JP5827060B2 - Pressure control device and fuel supply device - Google Patents

Description

  The present invention relates to a pressure control device and a fuel supply device including the same.

  2. Description of the Related Art Conventionally, a fuel supply device for an internal combustion engine mounted on a vehicle has a pressure for adjusting the fuel supply pressure to the fuel consumption unit when the fuel stored in the fuel tank is supplied to the fuel consumption unit by a fuel pump. A control device is provided. The pressure control device regulates the fuel supply pressure from the fuel pump that pumps up the fuel in the fuel tank to the injector constituting the fuel consumption unit.

  Such a pressure control device generally divides the inside of a housing into two chambers by a diaphragm, and uses the displacement of the central portion of the diaphragm in accordance with the fuel pressure in the pressure adjusting chamber on one surface side of the diaphragm. The valve is displaced in the valve opening direction and the valve closing direction. In addition, such a pressure control device maintains the valve opening state of the pressure regulating valve body so that the fuel pressure in the pressure regulating chamber reaches the set pressure by suppressing the displacement of the diaphragm by a compression coil spring on the other surface side of the diaphragm. It is the composition to do. Such a pressure control device is often disposed in a fuel tank together with a fuel pump.

  As this type of pressure control device, for example, a diaphragm that divides the inside of the housing into two chambers, a fluid introduction port that is located on one surface side of the diaphragm and into which pressurized fuel from a fuel pump is introduced, and excess fuel are discharged. A pressure chamber having a discharge port, a back pressure chamber located on the other surface side of the diaphragm, into which a back pressure fluid is introduced, and slidably provided in the housing, and an atmospheric pressure between the diaphragm and the back pressure chamber. A plunger that forms an open chamber, a valve member that is attached to the diaphragm so as to open and close the discharge port according to the displacement of the diaphragm, and a valve member that is interposed between the diaphragm and the plunger in the valve opening direction. 2. Description of the Related Art There is known a pressure regulator having a spring to be energized and a stopper means for defining a movable range of a plunger, that is, a fuel pressure control valve. And in the pressure control apparatus provided with this fuel pressure control valve, the set value is switched between the low pressure value and the high pressure value by switching the set load of the spring in two stages depending on whether or not the back pressure fluid is supplied ( For example, see Patent Document 1).

  Conventionally, a fuel supply device including two pressure control devices on a fuel supply passage is known (see, for example, Patent Document 2). This fuel supply device opens a return passage for returning the fuel to the fuel tank when the pressure difference between the pressure of the fuel pumped from the fuel tank via the fuel supply passage by the fuel pump and the reference pressure is a predetermined value or more. The fuel pressure control valve for adjusting the above-described differential pressure to a constant value is provided. The fuel supply apparatus is configured to inject and supply the fuel adjusted to a predetermined pressure by the fuel pressure control valve to the engine by a fuel injection valve that is intermittently opened and controlled.

  In the fuel supply device disclosed in Patent Document 2, fuel pressure control valves are disposed on the downstream side and the upstream side of the fuel supply passage, respectively, and fuel is supplied to the fuel tank via the return passage of the upstream fuel pressure control valve. The fuel pressure control valve on either the upstream side or the downstream side is made to function depending on whether or not the fuel pressure is returned. Furthermore, in the fuel supply device disclosed in Patent Document 2, in order to make any one of the fuel pressure control valves function, switching of the fuel switching valve including an electromagnetic valve is performed.

  Further, the fuel supply device disclosed in Patent Document 2 includes a fuel switching valve that selectively functions one of the two fuel pressure control valves, a start switch that detects a switching condition of the two fuel pressure control valves, Switching control means for controlling the fuel switching valve and switching the fuel pressure control valve in synchronization with the injection end timing of the fuel injection valve after the switching condition is detected by the start switch. With such a configuration, even if the fuel pressure is disturbed at the time of switching, it is possible to avoid deterioration of the accuracy of the injection amount due to the disturbance of the fuel pressure, and it is possible to improve the injection accuracy.

  Here, as a conventional fuel switching valve applied to the fuel supply device, for example, the one shown in FIG. 10 is known. A fuel switching valve 100 shown in FIG. 10 includes a bobbin 101, an electromagnetic coil 102, a valve 103, a compression coil spring 104, a shield 105, and a stator core 106.

  The bobbin 101 is made of a synthetic resin and includes a bobbin part 110, a cylinder part 111, and a fuel pipe part 112. The bobbin portion 110 has an electromagnetic coil 102 wound around the outside and a compression coil spring 104 accommodated inside. The cylinder part 111 is formed continuously with the bobbin part 110, and a valve 103 is accommodated in the cylinder part 111 so as to be able to reciprocate. The fuel pipe part 112 is formed at the end of the cylinder part 111 and is opened with the fuel inflow pipe 112a to which the fuel is supplied, the fuel outflow pipe 112b from which the fuel is discharged, and the inside of the cylinder part 111 facing. And an open end 112c of the fuel outflow pipe 112b.

  The valve 103 is made of a substantially cylindrical magnetic body, and includes an armature portion 113 and a seal portion 114 provided on one end surface. When the valve 103 is moved by the cylinder portion 111 and the seal portion 114 is pressed against the opening end portion 112c, the communication between the fuel inflow pipe 112a and the fuel outflow pipe 112b is blocked. The compression coil spring 104 urges the valve 103 in a direction to close the communication between the fuel inflow pipe 112a and the fuel outflow pipe 112b.

  As shown in FIG. 10A, when the electromagnetic coil 102 is not energized, the valve 103 blocks the communication between the fuel inflow pipe 112a and the fuel outflow pipe 112b by the bias of the compression coil spring 104. Therefore, the fuel that has flowed into the fuel inflow pipe 112a is stopped by the valve 103 as indicated by the arrow in the figure.

  On the other hand, as shown in FIG. 10B, when the electromagnetic coil 102 is energized, the valve 103 is attracted by the electromagnetic coil 102 against the compression coil spring 104, and the valve 103 is discharged from the fuel inflow pipe 112a and the fuel outflow. The pipe 112b is communicated. Therefore, the fuel that has flowed into the fuel inflow pipe 112a is discharged from the fuel outflow pipe 112b through the cylinder portion 111 as indicated by the arrow in the figure.

  Further, in recent fuel supply apparatuses, each component of the fuel system is often unitized and provided in the fuel tank. For this reason, the fuel switching valve 100 described above is often in a state of being immersed in the fuel stored in the fuel tank. Moreover, in order to effectively pass the magnetic flux of the electromagnetic coil 102 through the valve 103, the gap S between the valve 103 and the bobbin 101 is minimized.

  On the other hand, in an ECU (Electronic Control Unit) of a vehicle equipped with a fuel supply device, a time lag from when a voltage is applied to the electromagnetic coil 102 of the fuel switching valve 100 to when the fuel supply pressure to the fuel consumption unit is actually changed. Is calculated. As a result, the ECU applies the voltage to the electromagnetic coil 102 earlier by the time lag than when attempting to obtain a desired fuel supply pressure at the fuel consuming unit.

JP 2009-144686 A Japanese Patent Laid-Open No. 06-249013

  However, in the conventional fuel supply device, when the valve 103 reciprocates by switching on / off of power supply to the electromagnetic coil 102, the fuel stored before and after the moving direction is the minimum between the valve 103 and the bobbin 101. Therefore, a large resistance is generated in the movement of the valve 103. As a result, the moving speed of the valve 103 decreases, and there is a problem that it takes a long time to complete the switching of the valve 103.

  If the switching time of the valve 103 becomes longer, the time lag from when the voltage is applied to the electromagnetic coil 102 to when the fuel supply pressure to the fuel consuming part is actually changed becomes longer, and the time lag error increases and the time lag increases. There has been a problem that the calculation accuracy of is reduced. In addition, if the time lag calculation accuracy decreases in this way, the load for driving the fuel pump increases, and the setting accuracy of the fuel supply pressure to the fuel consumption section decreases, and fuel is supplied at a pressure different from the original set value. There is a problem that it is difficult to improve fuel efficiency for these reasons.

