JPS6060254A - Fuel injection valve and control device therefor - Google Patents

Abstract

PURPOSE:To permit to pulverize fuel sufficiently even when a fuel pressure is reduced by a method wherein an oscillating valve is oscillated directly by an oscillating body, which is oscillating with a frequency substantially the same as the oscillating frequency of the oscillating valve or a frequency multiplied by an integer substantially. CONSTITUTION:The fuel, introduced into the fuel injection valve 2, enters into the oscillating valve 12 through the hole of a cover 8, a clearance between an oscillating body holding section 6 and a permanent magnet 28, the hole of a non-magnetic spacer 26, a clearance between a fixed core 24 and the oscillating body holding section 6 and a clearance between an oscillating valve holding body 4 and a driving rod 46. Then, an input electric current, having a frequency substantially the same as or an integer times of the proper oscillating frequency of the oscillating valve, especially a blocking spring 22, is impressed on a coil 32 through input brushes 38 and a terminal 34. Oscillation of a movable core 30 is delivered to the rod 46 and the oscillating valve 12, a resonance is caused in the spring 22 and the cone section 16 of a valve rod 14 cooperates with a valve seat 10 to open and close the fuel injection valve. Accordingly, the fuel is supplied intermittently with a high frequency and, therefore, the fuel may be pulverized sufficiently.

Description

DETAILED DESCRIPTION OF THE INVENTION [Other Field of the Invention] The present invention relates to a fuel injection valve that injects fuel into an intake passage of an internal combustion engine, and a control device for this fuel injection valve.

[Background of the invention]

Generally, the fuel that can be injected from a fuel injection valve must be atomized.

As a means of fuel atomization, Japanese Patent Application Laid-Open No. 56-444
As described in Japanese Patent Application No. 53, a technique is known in which a vibration valve is provided in the discharge hole of a fuel injection valve.

However, the fuel injection valve using this vibrating valve has a problem in that when the fuel supply pressure becomes low, sufficient atomization of the fuel cannot be expected.

That is, in a vibrating valve, the lower the fuel pressure, the lower the excitation frequency, and therefore the fuel cannot be atomized sufficiently.

[Purpose of the invention]

SUMMARY OF THE INVENTION An object of the present invention is to obtain a fuel injection valve equipped with an actuator valve that can vibrate at a sufficiently high excitation frequency even when the fuel pressure supplied to the fuel injection valve decreases.

[Summary of the invention]

A feature of the present invention is that the vibrating valve is directly vibrated by a vibrating body that is driven at a frequency that is approximately the same as the excitation frequency of the photographing valve or approximately an integral multiple of the excitation frequency.

[Embodiments of the invention]

Examples of the present invention will be described in detail below.

In FIG. 1, reference numeral 2 indicates a fuel injection valve according to the present invention, and this fuel injection valve 2 is comprised of a public valve holder 4, a vibrating body holder 6, and a cover 8.

A fuel discharge hole is provided at the tip of the vibrating valve holder 4. A valve seat 1 is provided.
0 is fixed, and a conical portion 16 of a valve rod 140 constituting the vibrating valve 12 is exposed outside the valve seat 10. In addition, a stopper portion 18 is formed on the other edge of the valve body rod 14, and a spring receiver 20 that is slidable on the valve body rod 14 is engaged with this stopper portion 18. and,
A closing spring 22 is interposed between the valve seat 10 and the spring receiver 20, and the conical portion 16 is attached to the closing spring 22 so that the conical portion 16 always closes the discharge hole of the fuel 1.
0, and the spring receiver 20 is also urged toward contact with the stopper portion 18.

