists in the atmosphere of the fuel tank 10, and the periphery of the gap δ (see FIGS. 10 and 12) is covered with gas. think of. At this time, since the flow rate of the fuel increases as described above, the pressure inside the cup-shaped portion 86 decreases from Bernoulli's theorem, and the pressure in the vicinity of the gap δ inside the cup-shaped portion 86 is the atmosphere of the fuel tank 10. It becomes smaller than the pressure inside. Then, gas (atmosphere of the fuel tank 10) is sucked into the gap δ.

  When the gap δ is filled with gas around the entire circumference or a part of the circumferential direction of the cap 30 (pressure regulator 26), the pressure relief inside the cap 30 is improved. That is, by utilizing the low viscosity (low resistance) of the gas buried in the gap δ, the gas outside the cap 30 quickly flows into the cap 30 or the gas inside the cap 30 quickly flows. It is easy to flow out of the cap 30. Therefore, the performance of attenuating the pressure fluctuation of the fuel inside the cap 30 caused by the pulsation of the fuel pump 16 is improved. Thereby, since the pressure fluctuation of the fuel inside the back pressure chamber 60 of the pressure regulator 26 communicating with the inside of the cap 30 can be reduced, the pressure fluctuation of the fuel inside the pressure regulating chamber 58 can also be reduced. Therefore, the vibration generated by the fuel pressure fluctuation in the cap 30, the back pressure chamber 60, and the pressure regulating chamber 58 is reduced, and the vibration is transmitted to the fuel supply passage 18 and the fuel tank 10. Can be suppressed. As a result, when the pressure control mechanism 22 is not immersed in the fuel in the fuel tank 10 and is present in the atmosphere in the fuel tank 10, it is possible to reduce noise in the vehicle interior in which the fuel supply device 1 is mounted. .

  Note that the shape of the second cover 44 in the vicinity of the fuel outlet 64 may be as shown in FIGS. FIG. 14 shows an example in which the shape of the second cover 44 near the fuel outlet 64 is an L shape. FIG. 15 shows an example in which the shape of the second cover 44 in the vicinity of the fuel outlet 64 is bent toward the discharge channel inlet 90. In addition, the spring 40 is abbreviate | omitted in FIGS.

Further, in the first embodiment, when the opening area S1 of the fuel outlet portion 64 is set and the opening area S2 of the discharge channel inlet portion 90 is set, a condition that satisfies the following relational expression is satisfied.
[Equation 1]
S2 / S1 = 0.8 to 2.0

  Here, the evaluation regarding the opening area ratio (S2 / S1) between the fuel outlet portion 64 of the pressure regulator 26 and the discharge passage inlet portion 90 of the cap 30 and the fuel outlet portion 64 and the discharge passage inlet portion 90 Evaluation about distance L (refer FIGS. 13-15) was performed. In the evaluation, the injection direction of the surplus fuel introduced from the pressure regulating chamber 58 to the back pressure chamber 60 is set to the discharge channel inlet portion with respect to the central axis of the fuel outlet portion 64 as shown in FIG. It was inclined toward the bottom surface portion 92 on the lower side of the drawing 90.

  First, as an evaluation regarding the opening area ratio between the fuel outlet portion 64 of the pressure regulator 26 and the discharge passage inlet portion 90 of the cap 30, the evaluation result of the average pressure value inside the cap 30 is shown in FIG. FIG. 17 shows the evaluation result of the peak value of the pressure pulsation, and FIG. 18 shows the evaluation result of the bubble amount inside the cap 30. In addition, when the opening area ratio between the fuel outlet portion 64 and the discharge channel inlet portion 90 is 1 (for example, when the opening area of the fuel outlet portion 64 and the opening area of the discharge channel inlet portion 90 are both 5 mm) Evaluation results for the case of 1.96 (for example, when the opening area of the fuel outlet portion 64 is 5 mm and the opening area of the discharge channel inlet portion 90 is 7 mm) are plotted in FIGS.

  From the results shown in FIGS. 16 and 17, the pressure fluctuation of the fuel inside the cap 30 is large when the ratio of the opening area between the fuel outlet 64 and the discharge channel inlet 90 is 0.8 to 2.0. (Difference between the average pressure value inside the cap 30 and the peak value of pressure pulsation) was reduced, and was within an allowable range in which noise inside the vehicle could be reduced. In the results shown in FIGS. 16 and 17, the pressure fluctuation of the fuel inside the cap 30 is within the range of the opening area ratio between the fuel outlet portion 64 and the discharge passage inlet portion 90 of 0.8 to 2.0. The size was 0.035 kPa to 0.070 kPa. Further, from the result shown in FIG. 18, in the range of the opening area ratio between the fuel outlet portion 64 and the discharge passage inlet portion 90 in the range of 0.8 to 2.0, gas is sucked into the gap δ, and the inside of the cap 30 It was confirmed that bubbles were generated. As described above, it is confirmed that a favorable evaluation result can be obtained in which the noise in the vehicle interior of the vehicle can be reduced when the opening area ratio between the fuel outlet portion 64 and the discharge passage inlet portion 90 is in the range of 0.8 to 2.0. did it.

