WO2004040122A1

WO2004040122A1 - High flow rate fuel valve and fuel supply pump with the valve

Info

Publication number: WO2004040122A1
Application number: PCT/JP2003/013687
Authority: WO
Inventors: Nobuo Aoki; Kazuya Kubota; Takeshi Terada; Takeshi Ichinose
Original assignee: Bosch Automotive Systems Corporation
Priority date: 2002-10-29
Filing date: 2003-10-27
Publication date: 2004-05-13
Also published as: EP1557559A1; KR100709867B1; KR20050042080A; AU2003275676A1; EP1557559A4

Abstract

A high flow rate fuel valve and a fuel supply pump with the valve that are suitable for an accumulated pressure-type fuel injection device (APCRS) that intensifies the pressure of a large amount of fuel using a piston. In a fuel supply pump with a fuel inlet valve and fuel outlet valve, the fuel inlet valve has a valve main body, a valve body received in the valve main body, an inlet chamber provided inside the valve main body, inlet holes, a seat portion where the valve body and part of the valve main body are in contact with each other. The inlet holes are arranged in a non-radial pattern relative to the inlet chamber.

Description

Description High flow fuel valve and fuel supply pump equipped with the same

The present invention relates to a large flow rate type fuel valve and a fuel supply pump provided with the same. In particular, for large-flow type fuel suitable for the fuel supply pump used in the Accumulated Fuel Injection System (APCRS), which uses a pressurizing piston to boost large-flow fuel. The present invention relates to a valve and a fuel supply pump provided with the valve. Background art

Conventionally, various types of pressure accumulating fuel injection devices (CRS: Common Rail System) using accumulators (common rails) have been proposed in diesel engines and the like to inject high-pressure fuel efficiently.

For example, in Japanese Patent Application Laid-Open No. Hei 6-93936, as shown in FIG. 20, in order to easily switch the pressure of the accumulator according to the engine operating conditions, the first accumulator 236 in charge of the main injection and A pressure-accumulation type fuel injection device has been proposed, which includes second pressure accumulators 278 in charge of pilot injection, and switches between these pressure accumulators 23.6 and 278 by a switching device 286 to perform fuel injection.

Japanese Patent No. 2885076 discloses a booster piston and a cylinder for boosting fuel between an accumulator and a fuel injection valve in order to obtain an optimum injection pressure for engine performance. An accumulator type fuel injection device provided with a chamber has been proposed. More specifically, as shown in FIG. 21, the pressure accumulator 395, the fuel supply oil passage 360, the control oil passage 361, the fuel injection control switching valve 362, and the booster piston 378 are housed therein. Cylinder chamber 383, booster piston 378 to increase fuel pressure to about 70 to 120MPa (about 700 to 1200 kg fZcm2), hydraulic circuit 363, and piston operation switching valve (three-way solenoid for booster) A pressure-accumulation type fuel injection device 380 including a valve 364 and a controller (not shown) is disclosed.

On the other hand, in Japanese Patent Application Laid-Open No. H6-1019797, as shown in FIG. 22, a fuel injection valve having a fuel swirling member and limiting an angle formed by a fuel swirling flow path and an annular flow path is disclosed. Proposed. More specifically, the fuel, which has been given a swirling force by the fuel swirling member on the upstream side of the valve seat, flows between the distal end of the valve body and the valve seat toward the fuel injection hole, and the fuel flow is swirled. There is disclosed a fuel injection valve in which a hollow portion is formed in a flow path between a valve body tip and a fuel injection hole.

Similarly, Japanese Patent Application Laid-Open No. H10-47208 proposes a fuel injection valve which gives swirling energy to a fuel flow to inject the fuel flow as shown in FIG. More specifically, the number of the outer peripheral surface of the revolving body, the flow path portion, and the number of the revolving grooves is changed from four to eight, and each revolving groove is eccentric with a certain distance from the valve shaft. A fuel injection valve is disclosed in which a side surface of a swirl groove away from a valve shaft is tangentially connected to an outer periphery of an annular groove, and opposed groove side surfaces of the swirl groove are formed parallel to each other.

However, the accumulator type fuel injection device disclosed in Japanese Patent Application Laid-Open No. 6-93939 needs to be provided with two types of accumulators and a switching device therefor, which makes the accumulator type fuel injection device complicated. There was a problem that it would be larger and larger. Also, in such an accumulator type fuel injection device, when the cam and the plunger of the fuel supply pump are driven at a high speed, it is difficult for the fuel to flow quickly to the fuel injection valve, and the flow rate is restricted. There was a problem that the fuel at the flow rate could not be sufficiently pressurized.

Also, in the pressure accumulating fuel injection device disclosed in Japanese Patent No. 2885076, a low pressure piston is provided between the pressure accumulator and the fuel injection valve to perform multi-stage pressure injection. And a pressurized pump for supplying high-pressure fuel to the accumulator has been proposed. The pressurized pump is a conventional pressurized pump for the accumulator type fuel injection device, and a large amount of pressure is supplied to the booster piston. No mention is made of fuel injection valves suitable for pressurized pumps intended to supply high pressure fuel.

Further, in the fuel injection valve disclosed in Japanese Patent Application Laid-Open No. H6-110977 and Japanese Patent Application Laid-Open No. H10-47208, the ratio of the length of the injection hole to the diameter of the injection hole is determined. Within a predetermined range It was difficult to use it as a high-flow fuel valve because of its fundamentally different structure, such as restrictions and revolving structures.