A fixed core 24 is fixed inside the vibrating body holder 6, and is fixed to the vibrating body holder 6 via a non-magnetic spacer 26. -Also fixed core 24 and cover 8
A permanent magnet 28 is fixed between them. Vibration holding body 6
A movable core 30 is disposed between the fixed core 24 and the fixed core 24, and a coil 32 is wound around the movable core 30. Here, the fixed core 24, the vibrating body holding part 6, and the
8 is made of a magnetic material such as soft iron, and 1"■ moving core 32
is made of a non-magnetic material such as plastic, and the magnetic flux is necessarily formed as shown by the broken line. An input terminal 34 and a ground terminal 36 are fixed to the movable core 30.
The input terminal 34 is supplied with an input current from an input brush 38, and the connection terminal 36 is grounded via a grounding brush 40.

The input terminal 34, the ground terminal 36, and the coil 32 are connected to lead wires 42.4 buried within the movable core 30, as shown in FIG.
Connected by 4.

Further, a drive rod 46 is formed on the opposite side of the portion of the movable core 30 where the coil 32 is wound, and this drive rod 46 is connected to a cup portion 48 fixed to the spring receiver 20. .

As shown in FIG. 3, the connection structure between the drive rod 46 and the cup portion 48 is such that the large diameter portion 50 of the drive rod 46 is located within the space formed by the cup portion 48 and the spring receiver 20. 46 is slidable relative to the cup portion 48. Similarly, the cup portion 48 and the drive rod 46 may be fixed. A gap G is formed between the stopper portion 18 of the valve body rod 14 and the large diameter portion 50 of the drive rod 46;
is smaller than the stroke of the movable core 30.

A fuel nipple 52 is fixed to the cover 8, and fuel is supplied from a fuel pump (not shown).

In the above, fuel is introduced into the fuel injection valve 2 through the fuel nipple 52, through the hole formed in the cover 8, the gap between the vibrating body holder 6 and the permanent magnet 28, the hole formed in the non-magnetic spacer 26, and the fixed core 24. It reaches the vibrating valve 12 through the gap between the vibrating body holder 6 and the vibrating valve holder 4 and the drive rod 46 .

When an input signal having a frequency that is substantially the same as or an integral multiple of the unique excitation frequency of the vibration valve 12, particularly the closing spring 22, flows to the coil 32 via the input brush 38 and the input terminal 34, the movable core 30 It vibrates in response to the frequency of the input current. The vibrations of the movable jaw 30 are transmitted to the vibrating valve 12 via the drive rod 46, and the frequency of the input current is selected to be approximately the same as, or an integral multiple of, the natural excitation frequency of the vibrating valve 12, particularly the closing spring 22. Therefore, the vibration valve 12 starts at 1H;], and as a result, the vibration valve 1
The second valve rod 14 moves in synchronization with the frequency of the input current, and the 140-circle female portion 16 of the valve rod cooperates with the valve seat 10 to open and close in synchronization with the frequency of the input current. Therefore, since fuel is intermittently supplied at a high frequency, sufficient atomization is possible.

Next, the structure of a fuel injection valve according to another embodiment of the present invention will be described.

In FIG. 14, a valve seat 10 is provided at the tip of the vibrating valve holder 4.
is fixed, and a vibration valve 12 is installed on the outside of this valve seat 10.
The conical portion 16 of the valve body rod 14 constituting the valve body rod 14 is exposed. A stopper s18 is formed at the other end of the valve body rod 14, and a spring receiver 20 that is slidable on the valve body rod 14 is engaged with this stopper portion 18. A closing spring 22 is interposed between the valve seat 10 and the spring receiver 20, and the closing spring 22 always urges the conical portion 16 to contact the valve seat lO. is also biased so as to contact the stopper portion 18.

The spring receiver 20 is fixed to the drive rod 46 of the movable core 30.

On the other hand, an annular permanent magnet 28 is placed around the vibrating body holding part 6.
A is fixed, and a fixed core 24A is arranged inside.

Fuel is supplied from a fuel nipple 52A provided on the side circumferential wall of the vibrating valve holder 4.

In the above, when the incoming car chicks wound around the movable coil 30 are allowed to flow, the movable coil 30 and the vibration valve 12 vibrate as in the embodiment shown in FIG. 1, making it possible to atomize the fuel. It is.