  Such a favorable evaluation result is obtained when the ratio of the opening area (S2 / S1) between the fuel outlet portion 64 and the discharge flow passage inlet portion 90 is in the range of 0.8 to 2.0. The flow of fuel from the fuel to the discharge channel 84 becomes smooth, and gas is sucked into the gap δ more effectively, so that the fuel pressure in the cap 30, the back pressure chamber 60, and the pressure regulating chamber 58 is increased. It is considered that the fluctuation can be reduced more effectively.

  Moreover, as evaluation regarding the distance L between the fuel outlet part 64 and the discharge channel inlet part 90, evaluation results as shown in FIGS. 19 to 21 were obtained. Here, FIG. 19 is a diagram showing an evaluation result of the average pressure value inside the cap 30 with respect to the distance L. FIG. FIG. 20 is a diagram showing an evaluation result of a peak value of pressure pulsation inside the cap 30 with respect to the distance L. Further, FIG. 21 is a diagram showing the evaluation result of the amount of bubbles inside the cap 30 with respect to the distance L. In addition, in FIGS. 19-21, the evaluation result when the distance L was 0.6 mm, 1.6 mm, and 2.6 mm was plotted.

  Then, as shown in FIGS. 19 and 20, the smaller the distance L, the larger the pressure fluctuation of the fuel inside the cap 30 (the difference between the average pressure value inside the cap 30 and the peak value of pressure pulsation). Reduced. Further, as shown in FIG. 21, it was confirmed that the smaller the distance L, the greater the amount of bubbles generated inside the cap 30. Thus, it was confirmed that the smaller the distance L, the better the result that the noise in the vehicle can be reduced.

[Effect of Example 1]
As described above, in the first embodiment, the cap 30 includes the discharge channel inlet portion 90 that protrudes from the bottom surface portion 92 toward the fuel outlet portion 64 side while being separated from the fuel outlet portion 64 of the pressure regulator 26. As a result, the distance between the fuel outlet 64 of the pressure regulator 26 and the discharge passage inlet 90 of the cap 30 is reduced. Therefore, even if the fuel injection direction from the pressure regulating chamber 58 to the back pressure chamber 60 in the pressure regulator 26 is inclined, the fuel discharged from the back pressure chamber 60 via the fuel outlet 64 is discharged from the cap 30. Since the exhaust flow path 84 flows along the wall surface inside the inlet portion 90, the fuel flow is not disturbed. Therefore, the fuel flow rate increases, and the pressure inside the cap 30 (specifically, the inside of the cup-shaped portion 86) decreases according to Bernoulli's theorem.

  Therefore, a case where the pressure control mechanism 22 is not immersed in the fuel in the fuel tank 10 and exists in the atmosphere in the fuel tank 10 will be considered. Then, as described above, when the pressure inside the cap 30 decreases and the pressure inside the cap 30 becomes smaller than the pressure of the atmosphere in the fuel tank 10, gas (atmosphere in the fuel tank 10) is generated in the gap δ. Inhaled.

  When the gap δ in the entire circumference or a part in the circumferential direction of the cap 30 (pressure regulator 26) is filled with gas, the pressure relief inside the cap 30 is improved. That is, by utilizing the low viscosity (low resistance) of the gas buried in the gap δ, the gas outside the cap 30 quickly flows into the cap 30 or the gas inside the cap 30 quickly flows. It is easy to flow out of the cap 30. Therefore, the performance of attenuating the pressure fluctuation of the fuel inside the cap 30 caused by the pulsation of the fuel pump 16 is improved. Thereby, the fuel pressure fluctuation in the back pressure chamber 60 of the pressure regulator 26 communicating with the inside of the cap 30 can be reduced, so that the fuel pressure fluctuation in the pressure regulating chamber 58 can also be reduced. Therefore, the vibration generated by the fuel pressure fluctuation in the cap 30, the back pressure chamber 60, and the pressure regulating chamber 58 is reduced, and the vibration is transmitted to the fuel supply passage 18 and the fuel tank 10. Can be suppressed. As a result, in the vehicle equipped with the fuel supply device 1, when the pressure control mechanism 22 is not immersed in the fuel in the fuel tank 10 and exists in the atmosphere of the fuel tank 10, the noise in the interior of the vehicle is reduced. it can.