Accordingly, the inventors of the present invention have conducted intensive studies, and as a result, provided a plurality of suction holes and arranged the suction holes non-radially with respect to the suction chamber, so that fuel can be quickly and quantitatively passed. It has been found that even when the cam and the plunger are driven at high speed, a large amount of fuel oil can be sufficiently pressurized.

That is, according to the present invention, the fuel and the plunger of the fuel supply pump are driven at a high speed to cope with the APCRS, and even when the fuel discharge amount is large, the fuel is quickly supplied to the pressurizing chamber of the high-pressure pump. It is an object of the present invention to provide a fuel supply pump capable of sufficiently pressurizing the fuel through a fuel supply pump, and a high flow rate fuel valve suitable for the pump. Disclosure of the invention

[1] According to the present invention, a valve body, a valve body operably mounted inside the valve body, a suction chamber provided inside the valve body, a suction hole, and a part of the valve body and the valve body are provided. A high flow rate fuel valve comprising: a seat portion that is in contact with each other; and a plurality of suction holes, wherein a plurality of suction holes are provided, and the suction holes are arranged non-radially with respect to the suction chamber. The valve force is provided, and the above-mentioned problems can be solved.

That is, with this configuration, fuel can be introduced into the suction chamber without largely changing the flow direction. In addition, although fuel flows in from non-radial directions, mutual collision in the suction chamber can be reduced. Therefore, even a very large amount of fuel can be quickly and quantitatively passed through such a large-flow fuel valve.

[2] Further, in configuring the high flow rate fuel valve of the present invention, it is preferable that the horizontal cross-sectional shape of the suction chamber is substantially circular and the suction holes are arranged along the tangential direction of the suction chamber. . With this configuration, fuel can be introduced into the suction chamber as a unidirectional rotational flow. In addition, although fuel flows in from a plurality of tangential directions, mutual collision in the suction chamber is reduced, and the flow can be easily and smoothly collected as a unidirectional rotating flow.

[3] Further, in configuring the high flow rate fuel valve of the present invention, it is preferable to arrange the suction hole so as to be vertically inclined with respect to the suction chamber.

With this configuration, the fuel can be introduced into the suction chamber as a more controlled one-way rotational flow by utilizing gravity. Further, the mutual collision of the fuel flows from a plurality of tangential directions is reduced, and the fuel flows can be easily combined as a unidirectional rotational flow.

[4] Further, in configuring the high flow rate fuel valve of the present invention, it is preferable that the diameter of the suction hole is set to a value within a range of 2 to 12 mm.

With this configuration, for example, it is possible to easily secure fuel having a flow rate per unit time of about 50,000 to 1,500 liters, and a large amount of high-pressure processing can be performed in the fuel supply pump. It becomes possible. In addition, even in a pressure-accumulation type fuel injection device using a booster biston connected to such a fuel supply pump, it becomes easy to achieve an ultra-high pressure condition of 18 OMPa or more.

[5] In configuring the high flow rate fuel valve of the present invention, it is preferable that the seat diameter of the valve body is set to a value of 8 mm or more.

With this configuration, for example, a fuel with a flow rate per unit time of about 500 to 1,500 liters Z hours can be easily secured, and a large amount of high-pressure processing can be performed in the fuel supply pump. Becomes possible. In addition, even in a pressure accumulating fuel injection device using a pressure-intensifying piston connected to such a fuel supply pump, it becomes easy to achieve an ultra-high pressure condition of 1 SOMPa or more. [6] Further, in configuring the high flow rate fuel valve of the present invention, it is preferable that the passage area of the fuel in the suction hole be larger than the passage area of the fuel in the seat portion.

With this configuration, the fuel can be introduced into the suction chamber without largely changing the flow direction, and can be easily passed. Therefore, the residence time in the suction chamber can be shortened. Therefore, even high flow rate fuel can be quickly and quantitatively passed through the high flow rate fuel valve.

[7] Another aspect of the present invention is a fuel supply pump provided with a fuel intake valve and a fuel discharge valve, wherein the fuel intake valve is operably mounted inside the valve body and the inside thereof. A valve body attached thereto, a suction chamber provided inside the valve body, a suction hole, and a seat portion in which the valve body and a part of the valve body are in contact with each other, and a plurality of suction holes are provided. A fuel supply pump characterized in that the suction hole is a non-radial arrangement with respect to the suction chamber for a large flow rate fuel / lube. In other words, with this configuration, even a very high flow rate fuel can be quickly and quantitatively passed through the high flow rate fuel valve. High pressure processing of the fuel becomes possible. In addition, with this configuration, it is easy to achieve an ultra-high pressure condition of 180 MPa or more in a pressure accumulating fuel injection device that uses a pressure-intensifying piston connected to the fuel supply pump. Become.

[8] Further, in configuring the fuel supply pump of the present invention, a fuel having a flow rate per unit time of about 500 to 1,500 liters Z hours is pressurized to a value of 50 MPa or more. Is preferably used for a pressure accumulating type fuel injection device.

