JPH10274135A - Fuel injection device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce a pressure fluctuation through reflection offset even when an operation period is shortened during high speed operation, maintain a pressure in a pressure chamber as setting is effected, and stabilize an amount of fuel injected through an impact wave. SOLUTION: A fuel injection device comprises a pressure means 32 communicated with a fuel feed source through a fuel feed route; a preloading means to exert a preload on the pressure chamber 32; an injection hole 41 to inject fuel; an injection passage to guide fuel to an injection nozzle 41 from the pressure chamber 32; an impact high pressure generating source to effect impact pressurization of fuel in the pressure chamber 32; and a valve means arranged in the vicinity of the injection nozzle and opened in response of arrival of an impact high pressure. In this case, a throttle is arranged at one or both of coupling part of the fuel feed route to the pressure chamber 32 and the coupling part of an injection passage to the pressure chamber 32.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel injection device for injecting fuel by an impulsively high pressure.

[0002]

2. Description of the Related Art Applicants have disclosed a fuel injection device as disclosed in Japanese Patent Application No. Hei.
No. 219672 proposes a fuel injection device for injecting fuel at a high pressure into a combustion chamber of an internal combustion engine. This fuel injection can be injected at an impressive high pressure, which is advantageous in atomizing the spray. When a shock-extending element such as a piezoelectric element or a magnetostrictive element is used as a pressurizing source in such a fuel injection device, the fuel can be shocked to a high pressure with a relatively simple structure, and atomization of spray can be obtained. .

[0003]

Incidentally, in such a fuel injection device, it is conceivable to arrange a check valve at a fuel intake port into the pressurizing chamber. Accordingly, when a high-pressure source is applied to the pressurizing chamber to generate a high-impact pressure in the pressurizing chamber for fuel injection, the high-impact high-pressure is applied to the fuel intake into the pressurizing chamber. From the fuel supply passage to prevent a decrease in injection speed in fuel injection. However, in the case of using a shock extension element as a shock high pressure source, when a negative pressure wave generated during contraction after extension reaches the fuel intake to the pressurization chamber, the check valve is opened, and the reverse valve is opened. Negative pressure is generated in the fuel supply passage near the stop valve, and this negative pressure becomes a negative pressure wave and propagates backward through the fuel supply passage. That is, the negative pressure wave generated when the shock-elongating expansion element contracts after expansion propagates to the open end on the upstream side of the fuel supply passage regardless of the presence or absence of the check valve, and becomes a positive pressure wave as a check valve or check valve. It returns to the pressurized chamber entrance without a valve. During low-speed operation, this pressure propagation reciprocates several times while attenuating between the check valve or the pressurized chamber inlet without the check valve and the open end of the fuel supply passage. It is reduced to the extent that supply is not hindered.

However, when the operation cycle is shortened in high-speed operation, the next fuel supply starts before the pressure fluctuation becomes smaller due to the attenuation, so that the pressure in the pressurizing chamber becomes higher than the set pressure when the positive pressure wave arrives, and the negative pressure wave arrives. At this time (if there is a check valve, the check valve opens at this timing), the pressure in the pressurized chamber becomes lower than the set value.

However, the pressure in the vicinity of the high-pressure shock source at the timing when the high-pressure shock source in the pressurizing chamber operates affects the peak value or waveform of the high-pressure shock wave generated by the operation. Therefore, when the pressure in the pressurizing chamber changes, the pressure near the shock high pressure source at the timing when the shock high pressure source operates changes, affecting the peak value or waveform of the shock high pressure wave generated by the operation. In addition, the amount of fuel injected due to the propagation of the shocking high-pressure wave changes, which hinders operation.

Further, in a fuel passage, which is a propagation path of a shock wave between the pressurizing chamber and the injection hole, a negative pressure generated by the impact high pressure wave reaching the injection hole and being injected is converted into a negative pressure wave as a negative pressure wave. The high-pressure wave that has propagated backward through the passage or reached the injection hole directly propagates backward through the fuel passage as a positive pressure wave and reaches the pressurization chamber. The pressure is reversed in the pressurizing chamber, and the pressure again propagates through the fuel passage toward the injection hole, and then a pulsation that propagates backward is generated. If the pulsating pressure wave is not sufficiently attenuated and the impulse high pressure source is activated at the timing when the pulsating pressure wave reaches the vicinity of the impulsive high pressure source in the pressurizing chamber, the injection quantity changes in the same manner as described above, which hinders operation. Will be.

The present invention has been made in view of the above point, and even if the operation cycle is shortened in high-speed operation, the pressure fluctuation is reduced by reflection cancellation, the pressure in the pressurizing chamber is maintained as set, and the injection is performed by a shock wave. It is an object of the present invention to provide a fuel injection device in which the amount of fuel to be injected is stabilized.

[0008]

According to a first aspect of the present invention, there is provided a fuel injection device, comprising: a pressurizing chamber communicating with a fuel supply source via a fuel supply path;
Pre-pressure means for applying a pre-pressure to the pressurizing chamber, an injection hole for injecting fuel, an injection passage for guiding fuel from the pressurizing chamber to the injection hole, and pressurizing the fuel in the pressurizing chamber. In a fuel injection device having an impact high pressure source and valve means provided in the vicinity of the injection hole and opened in response to the arrival of the impact high pressure, a coupling portion of the fuel supply path with a pressurized chamber, A throttle is provided at one of the connecting portions of the injection passage and the pressurizing chamber or at both connecting portions.

According to a second aspect of the present invention, there is provided a fuel injection device which includes a pressurizing chamber communicating with a fuel supply source through a fuel supply path, a preload means for applying a preload to the pressurizing chamber, and an injection for injecting fuel. Hole, an injection passage for guiding fuel from the pressurized chamber to the injection hole, an impulse high pressure source for impingingly pressurizing the fuel in the pressurized chamber, and an impulse high pressure A first fuel reservoir having a cross-sectional area larger than that of the fuel supply passage in the middle of the fuel supply passage. The end of the fuel supply path on the downstream side on the pressurized chamber side as a boundary, the end of the fuel supply path on the downstream side on the first fuel reservoir side, and the fuel supply on the upstream side of the first fuel reservoir as a boundary Any one of the first fuel pool end of the path , Or any multiple ends, or all of the ends, characterized in that a stop.

Further, according to a third aspect of the present invention, there is provided a fuel injection device which includes a pressurizing chamber communicating with a fuel supply source through a fuel supply path, a preload means for applying a preload to the pressurizing chamber, and an injection for injecting fuel. Hole, an injection passage for guiding fuel from the pressurized chamber to the injection hole, an impulse high pressure source for impingingly pressurizing the fuel in the pressurized chamber, and an impulse high pressure A second fuel reservoir having a larger cross-sectional area than the injection path in the middle of the injection passage, with the second fuel reservoir as a boundary. A pressure chamber side end of the upstream injection passage, a second fuel pool side end of the upstream injection passage, and a second fuel passage downstream of the second fuel pool as a boundary with the second fuel pool. Any one or any of the fuel pool end End of several, or all of the ends, characterized in that a stop.

According to a fourth aspect of the present invention, there is provided a fuel injection device, a pressurizing chamber communicating with a fuel supply source through a fuel supply path, a preload means for applying a preload to the pressurizing chamber, and an injection for injecting fuel. Hole, an injection passage for guiding fuel from the pressurized chamber to the injection hole, an impulse high pressure source for impingingly pressurizing the fuel in the pressurized chamber, and an impulse high pressure A first fuel reservoir having a cross-sectional area larger than the fuel supply path in the middle of the fuel supply path, and a cross-sectional area in the middle of the injection path. Is provided with a second fuel reservoir that is larger than the injection path, and a pressure chamber side end of the fuel supply path on the downstream side of the first fuel reservoir and a second fuel reservoir on the downstream side of the fuel supply path. 1 end on the fuel pool side, bordered on the first fuel pool A first fuel reservoir-side end of the fuel supply path on the upstream side, a pressurization chamber-side end of the injection passage on the upstream side with respect to the second fuel reservoir, a second end of the upstream-side injection passage; One end of the second fuel pool side end of the injection passage downstream of the second fuel pool as a boundary with the second fuel pool, or any plurality of ends, or all Is characterized in that a stop is provided at the end of the.

When a throttle is provided at the end of the fuel supply path on the pressurizing chamber side, a positive pressure wave or a negative pressure wave starting from the pressurizing chamber and propagating backward through the fuel supply path is converted into a positive pressure wave by the upstream preload means. Alternatively, the light is reflected as a negative pressure wave and returns to the pressurizing chamber. At this time, since the diaphragm is present, the second wave reflected at the end of the pressurizing chamber is canceled again, so that it is assumed that the timing at which the impulsive high-pressure generating source operates is the second wave, and the reflected wave of the second wave returns. When the timing coincides with the coming timing, the pressure in the pressurized chamber can be stabilized as set.

A first fuel reservoir having a larger sectional area than the fuel supply path is provided in the middle of the fuel supply path.
In the case where a throttle is provided at the end of the fuel supply path on the pressurizing chamber side on the pressurizing chamber side with respect to the fuel pool, the pressure wave in which the pressure is reflected and reflected in the first fuel pool is the same as described above.

When a throttle is provided at the end of the injection passage on the side of the pressurizing chamber, a positive pressure wave or a negative pressure wave starting from the pressurizing chamber and propagating through the injection passage in the direction of the injection hole is a positive pressure wave or a negative pressure wave at the injection hole. The light is reflected as a pressure wave and returns to the pressure chamber. At this time, since there is a throttle, the second wave reflected at the end of the pressurizing chamber and propagating in the direction of the injection hole is canceled again, so that the timing at which the shock high pressure source operates is such that the second wave passes through the throttle. When the return timing coincides, the pressure in the pressurized chamber can be stabilized as set.