  Here, as described above, the diaphragm 34 of the pressure regulator 26 is held between the first cover 42 and the second cover 44 by caulking the first cover 42 and the second cover 44. . Therefore, due to the accuracy of caulking between the first cover 42 and the second cover 44, the mounting accuracy of the diaphragm 34 is likely to vary. Therefore, depending on the product accuracy of the pressure regulator 26, when the fuel is injected from the pressure regulating chamber 58 to the back pressure chamber 60, the central axis direction of the valve seat body 68 integrated with the diaphragm 34 may be the fuel outlet 64 or the cap 30. There is a risk of tilting with respect to the central axis direction of the inlet of the discharge channel 84 (discharge channel inlet 90). However, according to the first embodiment, the noise in the interior of the vehicle can be reduced in the vehicle on which the fuel supply device 1 is mounted, as described above, regardless of such variations in product accuracy of the pressure regulator 26.

  In the pressure regulator 26, the fuel outlet 64 is arranged coaxially with the central axis of the valve seat body 68. When the opening area of the fuel outlet portion 64 is S1 and the opening area of the discharge channel inlet portion 90 of the cap 30 is S2, the condition of S2 / S1 = 0.8 to 2.0 is satisfied. As a result, the fuel flow from the fuel outlet 64 to the discharge passage 84 becomes smooth. Since the gas is more effectively sucked into the gap δ between the pressure regulator 26 and the cap 30, the fuel pressure fluctuation in the cap 30, the back pressure chamber 60, and the pressure regulating chamber 58 is further reduced. It can be effectively reduced. Therefore, the vibration generated by the fuel pressure fluctuation in the cap 30, the back pressure chamber 60, and the pressure regulating chamber 58 is reduced, and the vibration is transmitted to the fuel supply passage 18 and the fuel tank 10. This can be suppressed more effectively. As a result, in the vehicle equipped with the fuel supply device 1, the noise in the vehicle interior can be significantly reduced.

  Further, the following Example 2 is also conceivable. The second embodiment is different from the first embodiment in that, as shown in FIG. 22, at the inlet portion of the cap-shaped portion 86 of the cap 30 on the side where the supporter 28 is disposed, the surface 106 and the recess 108 (an example of a communication path). ). Here, the surface 106 is a surface that contacts a portion of the pressure regulator 26 that holds the outer peripheral portion 50 of the diaphragm 34. Further, the recess 108 is a portion recessed in a concave shape with respect to the surface 106. With such a configuration, gas can be reliably sucked into the cup-shaped portion 86 of the cap 30 through the recess 108. In addition, since the structure and effect | action of other Example 2 are common in Example 1, description is abbreviate | omitted.

  As another example, a through-hole (an example of a communication path) that penetrates the cap 30 may be provided around the region γ shown in FIG. 7 in the cap 30.

  It should be noted that the above-described embodiment is merely an example and does not limit the present invention in any way, and various improvements and modifications can be made without departing from the scope of the invention.

DESCRIPTION OF SYMBOLS 1 Fuel supply apparatus 10 Fuel tank 12 Fuel supply unit 18 Fuel supply path 22 Pressure control mechanism 26 Pressure regulator 28 Supporter 30 Cap 32 O ring 34 Diaphragm 36 Casing 38 Valve part 42 1st cover 44 2nd cover 58 Pressure regulation chamber 60 Back Pressure chamber 62 Fuel inlet 64 Fuel outlet 66 hole 68 Valve seat body 70 Valve closing body 72 Flow path 84 Discharge flow path 86 Cup-shaped portion 90 Discharge flow path inlet section 92 Bottom surface section 104 End section δ Clearance L Distance S1 Open area S2 Opening area

Claims (2)

A fuel inlet for introducing the fuel from a fuel supply passage for supplying fuel from a fuel tank to the internal combustion engine, a pressure adjusting chamber for introducing the fuel from the fuel inlet, and a pressure adjusting chamber by a flexible diaphragm Of the fuel from the pressure regulating chamber to the back pressure chamber when the pressure regulating chamber reaches a predetermined pressure. A pressure control valve comprising: a valve portion for introducing surplus fuel; a fuel outlet portion for discharging the surplus fuel from the back pressure chamber; and the surplus fuel discharged from the fuel outlet portion as the fuel. The discharge flow path member including a discharge flow path member including a discharge flow path for discharging into the tank and a fuel introduction member including an introduction flow path for introducing the fuel from the fuel supply passage to the fuel inlet is fitted. Member and the fuel introduction member. In the fuel supply device containing therein the pressure control valve,
A communication path communicating with the inside of the discharge flow path member and the outside of the discharge flow path member;
The discharge channel member includes a bottomed cylindrical cup-shaped portion that houses the back pressure chamber and the fuel outlet portion of the pressure control valve and communicates with the discharge channel at a bottom surface portion, and the cup-shaped portion. A discharge passage inlet portion formed around the discharge passage at the bottom surface portion and formed to protrude toward the fuel outlet portion while being separated from the fuel outlet portion.
A fuel supply device. The fuel supply device according to claim 1.
The discharge channel inlet is arranged coaxially with the fuel outlet,
Satisfying the condition of S2 / S1 = 0.8 to 2.0, where S1 is the opening area of the fuel outlet and S2 is the opening area of the discharge channel inlet;
A fuel supply device.

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