By using such a pressure-accumulation type fuel injection device, it is possible to easily pressurize a large flow rate of fuel, thereby increasing the combustion efficiency of the fuel injection device, easily preventing erosion, or Durability can be improved. BRIEF DESCRIPTION OF THE FIGURES 1 (a) and 1 (b) are cross-sectional views of the high flow rate fuel valve of the present invention. FIG. 2 is a cross-sectional view showing a mounted state of the high flow rate fuel valve of the present invention. FIG. 3 is a sectional view of another high flow rate fuel valve according to the present invention.

FIG. 4 is a diagram provided to explain a large flow valve provided with a second valve spring (spring).

FIG. 5 is a diagram provided to explain a large flow valve provided with a second valve spring (plate panel).

FIG. 6 is a diagram provided to explain a large flow valve using a non-linear spring.

FIG. 7 is a characteristic diagram showing a relationship between a lift amount and a flow rate per unit time in a high flow rate fuel pulp.

FIGS. 8A and 8B are cross-sectional views of a conventional fuel valve.

FIGS. 9A and 9B are sectional views of another conventional fuel valve.

FIGS. 10 (a) and (b) are cross-sectional views for explaining the throttle position in a conventional fuel valve.

FIGS. 11 (a) and 11 (b) are cross-sectional views for explaining the throttle position in another conventional fuel pulp.

FIGS. 12 (a) and 12 (b) are cross-sectional views for explaining the throttle position in the high flow rate fuel valve of the present invention.

FIG. 13 is a cross-sectional view of a fuel supply pump provided with a high flow rate fuel valve as a fuel intake valve or a fuel discharge valve.

FIG. 14 is a cross-sectional view of an IO valve including a fuel intake valve and a fuel discharge valve.

FIG. 15 is a diagram provided to explain a system of a pressure accumulating fuel injection device (APCRS) of a piston pressure increasing system.

FIG. 16 is a diagram illustrating the operation of the proportional control valve (FMU) attached to the fuel supply pump.

FIG. 17 is a diagram provided to explain the structure of a pressure accumulating fuel injection device (APCRS) of the piston pressure increasing type. FIG. 18 is a diagram conceptually showing a method of depressurizing fuel using a pressure accumulating fuel injection device (APCRS) of a piston pressure increasing type.

FIG. 19 is a diagram provided to explain a high-pressure fuel injection timing chart. FIG. 20 is a diagram provided to explain the structure of a conventional pressure-accumulation fuel injection device. FIG. 21 is a diagram provided to explain the structure of another conventional accumulator type fuel injection device.

FIG. 22 is a diagram provided to explain the structure of a conventional fuel injection device.

FIG. 23 is a diagram provided to explain the structure of another conventional fuel injection device. BEST MODE FOR CARRYING OUT THE INVENTION

Hereinafter, with reference to the drawings, embodiments of the high flow rate fuel valve of the present invention and a fuel supply pump including the same will be described in detail.

[First Embodiment]

In the first embodiment, as illustrated in FIGS. 1 (a) and (b), a valve body 19, a valve body 20 operably mounted therein, and an inside of the valve body 19 are provided. A high flow rate fuel valve comprising: a suction chamber 19 a provided in the fuel cell; a suction hole 19 c; and a seat 23 in which a part of the valve body 20 and a part of the valve body 19 are in contact with each other. Pulp for high flow rate fuel pulp 7 3, wherein a plurality of suction holes 19 c are provided and the suction holes 19 c are arranged non-radially with respect to the suction chamber 19 a. It is.

Hereinafter, such a large-flow fuel valve 73 will be specifically described by dividing it into components and the like.

1. Valve body

The shape of the valve body is not particularly limited as long as the valve body holds the valve body and the valve body can perform a predetermined operation.For example, as shown in FIG. It is preferably in the form of a cap that is open to the outside.

Further, as shown in FIG. 1 (b), it is preferable that the outer shape of the valve main body 19 be substantially cylindrical, and that the valve main body 19 be substantially smooth without a projection or a flange. You That is, conventionally, as shown in FIG. 8 (b), in order to perform centering, a collar portion 33 is provided at the upper portion of the valve body 19 and the Although the position of the main body was fixed, there were problems that the manufacture of the valve main body became difficult and the cost increased. Therefore, as shown in FIG. 2, by adjusting the inner diameter of the valve holding portion 71 and the outer diameter of the valve 73, the valve is centered, and the valve body is not provided with a valve portion or the like, so that the valve is not provided. A problem in manufacturing the main body can be solved. Further, it is preferable that a valve body to be described later is attached to the valve body, and that the valve body be operable inside. That is, it is preferable to configure a poppet type valve structure.

Here, the method of driving the valve body attached to the valve body is not particularly limited. For example, as shown in FIGS. 1 (b) and 2, a valve provided above the valve body 19 is provided. It is also preferable to use a spring 21 for mechanical drive, or to employ an electromagnetic drive method.

2. Valve body

Further, it is preferable that the seat diameter of the valve body is set to a value of 8 mm or more. The reason for this is that, with this configuration, for example, a twisting rate of about 500 to 1,500 liters per unit time can be ensured, and the feed rate to the fuel supply pump can be increased. By doing so, high-pressure processing of a large amount of fuel becomes possible. Further, even when the fuel supply pump is connected to a pressure-accumulation type fuel injection device using a low pressure piston, it is easy to achieve ultra-high pressure injection of 18 OMPa or more. It is because it becomes.

However, if the seat diameter of the valve body becomes excessively large, the large flow rate fuel valve itself becomes large, making it difficult to install it and operate the valve body with high accuracy. The target strength may be reduced.