A second fuel reservoir having a larger sectional area than the injection passage is provided in the middle of the injection passage, and an end of the injection passage closer to the pressure chamber on the side of the pressurization chamber with respect to the second fuel reservoir. In the case where a throttle is provided, the same applies to the pressure wave reflected and reflected in the second fuel pool.

A first fuel reservoir having a larger sectional area than the fuel supply path is provided in the middle of the fuel supply path.
When a throttle is provided at the first fuel reservoir side end of the fuel supply path on the pressurization chamber side at the boundary of the fuel reservoir, a negative pressure wave or a positive pressure wave generated in the pressurization chamber rises up the fuel supply path. When the negative pressure wave arrives at the first fuel reservoir, the half of the negative pressure wave is reflected in the direction of the pressurizing chamber on the wall of the throttle as a negative pressure wave, and the half of the negative pressure wave passes through the throttle and passes through the first fuel reservoir. So that it is inverted to a positive pressure and becomes a positive pressure wave and is reflected toward the pressurizing chamber, or half of the positive pressure wave is reflected toward the pressurizing chamber toward the pressurizing chamber as a positive pressure wave and is half of the positive pressure wave. Passes through the throttle and enters the first fuel reservoir, so that the pressure is reversed to a negative pressure, and a negative pressure wave is reflected toward the pressurizing chamber. As a result, the negative pressure wave and the positive pressure wave cancel each other, and the negative pressure wave or the shocking high-pressure wave starting from the pressurized chamber toward the fuel supply path does not return to the pressurized chamber.
As a result, the pressure within the pressurized state can be stabilized as set.

A second fuel reservoir having a larger sectional area than the injection passage is provided in the middle of the injection passage, and the second fuel reservoir is closer to the pressurizing chamber than the second fuel reservoir. When a restrictor is provided at the end, a part of the positive pressure wave or the negative pressure wave starting from the pressurizing chamber is reflected back at the second fuel pool, and tends to propagate as a negative pressure wave or a positive pressure wave to the pressurizing chamber side. Since there is a stop, a part of the light is reflected as it is and a part of the light is reflected in a reverse manner as described above, so that they are canceled each other and do not return to the pressurizing chamber. That is, the pressure in the pressurized chamber can be stabilized as set.

A first fuel reservoir having a larger cross-sectional area than the fuel supply path is provided in the middle of the fuel supply path.
When a throttle is provided at an end of the first fuel pool side of the fuel supply path on the upstream side with respect to the fuel pool of the above, starting from the pressurizing chamber and passing through the first fuel pool, the fuel supply path flows in the upstream direction. The positive pressure wave or the negative pressure wave propagating to the first fuel pool is reflected and propagated as a positive pressure wave or a negative pressure wave by the preload means or the fuel supply source on the upstream side or as a negative pressure wave or a positive pressure wave after inversion, and returns to the first fuel pool. At this time, since there is a throttle, the second wave reflected at the first fuel pool side end again and propagated upstream is canceled out. Is reflected by the preload means or the fuel supply source, and the first wave
In this case, the pressure in the pressurizing chamber can be stabilized as set when it coincides with the timing of returning to the pressurizing chamber after passing through the fuel reservoir.

A second fuel reservoir having a larger cross-sectional area than the fuel supply passage is provided in the middle of the injection passage, and the second fuel reservoir is bordered on the second fuel reservoir side of the injection passage by the second fuel reservoir. When a throttle is provided at the end, a positive or negative pressure wave starting from the pressurizing chamber, passing through the second fuel reservoir, and propagating in the direction of the injection hole through the injection passage is reflected as a positive or negative pressure wave at the injection hole. Return to the second fuel pool.
At this time, since there is a throttle, the second wave reflected at the second fuel reservoir side end again and propagating in the direction of the injection hole is canceled out. In the case where the second wave is reflected at the injection hole and passes through the second fuel reservoir and returns to the pressurized chamber, the pressure in the pressurized chamber can be stabilized as set.

Therefore, even if the operation cycle becomes short in high-speed operation, the pressure fluctuation is reduced by the reflection cancellation, so that the pressure in the pressurizing chamber is maintained as set, and the amount of fuel injected by the shock wave is stabilized, Stable operation of the engine can be ensured.

[0021]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a fuel injection device according to the present invention will be described. FIG. 1 is a configuration diagram of a four-cycle internal combustion engine to which the fuel injection device according to the present invention is applied, and FIG. 2 is a diagram illustrating a fuel supply system. The engine 1 has a plurality of cylinders and includes a cylinder head 2 forming an upper part of the combustion chamber 43, a cylinder block 3 forming a cylinder of the combustion chamber 43, and a crankcase 4 forming a crank chamber 600. You. The crankshaft 5 in the crankcase 600 is connected to a connecting rod 100 connected to the crankpin 6 and the piston pin 7.
Is connected to the piston 8. An intake pipe 9 is provided in the cylinder head 2, and an intake valve 10 is attached to an end of the cylinder head 2 so as to face the combustion chamber 43, and opens and closes an opening of the intake pipe 9.
Further, an exhaust pipe 11 is provided in the cylinder head 2,
The exhaust valve 12 is attached to the end portion facing the combustion chamber 43,
The opening of the exhaust pipe 11 is opened and closed. A spark plug 13 is mounted at the center of the cylinder head 2. The intake valve 10 and the exhaust valve 12 are connected to the cams 80 of the camshafts 800 and 801 by a cam chain (not shown).
2,803. A protrusion 804 is provided on the camshaft 800 on the intake side, and a position detection sensor 805 is provided to face the protrusion 804. The projection 804 and the position detection sensor 805 constitute crank position detection means S1. The camshaft 800 rotates in conjunction with the crankshaft 5.
By detecting the position of the projection 804, the crank position is detected.

A starter gear 500 is provided on the crankshaft 5 so as to be integrally rotatable. The output shaft 503 of the starting motor M1 meshes with the starter gear 500 via an intermediate gear 501 when the starting motor M1 is started. 501, the crankshaft 5 is forcibly rotated via the starter gear 500 to start the engine. Also,
A main gear 510 is provided on the crankshaft 5 so as to be integrally rotatable.
The starter drive gear 512 meshes with the driven gear 511 when the kick lever 513 rotates. Starter drive gear 512 is operated by kick lever 513.
Rotates, thereby forcibly rotating the crankshaft 5 via the driven gear 511. For example, even when the starting motor M1 cannot operate when the battery is insufficient, the kick lever 5
13, the engine 1 can be started.

In this embodiment, an injector 14 for directly injecting fuel into the combustion chamber 43 is provided facing the inside of the combustion chamber 43 from the upper surface of the cylinder head 2. The injector 14 is connected to the fuel pipe 1 forming an injection passage.
5 is connected to the high-pressure generator 16. The high-pressure generator 16 includes a high-impact high-voltage generation source 17 including a piezoelectric element, a magnetostrictive element, a series connection of a piezoelectric element and a magnetostrictive element, and a plunger. The shock source 17 is controlled by a control circuit 18.
And is driven and controlled by supplying power at a predetermined timing. Fuel is introduced from the fuel tank 22 into the high-pressure generator 16 of each cylinder by a fuel supply pipe 21 b and a delivery pipe 21 a constituting a fuel supply path, and a fuel pump 19 constituting a precompression means via the fuel supply pipe 21. You.

A strainer 20 is provided at an inlet of a fuel supply pipe 21 in the fuel tank 22. The delivery pipe 21a supplies fuel to the fuel supply pipe 21b of each cylinder.
The excess fuel is returned to the fuel tank 22 via the pressure regulating valve 101 and the fuel return pipe 101a. A stable preload can be applied to the high pressure generator 16 by the pressure regulating valve 101. A pressure release pipe and an air release pipe 23 are connected to the injector 14.
Is provided with a preloader 23a in which a throttle for adjusting pressure and a pressure regulating valve are arranged in series. If air is present, accurate injection cannot be performed. Therefore, air is released by providing an air release pipe 23. However, since the air release pipe 23 is provided, a stable residual pressure is provided downstream thereof including the high pressure generator 16. Since the load cannot be applied, a preloader 23a is provided to adjust the pressure and perform accurate fuel injection.

The discharge pressure of the fuel pump 19 is constant or when the injector 14 is in the closed state.
3a is higher than the cutoff pressure of the pressure regulating valve in the fuel pipe 1a.
Bubbles such as air and vaporized fuel inside the injector 5 and the injector 14 pass through the preloader 23a together with the fuel and return to the upper portion on the side of the fuel tank 22 having an air vent hole (not shown) at the upper portion. Bubbles are separated in the fuel tank 22 and do not flow to the fuel supply pipe 21 again. As a result, the fuel pipe 15 and the inside of the injector 14 are filled with the fuel, so that the shock high-pressure wave reliably propagates, and the shock high-pressure wave collides with the portion immediately before the injection hole in the injector 14 to further increase the pressure. Is possible. Also, when a part of the shocking high-pressure wave reaches the preloader 23a, the bubbles also pass through the preloader 23a.

Next, the fuel supply passage, the high pressure generator 16 and the injector 14 of the fuel supply system will be described with reference to FIGS. FIG. 3 is a detailed configuration diagram of a fuel supply passage, a high-pressure generating device, and an injector, and FIG. 4 is an IV-I of FIG.
FIG. 5 is a sectional view taken along the line VV in FIG. 3, FIG. 6 is a view for explaining the relationship between the negative pressure wave and the positive pressure wave, and FIG. FIG.