  The present invention has been made to solve such a problem, and can improve the responsiveness at the time of changing the fuel pressure as compared with the prior art and improve the calculation accuracy of the switching time of the fuel supply pressure. Another object of the present invention is to provide a pressure control device and a fuel supply device that can improve fuel consumption.

  To achieve the above object, the pressure control device according to the present invention includes (1) a fuel pressure control valve that controls the pressure of the fuel to be controlled by switching the pressure of the operating pressure fuel, and a fuel switching valve that switches the pressure of the operating pressure fuel. The fuel switching valve is reciprocally accommodated in a fuel circulation portion through which the operating pressure fuel flows, and a valve body capable of opening and closing the fuel circulation portion by movement; and provided in the valve body, An armature capable of reciprocating integrally with a valve body; an electromagnetic coil that moves the armature in a direction to open the valve body; and an urging means that moves the armature in a direction to close the valve body In the pressure control apparatus provided, the first port opened in the space on one side in the reciprocating direction of the armature, the second port opened in the space on the other side, the first port, and the second port A communication passage that communicates with the mouth of Comprising a communicating portion having.

  With this configuration, the operating pressure fuel can move between spaces before and after the armature reciprocating direction. For this reason, when the armature is moved, the operating pressure fuel of the armature is larger than the case where the operating pressure fuel is less likely to flow between the spaces before and after the reciprocating direction of the armature and a large resistance is generated with respect to the movement of the armature. The movement resistance can be reduced. Thereby, since the moving speed of an armature and a valve body can be enlarged, the responsiveness of a valve can be improved.

  The improved valve responsiveness shortens the time lag from when the voltage is applied to the electromagnetic coil to when the fuel supply pressure to the fuel consumption section is actually changed, reducing the time lag error and calculating the time lag. Accuracy can be improved.

  In addition, since the responsiveness of the valve is improved, the speed at which the fuel pressure of the fuel to be controlled is switched from high pressure to low pressure is increased. For this reason, since the pump pressure can be quickly reduced from a high pressure to a low pressure, fuel consumption can be improved.

  In the pressure control device according to (1), (2) the first port is formed at an end portion on the one side of the armature, and the second port is an end portion on the other side of the armature. Preferably, the communication path is formed of a through hole formed in the armature.

  Here, the magnetic flux from the electromagnetic coil passes through the outer peripheral portion of the armature, that is, the portion other than the communicating portion. The magnetic flux passing through the armature has a higher density in the outer periphery than in the center. In addition, since the fuel circulates around the armature in the past when the armature is moved, it is necessary to secure a certain gap between the armature and the peripheral wall, and secure the magnetic flux by shortening the distance between the electromagnetic coil and the armature. It was difficult. On the other hand, in the present invention, when the armature moves, the fuel flows through the through-hole formed inside the armature, so that the gap between the armature and the peripheral wall can be made smaller than before. Thereby, even if it is an armature provided with the communicating path which consists of a through-hole, compared with the solid armature which does not have such a communicating path, an equivalent magnetic flux number can be obtained.

  For this reason, with this configuration, even if the diameter of the through-hole is sufficiently large, a large number of magnetic fluxes can be passed through the armature, and the armature can obtain a magnetic force close to that of the conventional one, and can be operated in the large-diameter through-hole. It is possible to reduce the resistance of armature movement by circulating pressurized fuel. In addition, an armature having a through hole is lighter than a conventional solid armature.

  In the pressure control device according to (1) above, (3) the first port is formed at an end of the outer peripheral surface of the armature and the second port is the other end of the outer peripheral surface. Preferably, the communication path is formed by a groove formed on the outer peripheral surface.

  With this configuration, the communication portion can be formed by a relatively simple process that only forms a groove on the outer periphery of a conventional solid armature, thereby suppressing an increase in component costs compared to the conventional armature. Can do.

  In the pressure control device according to the above (1), (4) the electromagnetic coil is wound, and further includes a bobbin that accommodates the armature so as to reciprocate, and the first port is an inner peripheral surface of the bobbin. Preferably, the second opening is formed at the other end of the inner peripheral surface, and the communication path is formed by a groove formed at the inner peripheral surface. .

  With this configuration, the armature and the valve body are the same as the conventional one, and only the bobbin shape needs to be changed. For this reason, the conventional armature made of a magnetic material and relatively difficult to machine can be used as it is, and the bobbin is made of, for example, an easily machined synthetic resin, and the communication portion is provided on the inner peripheral surface thereof. Since it is only necessary to provide it, an increase in component costs can be suppressed.

  In the pressure control apparatus according to the above (1), (5) the electromagnetic coil is wound, and further includes a bobbin that accommodates the armature so as to reciprocate, and the first port is an inner peripheral surface of the bobbin. Preferably, the second opening is formed at the other end of the inner peripheral surface, and the communication path is formed by a tube formed outside the bobbin. .

  With this configuration, conventional armatures and valve bodies can be used as they are. In addition, since the communication path is composed of a pipe formed outside the bobbin, the restriction on the cross-sectional area of the communication path is smaller than when the communication path is formed on the armature or bobbin, and the operation pressure has a sufficient cross-sectional area. A large amount of fuel can be distributed.

  In the pressure control device according to (1) to (5) above, (6) the fuel pressure control valve includes a fuel introduction port through which the control target fuel is introduced, a fuel discharge port through which the control target fuel is discharged, and A housing having an operation pressure fuel introduction passage into which the operation pressure fuel is introduced; a pressure regulation chamber that communicates with the fuel introduction port and includes the operation pressure fuel introduction passage in the housing; A partition-shaped pressure regulating member that communicates the fuel inlet and the fuel outlet according to the fuel pressure of the fuel, and the fuel pressure control valve introduces the operating pressure fuel into the operating pressure fuel introduction passage Thus, the area of the pressure receiving region where the pressure adjusting member receives the fuel pressure on the one surface side is changed, and the fuel pressure in the pressure adjusting chamber is adjusted according to the area of the pressure receiving region, and the fuel switching valve Is The operation fuel to the operating pressure fuel inlet passage is sealed by closing, it is preferable to open the operating fuel from the operating fuel inlet passage by the opening.

  With this configuration, the fuel pressure is regulated in two stages by making the area where the pressure regulating member receives the fuel pressure variable. Therefore, the fuel pressure supplied to the fuel consumption unit can be controlled in two stages without providing the variable fuel pressure adjusting valve with three chambers or providing two variable fuel pressure adjusting valves. For this reason, a fuel supply apparatus can be reduced in size.

  Further, by opening and closing the fuel switching valve, it is possible to switch whether or not the operating pressure fuel is introduced into the operating pressure fuel introduction passage, and the area of the pressure receiving region of the pressure regulating member can be easily changed. . Therefore, the pressure of the fuel to be controlled by the fuel pressure control valve can be easily controlled.

  In order to achieve the above object, a fuel supply device for an internal combustion engine according to the present invention includes the pressure control device described in any one of (1) to (6) above and is supplied to a fuel consumption unit. It is preferable that the pressure of the fuel to be controlled is regulated by the pressure control device.

  With this configuration, the speed at which the fuel pressure of the control target fuel supplied to the fuel consumption unit is switched between high pressure and low pressure can be shortened. In particular, the pump pressure can be quickly reduced from a high pressure to a low pressure, so that fuel efficiency can be improved.

  In the fuel supply device described in (7) above, it is preferable that (8) the fuel consumption unit is a fuel injection unit of an internal combustion engine. With this configuration, it is possible to shorten the time for switching the fuel pressure of the control target fuel supplied to the fuel injection unit between the high pressure and the low pressure.