Therefore, it is more preferable to set the valve diameter of the valve element to a value in the range of 8 to 15 mm, and it is more preferable to set the valve diameter to a value in the range of 8 to 12 mm.

3. Suction hole (1) Number

Further, as shown in FIG. 1 (a), the first embodiment is characterized in that a plurality of suction holes 19c are provided. That is, an extremely large amount of fuel can be sucked into the suction chamber through the plurality of suction holes. Therefore, the number of such suction holes may be two or more, but is more preferably a value in the range of 3 to 5, and more preferably 3 or 4.

(2) Arrangement 1

In addition, regarding the arrangement in the plurality of suction holes, as shown in FIG. 1 (a), the plurality of suction holes 19c are non-radial with respect to the suction chamber 19a, that is, in the suction chamber 19a. It is characterized in that the flow direction of the fuel flowing from the suction hole 19c is shifted from the imaginary line toward the center.

The reason for this is that fuel can be introduced into the suction chamber through a plurality of non-radially arranged suction holes without changing the flow direction. In addition, although fuel flows in from multiple directions, since fuel flows in from a non-radial direction, mutual collision in the suction chamber can be reduced.

Therefore, in the case of such a high flow rate fuel valve in which a plurality of suction holes are arranged non-radially, a very large amount of fuel having a flow rate per unit time of about 500 to 1,500 liter hours can be used. Even with this, it is possible to pass through quickly and quantitatively while keeping the lift amount relatively small.

In addition, as shown in FIG. 1 (a), the horizontal cross-sectional shape of the suction chamber 19a is substantially circular, and the suction holes 19c are arranged along the tangential direction of the suction chamber 19a. This is preferred.

The reason for this is that, by arranging the suction holes in this way, fuel can be introduced into the suction chamber as a unidirectional rotational flow. In addition, although fuel flows in from multiple directions, it flows in the tangential direction, which reduces collisions in the suction chamber and facilitates the formation of a unidirectional rotating flow. However, the arrangement of the suction holes does not necessarily have to be along the tangential direction. For example, if the arrangement is within ± 20 ° with respect to the tangential direction, it is acceptable.

(3) Arrangement 2

In addition, according to the high flow rate fuel valve of the present invention, as shown in FIG. 3, it is preferable that the suction holes 19c are arranged obliquely with respect to the suction chamber 19a. In other words, it is preferable that the fuel flow from the suction hole is arranged obliquely at an angle () with respect to the horizontal plane in which the fuel flows into the suction chamber. By arranging the suction hole at an angle, the fuel further accelerated can flow into the suction chamber, and as a result, a larger amount of fuel can be easily introduced. By arranging the suction holes in such an inclined manner, the mutual collision of the fuel flows from a plurality of tangential directions is reduced, and furthermore, the fuel flows can be easily combined as a unidirectional rotational flow. When the suction hole 19c is tilted vertically with respect to the suction chamber 19a in this way, as shown in FIG. 3, the tilt angle (Θ) with respect to the horizontal direction is in the range of 1 to 45 °. Value within Door is preferable.

The reason for this is that if the angle of inclination of the suction hole is less than 1 °, the effect of tilting may not be exhibited. On the other hand, if the angle of inclination of the suction hole exceeds 45 °, conversely, the inflow of fuel into the suction chamber may be reduced. Therefore, it is more preferable to set the inclination angle of the suction hole to a value in the range of 5 to 30 °, and more preferably to a value in the range of 10 to 25 °.

(4) Diameter

Further, the diameter of the suction hole is preferably set to a value within the range of 2 to 12 mm. The reason for this is that if the diameter of the suction hole is less than 2 mm, for example, it is not possible to secure fuel with a flow rate per unit time of about 500 to 1,500 liter hours, This is because it may be difficult to perform a large amount of high pressure processing in the fuel supply pump. Therefore, the booster screw connected to the fuel supply pump This is because it becomes difficult to achieve an ultra-high pressure condition of, for example, 180 MPa or more in a pressure-accumulation type fuel injection device using a ton.

On the other hand, if the diameter of the suction hole exceeds 12 mm, the mechanical strength of the suction hole may be reduced or the durability may be reduced.

Therefore, the diameter of the suction hole is more preferably set to a value within a range of 2.5 to 11.5 mm, and further preferably set to a value within a range of 3 to 11 mm.

(5) Area of suction port

In addition, it is preferable that the area of the suction holes (the sum of the opening areas), that is, the fuel passage area in the plurality of suction holes is larger than the fuel passage area in the sheet portion.

The reason for this is that by considering the passage area of the fuel in the plurality of suction holes, it is possible to introduce fuel into the suction chamber without significantly changing the flow direction, and to shorten the residence time in the suction chamber. This is because it can be done. Therefore, even a large amount of fuel can be quickly and quantitatively passed through such a high-flow fuel valve.

Further, it is preferable that the area of one suction hole (opening area) is specifically set to a value within a range of 15 to 250 mm2.

The reason for this is that if the area of the suction hole becomes less than 15 mm2, for example, it is necessary to secure fuel with a flow rate per unit time of about 500 to 1,500 liters per hour. This is because it may be difficult to carry out a large amount of high pressure processing in the fuel supply pump. Therefore, in the pressure accumulating type fuel injection device using the pressure-intensifying piston connected to the fuel supply pump in some cases, it may be difficult to achieve an ultra-high pressure condition of, for example, 180 MPa or more.