The injector 14 comprises a case body 24 having an injection hole 41 at its tip.
5 is mounted. The valve 25 is always biased in the closing direction by a spring 26. The fuel pipe 15 is connected to the injector 14 via a cap nut 27. An air vent port 28 is formed on the side wall of the case body 24, and an air vent pipe 23 is connected to the air vent port 28. The air vent port 28 is provided not on the position facing the traveling direction of the shocking high-pressure wave but on the side surface in the traveling direction.
8 and reliably propagate in the direction of the injection hole without scattering. An air vent port 28 is formed in the case body 24 so that a wide range of bubbles up to the pressurizing chamber 32 of the high-pressure generator 16 can be discharged.

As described later, this injector 14
When the shocking high-pressure wave propagates, it collides with the inner surface of the valve 25 and further rises in pressure. The energy pushes the valve 25 open against the spring 26 and fuel is injected.
That is, when the pressure difference between the combustion chamber to be injected with fuel and the inside of the case body 24 is smaller than a predetermined value corresponding to the spring 26, the valve 25 is kept closed. On the other hand, when the shock high pressure wave arrives and the pressure difference between the inside and outside of the valve becomes larger than a predetermined value, the valve 25 is opened and fuel is injected. Further, the spring 26 opposes the discharge pressure of the fuel pump 19, so that air bubbles are removed during the operation of the fuel pump 19.
Can be discharged to

The high-pressure generator 16 is, for example, a cylindrical main body 3.
1 and a pressure chamber 32 is formed therein. On one end side of the pressurizing chamber 32, an impact high-pressure source 17 including an impact extension element 17a, a plunger 17b, and the like is mounted. This shocking high pressure source 17
Is to generate an impulsive high-pressure wave in the pressurizing chamber 32 to apply impulsive pressure to the fuel in the pressurizing chamber 32.

The plunger 17b is provided with an impact extension element 17
a, the plunger 17b is a separate component from the impact extension element 17a, and is provided at the fuel-side end of the impact extension element 17a. The impact extension element 17a is composed of, for example, a piezoelectric element, a magnetostrictive element, or a piezoelectric element and a magnetostrictive element connected in series or in parallel. By using the impact extension device 17a in the high-pressure generator 16 as a high-pressure pump, an impact high pressure can be generated, and atomization of fuel spray can be made possible. Further, by using the plunger 17b having the impact pressure surface 17b1 larger than the cross section of the impact extension element 17a, it is possible to obtain a greater impact pressure with a simple configuration and supply the fuel. Further, since the shock-stretching element 17a is formed by a piezoelectric element, a magnetostrictive element, or the like, the applied voltage waveform and the current waveform can be controlled to improve the fuel measurement accuracy and the dynamic range.

The plunger 17b has an annular recess 1
7b2 is formed, and a seal member 102 is provided in the concave portion 17b2 for partitioning the impact expansion element 17a side and the pressurizing chamber 32. The seal member 102 is formed of an O-ring or a mechanical seal, and the position of the seal member 102 is provided in the middle of the plunger 17b.

By using an O-ring or a mechanical seal as the seal member 102, the stroke length of the plunger 17b can be sufficiently secured with respect to the stroke and the amount of deformation of the shock-elongating element 17a, and the reaction force depends on the fuel pressure and frictional force. No extra force is applied. Further, even when the cylindrical main body 31 as a case undergoes thermal deformation, the displacement amount of the working stroke is only the displacement of the shock-elongating element 17a, and thus does not affect the measurement accuracy. In addition, the degree of freedom of the shape of the pressurizing chamber 32 is high, and the air hardly accumulates.

The cylindrical main body 3 on the side opposed to the shocking pressurizing surface 17b1 for applying a shock high-pressure wave to the pressurized chamber fuel.
An outlet port 33 is opened at one end facing the pressurizing chamber 32. This outlet port 33 is connected via a cap nut 34 to
A fuel pipe 15 communicating with the injector 14 is connected. The high pressure fuel injection passage 15a is formed by the internal passage of the fuel pipe 15 and the outlet port 33 at the end thereof.
Is configured. The outlet port 33 is provided with a restrictor 33a, and the restrictor 33a uses the restrictor 33a as shown in FIG.
The open area of No. 3 is set, for example, to 30 to 70% of the internal passage cross-sectional area of the fuel pipe 15.

The impulsive high-voltage source 17 is connected to the control circuit 18 (FIG. 1) by a lead 30 through a seal member 29. Impact pressure surface 17b1 of impact high pressure source 17
The inlet port 35 is provided on the side surface of the cylindrical main body 31 which is orthogonal to the direction, that is, the side surface perpendicular to the traveling direction in which the high pressure wave propagates.
Opens toward the pressurizing chamber 32. In the entrance port 35,
A check valve 35a of a reed valve type is provided, and is opened and closed by the operation of the impact extension element 17a.

One end of the fuel supply pipe 21b is connected to an inlet port 35 of the cylindrical main body 31 by a cap nut 36a, and the other end is a delivery pipe 21a having a first fuel reservoir having a larger sectional area than the fuel supply pipe 21b. Is connected to the outlet port 200 by a cap nut 36a. The outlet port 200 is provided with a throttle 200a.
As shown in FIG. 4 at 00a, the open area of the outlet port 200 is, for example, 3 times the internal passage cross-sectional area of the fuel supply pipe 21b.
It is set to 0-70%.

In the fuel injection device having such a configuration,
When a drive voltage is applied to the shock expanding element 17a of the shock high pressure source 17 while the pressurizing chamber 32 is filled with fuel, a shock high voltage wave is generated at the moment when the shock expanding element 17a changes in expansion. . The action of generating this high-pressure wave is as follows. First, the shock expanding element 17a expands and changes at each moment of voltage application in the piezoelectric element or the start of current supply in the magnetostrictive element, and the shock pressing surface 17b1 of the plunger 17b.
Moves to the pressure chamber side. This instantaneous movement presses the fuel particles in the pressurizing chamber 32, but the fuel particles try to maintain a stationary state by inertia, so that a large pressure is impulsively applied to the fuel in the pressurizing chamber 32. Therefore, this shocking high-pressure wave instantaneously propagates from the shocking pressing surface 17b1 side in a direction perpendicular to the shocking pressing surface 17b1 toward the outlet port 33 at the opposite position on the opposite surface side of the pressing chamber 32. I do. While this pressure wave is traveling in the pressurizing chamber 32, the check valve 35
a port 3 opening the side of the pressurizing chamber 32 by pressing
Close 5. Therefore, the fuel in the inlet port 35 and the fuel in the fuel supply pipe 21b communicating with the inlet port 35 have substantially no effect, and the energy of the high-pressure wave is not consumed at all.

The impulsive pressing surface 17 of the impulsive high-pressure source 17
The impulsive high-pressure wave reaching the opposite end face of the cylindrical main body 31 from b1 enters into the outlet port 33 formed solely on this face, and propagates toward the injector 14 through the fuel in the injection passage 15a as a medium. I do. The high-pressure shock wave that has reached the injector 14 is applied to the spring 26 as described above.
The valve 25 is opened to inject high-pressure fuel from the injection hole 41.

In this embodiment, the fuel supply pipe 21b as a fuel supply path and the fuel pipe 1
At the open end of No. 5, apertures 200a and 33a are provided. When the fuel is injected from the injection hole 41 by the operation of the high-impact high-pressure generation source 17, the negative pressure generated at the injection hole 41 propagates through the fuel pipe 15, passes through the throttle 33 a, and passes through the pressure
Or when the negative pressure generated on the front surface of the shock-applying surface 17bl of the plunger 17b due to the contraction of the shock-extending element 17a reaches the check valve 35a, the check valve 35a is opened. If the pipe end of the fuel supply source is an open end as shown in a), when the check valve 35a is opened, a negative pressure wave generated on the fuel supply pipe 21b side of the check valve 35a propagates, and the pipe end is closed. Then, it becomes a positive pressure wave and returns to the check valve. For example, as shown in FIG. 6B, when the pipe end of the fuel supply source is a closed end, the fuel is reflected as a negative pressure wave and returns to the check valve as a negative pressure wave. In other words, when the pressure wave is at the open end, the negative pressure wave is inverted to a positive pressure wave and the positive pressure wave is inverted to a negative pressure wave and reflected. Conversely, in the case of the closed end, the negative pressure wave remains
The positive pressure wave is reflected as a positive pressure wave.

In this embodiment, a delivery pipe 21a serving as a first fuel supply reservoir is disposed in the middle of the fuel supply path, and the outlet port 200 from the delivery pipe 21a to the fuel supply pipe 21b is formed in a throttle shape. Is formed. The outlet port 200 is the end of the fuel supply path on the first fuel supply pool side. A reflection wall 200b projecting at right angles to the pipeline is formed on the front surface of the outlet port, that is, the wall of the restrictor 200a on the fuel supply pipe 21b side. The area of the reflection wall 200b is, for example, the fuel supply pipe 2l.
b, the cross-sectional area of the through hole of the throttle 200a is 3% of the cross-sectional area of the internal passage of the fuel supply pipe 21b.
It is set to 0-70%. That is, as schematically shown in FIG. 6 (c), the pipe end of the fuel supply source is located between the open end and the closed end, and half of the negative pressure wave passes through the reflecting wall 200b while maintaining the negative pressure wave. Delivery pipe 2 passing through the hole
1a, it is inverted and simultaneously reflected as a positive pressure wave.
Simultaneous reflection of waves of opposite nature will result in cancellation of each other and no pressure wave returning to the check valve.

Accordingly, as shown in FIG. 7, even if the operation cycle is shortened in high-speed operation, the pressure fluctuation is reduced by the positive and negative cancellation, so that the pressure in the pressurizing chamber 32 is maintained as set, and the shock wave causes The amount of injected fuel is, for example, 50% of the internal passage cross-sectional area with respect to the injection amount characteristic A when the internal passage cross-sectional area of the fuel supply pipe 21b is 100%.
In this case, the injection amount characteristic B is stable, and stable operation of the engine 1 can be ensured.