  According to the present invention, the pressure control can improve the responsiveness at the time of changing the fuel pressure, improve the calculation accuracy of the switching time of the fuel supply pressure, and further improve the fuel consumption, as compared with the conventional case. An apparatus and a fuel supply device can be provided.

It is the schematic which shows the fuel supply apparatus which concerns on the 1st Embodiment of this invention. It is a figure which shows the state which the fuel switching valve of the pressure control apparatus which concerns on the 1st Embodiment of this invention is obstruct | occluded, (a) is schematic and (b) is a schematic diagram which shows the pressure receiving area | region. . It is a figure which shows the state which the fuel switching valve of the pressure control apparatus which concerns on the 1st Embodiment of this invention is open | released, (a) is a schematic diagram, (b) is a schematic diagram which shows the pressure receiving area | region. . It is the schematic which shows the valve | bulb which concerns on the 1st Embodiment of this invention, (a) is sectional drawing cut | disconnected by the AA line of (b), (b) is a front view, (c) is disassembly / assembly. FIG. It is sectional drawing which shows the fuel switching valve which concerns on the 1st Embodiment of this invention, (a) is the state of obstruction | occlusion at a bottom dead center, (b) is the state between obstruction | occlusion and open | release, (c) is upper Open at dead center. It is a time chart which shows operation | movement of the fuel supply apparatus which concerns on the 1st Embodiment of this invention. It is a time chart which shows operation | movement of the fuel supply apparatus which concerns on the 1st Embodiment of this invention, (a) is a voltage, (b) is an electric current, (c) is a position of a valve, (d) is a fuel pressure. Show. It is a figure which shows the valve | bulb which concerns on other embodiment of this invention, (a) is a front view of the valve | bulb which concerns on 2nd Embodiment, (b) is the cross section cut | disconnected by the BB line of (a). (C) is a front view of a valve according to the third embodiment, (d) is a cross-sectional view taken along the line CC of (c), and (e) is a valve according to the fourth embodiment. (F) is sectional drawing cut | disconnected by the DD line | wire of (e). It is sectional drawing which shows the fuel switching valve which concerns on the 5th Embodiment of this invention. It is the schematic which shows the conventional fuel switching valve, (a) shows a closed state, (b) shows an open state.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. In the present embodiment, the present invention is applied to a fuel supply device that supplies fuel to an internal combustion engine for a vehicle.

(First embodiment)
First, the configuration of a vehicle equipped with the fuel supply device will be described.

  As shown in FIG. 1, the vehicle 1 includes an internal combustion engine 2, a fuel supply device 3, and an ECU (Electronic Control Unit) 4.

  The internal combustion engine 2 is a multi-cylinder internal combustion engine mounted on an automobile, for example, a 4-cycle gasoline engine (hereinafter referred to as the engine 2). The engine 2 includes a plurality of cylinders 20, an intake port 21 corresponding to each cylinder 20, an injector 22 as a fuel consumption unit, and a delivery pipe 23. The injector 22 is provided, for example, with its end 22 a on the injection hole side exposed in the intake port 21 corresponding to each cylinder 20. The delivery pipe 23 is connected to each injector 22. Thereby, the delivery pipe 23 distributes the fuel from the fuel supply device 3 to the injectors 22.

  The fuel supply device 3 pumps and supplies fuel to the plurality of injectors 22 of the engine 2, and includes a fuel tank 30, a fuel pumping mechanism 31, and a pressure control device 32.

  The fuel tank 30 stores fuel consumed by the engine 2, for example, gasoline. The fuel tank 30 includes a sub tank 30a. A part of the fuel pumping mechanism 31 is disposed in the sub tank 30a. Here, in this specification, the fuel tank 30 is used in a general sense including the sub tank 30a. For example, the fuel stored in the fuel tank 30 includes the fuel stored in the sub tank 30a. And Further, the fuel tank 30 has a known jet pump (not shown) that introduces fuel into the sub-tank 30 a by the amount of fuel consumed successively by the engine 2.

  The fuel pumping mechanism 31 includes a fuel pump unit 40, a suction filter 41, a fuel filter 42, a check valve 43, a fuel pipe 44 connecting them, and a fuel pump controller (FPC) 45. The fuel pumping mechanism 31 pumps and supplies the fuel stored in the fuel tank 30 to the plurality of injectors 22 of the engine 2.

  The fuel pump unit 40 includes, for example, a fuel pump 40a having an impeller for pump operation, and a pump drive motor 40b that is a built-in DC motor that rotationally drives the fuel pump 40a. The fuel pump unit 40 is driven and stopped by controlling the energization of the pump drive motor 40b by the ECU 4 through the fuel pump controller 45.

  The fuel pump unit 40 is configured to be able to pump up fuel from the fuel tank 30 and pressurize it by driving a pump drive motor 40b. Further, the fuel pump unit 40 changes the rotational speed [rpm] of the pump drive motor 40b with respect to the same supply voltage according to the load torque, or the rotational speed of the pump drive motor 40b corresponding to the change in the supply voltage. Can be changed. As a result, the fuel pump unit 40 can change the discharge amount and discharge pressure per unit time.

  The suction filter 41 is provided at the suction port of the fuel pump unit 40 and prevents suction of foreign matter. The fuel filter 13 is provided at the discharge port of the fuel pump unit 40 and removes foreign matters in the discharged fuel.

  The check valve 43 is a check valve provided on the upstream side or the downstream side of the fuel filter 13. The check valve 43 opens in the fuel supply direction from the fuel pump unit 40 to the injector 22 side, while the check valve 43 is closed in the reverse flow direction of fuel from the injector 22 side to the fuel pump unit 40 side, and pressurized supply It is designed to prevent fuel backflow.

  The fuel pump controller 45 is provided in the upper part of the fuel tank 30. The fuel pump controller 45 is applied to the pump drive motor 40b of the fuel pump unit 40 in accordance with the deviation between the pump control signal from the ECU 4 and the detection signal of a voltage detector (not shown) that detects the terminal voltage of the pump drive motor 40b. The voltage to be controlled is controlled.

  The pressure control device 32 includes a fuel pressure control valve 50 and a fuel switching valve 70.

As shown in FIG. 2A, the fuel pressure control valve 50 includes a housing 51, a pressure regulating member 52, a compression coil spring 53 (back pressure biasing member) , an outer cylindrical member 54, and an inner cylindrical member. 55. Fuel pressure control valve 50, fuel in the control object (hereinafter, simply referred to as fuel) it is adapted to control the pressure of the. The fuel to be controlled is the fuel supplied from the fuel tank 30 and injected from the injector 22. The housing 51 is formed by caulking and joining a pair of concave first housing member 56 and second housing member 57 at their outer peripheral portions.

The first housing member 56 includes a fuel introduction port 51a through which fuel is introduced, a fuel discharge port 51b through which the fuel is discharged, an operation pressure introduction hole 51c through which an operation pressure fuel to be described later is introduced, and an operation pressure introduction. An operation pressure fuel introduction passage 65 (operation pressure fuel passage) through which the operation pressure fuel is introduced is communicated with the hole 51c. A space inside the first housing member 56 is partitioned by the pressure regulating member 52 to form a pressure regulating chamber 58. For this reason, the pressure regulating chamber 58 communicates with the fuel introduction port 51a and has an operation pressure fuel introduction passage 65.

  The second housing member 57 has at least one atmospheric pressure introduction hole 57a. A space inside the second housing member 57 is partitioned by the pressure adjusting member 52 to form a back pressure chamber 59. Therefore, the fuel introduction port 51 a, the fuel discharge port 51 b, and the operation pressure introduction hole 51 c are disposed on the pressure regulating chamber 58 side with respect to the pressure regulating member 52. The pressure adjusting member 52 causes the fuel inlet 51a and the fuel outlet 51b to communicate with each other in accordance with the fuel pressure in the pressure adjusting chamber 58.