On the other hand, if the area of the suction hole exceeds 250 mm2, the mechanical strength of the suction hole may be reduced and the durability may be reduced.

Therefore, the area of the suction hole is preferably set to a value in the range of 20 to 20 Omm2, and more preferably to a value in the range of 25 to 15 Omm2. The area of one suction hole means the area of one opening 19b opened toward the suction chamber 19a in the plurality of suction holes 19c shown in FIG. 1 (a). .

4. Seat

In the first embodiment, as shown in FIG. 1 (b), a part of the valve body 20 and a part of the valve body 19 are in contact with each other, and a system as a passage point for accurately controlling the amount of fuel passage is provided. It is characterized in that a separate part 23 is provided. In other words, the valve element is moved up and down by a valve spring or the like, and the valve element and a part of the valve body come into contact with each other, so that such a seat is formed. This is because it can be done.

As described above, it is a more preferable configuration that the passage area of the fuel in the seat portion is smaller than the area of the suction hole.

5. Valve spring

(1) First valve spring

Further, as shown in FIG. 1 (b), it is preferable that a valve spring (first spring) 21 for driving the valve body 20 is provided above the valve body 19.

With this configuration, the valve body can be moved up and down by the valve spring, so that the valve body and the valve body can be easily brought into contact with each other, and a seating shock when the valve body is lifted can be absorbed. That's why.

(2) Second valve spring

As shown in FIG. 4, it is preferable to provide a second valve spring 24 together with the first valve spring (first spring) 21. That is, together with the first spring 21 having a relatively low panel constant, which is provided so as to be in contact with the valve body 20 from the initial stage of lifting the valve body 20, the valve body 20 is lifted from the middle of the lift. It is preferable to provide a second valve spring 24 having a relatively high panel constant so as to be in contact with the second valve spring.

With this configuration, in the early stage of valve opening, the valve body can be lifted easily, the efficiency of fuel intake to the plunger can be improved, and as the valve opening progresses. The second valve spring reduces the lift speed that rises as a result, and the impact force during a full lift can be reduced. Therefore, even with a high-flow fuel pulp, it is possible to prevent a decrease in durability and strength and to reduce an impact sound when the valve body is seated.

The second valve spring may be a spring 24 as shown in FIG. 4 or a plate panel 25 as shown in FIGS. 5 (a) to 5 (c).

(3) Non-linear spring

It is also preferable to use a non-linear spring 26 as shown in FIG. 6 instead of using the first and second valve springs together. That is, for example, the spring constant can be made variable by forming a conical spring and increasing the diameter of the spring steel itself as it moves downward, so that the number of valve springs can be changed. It is possible to obtain the same effect as providing the first and second valve springs without increasing the number.

6. Performance

(1) Fuel passage (flow velocity)

Further, according to the high flow rate fuel valve of the first embodiment, the flow rate of fuel per unit time is 500 to 1 with respect to the fuel passage amount (flow velocity) when the lift amount of the valve body is approximately 1 mm. , Preferably within a range of 500 liters / hour, more preferably within a range of 800 to 1,300 liters time.

The reason for this is that with such a configuration, it is possible to secure a large flow rate with a relatively small lift amount, and to provide a small, low-height, high-flow fuel valve. is there.

Here, the high flow rate fuel valve of the first embodiment more preferably has a characteristic curve shown in FIG. That is, in FIG. 7, the horizontal axis shows the valve lift (relative value), and the vertical axis shows the fuel flow rate per unit time, that is, the flow velocity (relative value). In FIG. 7, line A corresponds to a conventional fuel valve, and as shown in FIG. 8, the seat diameter is 7.6 mm, and three suction holes 19 c are provided in the circular suction chamber 1. The fuel valve 32 has a configuration radially arranged along the outer circumference of the fuel cell 8 (type 1).

Similarly, line B corresponds to a modified example in which the seat diameter of the conventional fuel valve is increased, and as shown in FIG. 9, the seat diameter is 1 Omm, and three suction holes 19 c The fuel valve 34 has a configuration arranged radially along the outer periphery of the chamber 18 (type 2).

The line C corresponds to an example of the high flow rate fuel valve of the present invention. As shown in FIG. 1, the seat diameter is 1 Omm, and the three suction holes 19 c force circular. A large flow fuel valve 73 arranged along the tangent line of the suction chamber 18 (type 3).

(2) Aperture and characteristics

Figures 10 (a) and (b) to Figures 12 (a) and (b) show the throttle position determined from the fuel velocity distribution at each fuel valve (lift small and large). . That is, FIGS. 10 (a) and (b) are diagrams showing the throttle position in the conventional fuel valve shown in FIG. 8, and are diagrams corresponding to the type 1 valve described above. FIGS. 11 (a) and 11 (b) are diagrams showing throttle positions in a modification of the conventional fuel valve shown in FIG. 9, and correspond to the type 2 valve described above. . FIGS. 12 (a) and 12 (b) are views showing the throttle position in the high flow rate fuel valve of the present invention shown in FIG. 1, and correspond to the above-mentioned type 3 valve.