In this embodiment, the fuel pipe 1
The joint 33a with the pressurizing chamber 32 of No. 5 is formed in a throttle shape. As shown in FIG. 5, the connecting portion, that is, the throttle 33a has a reflecting wall 33b formed at a front surface of the constituent wall of the throttle 33a on the fuel pipe 15 side and projecting at right angles to the pipeline. The area of the reflection wall 33b is, for example, 70% of the fuel supply pipe 2lb.
On the other hand, the through-hole cross-sectional area of the throttle 33 a is, for example, 30 to 70% of the internal passage cross-sectional area of the fuel pipe 15.
As shown in FIG. 6, the pressure wave does not return to the check valve and cancels each other. As in FIG. 7, even when the operation cycle is shortened in the high-speed operation, the pressure fluctuation is reduced due to the attenuation. Therefore, the pressure waves do not return to the check valve.

It is desirable that the two reflecting walls 33b and 200b protrude at a right angle to the pipeline.
Alternatively, it may be inclined 45 degrees or more forward or 45 degrees backward.

In this embodiment, as shown in the figure, the position of the injector 14 is provided on the upper surface of the cylinder head 2 so as to form an in-cylinder injection structure. Instead, as shown in the injector 14a shown by a dashed line, , May be provided in the middle of the intake pipe 9. Alternatively, direct injection in a cylinder may be performed by providing the injector on the side wall of the cylinder block 3 like an injector 14b indicated by a dashed line. Further, in the above-described embodiment, the air vent pipe 23 connects the injector 14 and the fuel tank 22 as the gas-liquid separating means. However, instead of this structure, as shown by a dashed line 23a in FIG. The injector 14 and the high-pressure generator 16 may be arranged so as to communicate with each other. Thereby, the fuel pipe 15
And, the air and the fuel vapor in the injector 14 are discharged into the combustion chamber together with the fuel injection. Then, even after the air is injected and discharged by a plurality of injections, the fuel vapor generated by vaporization due to the heat propagation from the combustion chamber remains in the injector 14 even after the valve 25 is closed in addition to the discharge into the combustion chamber. The residual pressure allows the fuel vapor to return to the cold pressurized chamber 32 far from the combustion chamber and be condensed. In this case, the pressurizing chamber 3 is used instead of the illustrated air vent pipe 23.
A return pipe connecting the fuel tank 2 and the fuel tank 22 is provided, and a pressure regulating valve is provided in the middle of the return pipe.

FIG. 8 shows another example of the structure of the injector.
The injector 14 shown in FIG. 8 is of an external valve type in which the injector 14 opens outward similarly to FIG. Case body 24
An electromagnetic solenoid 60 for driving the valve 25 is provided inside the injection hole 41 formed at the tip of the valve. In such a configuration, at the timing when the shocking high-pressure wave arrives from the high-pressure generator 16, the electromagnetic solenoid is energized to open the valve 25 against the spring 26, and the fuel is injected into the injection hole 4.
Inject from 1 The timing of the valve opening is determined in advance by an experiment or the like to determine the time from when the driving voltage is applied to the shocking high-voltage generation source 17 of the high-pressure generator to when the high-pressure wave reaches the injector 14. A control circuit is configured so as to energize the solenoid 60. With such a configuration, since the energy of the high-pressure wave is not consumed for opening the valve, it is possible to inject the fuel with higher injection energy. The electromagnetic solenoid 60 is provided with a notch in the longitudinal direction that communicates the upper part and the lower part in a part of the outer periphery so that the high-pressure shock wave can be smoothly propagated toward the injection hole 41. Also,
A recess may be provided in the longitudinal direction on the case body 24 side of the outer periphery of the electromagnetic solenoid 60.

In this embodiment, the pressurized chamber side end 33a of the fuel pipe 15 is formed in the shape of a throttle, and this end, that is, the front surface of the constituent wall of the throttle 33a on the fuel pipe 15 side projects at right angles to the pipeline. The reflection wall 33b is formed. The area of the reflection wall 33b is, for example, 70% of the fuel supply pipe 2lb.
On the other hand, the through-hole cross-sectional area of the throttle 30 a is, for example, 30 to 70% of the internal passage cross-sectional area of the fuel pipe 15.
As shown in FIG. 6, the pressure wave does not return to the check valve and cancels each other. As in FIG. 7, even when the operation cycle is shortened in the high-speed operation, the pressure fluctuation is reduced due to the attenuation. Therefore, the pressure waves do not return to the check valve.

FIG. 9 is a block diagram of another embodiment of the shock source and the injector. In this embodiment, the pressure chamber 3
2, a reflection surface R is formed on the inner surface, and high-pressure waves from the high-impact high-voltage generation source 17 are reflected by the reflection surface R to change the direction and are introduced into the outlet port 33. Therefore, the path of the high-pressure wave from the impacting pressurizing surface 17b1 in the pressurizing chamber 32 is a broken-line path bent at the reflecting surface R as shown by L in FIG. The polygonal path changes depending on the angle, the position, or the number of the reflecting surfaces R, and the impact high voltage source 17
The desired layout can be obtained by changing the relative positions of the port and the outlet port 33. The other configuration including the injector 14 and the operation and effect are the same as those of the above-described embodiment. An end 33 of the fuel pipe 15 on the side of the pressurizing chamber 32 is formed in a throttle shape, and this end, that is, a front surface of a constituent wall of the throttle 33a on the fuel pipe 15 side forms a reflection wall 33b protruding at right angles to the pipeline. . The area of the reflection wall 33b is, for example, 70 to 30% of the fuel supply pipe 2lb, while the throttle 30a is
Is set, for example, to 30 to 70% of the internal passage cross-sectional area of the fuel pipe 15.

The injector 14 is of an internal valve type in which the valve 40 opens inward, and has an electromagnetic solenoid 60 for driving the internal valve 40. A valve 40 is slidably disposed inside the guide sleeve 37 inside the injection hole 41 formed at the tip of the case main body 24. The valve 40 is pressed by the spring 39 toward the injection hole 41 and urged to a closed state. A conduction hole 38 is opened at the base of the guide sleeve 37, and the fuel injection passage 15 in the fuel pipe 15 is formed.
a and the combustion passage chamber 24a in the case main body 24 are communicated with each other. The spring 39 is disposed within the guide sleeve 37 and is fixed to the upper seal member 9 fixed to the sleeve 37.
1 and a seal ring (not shown) at the lower end is mounted in a sealed space in which fuel is prevented from entering. An air vent port 28 is opened in the case main body 24 and communicates with the above-mentioned fuel tank 22 (FIG. 1) through an air vent pipe 23.

In such a configuration, the high-pressure generator 1
From the side 6, a shocking high-pressure wave propagates through the fuel in the injection passage 15 a and reaches the injector 14.
High-pressure energy is introduced into the case body 24 through 8 and pushes up the valve 40 against the spring 39 to open the injection hole 41 to inject fuel. The high-pressure shock wave is guided to the through hole 38 without being attenuated by the upper conical portion of the seal member 91, and enters the cylindrical fuel passage chamber 24 a through the through hole 38. The shocking high-pressure wave collides with the wall of the fuel passage chamber 24a and increases the pressure above the fuel passage chamber 24a. The second shocking high-pressure wave propagates from the booster toward the injection hole 41 in the lower portion of the fuel passage chamber 24a. Air release port 28
Is provided on the intermediate side wall of the fuel passage chamber 24a, so that the energy of the second shocking high-pressure wave does not dissipate.

The structure and operation of this electromagnetic solenoid 60 is shown in FIG.
If the valve is raised at the timing when the shocking high-pressure wave propagates to the injection hole 41, the energy of the high-pressure wave is not consumed for opening the valve, and the fuel is injected with a large injection energy. be able to. The electromagnetic solenoid 60 faces the outlet of the passage hole 38 on the fuel passage chamber 24a side. Since the air vent port 28 is provided on the side of the injection hole 41 from the electromagnetic solenoid 60, the air can be released to a portion closer to the injection hole 41. Note that the electromagnetic solenoid 60 is used to forcibly close the valve 40 at a predetermined timing in order to prevent impulsive high-pressure waves from pulsating inside the fuel pipe 15 to make the measurement inaccurate. Is also good.

FIG. 10 is a detailed block diagram of a high-impact high-pressure source using a piezoelectric element. This shocking high pressure source 17
It has a plurality of piezoelectric elements 73 provided in a sealed case 71, and a positive electrode plate 15 la and a negative electrode plate 1
51b are alternately arranged. The piezoelectric element 73, the positive electrode plate 15la, and the negative electrode plate 15lb are sandwiched between the holder 74 and the plunger 152 in a stacked state, and are fixed and held to each other by the bolts 72. The piezoelectric element 73 integrally fixed and held by the bolts 72 is attached to the inside of the closed case 71 by the screw member 75 via the holder 74. The positive plates 15la and the negative plates 15lb are connected to each other by a conductive plate 76, and are connected to a voltage regulator 302 via a positive charge supply line 303 and a negative charge supply line 304. A sealing grommet 77 is attached to a portion where each of the charge supply lines 303 and 304 is taken out from the sealed case 71 to maintain the hermeticity of the case. The voltage regulator 302 is connected to the ECU 95 and is driven and controlled as described later. Reference numeral 300 denotes an AC power supply, and 301 denotes an AC / DC conversion circuit.

Here, the piezoelectric element is a known piezoelectric actuator composed of an element having a so-called piezoelectric effect. Note that there are various kinds of materials having a piezoelectric effect, from quartz to polymers, and a typical material for a piezoelectric actuator is lead zirconate titanate (PZT), which is a kind of piezoelectric ceramics.