The pressure regulating member 52 is in the form of a partition wall and is sandwiched and supported by the first housing member 56 and the second housing member 57, and the interior of the housing 51 is divided into two chambers, a pressure regulating chamber 58 and a back pressure chamber 59. It is divided into. The pressure regulating member 52 is regulated at a degree of opening corresponding to the fuel pressure in the pressure regulating chamber 58 and a partition wall portion 60 forming a pressure regulating chamber 58 communicating with the fluid introduction port 51 a between the pressure regulating member 52 and the first housing 56. A movable valve body 61 that is displaced in the valve opening direction that allows the chamber 58 to communicate with the fuel discharge port 51b is integrally formed.

  The partition wall 60 is configured to constantly receive the fuel pressure in the pressure regulating chamber 58 on the first housing member 56 side. The partition wall portion 60 is formed of a flexible diaphragm formed by, for example, using a rubber layer that is not easily deteriorated against fuel as a base material layer, and laminating another rubber layer on the rubber layer, and integrally bonding them. The movable valve body 61 is formed of, for example, a metal disc-shaped valve body plate supported at the center of the partition wall 60.

  The compression coil spring 53 is provided in the back pressure chamber 59 so as to urge the movable valve body 61 in the pressure regulating chamber 58 side, that is, in the valve closing direction.

The outer cylindrical member 54 and the inner cylindrical member 55 are provided in the pressure regulating chamber 58. The outer cylindrical member 54 and the inner cylindrical member 55 have different diameters and are arranged concentrically with the moving direction of the movable valve body 61 as the axial direction. The end of the inner cylindrical member 55 on the movable valve body 61 side is a first valve seat portion 62 (first annular valve seat) . The end of the outer cylindrical member 54 on the movable valve body 61 side is a second valve seat 63 (second annular valve seat) .

The first valve seat portion 62 has a discharge passage 64 communicating with the fuel discharge port 51b on the inner peripheral side thereof. The discharge passage 64 communicates with the fuel discharge port 51 b of the housing 51. The second valve seat portion 63 forms an operation pressure fuel introduction passage 65 between the second valve seat portion 63 and the first valve seat portion 62 on the inner peripheral side thereof. The operation pressure fuel introduction passage 65 communicates with the operation pressure introduction hole 51 c of the housing 51. The fuel that flows from the operation pressure fuel introduction passage 65 to the fuel switching valve 70 is used as the operation pressure fuel.

  The first housing member 56, the pressure adjusting member 52, and the outer cylindrical member 54 form an annular introduction side passage 66. The introduction side passage 66 introduces the fuel discharged from the fuel pump unit 40 from the fluid introduction port 51a, and causes the partition wall 60 to receive the fuel pressure.

  The fluid introduction port 51a of the housing 51 is connected to a fuel pipe 44, which is a circuit portion downstream of the check valve 43 of the fuel pumping mechanism 31, via a branch pipe 44a. The operation pressure introduction hole 51 c of the housing 51 is connected to the fuel switching valve 70.

Here, as shown in FIG. 2 (a), when the operation fuel introducing passage 65 by the fuel switching valve 70 is closed, the pressure of the fuel in the operating fuel introducing passage 65 sounds equivalent to introduction side passage 66 Ri Ru obtained. In this case, as shown in FIG. 2B , the pressure receiving region where the pressure adjusting member 52 receives the fuel pressure is an annular pressure receiving surface 52a (on the fuel inlet side) facing the introduction side passage 66 of the pressure adjusting member 52 . The pressure receiving area) and the annular pressure receiving surface 52b (the pressure receiving area on the operation pressure fuel passage side) facing the operation pressure fuel introduction passage 65 are combined.

On the other hand, as shown in FIG. 3A, when the fuel switching valve 70 is in the open state, the operating pressure fuel introduction passage 65 is opened into the fuel tank 30, so that the operation pressure fuel in the operation pressure fuel introduction passage 65 is Is equal to the atmospheric pressure or the fuel in the fuel tank 30. In this case, as shown in FIG. 3B, the pressure receiving area of the pressure adjusting member 52 is only on the annular pressure receiving surface 52a (the pressure receiving area on the fuel inlet side) facing the introduction side passage 66 of the pressure adjusting member 52. Become.

For this reason, the area of the pressure receiving region where the pressure adjusting member 52 receives the fuel pressure varies depending on whether the operation pressure fuel introduction passage 65 is closed or opened. When the area of the pressure receiving region of the pressure adjusting member 52 increases, the fuel pressure for opening the pressure adjusting member 52 against the biasing force of the compression coil spring 53 can be reduced. The pressure regulation level of the fuel is lowered to a set pressure on the low pressure side described later . Conversely, when the operating pressure fuel introduction passage 65 is opened in the fuel tank 30 and the area of the pressure receiving region of the pressure adjusting member 52 is reduced, the pressure adjusting member 52 is opened against the urging force of the compression coil spring 53. A large fuel pressure is required to make the valve. For this reason, the pressure regulation level of the fuel in the annular introduction side passage 66 is increased to a set pressure on the high pressure side described later .

  As described above, the fuel pressure control valve 50 changes the area of the pressure receiving region where the pressure adjusting member 52 receives the fuel pressure on one side by introducing the operating pressure fuel into the operating pressure fuel introduction passage 65, and The fuel pressure in the pressure regulating chamber 58 is adjusted according to the area.

  The set pressure on the high-pressure side of the fuel pressure control valve 50 is a fuel pressure (usually 324 kPa as a gauge pressure) at which fuel vapor hardly occurs even when the fuel temperature in the delivery pipe 23 becomes high during warm-up or high fuel temperature. This is the setting value. The set pressure on the low pressure side of the fuel pressure control valve 50 is, for example, 200 kPa as a gauge pressure, and a fuel pressure set value at which fuel vapor hardly occurs when the fuel temperature in the delivery pipe 23 becomes relatively low during traveling. It has become.

  The fuel switching valve 70 includes a bobbin 71, an electromagnetic coil 72, a valve 73, a compression coil spring 74 as an urging means, a shield 75, and a stator core 77, and switches the pressure of the operating pressure fuel. ing.

  The bobbin 71 is made of a synthetic resin, and includes a bobbin portion 80, a cylinder portion 81, and a fuel pipe portion 82 as a fuel circulation portion. The bobbin portion 80 has an electromagnetic coil 72 wound around the outside and a compression coil spring 74 accommodated inside. The cylinder portion 81 is formed continuously with the bobbin portion 80, and a valve 73 is accommodated in the cylinder portion 81 so as to be able to reciprocate. The fuel pipe part 82 is formed at the end of the cylinder part 81 and is opened with the fuel inflow pipe 82a to which fuel is supplied, the fuel outflow pipe 82b from which the fuel is discharged, and the inside of the cylinder part 81 facing toward each other. And an open end 82c of the fuel outflow pipe 82b.

  As shown in FIGS. 4A to 4C, the valve 73 includes an armature portion 83 and a seal portion 84 as a valve body in an integrated manner. The armature portion 83 is made of a substantially cylindrical magnetic body and includes a through hole 83a as a communication portion penetrating the inside in the longitudinal direction. That is, the armature portion 83 is provided in the seal portion 84 and can reciprocate integrally with the seal portion 84. The through hole 83a is formed at the end portion on the compression coil spring 74 side, the seal portion mounting hole 83b as the first port formed by expanding the diameter of the end portion on the opening end portion 82c side, the communication passage 83c, and the compression coil spring 74 side. And a second port 83d.

The seal portion mounting hole 83b opens in a space on one side of the armature portion 83 in the reciprocating direction, that is, a space on the opening end portion 82c side. The second port 83d opens in the space on the other side in the reciprocating direction of the armature portion 83, that is, the space on the compression coil spring 74 side. The communication path 83c communicates the seal portion mounting hole 83b and the second port 83d .

  The seal portion 84 is made of, for example, metal having a cylindrical shape, and is integrated with the armature portion 83 by press-fitting. The seal portion 84 includes a press-fit portion 84a that is press-fitted into the seal-portion mounting hole 83b, a lid portion 84b that is formed on the end portion of the press-fit portion 84a on the opening end portion 82c side, and an opening end portion 82c side from the lid portion 84b. A protruding cylindrical seal body 84c and a plurality of first ports 84d formed around the seal body 84c of the lid portion 84b are provided.

The first ports 84d penetrate the lid portion 84b and are arranged at eight locations every 45 degrees in the circumferential direction centered on the seal body 84c when viewed from the front as shown in FIG. 4B. ing.
The first port 84d opens in a space on one side of the armature portion 83 in the reciprocating direction, that is, a space on the opening end portion 82c side.

The end surface 84e of the seal body 84c can come into contact with the opening end portion 82c. When the end surface 84e of the seal body 84c contacts and is pressed against the opening end portion 82c, the opening end portion 82c is closed, and the communication between the fuel inflow pipe 82a and the fuel outflow pipe 82b is closed. .
Therefore, the seal part 84 is accommodated in the fuel pipe part 82 through which the operating pressure fuel flows so as to be able to reciprocate, and the fuel pipe part 82 can be opened and closed by movement.

  As shown in FIGS. 5A to 5C, the electromagnetic coil 72 moves the armature portion 83 in the direction in which the seal portion 84 is opened. The compression coil spring 74 urges the armature 83 to move in a direction in which the valve 73 closes the communication between the fuel inflow pipe 82a and the fuel outflow pipe 82b, that is, in a direction to close the seal portion 84. Yes. The shield 75 is made of metal and is provided so as to cover the periphery of the electromagnetic coil 72. The shield 75 shields magnetic flux leaking from the electromagnetic coil 72 to the outside.

  As shown in FIG. 5A, when no voltage is applied to the electromagnetic coil 72, the valve 73 is pressed against the open end 82 c by the compression coil spring 74. As a result, the communication between the fuel inflow pipe 82a and the fuel outflow pipe 82b is blocked. That is, the fuel switching valve 70 is a normally-off type. This state is set as the bottom dead center.

  On the other hand, as shown in FIG. 5C, when a voltage is applied to the electromagnetic coil 72, the valve 73 is attracted by the electromagnetic coil 72 and separated from the opening end portion 82c. As a result, the fuel inflow pipe 82a and the fuel outflow pipe 82b communicate with each other. A state where the valve 73 is most sucked is defined as a top dead center.

  Thereby, the fuel switching valve 70 closes the operation pressure fuel in the operation pressure fuel introduction passage 65 by closing the valve and opens the operation pressure fuel from the operation pressure fuel introduction passage 65 by opening the valve.

  As shown in FIG. 1, the ECU 4 includes a CPU (Central Processing Unit), a ROM (Read Only Memory) that stores fixed data, a RAM (Random Access Memory) that temporarily stores data, and a write An EEPROM (Electrically Erasable and Programmable Read Only Memory) composed of a replaceable nonvolatile memory, an input interface circuit having an A / D converter, a buffer, and the like, and an output interface circuit having a drive circuit, etc. . The ECU 4 receives an ON / OFF signal of an ignition switch of the vehicle and is supplied with power from a battery (not shown).

  Furthermore, various sensor groups are connected to the input interface circuit of the ECU 4, and sensor information from these sensor groups is taken into the ECU 4 through an input interface circuit including an A / D converter and the like. The output interface circuit of the ECU 4 includes a relay switch for controlling actuators such as the injector 22, the fuel pump unit 40, and the fuel switching valve 70, a switching element for variably controlling the drive current of the fuel pump unit 40, and the like. It is connected.

  The ECU 4 can execute known electronic throttle control, fuel injection amount control, ignition timing control, fuel cut control, variable valve timing control, and the like by executing a control program stored in the ROM. For example, the ECU 4 calculates the basic injection amount required for each combustion based on the intake air amount detected by the air flow meter and the engine speed detected by the crank angle sensor, and further according to the operating state of the engine 2. The fuel injection amount subjected to various corrections and air-fuel ratio feedback correction is calculated, and the injector 22 corresponding to the fuel injection time corresponding to the fuel injection amount is driven to open. The fuel injection time here is set so as to maintain the stoichiometric air-fuel ratio in accordance with the set value of the fuel pressure supplied to the injector 22.

  Further, the ECU 4 generates a command value for the drive voltage of the pump drive motor 40b corresponding to the discharge amount so as to optimize the discharge amount of the fuel pump unit 40 in accordance with the fuel injection amount required for the operation of the engine 2. In addition, the fuel pump controller 45 has a function of feedback controlling the drive voltage of the pump drive motor 40b.

  Further, the ECU 4 repeatedly determines the load state during operation of the engine 2 based on sensor information from various sensor groups and set values and map information stored in advance in the ROM. For example, when the engine 2 is warmed up or at high fuel temperature, the electromagnetic coil 72 of the fuel switching valve 70 is energized so that the fuel pressure of the fuel from the fuel pump unit 40 is switched to the set pressure on the high pressure side. (See FIG. 6). In addition, for example, during normal operation after the engine 2 is warmed up or not at a high fuel temperature, the energization of the electromagnetic coil 72 of the fuel switching valve 70 is stopped to reduce the fuel pressure of the fuel from the fuel pump unit 40 to the low pressure side. Is switched to the set pressure (see FIG. 6).

  The set values stored in the ROM and the backup memory of the ECU 4 include a set value on the high pressure side and a set value on the low pressure side of the fuel pressure, respectively. The map information stored in the ROM and the backup memory includes a map for determining the operating load and switching control of the fuel pressure according to the determination result.

  Next, the operation will be described.

  In the fuel supply device 3 of the present embodiment configured as described above, energization of the pump drive motor 40b of the fuel pump unit 40 and the electromagnetic coil 72 of the fuel switching valve 70 is stopped while the engine 2 is stopped. Is in a state of being. In the fuel switching valve 70, as shown in FIG. 5A, the valve 73 is pressed against the opening end portion 82c by the compression coil spring 74, and the communication between the fuel inflow pipe 82a and the fuel outflow pipe 82b is blocked. .

  When the engine 2 is started, the ECU 4 operates the injector 22 and the fuel pump unit 40. As shown in FIG. 1, the fuel discharged from the fuel pump unit 40 flows into the fuel pipe 44 through the check valve 43 and the fuel filter 42. The fuel from the fuel pipe 44 also flows into the branch pipe 44 a and enters the fuel pressure control valve 50.

  As shown in FIG. 6, when the engine 2 is started, the ECU 4 switches the fuel pressure of the fuel from the fuel pump unit 40 to a set pressure on the high pressure side. For this reason, as shown in FIG. 7A, the ECU 4 starts applying a voltage to the electromagnetic coil 72 of the fuel switching valve 70. As shown in FIG. 7B, the current rises gently by the application of the voltage.

  And the magnetic flux from the electromagnetic coil 72 passes through parts other than the through-hole 83a of the armature part 83 with high density. The magnetic flux passing through the armature portion 83 has a higher density in the outer peripheral portion than in the central portion. Moreover, since the fuel flows through the through-hole 83a when the valve 73 is moved, the gap between the armature portion 83 and the inner peripheral surface of the bobbin 71 can be made smaller than before. Thereby, even if it is the armature part 83 provided with the through-hole 83a, the equivalent magnetic flux number can be ensured compared with the armature which does not have the through-hole 83a like the past.

  As a result, in the valve 73 of the present embodiment, even if the diameter of the through hole 83a is sufficiently large, a large number of magnetic fluxes are allowed to pass through the armature portion 83, and the armature portion 83 can obtain a magnetic force close to that of the conventional one. . Furthermore, since the operating pressure fuel can be circulated in the large-diameter through hole 83a, the movement resistance of the armature portion 83 can be reduced. Moreover, the armature 83 having the through hole 83a is lighter than the conventional solid armature. For these reasons, the armature unit 83 can be moved quickly.

  When the current value exceeds the predetermined value 90, the attractive force acting on the valve 73 from the electromagnetic coil 72 exceeds the drag force of the compression coil spring 74, and the valve 73 is shown in FIG. 7C by a solid line. Start moving from bottom dead center. As a result, as shown in FIG. 5B, the valve 73 is separated from the opening end portion 82c, and the fuel inflow pipe 82a and the fuel outflow pipe 82b communicate with each other. Further, as shown in FIG. 5C, the top dead center is reached when the valve 73 moves most. Therefore, the fuel switching valve 70 is opened.

  Here, as shown in FIGS. 5A to 5C, when the valve 73 moves from the bottom dead center to the top dead center, the fuel on the compression coil spring 74 side of the valve 73 is transferred to the armature portion. The gas is taken in from the second port 83d of 83, and is discharged from the first port 84d of the seal portion 84 to the fuel pipe portion 82 side of the valve 73 through the communication passage 83c. As a result, the movement resistance of the valve 73 can be greatly reduced compared to a valve that does not include the through-hole 83a as in the prior art (see reference numeral 113 in FIG. 10). As a result, as shown by a two-dot chain line in FIG. 7 (c), in the conventional valve, the rising of the straight line of the graph is slow, whereas as shown by a solid line in FIG. In the valve 73, the straight line rises steeply. For this reason, since the moving speed of the valve 73 can be increased, the moving time from the bottom dead center to the top dead center can be shortened.

That is, as shown in FIG. 7 (c), the moving time S ₁ to the top dead center from the bottom dead center by the valve 73 according to this embodiment, the bottom dead center by the valve without a conventional through-hole 83a it can be much shorter than the travel time S ₂ to the top dead center. Thereby, the switching time from closing to opening of the fuel switching valve 70 can be shortened.

  The fuel supplied from the fuel pump unit 40 to the fuel pressure control valve 50 enters the pressure regulating chamber 58 from the fuel introduction port 51a as shown in FIG. Here, since the fuel switching valve 70 is in an open state, the operation pressure fuel introduction passage 65 is opened in the fuel tank 30. For this reason, as shown in FIG. 3B, the pressure receiving region of the pressure adjusting member 52 is only the annular pressure receiving surface 52 a of the pressure adjusting member 52.

  Accordingly, a large fuel pressure is required to open the pressure regulating member 52 against the urging force of the compression coil spring 53, and the pressure regulation level of the fuel in the annular introduction side passage 66 is increased. The fuel pressure in the branch pipe 44 a and the fuel pipe 44 also rises and quickly reaches a set pressure on the high pressure side, for example, 400 kPa, and high fuel pressure fuel is supplied to the delivery pipe 23 through the fuel passage 15. Thereby, by performing fuel injection from the injector 22 at a high pressure during warm-up, atomization of the spray can be achieved, and generation of unburned hydrocarbons during warm-up can be suppressed.

  As shown in FIGS. 7 (c) and 7 (d), the fuel pressure starts to rise at the same time as the valve 73 of the fuel switching valve 70 starts to move even a little. Then, as shown in FIG. 7A, during the warm-up operation, the ECU 4 maintains the voltage application to the electromagnetic coil 72 of the fuel switching valve 70. Thereby, as shown in FIG.7 (d), high pressure fuel injection is maintained.

  Next, as shown in FIG. 6, when the warm-up operation is completed, the ECU 4 switches the fuel pressure of the fuel from the fuel pump unit 40 to a set pressure on the low pressure side.

  Therefore, as shown in FIG. 7A, the ECU 4 stops applying voltage to the electromagnetic coil 72 of the fuel switching valve 70. As shown in FIG. 7B, the current gradually drops due to the stop of the voltage application.

  When the current value falls below the predetermined value 91, the attractive force acting on the valve 73 from the electromagnetic coil 72 becomes smaller than the urging force of the compression coil spring 74, and as shown in FIG. The spring 74 starts to move from the top dead center due to the biasing force of the spring 74. Thereby, as shown in FIG. 5B, the valve 73 approaches the opening end portion 82c, and further, as shown in FIG. 5A, the valve 73 comes into contact with and presses the opening end portion 82c. Reach bottom dead center. Therefore, the fuel switching valve 70 is closed.

  As shown in FIG. 5C to FIG. 5A, when the valve 73 moves from the top dead center to the bottom dead center, the fuel on the opening end portion 82c side of the valve 73 1 is taken in from the first port 84d and is discharged from the second port 83d of the armature portion 83 to the compression coil spring 74 side of the valve 73 through the communication passage 83c. Thereby, the movement resistance of the valve | bulb 73 can be reduced significantly compared with the valve | bulb which is not provided with the through-hole 83a like the past. That is, as shown by a two-dot chain line in FIG. 7C, the falling of the straight line of the graph is slow in the conventional valve, whereas as shown by the solid line in FIG. 7C, the valve of the present embodiment. In 73, the falling of the straight line of the graph is steep. For this reason, since the moving speed of the valve 73 can be increased, the moving time from the top dead center to the bottom dead center can be shortened.

That is, as shown in FIG. 7 (c), the moving time S ₃ from the top dead center by the valve 73 according to this embodiment to the bottom dead center, does not have a conventional through-hole 83a from the top dead center by the valve it can be much shorter than the movement time S ₄ to the bottom dead center. Thereby, the switching time from opening to closing of the fuel switching valve 70 can be shortened.

  The fuel supplied from the fuel pump unit 40 to the fuel pressure control valve 50 enters the pressure regulating chamber 58 from the fuel introduction port 51a as shown in FIG. Here, after the fuel switching valve 70 is closed, the operating pressure fuel introduction passage 65 is closed. For this reason, as shown in FIG. 2B, the pressure receiving regions of the pressure adjusting member 52 are the annular pressure receiving surface 52a and the annular pressure receiving surface 52b of the pressure adjusting member 52.

  Accordingly, a small fuel pressure is sufficient to open the pressure regulating member 52 against the urging force of the compression coil spring 53, and the pressure regulation level of the fuel in the annular introduction side passage 66 is lowered. Then, as shown in FIGS. 7C and 7D, the fuel pressure starts to drop at the same time as the valve 73 of the fuel switching valve 70 is completely closed. Therefore, the fuel pressure in the branch pipe 44a and the fuel pipe 44 also decreases, and quickly reaches a set pressure on the low pressure side, for example, 200 kPa, and the low fuel pressure fuel is supplied to the delivery pipe 23 through the fuel passage 15. Thereby, the fuel consumption can be improved by operating the pump unit 40 at a low pressure.

Further, as shown in FIG. 7 (a) ~ FIG 7 (d), the time T ₁ of the up actual fuel pressure from the stop of the application of the voltage according to the present embodiment starts to descend, the conventional through-hole 83a provided is significantly shorter than the time T ₂ by the valve not.

  In addition, after a certain time has elapsed since the engine 2 was started, a set pressure on the low pressure side is required in terms of fuel efficiency and the reliability of the fuel pump unit 40 in a normal operation state, for example, partial load operation. On the other hand, at a high fuel temperature, a set pressure on the high pressure side is required to suppress the generation of vapor.