As can be understood from these figures, in the type 1 valve, the throttle position is confirmed near the seat portion regardless of the lift amount. Regarding the flow characteristics, as shown by line A in FIG. 7, it has been confirmed that a predetermined flow rate cannot be obtained even if the lift is increased due to insufficient sheet diameter.

Further, it has been confirmed that in the type 2 valve having a larger seat diameter, the throttle position moves from the seat portion toward the suction chamber 18 as the lift amount increases. However, as for the flow characteristics, as shown in line B in Fig. 7, Although the flow rate has increased compared to Type 1, the required flow rate has not yet been achieved. In other words, the flow rate of the type 2 valve was regulated by the throttle of the suction chamber despite the increased seat diameter.

On the other hand, in the type 3 valve, the suction hole is arranged tangentially and the sheet diameter is enlarged, so that the throttle position exists only in the seat part regardless of the lift amount, and compared to type 2 However, it has been confirmed that the restriction of the suction chamber 18 has been improved.

Regarding the flow characteristics, as shown by the line C in FIG. 7, it has been confirmed that a predetermined flow rate can be obtained at a predetermined lift amount by improving the throttle in the suction chamber.

[Second embodiment]

The second embodiment is, as exemplified in FIG. 13, a fuel supply pump 50 provided with a fuel intake valve 73 and a fuel discharge valve. A valve body 19, a valve body 20 operably mounted therein, a suction chamber 19a provided inside the valve body 19, a suction hole 19c, a valve body 20 and And a seat part 23 in which a part of the valve body 19 is in contact with each other. Further, a plurality of suction holes 19c are provided, and the suction holes 19c are not connected to the suction chamber 19a. A fuel supply pump 50 characterized by being a high-flow fuel valve radially arranged. Hereinafter, the fuel supply pump 50 will be specifically described by dividing it into components and the like.

1. Fuel intake valve

The second embodiment is characterized in that the large flow rate fuel valve described in the first embodiment is used as a fuel intake valve. Therefore, it is preferable to configure an IO valve 70 including the fuel intake valve 73 and the fuel discharge valve 60 as shown in FIG.

When the high flow rate fuel valve described in the first embodiment is used as the fuel suction pulp, for example, the flow rate per unit time is applied to the fuel supply pump. Even fuel with a volume of about 500 to 1,500 liters Z hours can be supplied extremely accurately and quantitatively.

2. Fuel supply pump

Although the form of the fuel supply pump is not particularly limited, for example, it is preferable to include a fuel supply pump 50 as shown in FIG. That is, the fuel supply pump includes, for example, a pump housing 52, a barrel (cylinder) 53, a plunger 54, a fuel compression chamber 74, a tappet 58, and a cam 60. It is preferred that

A plunger 54 slides inside the barrel 53 housed in the pump housing 52 to form a fuel compression chamber 74 for pressurizing the fuel. The plunger 54 includes a cam 6. It is preferable that it is configured to reciprocate in response to zero rotational movement. Therefore, the fuel pumped from the feed pump 64 can be efficiently pressurized to high-pressure fuel by the plunger 54 in the fuel compression chamber 74.

In this example of the fuel supply pump 50, for example, two sets of barrels (cylinders) 53 and plungers 54 are provided in the pump housing 52. In order to achieve this, it is also preferable to increase the number to two or more sets.

3. Accumulator type fuel injection system (APCRS)

Further, it is preferable that the fuel supply pump of the second embodiment is a part of a pressure accumulating fuel injection device of the biston pressure increasing type having the following configuration.

That is, as exemplified in FIG. 15, the fuel supply pump 103 is composed of a fuel tank 102 and a feed pump for supplying the fuel of the fuel tank 102.

(Low pressure pump) 104, Fuel supply pump (High pressure pump) 103, Common rail as accumulator for accumulating fuel pumped from the fuel supply pump 103 And a piston pressure increasing device 108 and a fuel injection device 110. (1) Fuel tank

The volume and configuration of the fuel tank 102 illustrated in FIG. 15 take into account, for example, that a fuel flow rate of about 500 to 1,500 liters per hour per unit time can be circulated. It is preferable to determine

(2) Feed pump and fuel supply pump

The feed pump 104 pumps the fuel (light oil) in the fuel tank 102 to the fuel supply pump 103 as shown in FIG. 15, and the feed pump 104 and the fuel supply It is preferable that a filter 105 is interposed between the filter and the pump 103. The feed pump 104 has, for example, a gear pump structure, is attached to an end of a cam, and is directly connected to a cam shaft via a gear drive or through an appropriate gear ratio. It is preferred that

The fuel supply pump 103 is a device for pressurizing the fuel supplied from the feed pump 104 to a high pressure. After the fuel is pressurized, the fuel is supplied to the common rail 104 via the high-pressure passage 107. 6 is configured to be pumped.

In addition, the fuel pumped through the feed pump 104 and the filter 105 is further operated by a proportional control valve (FMU) 120 that adjusts the amount of squirt as shown in FIG. It is preferable that the fuel is supplied to the fuel supply pump 103 via the above. For example, it is preferable that the proportional control valve 120 proportionally controls the position of the anchor 125 by adjusting the amount of current flowing through the coil 124 under the control of the ECU. That is, by controlling the position of the piston 127 at the distal end of the anchor 125 in accordance with the position of the anchor 125, the slit 122 provided in the piston 127 is controlled. By changing the fuel passage area between the fuel supply unit 129 and the fuel supply unit 129, the fuel supplied to a suction valve (not shown) of the fuel supply pump 103 can be controlled.