The plunger 152 has an impact-pressing surface 15 larger than a cross section of the piezoelectric element 73 constituting an impact-expanding element.
2a, the plunger 152 is a separate component from the piezoelectric element 73, and is provided at the fuel-side end of the piezoelectric element 73. By using the plunger 17b having the impact pressing surface 152a larger than the cross section of the piezoelectric element 73, it is possible to obtain a greater impact pressure with a simple configuration and supply fuel efficiently.

An annular recess 152b is formed on the outer periphery of the plunger 152, and the piezoelectric element 7 is formed in the recess 152b.
There is provided a seal member 153 for partitioning the pressure chamber 32 from the third side. The position of the seal member 153 is
Is provided in the middle part of. By using the sealing member 153, the stroke length of the plunger 152 is
The stroke and the deformation amount can be sufficiently secured, and the reaction force is due to the fuel pressure and the frictional force, so that no extra force is applied. Further, even when the sealed case 71 is thermally deformed, the displacement amount of the operation stroke is only the displacement of the piezoelectric element 73, and thus does not affect the measurement accuracy. Further, the seal member 153 can prevent the fuel from leaking from the high-pressure generator 16 to the outside. The sealing grommet 77 further contributes to preventing fuel leakage. The seal member 153 separates the piezoelectric element 73 from the fuel, and prevents the piezoelectric element 73 from being corroded by water mixed in the fuel due to dew condensation or the like in the fuel tank 22.

In FIG. 10, a plurality of sheets (7 in this example)
Sheets) of piezoelectric elements (piezoelectric ceramics) 73 and an integrated positive electrode plate 151a arranged so as to sandwich them.
And the negative electrode plate 15lb form an electrostrictive element. An AC current from the AC power supply 300 is converted into a DC voltage via the AC / DC conversion circuit 301 and input to the voltage regulator 302.
The voltage regulator 302 is controlled by the ECU 95 and includes a positive charge supply line 30 out of two outputs connected to the positive charge supply line 303 or the negative charge supply line 304, respectively.
The third side is adjusted to a predetermined positive voltage, while the negative charge supply line 304 is grounded. When lowering the voltage of the positive electrode plate 15la, a part of the electric charge of the positive electrode plate 15la is grounded. The piezoelectric ceramic between the positive electrode plate 15la and the negative electrode plate 15lb is displaced in the direction of the electrode plates in substantially proportion to the magnitude of the electric field generated by the two electrode plates. In FIG. 10, seven such displacements are accumulated, resulting in a large displacement.

FIG. 11 is a graph showing the relationship between the high voltage generated by the high voltage generator according to the present invention and the driving signal. Graph a shows a pressure waveform, and graph b shows a drive signal. In the graph a, P1 indicates the valve opening pressure of an injector having an external or internal valve, and P0 indicates the pressure in the pressurizing chamber before pressurization. As shown in the figure, immediately after the drive signal is turned on, a high pressure that greatly exceeds the valve opening pressure is generated in an impact, and then rapidly attenuates. Each of the above embodiments is
The impulsively high pressure immediately after the input of the drive signal is effectively propagated and used in the fuel. Further, as shown in the drawing, immediately after the drive signal is turned off, the pressure waveform temporarily decreases and the pressure increases due to the reaction of the vibration, and a pressure wave exceeding the valve opening pressure P1 is generated. Such a pressure peak when the drive signal is off can be propagated to the injection hole as an impact pressure as in the case of on and used for fuel injection. In addition,
In a device using a piezoelectric element as shown in FIG. 10 for a high-voltage generator, the drive signal is a pulse voltage signal having a voltage value equal to or higher than a predetermined value.

Next, the driving of the high voltage source 17 will be described. FIG. 12 is a circuit diagram of a power supply device, and FIG. 13 is a diagram illustrating an impact high-voltage generation source.

The engine 1 includes a battery E1, a first drive power supply system E2, and a second drive power supply system E3. The first drive power supply system E2 and the second drive power supply system E3 are connected to a switch circuit 70.
1 enables switching. When the engine 1 is started, when the main switch SW1 is turned on and the starter switch SW2 is turned on, the starting motor M1 rotates and the crankshaft 5 is forcibly rotated to start the engine 1.

The first drive power supply system E2 includes a battery charging power generation coil L10, a diode D10, and a DC-DC converter 700. Second drive power supply system E3
Is provided with a shock-extending element driving power generating coil L2, a diode D10, and a shock-expanding element charging capacitor C2. And these constitute a DC power supply.

The switch circuit 701 is connected to the positive electrode of the shock-expanding element 17a via a shock-expanding element charging thyristor SCR2 as a charging switch and a resistor R1.
The first closed circuit K1 extending from the negative electrode of the shock expanding element 17a to the negative electrode of the first drive power supply system E2 or the negative electrode of the second drive power supply system E3 through the shock expansion element 17a. Has formed. A thyristor SCR3 for discharging a shock-stretching element as a discharge switch and a resistor R2 are connected between the shock-stretching element 17a and the ground, and a positive electrode and a negative electrode of the shock-stretching element 17a are connected in parallel with the first closed circuit K1. A second closed circuit K2 to be connected is formed.

However, the shock-stretching element 17a in the first closed circuit K1 constitutes a DC-insulated capacitor. That is, a current flows through the first closed circuit Kl from the start of charging to the completion of charging. After the completion of charging, although a voltage is loaded, no current flows through the shock-stretching element 17a. .

Thyristor SCR2 for charging a shock-extending element
Is turned on by a charging signal from the control circuit 18, and the thyristor SCR 3 for discharging the shock-elongating element is turned on by a discharge signal from the control circuit 18. The control circuit 18 controls the camshaft 2 based on one crank position signal obtained from the position detection sensor 205 of the crank position detection means S1 shown in FIG.
The charge signal and the discharge signal are repeated at a predetermined timing by repeating the charge signal and the discharge signal once in two rotations of 01, thereby operating the shock-elongating element charging thyristor SCR2 and the shock-elongating element discharging thyristor SCR3.

When the capacity of the battery E1 is insufficient, the control circuit 18 controls the switch circuit 701 to switch to the second drive power supply system E3, and operates the kick starter to form the power generating coil during cranking rotation by the operation of the kick starter. The power from the power generation coil L2 for driving the dynamic expansion element is supplied to the shock expansion element 17a, and the engine 1 can be reliably started with a simple configuration even if the capacity of the battery E1 is insufficient.

Next, the operation of the power supply device will be described. When the engine 1 starts, the main switch SW1
Is ON, if the capacity of the battery E1 is not insufficient, the control circuit 18 controls the switch circuit 701, and the first
Switch to drive power supply system E2. This main switch SW
When the starter switch SW2 is turned on in a state in which the engine 1 is turned on, the starting motor M1 is driven, whereby the crankshaft 5 is rotated to start the engine 1. When the engine 1 is started, the battery charging power generation coil L10 generates electric power, which is converted into direct current by the diode D10, and
While the DC voltage from the battery E1 is DC-
The DC voltage is raised to the drive voltage by the DC converter 700, and the power is supplied to the thyristor SCR2 for charging the shock-elongating element.

Thyristor SCR2 for Charging Impact Stretching Element
Is turned on by the charge signal from the control circuit 18, the shock-elongating expansion element 17a is charged and expanded to inject fuel, and the shock-elongation element discharging thyristor SCR3 is turned on by the discharge signal from the control circuit 18, and The extension element 17a is discharged to prepare for the next injection.

By the way, even when the main switch SW1 is turned on and the starter switch SW2 is turned on when the capacity of the battery E1 is insufficient, the starting motor M1 cannot be driven. Accordingly, the control circuit 18 controls the switch circuit 701 to switch to the second drive power supply system E3, and the crankshaft 5 is forcibly rotated by the operation of the kick starter. By the rotation of the crankshaft 5, the power generation from the shock generating element driving coil L2 is converted to DC by the diode D2, stored in the shock expanding element charging capacitor C2, and supplied to the shock expanding element charging thyristor SCR2. Is supplied. Thyristor SC for charging a shocking extension element
R2 is turned on by the charging signal from the control circuit 18 as described above, and the shock expanding element 17a is charged and expanded to inject fuel, and the shock expanding element discharging thyristor SC is discharged.
R3 is turned on by a discharge signal from the control circuit 18, and the shock-elongating element 17a is discharged to prepare for the next injection.

FIG. 13 is a block diagram of another embodiment of the high-pressure shock source. This embodiment has a configuration using a magnetostrictive element instead of the above-described piezoelectric element. This magnetostrictive element
Magnetoelectric materials that expand and contract in a magnetic field, such as terbium,
It is composed of a magnetic core using a ternary alloy of dysprosium and lead, and a coil wound around the outer periphery of the magnetic core. The magnetic core expands and contracts by controlling the amount of current (for example, voltage and current) to the coil. A coil 80 is wound around the magnetostrictive element 79, and a permanent magnet 84 is mounted around the coil 80. A plunger 152 is fixed to an end of the magnetostrictive element 79. The plunger 152 is always urged by the action of the spring 82 in the direction of being pulled from the pressurizing chamber 32. The coil 80 is connected to a voltage regulator via a lead 78.

The plunger 152 has an impact pressing surface 15 larger than a cross section of the magnetostrictive element 79 constituting the impact elongating element.
2a, the plunger 152 is a separate component from the magnetostrictive element 79, and is provided at the fuel-side end of the magnetostrictive element 79. By using the plunger 17b having the impact pressing surface 152a larger than the cross section of the magnetostrictive element 79, a large impact pressure can be obtained with a simple configuration and fuel can be supplied efficiently.