In the embodiment shown in No. 4-, the fixed core 24A extends within the annular permanent magnet 28A, and j+'<'N
The amount of the vibration valve holder 4 is fli:I about 44', from i!
The axial length of the fuel injection valve 2 can be adjusted depending on the amount of pressure to be inserted into the fuel injection valve 2.

Furthermore, the embodiment shown in FIG.
This figure shows a configuration that shortens the II length. Fuel is supplied from the fuel nipple 52 provided at the head of the fuel injector 20, which is the same as in the example 11 shown in FIG. The permanent magnet 28 is changed to an annular permanent magnet 28A, and a fixed core 24A extends inside the annular permanent magnet 28.
In this respect, the axial length of the fuel injection valve 2 is shortened.

In this way, the fuel injection valves shown in FIGS. 1, 4, and 5 are the same in principle, but these fuel injection valves can be selected as appropriate depending on the type of fuel injection device to which the fuel injection valve is applied. It is something that will be done.

Next, in the embodiment shown in FIG. 1, the displacement of the movable core 30 (displacement output meter) when the frequency and pulse width of the current applied to the coil 32 wound around the movable core 30 are changed. The relationship between (measured by) will be explained based on FIG.

The conditions are measured with a fuel pressure of 0.85 Kg/cr/l, and the solid line indicates a pulse width of 0.2 m per period.
The broken line shows the case where the pulse width per cycle is 0.3 ms.

As can be seen from Fig. 6, the first peak P1 occurs when the applied frequency is about 1.0 KH2, and the second peak P1 occurs at about 2.0 KHz.
A peak P2 is generated. And the first beak P
I is the case when a frequency close to the unique excitation frequency of the closing spring 22 is applied, and the second peak P2 is the case when a frequency twice the unique excitation frequency of the closing spring 22 is applied. The influence of the excitation frequency of the closing spring 22 also appears in P2. Therefore coil 3
It can be seen that the application frequency of the input current applied to the closing spring 22 may be determined to be the same as the specific excitation frequency of the closing spring 22 or an integral multiple thereof.

Here, the frequency of the input current applied to the J moving coil 32 can be matched to the excitation frequency of the system of the vibrating valve 12, but the excitation frequency of the system of the vibrating valve 12 is basically the excitation frequency of the closing spring 2? Since it is not so different from the frequency, the frequency of the input current basically needs to be approximately the same as the excitation frequency of the closing spring 22 or an integral multiple thereof.

Also, what is the pulse width per cycle of the frequency of the input current? ! −
If the length is increased, the displacement of the movable core 30 will be l' as shown by the broken line.
It is understood that I' and P2' become larger, which makes it possible to change the amount of fuel injected. This is primarily used for control that changes the amount of fuel depending on the operating state of the internal combustion engine, as will be described later.

Above, an example in which a movable coil is used as the vibrating body has been described. Next, an embodiment in which an electromagnetic material is used as the vibrating body will be described.

In FIG. 7, an electrostrictive section 54 in which electrostrictive elements are laminated is disposed inside the vibrating body holding section 6, and one end of this electrostrictive section 54 is connected to a support provided at the head of the vibrating body holding section 6. 56, and a drive section 58 is fixed to the other end of the electrostrictive section 54. A spring receiver 20 is fixed to the drive section 58. A fuel nipple 52 is provided on the side circumference of the vibrating body holding portion 6.

In the above, when a high voltage pulse is applied to the electrostrictive part 54, the electrostrictive part 54 expands and moves the vibration valve 12, and the conical part 16
opens and fuel is injected.

In this embodiment as well, a high voltage pulse is applied to the electrostrictive section 54 at a frequency that is approximately the same as or an integral multiple of the unique excitation frequency of the closing spring 22 to the 12 vibrating valves. This makes it possible to reduce the amount of fuel to the studs.

Here, the amount of displacement of the electrostrictive portion 54 can be determined by the number of bonds of the electrostrictive element.

Further, the position of the cap of the electrostrictive section 54 can also be changed as shown in FIG. 8 by changing the voltage applied to the electrostrictive element r.

Furthermore, the response of the electrostrictive element is 100,! Zr: Applying a high voltage pulse of about ea (fp l-i 9j) (as shown in the figure, a very good response can be achieved).

Figures 1 to 9 show fuel 'a:' + (' of the injector).
Having explained the fuel injection valve, next we will explain the engine control system using this fuel injection valve using FIG.
The fuel is introduced into the cylinder 72 via the intake manifold 68 and the intake valve 70, and is fed into the cylinder 72 through the intake manifold 68 and intake valve 70. The combustion gas of the air-fuel mixture combusted in the cylinder 72 passes through the exhaust pipe 74 and is discharged into the atmosphere.

The throttle chamber 64 is provided with a throttle valve 76 that operates in conjunction with an accelerator pedal (not shown).

A bypass passage 78 is provided upstream of the throttle valve 76 and has an inlet opening upstream of the venturi and an outlet opening into the venturi portion, and an electric heating element 80 of the thermal flow sensor is provided within this bypass passage. ing. Since the heat radiation amount of the heating element 80 is determined by the flow rate of air flowing through the bypass passage, by calculating the heat radiation amount from the supplied power, the mass flow rate per unit time of the bypass passage can be measured. The mass flow rate of the bypass passage and the mass flow rate of the main passage are in a proportional relationship, and the output of the thermal flow sensor becomes a signal representing the amount of intake air supplied to the engine from the main passage.

The fuel in the fuel tank 82 is sucked and pressurized by a fuel pump 84, and is then pumped through a fuel damper 86 and a filter 88.
The fuel is supplied to the fuel pressure regulator 90 via the fuel pressure regulator 90. A fuel pressure regulator 90KIrJ, a pipe 92 for sending fuel to the fuel valve, and a return pipe 94 for returning fuel to the fuel tank 82 are provided, and the internal pressure in the intake manifold 68 and the fuel pressure in the pipe 92 sent to the fuel valve 66A are adjusted. Fuel is returned from the fuel pressure regulator to the fuel tank 82 via the return pipe 94, or fuel at a constant pressure is supplied to the fuel valve 66B so that the difference is always at a constant pressure.

Due to this, the amount of fuel supplied always has a constant relationship to the signal applied to the fuel valve.

In order to combust the air-fuel mixture in the cylinder 72, a spark plug 96 is provided in each of the seven rings, and a high voltage generated by an ignition coil 98 is applied to the spark plug via a distributor (not shown).

Thermal energy generated by the combustion of the air-fuel mixture is converted into kinetic energy, which provides rotational torque to the engine shaft. The engine heated by a portion of the thermal energy is cooled by cooling water. The temperature of this cooling water is determined by the water temperature sensor 100.
This measured value is used as a value representing the engine temperature.

A crank angle sensor 102 is provided on the engine shaft,
Pulse corresponding to 1 degree of engine shaft rotation angle (hereinafter PO
It is written as S pulse. ) and a pulse corresponding to a rotation angle of 120 degrees (hereinafter referred to as FF pulse). Fi!
In a 14-cylinder engine, an RFP pulse is generated every 180 degrees.

Further, the exhaust pipe 74 is equipped with an exhaust gas sensor 104 that generates an output indicating the mixture ratio of combustible mixed silver from the components of the exhaust gas.

The control circuit 106 generates a pulse output INJ representing the amount of fuel supplied to the fuel valve 66A or 66E based on the outputs of the sensors, and a pulse IGN to the ignition coil 58 to control its secondary current. Above pulse IN
J can be used to supply fuel continuously, such as with a fuel 5P66A or 66Bii carburetor, or can be supplied intermittently.

Here, if the fuel valve 66B is disposed upstream of the throttle valve 76, the burden of controlling the pump 84 and the fuel pressure regulating valve 90 can be greatly reduced, which is advantageous for lowering the fuel supply pressure. . On the other hand, if the fuel valve 66A is arranged downstream of the throttle valve 76, the amount of fuel supplied to the engine will not be affected due to fuel re-adhering to the throttle valve.
This improves engine controllability and control response.

FIG. 11 shows the engine control system, and the control alK
iJ path 106it, central processing unit (CPU and HQj.) and read-only L1,1 (RO
M and 6 myself. ), a random access memory (referred to as RAM), an input/output circuit 108, and a path line 110 connecting these.

As sensors that generate analog input for the input/output circuit 108, a battery voltage sensor 132 and a cooling water temperature sensor 100 are used.
and throttle υWi7 sensor 116 exhaust gas sensor 104
However, these outputs are input to an analog-to-digital converter 122 via a multi-flexor 120.

Analog-digital converter (referred to as ADC122).

) completes its digital conversion ib operation, holds the value in the ADC 122 until the next conversion request, and converts the
Po 104 can load its value via pass line 110.

The output of the thermal flow sensor 80 is input to another analog-to-digital converter 128 (arranged with ADC 128), and its digital value is sent to the CPU via the pass line 110.
Herod.

The POS pulse and R sent from the angle sensor 102
The EF pulse is applied to the angle signal processing circuit 126. This circuit has two functions. The first function is an engine speed detection function, which counts POS pulses input within a certain period of time and stores them in an internal register. The CPU loads this set value as the engine speed N via the pass line. The second function is an engine rotation stop detection function. If the REF pulse is not input within a certain period of time specified by the CPU, it is assumed that the engine rotation has stopped and an interrupt (
It is written as ENST, IRQ. ), a pulse is generated to be sent to the interrupt generation circuit 132.

Switch 148 that closes when the throttle valve is fully open
(Throt) Le Sw and IAF. ) and the output of the switch 152 (referred to as starter SW) that closes when the starter motor is energized is referred to as a discrete human output circuit (hereinafter referred to as L) 10. ).

Data is set in the register 1NJD of the pulse generation circuit 134 in order to generate the pulses IN and T based on the data representing the fuel supply amount TI calculated by the CPU. A pulse INJ based on the fuel supply fflTI is generated by the pulse generation circuit 134 and applied to the fuel valve 66 via the ANI) gate 1-136.

The digital data representing the ignition angle AIJVθ and the ignition energy charging start angle DWLθ calculated by the CPU are sent to the register A of the pulse generation circuit 138 via the pass line 110.
DV and DWL are set.

The pulse generation circuit starts based on the value of DWLθ
A pulse IGNt-generated and terminated based on the value of Vθ
(D) 140 to the ignition device 168. This controls the primary ff coil current of the ignition coil 98.

The output of the MOD register 160 is applied to the inputs of the AND gates 136 and 140, and the CPU and IMOD register 1
When 60” is set to 60, AND gate 13 (i,
140 non-conducting while 1'' to MOD register 160.
When set, AND gates 136 and 140 become conductive. Therefore, by setting l'' or "o" to the MOD register 160 from CPtJ, it is possible to control the start and stop of the operation of the fuel valve 12 and the ignition device.

FIG. 12 shows the program for operating the control system shown in FIG. 11. FIG. 1 is a system diagram showing only programs related to 1IIJ XI. When the power supply voltage is applied to the control circuit, the CPU first executes the initialization program 202, initializes the AM and input/output circuit 108, and enters the state of waiting for an interrupt.
The execution of the PU moves to the interrupt processing program 204, and the 11th
By loading the contents of the 5 TATUS register shown in the figure, the interrupt factor is searched, and the QAD 210, EGI 212. ADCIIN 214
゜) Determine which program is most likely to be executed among the 10 SEI 216 and register a start 1b request for that program.

The task dispatcher 208 searches the registration of activation requests and selects execution tasks in descending order of priority level. With this selection, two task logs 210.212, 21
The task dispatcher 208 moves to the start address of the program selected from 8 out of 4,216 or to the middle PNOF address.
The execution point jumps and starts executing the task. During this execution, if an interrupt request occurs, the interrupt processing program 204 jumps again and the above processing is performed again.
When the execution of the 1-task program is finished, macro processing 11
j program 206 jump and finish execution a! ζ
and returns to the task dispatch Ya to select the next task program to be executed.