  As described above, according to the fuel supply device 3 according to the present embodiment, since the through hole 83a is provided in the valve 73 of the fuel switching valve 70, the switching time between opening and closing of the fuel switching valve 70 is shortened. In addition, the responsiveness of the valve can be improved. For this reason, the time lag from when the voltage is applied to the electromagnetic coil 72 to when the fuel supply pressure to the injector 22 is actually changed is shortened, the time lag error is reduced, and the time lag calculation accuracy can be improved. .

  In addition, since the responsiveness of the valve is improved, the speed at which the fuel pressure of the fuel to be controlled is switched from high pressure to low pressure is increased. For this reason, since the pump pressure can be quickly reduced from a high pressure to a low pressure, fuel consumption can be improved.

  Further, according to the fuel supply device 3 according to the present embodiment, whether or not the operation pressure fuel is introduced into the operation pressure fuel introduction passage 65 of the fuel pressure control valve 50 is switched by opening and closing the fuel switching valve 70. It becomes possible. Since the area of the pressure receiving region of the pressure regulating member 52 can be easily changed depending on whether or not the operating pressure fuel is introduced into the operating pressure fuel introduction passage 65, the pressure of the fuel to be controlled by the fuel pressure control valve 50 can be easily set. Can be controlled.

  Further, according to the fuel supply device 3 according to the present embodiment, the fuel introduction port 51a, the fuel discharge port 51b, and the operation pressure introduction hole 51c of the fuel pressure control valve 50 regulate the pressure with respect to the pressure regulating member 52. Arranged on the chamber 58 side. For this reason, it is not necessary to introduce the operation pressure fuel into the back pressure chamber 59, and the fuel and operation pressure fuel pipes may be provided only on the pressure adjustment chamber 58 side of the fuel pressure control valve 50. For this reason, the fuel pressure control valve 50 capable of a compact and simple piping can be provided. Further, according to the fuel supply device 3 according to the present embodiment, the fuel pressure can be adjusted in two stages without making the inside of the housing 51 into three chambers or providing two fuel pressure control valves.

  In the fuel supply device 3 of the present embodiment described above, the fuel pressure control valve 50 is configured such that the operation pressure introduction hole 51c is disposed on the pressure regulating chamber 58 side. However, the fuel supply device according to the present invention is not limited to this, and the fuel pressure control valve 50 may have the operation pressure introduction hole 51c arranged on the back pressure chamber 59 side.

(Second Embodiment)
The present embodiment has an overall configuration substantially similar to that of the first embodiment described above. In the fuel supply device according to the present embodiment, the configuration of the valve 173 of the fuel switching valve 70 is different, but the other configurations are the same. Therefore, the same configuration will be described using the same reference numerals as those in the first embodiment shown in FIG. 4, and only differences will be described in detail.

  As shown in FIGS. 8A and 8B, the valve 173 of this embodiment includes an armature portion 183 as an armature and a seal portion 184 as a valve body. The armature portion 183 and the seal portion 184 are made of a magnetic material and are integrally formed.

  The seal part 184 has a cylindrical shape and is formed at one end of the armature part 183. The armature portion 183 has a substantially cylindrical shape, and includes a through-hole 183a as a communication portion that extends from the end opposite to the seal portion 184 to the seal portion 184. The through hole 183a includes a plurality of first ports 83b, a communication path 183c, and a second port 183d formed at the end of the compression coil spring 74 on the side opposite to the seal portion 184.

  The first port 183b penetrates from the end face on the seal part 184 side of the armature part 183 to the through hole 183a, and when viewed from the front as shown in FIG. It is arranged at 8 locations every 45 degrees in the direction. The end surface 184a of the seal portion 184 can come into contact with the open end portion 82c. The end surface 184a abuts against and presses against the opening end portion 82c, thereby closing the opening end portion 82c and closing the communication between the fuel inflow pipe 82a and the fuel outflow pipe 82b.

  According to the valve 173 of the present embodiment, since the armature portion 183 and the seal portion 184 are integrally formed, the number of parts can be reduced as compared with the case where they are formed separately.

(Third embodiment)
The present embodiment has an overall configuration substantially similar to that of the first embodiment described above. In the fuel supply device according to the present embodiment, the configuration of the valve 273 of the fuel switching valve 70 is different, but the other configurations are the same. Therefore, the same configuration will be described using the same reference numerals as those in the first embodiment shown in FIG. 4, and only differences will be described in detail.

  As shown in FIGS. 8C and 8D, the valve 273 of the present embodiment includes an armature portion 283 as an armature and a seal portion 284 as a valve body. The armature portion 283 and the seal portion 284 are made of a magnetic material and are integrally formed.

  The armature portion 283 has a substantially cylindrical shape without a through hole at the center, and includes a communication groove 283a as a communication portion along the longitudinal direction on the outer peripheral surface. The communication groove 283a includes a first port 283b formed at the end portion on the seal portion 284 side, a communication passage 283c, and a second portion formed on the end portion on the compression coil spring 74 side opposite to the seal portion 284. 283d. As shown in FIG. 8C, the communication grooves 283 a are arranged at four locations every 90 degrees in the circumferential direction around the seal portion 284 when viewed from the front.

  The seal portion 284 has a cylindrical shape and is formed at one end of the armature portion 283. The end surface 284a of the seal portion 284 can be brought into contact with the open end portion 82c. When the end face 284a is pressed against the opening end portion 82c, the opening end portion 82c is closed, and the communication between the fuel inflow pipe 82a and the fuel outflow pipe 82b is closed.

  According to the valve 273 of the present embodiment, the communication groove 283a can be formed in the armature portion 283 by a relatively simple process of forming a groove on the outer peripheral portion of a solid member. An increase in component costs can be suppressed as compared to an armature unit that does not have a.

(Fourth embodiment)
The present embodiment has an overall configuration substantially similar to that of the first embodiment described above. In the fuel supply device according to the present embodiment, the configurations of the valve 373 and the bobbin 371 of the fuel switching valve 70 are different, but the other configurations are similarly configured. Therefore, the same configuration will be described using the same reference numerals as those in the first embodiment shown in FIG. 4, and only differences will be described in detail.

  As shown in FIGS. 8E and 8F, the valve 373 of the present embodiment includes an armature portion 383 and a seal portion 384. The armature portion 383 and the seal portion 384 are made of a magnetic material and are integrally formed.

  The armature portion 383 has a substantially cylindrical shape without having a through hole at the center. The seal portion 384 has a cylindrical shape and is formed at one end portion of the armature portion 383. The end surface 384a of the seal portion 384 can come into contact with the open end portion 82c. When the end surface 384a is pressed against the opening end portion 82c, the opening end portion 82c is closed, and the communication between the fuel inflow pipe 82a and the fuel outflow pipe 82b is closed.

  The bobbin 371 is made of synthetic resin, and a communication groove 380a is formed as a communication part along the longitudinal direction on the inner peripheral surface of the bobbin part 380 of the bobbin 371. Further, a communication groove 381a is formed on the inner peripheral surface of the cylinder portion 381 of the bobbin 371 as a communication portion continuous with the communication groove 380a. The communication groove 381a of the cylinder portion 381 includes a first port (not shown) formed at the end portion on the seal portion 384 side, and a communication passage 381b. The communication groove 380a of the bobbin portion 380 includes a communication passage 380b and a second port (not shown) formed at the end on the compression coil spring 74 side on the side opposite to the seal portion 384. As shown in FIG. 8E, the communication groove 380a and the communication groove 381a are arranged at four locations every 90 degrees in the circumferential direction with the seal portion 384 as the center when viewed from the front.

  According to the valve 373 and the bobbin 371 of the present embodiment, the valve 373 does not need to be changed from the conventional shape, and only the shape of the bobbin 371 may be changed. For this reason, the conventional valve 373 made of a magnetic material and relatively difficult to process can be used as it is, and the bobbin 371 is made of, for example, an easily processable synthetic resin and has a communication groove on its inner peripheral surface. Since it is only necessary to provide 380a and the communication groove 381a, an increase in component costs can be suppressed.

(Fifth embodiment)
The present embodiment has an overall configuration substantially similar to that of the first embodiment described above. In the fuel supply device according to the present embodiment, the configurations of the valve 473, the bobbin 471, and the shield 475 of the fuel switching valve 70 are different, but the other configurations are the same. Therefore, the same configuration will be described using the same reference numerals as those in the first embodiment shown in FIG. 4, and only differences will be described in detail.

  As shown in FIG. 9, the valve 473 of this embodiment includes an armature portion 483 and a seal portion 484. The armature portion 483 and the seal portion 484 are made of a magnetic material and are integrally formed.

  The armature portion 483 has a substantially cylindrical shape without having a through hole at the center. The seal portion 484 has a cylindrical shape and is formed at one end of the armature portion 483. The end surface of the seal portion 484 can come into contact with the open end portion 82c. When the end face 84e contacts and is pressed against the opening end portion 82c, the opening end portion 82c is closed, and the communication between the fuel inflow pipe 82a and the fuel outflow pipe 82b is closed.

  The bobbin 471 is made of synthetic resin and includes a first port 481a formed on the side of the cylinder unit 481 and a second port 480a formed on the bottom of the bobbin unit 480. A through hole 475a is formed in a portion of the shield 475 facing the second port 480a. The first port 481a and the second port 480a are connected by a communication pipe 476 as a communication path. That is, the communication portion in the present invention is configured by the first port 481a, the second port 480a, and the communication tube 476. The stator core 477 has a through hole 477a at the bottom.

  According to the valve 473 and the bobbin 471 of the present embodiment, the communication path is composed of the communication pipe 476 formed outside the bobbin 471. Therefore, compared to the case where the communication path is formed in the valve 473 and the bobbin 471, the communication path The restriction on the cross-sectional area is small, and the operating pressure fuel can be distributed in a large amount with a sufficient cross-sectional area.

  By the way, in the fuel supply device 3 of the first to fifth embodiments described above, one type of communication passage is employed. However, the fuel supply device according to the present invention is not limited to this, and a plurality of types may be employed simultaneously. For example, the valve 73 shown in the first embodiment and the bobbin 471 shown in the fourth embodiment may be used at the same time.

  As described above, the pressure control device according to the present invention and the fuel supply device including the pressure control device can improve the responsiveness when the fuel pressure is changed as compared with the conventional case, and calculate the fuel supply pressure switching time. This has the effect of improving the accuracy and further improving the fuel efficiency, and is useful for the pressure control device and the fuel supply device including the pressure control device.

2 Engine (Internal combustion engine)
3 Fuel supply device 22 Injector (fuel consumption unit)
32 Pressure control device 50 Fuel pressure control valve
51 housing
51a Fuel inlet
51b Fuel outlet
51c Operation pressure introduction hole 52 Pressure adjusting member
52a, 52b annular pressure receiving surface (multiple areas, pressure receiving area)
53 Compression coil spring (back pressure biasing member)
58 Pressure regulator
62 First valve seat (first annular valve seat)
63 Second valve seat (second annular valve seat)
64 Discharge passage (fuel outlet)
65 Operation pressure fuel introduction passage (operation pressure fuel passage)
66 Inlet passage (fuel inlet side of the pressure control chamber)
70, 470 Fuel switching valve 71, 371, 471 Bobbin 72 Electromagnetic coil 73, 173, 273, 373, 473 Valve 74 Compression coil spring ( armature urging means)
80, 380, 480 Bobbin part 81, 381, 481 Cylinder part 82 Fuel pipe part (fuel circulation part)
83,183,283,383,483 Armature part (armature)
83a, 183a Through hole (communication part)
83b Sealing part mounting hole (first port)
83c, 183c, 283c, 380b, 381b Communication passages 83d, 183d, 283d, 480a Second port 84, 184, 284, 384, 484 Seal part ( switching valve body )
84d, 183b, 283b, 481a First port 283a, 380a, 381a Communication groove (communication portion)
476 Communication pipe (communication path)

Claims (7)

A pressure control device comprising: a fuel pressure control valve that controls a pressure of fuel to be controlled to a set pressure; and a fuel switching valve that switches an operation pressure for switching the set pressure between a high pressure side and a low pressure side using the fuel. Because
The fuel pressure control valve includes a fuel introduction port through which the fuel is introduced, a fuel discharge port through which the fuel is discharged, an operation pressure fuel passage that generates the operation pressure by the fuel, and a back pressure inside the housing. Partitioning into a back pressure chamber into which fuel is introduced and a pressure regulating chamber communicating with the fuel introduction port, and being displaced in a valve opening direction and a valve closing direction in accordance with the pressure in the back pressure chamber and the pressure regulating chamber The pressure regulating member, a back pressure urging member that urges the pressure regulating member in a valve closing direction, and the pressure regulating chamber and the fuel discharge port are disposed between the pressure regulating member and the valve opening direction. A first annular valve seat for communicating the pressure regulating chamber with the fuel discharge port according to displacement, and the first annular valve for dividing the pressure regulating chamber into the fuel introduction port side and the operation pressure fuel passage side. It is arranged concentrically with the seat, and the pressure regulating member changes in the valve opening direction. And a second annular valve seat that communicates the fuel introduction port side of the pressure regulating chamber and the operation pressure fuel passage side according to the pressure regulating member, and the pressure receiving area on the pressure regulating chamber side of the pressure regulating member includes: The first annular valve seat and the second annular valve seat are configured to be partitioned into a plurality of regions,
The fuel switching valve reciprocates so as to control the discharge of the fuel in the fuel circulation pipe part, a fuel circulation pipe part capable of discharging the fuel on the operation pressure fuel passage side of the pressure regulating chamber, A switching valve body for switching the operating pressure received by the pressure adjusting member between high and low in a region corresponding to the operating pressure fuel passage in the region, and an integral part of the switching valve body and in the fuel flow pipe portion And an electromagnetic coil for moving the armature to one side in the reciprocating direction of the switching valve body, and the armature to the other side in the reciprocating direction of the switching valve body. Armature biasing means, and
At least one of the armature and the fuel flow pipe portion communicates the inside of the fuel flow pipe portion on one side and the other side of the reciprocation direction of the armature, and one side of the reciprocation direction when the armature moves. A pressure control device characterized in that a communication path for moving the fuel is formed between the side and the other side. The fuel switching valve is configured to move the fuel in the fuel flow pipe when the pressure regulating chamber communicates with the operation pressure fuel passage in accordance with the displacement of the pressure regulating member in the valve opening direction in the fuel pressure control valve. The pressure control device according to claim 1, wherein the operation pressure is increased by regulating discharge of the gas. The pressure control device according to claim 1, wherein the communication path includes a through hole formed in the armature. The pressure control device according to claim 1, wherein the communication path includes a groove formed in an outer peripheral surface of the armature. The electromagnetic coil is wound and configured integrally with the fuel flow pipe portion, and further includes a bobbin that accommodates the armature so as to be capable of reciprocating,
The pressure control device according to claim 1, wherein the communication path includes a groove formed on an inner peripheral surface of the bobbin. The electromagnetic coil is wound and configured integrally with the fuel flow pipe portion, and further includes a bobbin that accommodates the armature so as to be capable of reciprocating,
The communication path is formed by a pipe provided outside the bobbin, and is open to the inside of the fuel flow pipe portion on one side and the other side of the armature in the reciprocating direction at both ends of the pipe. The pressure control device according to claim 1 or 2, wherein A pressure control device according to any one of claims 1 to 5 is provided,
A fuel supply device, wherein the pressure of the fuel to be controlled supplied to a fuel injection portion of an internal combustion engine is regulated by the pressure control device.

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