The plunger 152 has a recess 152b.
Is formed, and a seal member 153 for partitioning the piezoelectric element 73 side and the pressure chamber 32 is provided in the concave portion 152b. The position of the seal member 153 is provided in the middle of the plunger 152. By using the seal member 153, the stroke length of the plunger 152 can be sufficiently secured with respect to the stroke and the amount of deformation of the magnetostrictive element 79, and the reaction force is due to the fuel pressure and the frictional force, so that no extra force is applied. Further, even when the sealed case 71 is thermally deformed, the displacement amount of the working stroke is only the displacement of the magnetostrictive element 79, and thus does not affect the measurement accuracy. Note that the cross-sectional area of the fuel-side end of the magnetostrictive element 79 may be made larger than that of the other part, so that an impact pressure is generated at the end face of the fuel-side end. That is, the end of the magnetostrictive element 79 also serves as a plunger, and the end surface serves as a shocking pressure surface. In this case, the seal member 153 cannot contribute to the prevention of corrosion of the end of the ground strain element 79, but does not prevent the corrosion of the inside of the magnetostriction element 79, and even if the sealing grommet 77 is deteriorated, the fuel is not removed. Leakage to the outside can be prevented.

The voltage regulator is connected to the ECU similarly to the above-described example, and controls the drive voltage to the coil 80 to control the magnetostrictive element 7.
Adjust the amount of power energy to 9. When the drive voltage of the coil 80 is increased, the drive current flowing through the coil 80 is increased, the magnitude of the magnetic field generated by the coil is increased, and the extension of the magnetostrictive element 79 is increased, so that a large shocking high-pressure wave is generated. Other configurations and operational effects are the same as those of the embodiment using the piezoelectric element. In driving the magnetostrictive element 79, a current regulator may be arranged in place of the voltage regulator, and a large current may be applied to the coil 80 in a stepwise manner while maintaining a constant voltage. Further, one end of the magnetostrictive element 79 may be fixed to the end plate of the sealed case 71 with bolts or the like, and the spring 82 may be omitted.

FIG. 14 shows a fuel injection device 2 according to the present invention.
An example applied to a cycle internal combustion engine is shown. Engine 1
The combustion chamber 43 includes a cylinder head 2 that forms an upper portion of the combustion chamber 43, a cylinder block 3 that forms a cylinder of the combustion chamber 43, and a crankcase 4 that forms a crank chamber 600. The crankshaft 5 in the crankcase 600 is connected to a connecting rod 10 connected to the crankpin 6 and the piston pin 7.
0 to the piston 8. Crank chamber 600
And an exhaust pipe 11 communicating with the combustion chamber 43 in the cylinder. A muffler 601 is connected to the exhaust pipe 11.

The crank chamber 600 and the combustion chamber 43 communicate with each other through the scavenging passage 42. A throttle valve 48 and a reed valve 47 are provided in the intake pipe 9. The ignition plug 13 is attached to the cylinder head 2 at the center thereof facing the combustion chamber 43. Similarly to the four-stroke internal combustion engine, when the starting motor M1 cannot be operated when the battery is insufficient, the crankshaft 5 can be operated by the kick lever 513.
Can be started.

The cylinder head 2 is provided with a fuel injection unit 44 facing the combustion chamber 43. The fuel injection unit 44 is configured such that the high-pressure generator 16 and the injector 14 in an embodiment described later are integrated, and injects fuel by using a high-pressure shock wave.

The fuel injection unit 44 communicates via the fuel supply pipe 21 with a gas-liquid separation float chamber 46 provided with a breather hole (not shown) at an upper portion provided above the fuel injection unit 44. This gas-liquid separation float chamber 46
Is connected to the fuel tank 22 via a float valve 46a for keeping the liquid level constant, a fuel cock 19A and the strainer 20. Since the liquid level in the gas-liquid separation float chamber 46 is constant, it constitutes a preload means for applying a preload to the pressurization chamber 32. The fuel injection unit 44 is connected to the control circuit 18 and further connected to a power supply circuit 45. The fuel injection unit 44 may be provided on the side wall surface of the cylinder block 3 or on the intake pipe 9 as shown by the dashed line in FIG.

With this configuration, air bubbles in the pressurizing chamber, the injection passage, and the valve means (not shown) in the fuel injection unit 44 enter the air vent pipe 23 while the engine 1 is stopped, and buoyant in the gas-liquid separation float chamber 46 direction. Move by. The bubbles enter the pressurized chamber because the injection passage is higher than the valve means and the pressurized chamber is higher than the injection passage. The air bubbles enter the air vent pipe 23 from the pressurizing chamber because the opening of the air vent pipe 23 on the pressurizing chamber side is above the pressurizing chamber. When the pressure chamber side opening of the air release pipe 23 is higher than the introduction port (not shown) at the end of the fuel supply pipe 21,
Air bubbles can be reliably introduced into the air release pipe 23. On the other hand, air bubbles in the fuel supply pipe 21
During the stop, it moves into the gas-liquid separation float chamber 46 by buoyancy.

During the operation of the engine 1, the fuel injection unit 4
4 operates, and the fuel is transferred to the pressurizing chamber by the injection due to the generation of the shocking high-pressure wave, the negative pressure generated in the pressurizing chamber by the injection, and the head (positive pressure) by the fuel oil level of the gas-liquid separation float chamber 46. Occur alternately and continuously. When transferring fuel to the pressurized chamber,
If air bubbles are present near the pressurized chamber in the air release pipe 23, the air bubbles will return to the pressurized chamber again. Therefore, a reverse flow allowing only the gas-liquid separation float chamber 46 flow in the air release pipe 23. By arranging the stop valve, air can be reliably released even while the engine 1 is operating. Since the shocking high-pressure wave has strong directivity in the normal direction of the generation surface, the amount of fuel pushed out into the air vent pipe 23 during fuel injection (the amount of fuel leakage) is small. Due to the slight action of pushing the fuel into the air vent pipe 23, the air bubbles in the air vent pipe 23 are surely moved to the gas-liquid separation float chamber 46 and separated. In addition,
Although the amount of fuel pushed back into the fuel supply pipe 21 during fuel injection (the amount of fuel leakage) is small, the fuel supply pipe 21
If a check valve that allows a flow only in the direction of the pressurizing chamber is arranged inside, the amount of injection leakage can be reduced.

Further, the fuel pump 1 is connected to the fuel supply pipe 21.
9B, and a pressure regulating valve 10 which is opened at a predetermined pressure (lower than a shocking high pressure) or more in the air vent pipe 23.
1 is provided. In this case, the gas-liquid separation float chamber 46 is eliminated, and the fuel cock 19A and the fuel pump 19B are connected by a fuel supply pipe.

In the engine 1 of this embodiment,
An oil injection device is used to supply oil.
Reference numeral 49 denotes an oil injection unit, which uses the high-pressure generator 16 of an embodiment described later. Oil is injected from the oil injection unit 49 into the crank chamber 600 and the cylinder from the injector 55 via the oil pipes 53 and 54. The oil injection unit 49 includes a strainer 52
The oil is supplied from the oil tank 51 by the oil pump 50 via the. This oil injection unit 49 is
As in the embodiments described later, it has a high-pressure generating source and injects oil from the injector 55 by a shocking high pressure, and its configuration, generation principle and action of the shocking high-pressure wave, and the injection operation will be described later. This is the same as the above embodiments.
The pressurizing chamber is provided with a plurality of lubricating oil discharge ports each of which communicates with the oil pipe 53 at a position facing one shocking high-pressure generating section. By arranging the above-described air bleeding means also in this oil injection device, air bleeding can be easily performed.

FIG. 15 is a detailed configuration diagram of the fuel injection unit. In this embodiment, the high-pressure generator 16 and the injector 14 are integrally formed as a unit, and the fuel injection unit 44 has a compact structure with good fuel injection responsiveness. The injector 14 has a case body 24 having an injection hole 41 formed at the tip, and a valve 25 is mounted on the injection hole 41. The valve 25 is always biased in the closing direction by a spring 26. The injector 14 is connected to the main body 31 of the high-pressure generator 16 via a case 850 and is integrated therewith. When a shocking high-pressure wave propagates through the injector 14, the high-pressure wave collides with the inner surface of the valve 25, and the pressure is further increased. The valve 25 is pushed and opened against the spring 26 by the energy, and fuel is injected.

The high-pressure generator 16 has a pressurizing chamber 32 formed inside a main body 31. At one end of the pressurizing chamber 32, a high-pressure generating source 17 including a shock-extending element 17a, a plunger 17b, and the like is mounted, and a shocking high-pressure wave is generated in the pressurizing chamber 32. Impulsive pressure is applied to the fuel in the pressurizing chamber 32. The plunger 17b has an impact pressing surface 17b1 larger than the cross section of the impact extension element 17a. The plunger 17b is a separate component from the impact extension element 17a, and is press-fitted and fixed to the fuel-side end of the impact extension element 17a. Provided. The impact extension element 17a is composed of, for example, a piezoelectric element, a magnetostrictive element, a piezoelectric element and a magnetostrictive element connected in series or in parallel, and the like.

An annular concave portion 17b2 is formed on the outer periphery of the plunger 17b, and the seal member 1 which partitions the impact extension element 17a side and the pressurizing chamber 32 into the concave portion 17b2.
02. The seal member 102 is configured by an O-ring or a mechanical seal, and the position of the seal member 102 is
It is provided in the middle of the plunger 17b. Seal member 1
By using an O-ring or a mechanical seal as 02, the shock-elongating element 17a can be isolated from the fuel, and corrosion due to moisture or air contained in the fuel very slightly can be prevented. Further, the stroke length of the plunger 17b can be sufficiently ensured with respect to the stroke and the amount of deformation of the impact extension element 17a, and the reaction force is due to the fuel pressure and the frictional force, so that no extra force is applied. Further, even when the cylindrical main body 31 as a case undergoes thermal deformation, the displacement amount of the working stroke is only the displacement of the shock-elongating element 17a, and thus does not affect the measurement accuracy. In addition, the degree of freedom of the shape of the pressurizing chamber 32 is high, and the air hardly accumulates. In this embodiment,
The inner wall 32a of the pressurized chamber has a funnel shape.