As shown in FIG. 16, the fuel supplied from the feed pump 104 is pumped to the proportional control valve 120 and the fuel supply pump 103 as well as the proportional control valve. It is preferable that the fuel tank is returned to the fuel tank 102 through an overflow valve (OFV) 134 provided in parallel with the fuel tank 120. And Further, a portion of the fuel is preferably pumped to a bearing (not shown) of the fuel supply pump 103 through an orifice 136 attached to the overflow valve 134, and is preferably used as a fuel lubricant for the bearing. .

The fuel supply pump 103 is a device for pressurizing the fuel supplied from the feed pump 104 to a high pressure, as described above. After the fuel is pressurized, the fuel is supplied to the common rail 106 via the high pressure passage 107. Preferably, it is configured to be pumped to

(3) One-way valve

Further, as shown in FIG. 15, it is preferable to provide a one-way valve (not shown) at the outlet of the fuel supply pump 103 or at the common rail 106 described later and the fuel supply pump 103.

The reason for this is that with this configuration, it is possible to feed only the fuel from the fuel supply pump 103 to the common rail 106. Therefore, backflow when the electromagnetic control valve is opened can be effectively prevented, and the pressure in the common rail 106 can be effectively prevented from lowering.

(4) Common rail

Further, as shown in FIG. 15, a plurality of injectors (injection valves) 110 are connected to the common rail 106, and the fuel stored at a high pressure by the common rail 106 is supplied from each injector 110 to an internal combustion engine (not shown). It is preferred that the fuel be injected inside.

Although not shown, each of these injectors 110 has an IDU (IDU:

It is preferable that the discharge amount is controlled through an injector driving unit ( _c) . The IDU is an electronic control unit (ECU:

Electrical Controlling Unit) and is driven by the drive signal of this ECU.

Further, the side edge of the common rail 106, are pressure sensors 1 17 force "connection, sending a pressure detection signal obtained by such a pressure detector 1 17 to the ECU is preferably _c That is, when receiving the pressure detection signal from the pressure detector 117, the ECU preferably controls an electromagnetic control valve (not shown) and controls the drive of the IDU according to the detected pressure. .

(5) Piston pressure device

As illustrated in FIG. 17, the piston pressure increasing device (pressure intensifying piston) includes a cylinder 15 55, a mechanical piston 15 54, a pressurizing chamber 15 58, and a solenoid valve 17. 0, a circulation path 1557, and a mechanical piston 1554 having a pressure receiving section 152 having a relatively large area, and a pressurizing section 1556 having a relatively small area. Is preferred.

That is, the mechanical piston 154 housed in the cylinder 155 is moved by being pressed by the fuel having the common rail pressure in the pressure receiving portion 152, and the common rail pressure of the pressurizing chamber 158, for example, The fuel having a pressure of about 5 OMPa is pressurized by the pressurizing section 156 having a relatively small area, and the fuel pressure is set to a value within the range of 150 MPa to 300 MPa. Is preferred.

In addition, a large amount of fuel having a common rail pressure is used to pressurize the mechanical piston 154, but after pressurization, the fuel is returned to the fuel tank, etc. via the electromagnetically driven overflow valve 170. Is preferred. That is, most of the fuel having the common rail pressure is returned to the fuel tank or the like together with the fuel flowing out of the electromagnetic valve 180 of the fuel injection device after pressurizing the mechanical piston 154, and is returned to the mechanical type again. It is preferably used to pressurize piston 154.

On the other hand, the fuel whose pressure has been increased by the pressurizing section 156 is sent to a fuel injection device (fuel injection nozzle) 163, where it is efficiently injected and burned.

Therefore, by providing the piston pressure increasing device in this way, the mechanical piston can be effectively pressed by the fuel having the common rail pressure without excessively increasing the size of the common rail.

That is, as shown in a schematic diagram in FIG. 18, according to the APCRS system, a mechanical piston is provided with a relatively large area pressure receiving section and a relatively small area pressurizing section, and a mechanical piston is provided. Pressure loss can be reduced by considering the piston stroke. In addition, the fuel having the common rail pressure can be efficiently increased to a desired value.

More specifically, the fuel (pressure: p1, volume: V1, work: W1) from the common rail is received by the pressure receiving section having a relatively large area, and the pressurizing section having a relatively small area. With a mechanical piston equipped with, higher pressure fuel (pressure: p2, volume: V2, work: W2) can be obtained.

(6) Fuel injection device

① Basic structure

The form of the fuel injection device (fuel injection nozzle) 110 is not particularly limited. For example, as shown in FIG. 17, a seating surface 1 on which the needle valve element 16 2 is seated And a nozzle body 163 having a nozzle hole 16 formed downstream of the seating surface 16 4 of the valve body abutting portion. It is preferable that fuel supplied from the upstream side of the seating surface 164 be guided to the injection hole 165.

Further, in such a fuel injection nozzle system 16 6, the needle valve body 16 2 is constantly urged toward the seating surface 16 4 by a spring 16 1 or the like, and the needle valve body 16 2 It is preferable to use a solenoid valve that opens and closes by switching between energization and non-energization of the solenoid 180.

② Injection timing chart

Regarding the high-pressure fuel injection timing chart, as shown in FIG. 19, it is preferable to show a fuel injection chart having a two-stage injection state as shown by a solid line A.