In this way, each task program is executed according to the priority level of each task.

The processing function and startup condition of the Mukai task program are as follows:
This is the table of contents.

Table 1 Fuel supply length calculated by program gGI212.

TI is expressed by the following formula.

TI=TPXαX (1+kW+kD)+TB...
(1) Here, TP is expressed by the engine speed N, intake air amount QA, υ calculation, and the following two equations.

TP=QA/N・m1・・(2) 1st. In the second equation, the intake air amount QA is a calculation result calculated by the program QAD 210 based on the output of the thermal sensor 80. The rotational speed NVi is the result measured by the circuit 126 in FIG. α is the result calculated by the program HO8EI 216 based on the output of the exhaust gas sensor 104. kW is the result calculated by the program HO8EI 216 based on the output of the water temperature sensor 100.

kD is a result calculated as necessary.

TB is the result calculated by the program I'', 08EI 216 based on the output of the battery voltage sensor 132.

The result calculated by Equation 21 is stored in the pulse generating circuit 134 of FIG. A detailed description of the pulse generation circuit 134 is shown in FIG. Intermittent fuel injection control and continuous fuel supply control are determined by setting l" in the register 250. For intermittent fuel injection, 0" is set in the register 250.
, and a 0'' is input from the register 250 to the OR gate 264. As a result, the output of the 0 gate 264 depends on the output of the flip-flop 262.

The calculated value TI of the first equation is passed through the pass line 110 to 252
to set. Also, input the pulse period to the register 268,
Set the pulse duty in register 272. To set the pulse frequency to IK)iZ, register 26
The set value for 8 is 10-8/7X10-'-143・river・mountain・(3). Here, 7X10-'it is the period of the clock to counter 270. Also, pulse duty is set to 0, 3 [m
5Ec'], the set value to register 272 is 3XlO-'/7X10-0! ====43...
...(4). Here, 7X10= is the period of the clock of the counter 270 as described above.

In the case of a 6-cylinder engine, the REF pulse from the crank angle sensor is output every 120 degrees, so by dividing the 3 pulses by the frequency dividing circuit 260, it is possible to create a pulse that occurs every Q 360 degrees. Figure 14 (a) and T
The REF pulse is shown. This pulse of 360 degrees of engine rotation angle sets the shift flip flora 7" 262 (!: 280), and also sets the counter 254 and counter 270.
is reset via OR gate 282.

The flip-flops 262 and 280 are set, and the output J″1″ of the Noritsubu flop 268 is connected to the OR gate 26.
Since the signal is input to the AND gate 266 via the input signal 4 and the output of the 7 lip-flop 280 is also 1'', the output of the AND gate 266 is +1''. Next, the cell 1- of the flip-flop 262 inputs an O clock to the counter 254 via the AND gate 256, and the counter 254 counts the number of input signals. This counting state is the 14th
Figure 1). On the other hand, counter 270 also counts clocks. This counting state is shown in Figure 14 (i).

The result of the counter 254 is sent to the comparator 258)
It is compared with the value held in the Ly register 52. On the other hand, the count value of the counter 270 is input to comparators 274 and 276, and is compared with the value held in the register 268 and the value held in the register 272, respectively.

When the count value of the counter 270 reaches the pulse duty value held in the register 272, the shift flip-flop 280 is reset by the output of the comparator, and its output changes from "1" to "0". As a result, the input of the AND gate 266 becomes ``o'' and the output becomes 0''.

When the count of the counter 270 increases further, the register 26
When the holding value of 8 is reached, the output of comparator 274 sets flip-flop 280 again and counter 270 is reset again. By repeating this operation, flip-flop 280 is set at a cycle based on the value set to register 268, and the set period is determined by the value held in register 272. The pulse output of Noritub flop 280 is input to the above-mentioned fuel valve 66A or 66B via AND gate 266.

When the count value of the counter 254 reaches the value held in the register 252, the shift flip-flop 262 is reset by the output of the comparator, and its output changes from "1" to "0". Delivery of output pulses from the shift flip-flop 280 to the fuel valve is stopped.The above operation is repeated again when the next engine rotates 360 degrees.

Next, the case of continuous fuel supply will be explained. This fuel supply amount TC per unit time is expressed, for example, by the following equation.

TC=QAXαX (1+TW+'l'D)+TB ・
...(5) Here, QA, α, TW, TD, and TB are the above formula (1).

As explained in (2). The pulse duty (l-1, l) corresponding to this fuel supply amount TC is stored in advance in the OM, TC is determined by the fifth formula, etc., and then the RO
The pulse duty is determined by searching a table showing the correspondence between the duty and the '[C' stored in fVl. This pulse duty is set in register 272. Further, a pulse period determined based on the characteristics (resonant frequency) of the fuel valve, etc. is set in the register 268. This is similar to the case of intermittent injection. Unlike intermittent injection,
It is not necessary to determine the value held in the register 252; instead, "1" is set in the register 250. This is OR
'1' is always input to the AND gate 266 through the gate, and the AND gate 266 always remains conductive, continuing to send out the output of the flip-flop 280.The pulse of the AND gate 266 shown in FIG. 13 is as shown in FIG. The power is applied to the fuel valve 66 as shown in FIG. 2, but it goes without saying that a Sibower transistor using an amplifier circuit may be used if necessary.

[Purpose of the invention]

According to the present invention, there is an effect that the supplied fuel can be sufficiently atomized. According to the above embodiments, the particles can be made fine to an average particle diameter of 30 to 40 [μm].

[Brief explanation of the drawing]

Figure 1 is a structural diagram of a fuel injection valve, Figures 2 and 3 are partially enlarged views of Figure 1, Figure 4 is a structural diagram showing another embodiment, and Figure 5 is a structural diagram of a fuel injection valve.
The figure is a structural diagram showing still another embodiment, FIG. 6 is a characteristic diagram showing the relationship between the frequency and amplitude of the input signal, FIG. 7 is a structural diagram showing still another embodiment, and FIGS. 8 and 9. is a characteristic diagram of the embodiment shown in FIG. 7, FIG. 10 is a system diagram of engine control using the fuel injection valves shown in FIGS. 1 to 9, FIG. 11 is a detailed diagram of the control circuit, and FIG. Program system diagram, Figure 13 is a detailed diagram of the pulse generation circuit in Figure 11-1, Figure 14 is a detailed diagram of the pulse generation circuit in Figure 11.
The figure is an explanatory diagram of the operation of FIG. 13. 4... Vibrating valve holder, 10... Valve) 4 and 12...
Shake! l1JI: tl', 14... Valve rod, ]8
...Stopper part, 24...Fixed core, 26...Nonmagnetic spacer, 8...Cover, 32...Coil,
34...Input terminal, 36...Grounding terminal. Agent Patent attorney Akio Takahashi b (yHβq; -1 number (<sr) 薯de6go4藺 (,LX-Eel:)

Claims (1)

[Scope of Claims] 1. A valve seat having a fuel discharge hole through which fuel is discharged; a valve body that opens and closes the fuel discharge hole in cooperation with the valve seat; A fuel injection valve including a closing spring that biases a valve body, and opening the valve body against the closing force of the closing spring by the pressure of the fuel applied to the valve body to discharge fuel from the fuel discharge hole, A fuel injection valve characterized in that a vibrating body that vibrates at a frequency that is substantially the same as or an integral multiple of the unique excitation frequency of the closing spring is connected to the valve body. 2. The fuel injection valve according to claim 1, wherein the vibrating body comprises a coil wound around a movable core, a fixed core, and a permanent magnet. 3. The fuel injection valve according to claim 1, wherein the vibrating body is composed of an electrostrictive element.