An outlet port 33 is opened at the end of the pressurizing chamber wall 32a on the side facing the shocking pressurizing surface 17b1 for applying the high-pressure shock wave to the pressurizing chamber fuel, facing the pressurizing chamber 32. The outlet port 33 communicates with the injector 14.

The shock extension element 1 of the shock high voltage source 17
7a is a case 4 with a nut 403 for tightening the end.
00 is fixed. Reference numeral 401 denotes a stopper for preventing the impact extension element 17a from rotating when the nut is tightened. The shock high voltage source 17 is connected to the main body 31 of the high voltage generator 16 via the case 400 and is integrated therewith. Shock extension element 1
7a is connected to the control circuit 18 (FIG. 14) by a lead 30. Impacting pressure surface 17 of impacting high pressure source 17
An inlet port 35 opens to the pressurizing chamber 32 on the side surface of the cylindrical main body 31 perpendicular to b1, that is, on the side surface perpendicular to the traveling direction of the high-pressure wave. This entrance port 3
5 is connected to a fuel supply pipe 21 communicating with the above-described fuel pump 19 (FIG. 14). A ball-type check valve 35b backed up by a spring is disposed at an upstream portion near the inlet port 35.

In the fuel injection device having such a configuration,
When the driving voltage is applied or the driving current is started to be supplied to the shock expanding element 17a of the shock high pressure source 17 while the pressurizing chamber 32 is filled with the fuel, the shock expanding element 17
An instantaneous high-pressure wave is generated at the moment when a changes shape. The shock high-pressure wave instantaneously propagates from the shock pressing surface 17b1 side in a direction perpendicular to the shock pressing surface 17b1 toward the outlet port 33 on the opposite surface side of the pressing chamber 32. This pressure wave passes through the inlet port 35 which opens to the side surface of the pressurizing chamber while traveling in the pressurizing chamber 32. Since the opening direction of this port 35 is perpendicular to the traveling direction of the high-pressure wave, , The pressure of the high pressure wave does not substantially affect the fuel in the inlet port 35 and the fuel in the fuel supply pipe 21 communicating therewith, and the energy of the high pressure wave is hardly consumed. Shock high pressure source 17
The impulse pressure wave generated from the impulse pressurizing surface 17b1 and collected by the funnel-shaped pressurizing chamber wall 32a and further boosted enters the outlet port 33 formed solely on this surface, and is directed toward the injector 14. To propagate. The shocking high-pressure wave that has reached the injector 14 opens the valve 25 against the spring 26 and injects high-pressure fuel from the injection hole 41. The air release pipe 23 allows the pressurizing chamber 32 of the high-pressure generator 16 to communicate with the fuel tank 22 serving as a gas-liquid separation unit,
A wide range of bubbles up to the pressurizing chamber 32 can be discharged.

FIG. 16 is a diagram showing the connection between the fuel injection unit and the gas-liquid separation float chamber. In this embodiment,
The fuel supply pipe 21 communicating with the above-described pressurized chamber 32 is connected to the outlet port 200 of the gas-liquid separation float chamber 46 via the cap nut 34. The outlet port 200 is formed in a throttle shape, and the front surface of the constituent wall of the throttle 200a forms a reflection wall 200b protruding at right angles to the pipeline. The area of the reflection wall 200b is, for example, the fuel supply pipe 21.
b, the cross-sectional area of the through hole of the throttle 200 a is 30 to 7 times the cross-sectional area of the internal passage of the fuel pipe 21.
As described above, the negative pressure wave generated when the check valve 21a is opened by the operation of the high-impact high-pressure source 17 is set to 0% by the throttle 200a provided at the open end of the fuel supply path. Are reflected at the same time as positive pressure waves while half of the negative pressure waves remain. Waves of opposite nature are simultaneously reflected and, as a result, cancel each other out, and the pressure wave due to the operation of the impact high pressure source does not return to the check valve, so that the pressure in the pressurizing chamber 32 can be stabilized as set. . Therefore, even if the operation cycle becomes short in high-speed operation, the pressure fluctuation is reduced due to the attenuation, so that the pressure in the pressurizing chamber 32 is maintained as set, the amount of fuel injected by the shock wave is stabilized, and the engine 1 Stable operation can be secured.

FIG. 17 and FIG. 18 are fuel injection device diagrams showing an outline of each embodiment of the present invention. In FIG. 17, reference numeral 900 denotes a preload means connected to a fuel supply source.
Reference numeral 35 denotes an inlet port of the pressurizing chamber 32, and the fuel supply path 2
1p constitutes an end of the pressurizing chamber 32 side, and 33 denotes an outlet port of the pressurizing chamber 32, which constitutes an end of the injection passage 15a on the pressurizing chamber side. In FIG. 17, the inlet port 3 of the pressurizing chamber 32 is shown.
When the throttle is disposed at 5, the reflection wall of the throttle is provided so as to face the fuel supply path 21p on the upstream side. in this case,
A positive pressure wave or a negative pressure wave starting from the pressurizing chamber 32 and propagating backward through the fuel supply path is reflected as a positive pressure wave or a negative pressure wave by the upstream preload means and returns to the pressurizing chamber 32. At this time, since the inlet port 35 has an aperture, the second wave reflected at the end of the pressurizing chamber is canceled again, so that the timing at which the shocking high-pressure source is activated is the timing at which the reflected wave of the second wave returns. When the pressures coincide with each other, the pressure in the pressurizing chamber 32 can be stabilized as set. In this case, even if the check valve is not arranged on the side of the pressurizing chamber 32 of the inlet port 35, the high-pressure shock wave has directivity and injection is possible.
It should be noted that a check valve 35a may be provided in the same manner as in the embodiment of FIG.

In FIG. 17, the outlet port 3 of the pressure chamber 32
When the throttle is disposed at 3, the reflecting wall of the throttle is provided so as to face the downstream injection passage 15a. In this case, the positive pressure wave or the negative pressure wave starting from the pressurizing chamber 32 and propagating in the injection passage 15a in the direction of the injection hole is reflected at the injection hole 41 as a positive pressure wave or a negative pressure wave and returns to the pressurization chamber. At this time, since there is a throttle, the outlet port 3 which is the end of the pressurizing chamber 32 side again
Since the second wave reflected at 3 and propagating in the direction of the injection hole is canceled, when the timing at which the shocking high-voltage generation source 17 operates coincides with the timing at which the second wave returns through the throttle, The pressure in the chamber 32 can be stabilized as set. In this FIG.
5. It is preferable to arrange a throttle at one or both of the outlet ports 33.

In FIG. 18, in addition to the preload means 900,
Reference numeral 901 denotes a first fuel reservoir having a larger cross-sectional area than the cross section of the fuel supply path 21p, and reference numeral 902 denotes a second fuel reservoir having a larger cross-sectional area than the cross section of the injection passage 15a. 90
1a is an inlet port of the first fuel reservoir 901;
Is an outlet port of the first fuel reservoir 901, 902 a is an inlet port of the second fuel reservoir 902, and 902 b is an outlet port of the second fuel reservoir 902. The inlet port 35 of the pressurizing chamber 32 in FIG.
The pressure chamber 3 starts from the first fuel reservoir 901 in the middle of
The outlet port 90 lb of the first fuel reservoir 901 corresponds to an end of the fuel supply path 21 m on the second side on the side of the pressurizing chamber 32.
This corresponds to the end of the fuel supply path 2lm on the side of the first fuel reservoir 901. Inlet port 901 of first fuel reservoir 901
“a” corresponds to the first fuel reservoir 901 side end of the fuel supply path 21 n on the upstream side of the first fuel reservoir 901.

Further, the outlet port 33 of the pressurizing chamber 32 in this figure is connected to the end of the pressurizing chamber 32 on the pressurizing chamber 32 side of the pressurizing chamber 32 on the side of the second fuel reservoir 902 in the middle of the jetting path 15a. And the inlet port 902a of the second fuel reservoir 902 corresponds to the end of the injection passage 15m on the second fuel reservoir 902 side. The outlet port 902b of the second fuel reservoir 902 corresponds to an end of the injection passage 15n on the side of the injection hole 41 on the second fuel reservoir 902 side with respect to the second fuel reservoir 902.

In this figure, when a throttle is provided at the inlet port 35, the reflecting wall of the throttle is located on the upstream fuel supply path 2lm.
It is provided to be oriented. In this case, a positive pressure wave or a negative pressure wave starting from the pressurizing chamber 32 and propagating backward through the fuel supply path 2lm is inverted in the first fuel reservoir 901 on the upstream side,
The light is reflected as a negative pressure wave or a positive pressure wave and returns to the pressurizing chamber 32. At this time, since the inlet port 35 has an aperture, the second wave to be reflected by the inlet port 35 is canceled again. The pressure in the pressurizing chamber 32 can be stabilized according to the setting when the reflected wave coincides with the return timing. In this case, even if the check valve is not arranged on the side of the pressurizing chamber 32 of the inlet port 35, the high-pressure shock wave has directivity and injection is possible. In addition,
Similar to the embodiment of FIG. 3, a check valve 35a may be provided.

When a throttle is provided at the outlet port 33 in FIG. 18, the reflecting wall of the throttle is connected to the downstream injection passage 15n.
It is provided to be oriented. In this case, starting from the pressurizing chamber 32, passing through the second fuel reservoir 902, reflecting at the injection valve 41 and returning to the pressurizing chamber 32 again, or at the inlet port 902a of the second fuel reservoir 902. The first positive wave reflected by the positive pressure wave or the negative pressure passing back to the pressurizing chamber 32 is reflected again at the outlet port 33, and propagates toward the injection valve 41 as a second wave reflected wave. However, since the positive and negative pressure waves are canceled by the throttle, the timing at which the shocking high-pressure source is activated coincides with the timing at which the reflected wave of the second wave returns when there is no throttle. The pressure in the pressurizing chamber 32 can be stabilized as set.

In FIG. 18, the first fuel pool 90
When a throttle is provided in one inlet port 901a, the reflection wall of the throttle is provided to face the fuel supply path 21n on the upstream side. In this case, the positive pressure wave or the negative pressure wave starting from the pressurizing chamber 32, passing through the first fuel reservoir 901 and propagating in the fuel supply path 21n in the upstream direction is supplied to the upstream preload means 90.
At 0, the light is reflected and propagated as a positive pressure wave or a negative pressure wave, or inverted and returned as a negative pressure wave or a positive pressure wave, and returns to the first fuel pool 901. At this time, since there is a throttle, the second wave reflected again at the inlet port 901a of the first fuel reservoir 901 and propagated in the upstream direction is canceled out. At the time when the second wave is reflected by the preload means 900 and passes through the first fuel reservoir 90l and returns to the pressurizing chamber 32, the pressure in the pressurizing chamber 32 is stabilized as set. Can be done.

In FIG. 18, the first fuel pool 90
When a throttle is provided in one outlet port 901b, the reflecting wall of the throttle is provided so as to face the downstream fuel supply path 2lm. In this case, starting from the pressurizing chamber 32, the fuel supply path 2
The reflected wave that propagates 1 m in the upstream direction and is going to reverse in the first fuel pool 901 is canceled out by the throttle in the positive and negative pressure waves. Thereby, the pressure in the pressurizing chamber 32 can be stabilized as set.

In the case where a throttle is provided at the inlet port 902a of the second fuel reservoir 902 in FIG. 18, the reflecting wall of the throttle is provided so as to face the upstream injection passage 15n. In this case, the shocking high-pressure wave generated by the shocking high-pressure generation source 17 starts from the pressurizing chamber 32, propagates downstream through the injection passage 15n, passes through the second fuel reservoir 902, and passes through the injection passage 1
The fuel reaches the injection hole 41 through 5 m and is injected.
The negative part of the high pressure wave is the inlet port 9 of the fuel reservoir 902.
02a reversely reflects the light and attempts to return to the pressurizing chamber, but the positive and negative pressure waves are canceled out by the diaphragm. Thereby, the pressure in the pressurizing chamber 32 can be stabilized as set.

In FIG. 18, when a throttle is provided at the outlet port 902b of the second fuel reservoir 902, the reflecting wall of the throttle is provided so as to face the downstream injection passage 15m. In this case, the shocking high-pressure wave generated by the shocking high-pressure generation source 17 starts from the pressurizing chamber 32, propagates down the injection passage 15n in the downstream direction, passes through the second fuel reservoir 902, and passes through the injection passage 1
The fuel reaches the injection hole 41 through 5 m and is injected.
The positive pressure reflected at the injection hole 41 or the negative pressure generated by the injection goes back through the injection passage 15m as a pressure wave. A part of the reflected wave passes through the second fuel reservoir 902 and reaches the pressurizing chamber 32 through the injection passage 15n, but a part of the reflected wave is temporarily provided at the outlet port 902b of the second fuel reservoir 902. When there is no stop, the light is reflected, travels toward the injection hole as a second wave, and travels again from the injection hole through the injection passage 15m.
Should pass through the fuel reservoir 902 to the pressurizing chamber 32 through the injection passage 15n. However, since there is a restriction, the reflection at the outlet port 902b of the second fuel reservoir 902 does not occur. Thereby, the pressure in the pressurizing chamber 32 can be stabilized as set.

In FIG. 18, the inlet port 35, the outlet port 33, the inlet port 90la, the outlet port 90lb,
A stop may be arranged at any one, at least one of a plurality, or all of the inlet port 902a and the outlet port 902b. The pressure in the pressurizing chamber 32 can be stabilized as set, and when the impulsive high-pressure generation source 17 is operated next time, a stable impulsive high pressure can be generated, and the injection amount can be stabilized. .

[0096]

As described above, in the fuel injection device according to the first to fourth aspects of the present invention, the positive pressure wave or the negative pressure wave generated by the operation of the high-impact high-pressure generating source generates the fuel supply path and / or the negative pressure wave.
Or, by a throttle provided at the open end of the injection passage, half of the negative pressure wave is simultaneously reflected as a positive pressure wave while a negative pressure wave remains,
Since waves having opposite properties are simultaneously reflected, the pressure waves generated by the operation of the shocking high-pressure generating source do not return to the pressurizing chamber as a result, so that the pressure in the pressurizing chamber can be stabilized as set. . Therefore, even if the operation cycle is shortened in high-speed operation, the pressure fluctuation is reduced by reflection cancellation, so that the pressure in the pressurized chamber is maintained as set,
The amount of fuel injected by the shock wave is stabilized, and stable operation of the engine can be ensured.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of a four-cycle internal combustion engine to which a fuel injection device according to the present invention is applied.

FIG. 2 is a diagram showing a fuel supply system.

FIG. 3 is a detailed configuration diagram of a fuel supply passage, a high-pressure generator, and an injector.

FIG. 4 is a sectional view taken along the line IV-IV in FIG. 3;

FIG. 5 is a sectional view taken along line VV of FIG. 3;

FIG. 6 is a diagram illustrating a relationship between a negative pressure wave and a positive pressure wave.

FIG. 7 is a diagram illustrating an operation cycle and an injection amount of a shocking high-pressure generation source.

FIG. 8 shows another configuration example of the injector.

FIG. 9 is a configuration diagram of another embodiment of an impact high-pressure source and an injector.

FIG. 10 is a detailed configuration diagram of an impulsive high-pressure generation source using a piezoelectric element.

FIG. 11 is a graph showing a relationship between an impulsive high voltage generated by the high voltage generator and a drive signal thereof.

FIG. 12 is a circuit diagram of a power supply device.

FIG. 13 is a diagram showing an impact high-pressure source.

FIG. 14 is a configuration diagram of a two-cycle engine to which the fuel injection device according to the present invention is applied.

FIG. 15 is a detailed configuration diagram of a fuel injection unit.

FIG. 16 is a diagram showing connection between a fuel injection unit and a gas-liquid separation float chamber.

FIG. 17 is a schematic configuration diagram of a fuel injection device.

FIG. 18 is a schematic configuration diagram of a fuel injection device.

[Explanation of symbols]

 Reference Signs List 16 high-pressure generator 17 shocking high-pressure source 17a shocking extension element 32 pressurizing chamber 35 check valve 41 injection hole 200a, 33a throttle

Claims (4)

[Claims] A pressurizing chamber communicating with a fuel supply source through a fuel supply path; a preload means for applying a preload to the pressurizing chamber; an injection hole for injecting fuel; An injection passage that guides fuel from, an impact high-pressure source that impacts the fuel in the pressurizing chamber, and is provided near the injection hole,
A valve means that opens in response to the arrival of an impact high pressure, wherein the fuel supply path is connected to a pressurized chamber or the injection path is connected to the pressurized chamber. A fuel injection device characterized in that a throttle is provided at one of the connecting portions or both of the connecting portions. 2. A pressurizing chamber communicating with a fuel supply source through a fuel supply path, a preload means for applying a preload to the pressurizing chamber, an injection hole for injecting fuel, and the pressurizing chamber connected to the injection hole. An injection passage that guides fuel from, an impact high-pressure source that impacts the fuel in the pressurizing chamber, and is provided near the injection hole,
A first fuel reservoir having a cross-sectional area larger than that of the fuel supply path in the middle of the fuel supply path; End of the pressurized chamber of the fuel supply path on the downstream side with respect to the fuel pool, first end of the fuel supply path on the downstream side with respect to the first fuel pool, and upstream of the first fuel pool. A throttle is provided at any one, at least one, or all of the ends of the fuel supply path on the first fuel reservoir side. . 3. A pressurizing chamber communicating with a fuel supply source in a fuel supply path, a preload means for applying a preload to the pressurizing chamber, an injection hole for injecting fuel, and the pressurizing chamber connected to the injection hole. An injection passage that guides fuel from, an impact high-pressure source that impacts the fuel in the pressurizing chamber, and is provided near the injection hole,
A second fuel reservoir having a larger cross-sectional area than the injection path in the middle of the injection passage. A pressurizing chamber side end of the upstream injection passage with a reservoir as a boundary, a second fuel pool end of the upstream injection passage with the injection passage downstream of the second fuel pool. A throttle is provided at any one, at least one of a plurality of ends, or all the ends of the second fuel pool side end. 4. A pressurizing chamber communicating with a fuel supply source through a fuel supply path, a preload means for applying a preload to the pressurizing chamber, an injection hole for injecting fuel, and the pressurizing chamber connected to the injection hole. An injection passage that guides fuel from, an impact high-pressure source that impacts the fuel in the pressurizing chamber, and is provided near the injection hole,
A first fuel reservoir having a cross-sectional area larger than the fuel supply path in the middle of the fuel supply path; On the way, the second cross-sectional area is larger than the injection path.
A fuel chamber of the fuel supply path on the downstream side with respect to the first fuel chamber, a first fuel pool side end of the fuel supply path on the downstream side, A first fuel reservoir side end of the fuel supply path upstream of the first fuel reservoir, a pressurized chamber side end of the injection passage upstream of the second fuel reservoir as a boundary, The second fuel reservoir side end of the injection passage on the second side, the second
A throttle is provided at any one end, or at least one of a plurality of ends, or all the ends of the second fuel pool side end of the injection passage on the downstream side with respect to the fuel pool. A fuel injection device characterized by the above-mentioned.