The reason is that the two-stage injection timing chart can be achieved by the combination of the common rail pressure and the pressure increase in the piston pressure booster (增 pressure piston), thereby increasing the fuel combustion efficiency. At the same time, it is possible to purify exhaust gas. Further, according to the present invention, the combination of the common rail pressure and the pressure boosting in the piston pressure booster (pressure boosting piston) may show a fuel injection channel as shown by a dotted line B in FIG. preferable.

When the piston pressure booster (pressure boosting piston) is not used, that is, the conventional injection timing chart is a one-stage injection timing chart with a low injection amount as shown by a dotted line C in FIG. .

(7) Operation

Next, operations of the fuel supply pump 103, the piston pressure increasing device (pressure increasing piston) 108 and the fuel injection valve 110 in the second embodiment will be described. That is, as shown in FIG. 1 5, the fuel injection device (fuel injection nozzle system) 1 ¹ 0 During operation, the fuel in the fuel tank 1 0 2, the feed pump 1 0 4 fuel supply pump 1 0 3 Then, high-pressure fuel is supplied from the fuel supply pump 103 to the high-pressure passage 107 under pressure.

Next, as shown in Fig. 17, the pressure is accumulated to about 50 MPa by the common rail 106, and further, between the fuel injection valve 110 and the piston pressure increase device (pressure increase piston) 108 It is preferable to pressurize under ultra-high pressure conditions of 180 MPa or more. Also, when operating the low pressure piston 108, an extremely large flow rate of fuel is used. For this reason, in the example shown in FIG. 17, the large flow rate fuel provided in the fuel supply pump 103 is used. Valve (not shown) is functioning effectively.

That is, by providing a plurality of suction holes and using a high flow rate fuel valve in which the suction holes are arranged non-radially with respect to the suction chamber as a fuel suction valve of the fuel supply pump 103, For example, even a fuel having a flow rate per unit time of about 500 to 1,500 liters can be passed quickly and quantitatively, and furthermore, a fuel supply pump 103 and With the common rail 106, large-scale processing can be performed for each. Industrial applicability According to the high flow rate fuel valve of the present invention, by providing a plurality of suction holes and arranging the suction holes non-radially with respect to the suction chamber, for example, the flow rate per unit time can be reduced to 50%. Even fuels of about 0 to 1,500 liters Z hours can be passed quickly and quantitatively.

Further, according to the large flow rate fuel valve of the present invention, even if the lift amount of the valve body is relatively low, a large flow rate fuel having a flow rate per unit time of 1,000 liter hours or more can be used. Since the valve can pass through, the position change of the valve body is reduced, and the impact at the time of sitting can be reduced.

Further, according to the high flow rate fuel valve of the present invention, a large amount of fuel can be passed quickly and quantitatively without excessively increasing the diameter and the sectional area of the suction hole. It has become possible to control the durability and strength of the device itself.

Therefore, the large flow rate fuel valve of the present invention is suitably used as a high flow rate fuel valve of a fuel supply pump used in a pressure accumulating fuel injection device (APCRS) that uses a piston to increase a large flow rate of fuel. Can be used.

Further, according to the fuel supply pump provided with the high flow rate fuel valve of the present invention, a plurality of suction holes are provided, and the large flow rate fuel having a non-radially arranged suction hole with respect to the suction chamber is provided. By providing a valve, for example, it is possible to quickly and quantitatively permeate even a very large flow rate of fuel with a flow rate per unit time of 500 to 1,500 liters Z hours. Was.

Claims

The scope of the claims

1. A valve body, a valve body operably mounted inside the valve body, a suction chamber provided inside the valve body, a suction hole, and a seat part where the valve body and a part of the valve body are in contact with each other. And a high flow fuel valve comprising:

A large flow rate fuel valve, wherein a plurality of the suction holes are provided, and the suction piece is disposed in a non-radiative manner with respect to the suction chamber.

2. The horizontal cross-sectional shape of the suction chamber is substantially circular, and the suction holes are arranged along a tangential direction of the suction chamber. Flow valve for fuel.

3. The high flow rate fuel valve according to claim 1, wherein the suction hole is disposed so as to be vertically inclined with respect to the suction chamber.

4. The high flow rate fuel valve according to any one of claims 1 to 3, wherein the diameter of the suction hole is set to a value within a range of 2 to 12 mm.

5. The large flow rate fuel valve according to any one of claims 1 to 4, wherein the valve diameter of the valve body is 8 mm or more.

6. The high flow rate fuel according to any one of claims 1 to 5, wherein the passage area of the fuel in the suction hole is made larger than the passage area of the fuel in the seat portion. For valves.

7. In a fuel supply pump equipped with a fuel intake valve and a fuel discharge valve, The fuel intake valve includes a valve body, a valve body operably mounted inside the valve body, a suction chamber provided inside the valve body, a suction hole, and a part of the valve body and the valve body. And a seat part in contact with

A fuel supply pump, wherein a plurality of the suction holes are provided, and the suction holes are high-flow-rate fuel valves arranged non-radially with respect to the suction chamber.

8. To be used in a pressure-accumulation type fuel injection device to pressurize fuel with a flow rate of 500 to 1,500 liters per unit time to a value of 50 MPa or more. The fuel supply pump according to claim 7, wherein the fuel supply pump is characterized in that: