WO2016013301A1

WO2016013301A1 - High-pressure fuel pump

Info

Publication number: WO2016013301A1
Application number: PCT/JP2015/065968
Authority: WO
Inventors: 宏泰城吉; 克年小林; 徳尾　健一郎
Original assignee: 日立オートモティブシステムズ株式会社
Priority date: 2014-07-24
Filing date: 2015-06-03
Publication date: 2016-01-28
Also published as: JP2016023629A

Abstract

The purpose of the present invention is to provide a high-pressure fuel pump that achieves the avoidance of cavitation erosion and the improvement of flow rate characteristics at the same time. A valve body has a curvature radius (Rv) at a seat portion that contacts a seat member and has a curvature radius (R1) upstream of the seat portion. The seat member has a curvature radius (Rs) at a seat portion that contacts the valve body and has a curvature radius (R2) upstream of the seat portion. The curvature radius (R1) is smaller than the curvature radius (Rv), and the curvature radius (R2) is smaller than the curvature radius (Rs). When the valve body and the seat member are in contact in a seated position via a tangent line (L) in a cross section, respective projected sections in which a curve section including the curvature radius (R1) and a curve section including the curvature radius (R2) are vertically projected to the tangent line (L) in the cross section are at least partially overlapped with each other.

Description

High pressure fuel pump

The present invention relates to a relief valve that relieves high-pressure fuel from a high-pressure side to a low-pressure side in a high-pressure fuel pump, and a high-pressure fuel pump including the relief valve.

The high-pressure fuel pump that supplies the pressurized fuel to the internal combustion engine can be used in a fuel supply system based on a direct injection operation in which the fuel is directly injected into the combustion chamber of the internal combustion engine by an injector. In this fuel supply system, a relief valve is provided in the fuel supply system in order to prevent the fuel pressure from exceeding a permissible value when the high-pressure fuel pump fails or the like, and damage to the piping and injectors. The relief valve is connected to the high-pressure side fuel passage downstream of the discharge valve that discharges fuel pressurized in the pressurizing chamber of the high-pressure pump, and the low-pressure side fuel passage. When the pressure in the high-pressure side fuel passage becomes higher than a predetermined pressure, the relief valve opens and has a function of reducing the fuel pressure in the high-pressure side fuel passage (see, for example, Patent Document 1).

JP 2004-124727 A

The conventional technology has the following problems.

The relief valve of the high-pressure fuel pump has a function to suppress the occurrence of abnormal pressure where the discharge pressure becomes higher than the allowable value. Therefore, when the discharge pressure becomes higher than the set pressure, the valve body of the relief valve opens, and the high pressure can be lowered by fuel flowing from the relief valve to the low pressure side. When the discharge pressure is less than the allowable value, the valve body needs to be seated on the seat portion to completely seal the fuel. When the valve body of the relief valve opens and the fuel flows from the high pressure side to the low pressure side, the fuel flows at high speed through the flow path formed by the seat member and the valve body. At this time, if there is an edge in the seat member or the valve body, when the high-speed fuel flow passes in the vicinity of the edge, the fluid flow direction changes suddenly to cause separation, and cavitation bubbles may be generated. When the cavitation bubbles collapse in the vicinity of the seat portion, erosion occurs in the seat portion, and in the worst case, the sealing performance may be hindered.

In order to avoid this cavitation erosion, peeling can be suppressed by taking a large radius of curvature at the edge where high-speed fuel passes. For example, as described in Patent Document 1, it is possible to avoid a sudden change in the flow direction by applying a large radius of curvature to the edge portion upstream of the seat portion. However, disposing a large radius of curvature at the edge portion narrows the passage on the high pressure side of the relief valve. If the passage on the high-pressure side becomes narrow, the flow rate characteristics of the relief valve will deteriorate, and even if the relief valve opens, it will not be possible to flow a sufficient flow rate, so the effect of reducing the pressure will not be sufficiently obtained There was a case.

Thus, the suppression of cavitation generation and the securing of flow characteristics are in a trade-off relationship, and it was difficult to achieve both with the conventional technology. The present invention has been made based on the above circumstances, and an object of the present invention is to provide a high-pressure fuel pump that achieves both suppression of cavitation generation and improvement of flow characteristics.

The above object can be achieved, for example, by setting the curvature of the valve body and the seat part to appropriate values.

According to the present invention, it is possible to achieve both avoidance of cavitation erosion and improvement of flow characteristics.

System schematic diagram of the entire high-pressure fuel pump 1 System schematic of the entire high-pressure fuel pump 2 Sectional drawing of the relief valve in 1st Example of this invention Detailed sectional view of the vicinity of the relief valve seat position in the first embodiment of the present invention Schematic sectional view upstream of the relief valve seat position in the first embodiment of the present invention Comparison of cross-sectional shapes of the first embodiment of the present invention and the prior art Sectional drawing of the sheet | seat member in 2nd Example of this invention Sectional drawing of the valve body in 2nd Example of this invention Arrangement of curvature shape in the second embodiment of the present invention

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 shows the overall configuration of a system for implementing the present invention. A portion surrounded by a broken line in FIG. 1 shows a pump housing 1 of a high-pressure fuel supply pump, and a mechanism and parts shown in the broken line are integrally incorporated therein.

The fuel in the fuel tank 20 is pumped up by the feed pump 21 and sent to the fuel inlet 10 a of the pump housing 1 through the suction pipe 28. The fuel that has passed through the fuel intake port 10a reaches the intake port 30a of the electromagnetic intake valve mechanism 30 that constitutes the variable capacity mechanism via the pressure pulsation reducing mechanism 9 and the intake passage 10c.

The electromagnetic suction valve mechanism 30 includes an electromagnetic coil 30b, and in a state where the electromagnetic coil 30b is energized, the electromagnetic plunger 30c compresses the spring 33 and moves to the right in FIG. Maintained. At this time, the suction valve body 31 attached to the tip of the electromagnetic plunger 30c opens the suction port 32 leading to the pressurizing chamber 11 of the high-pressure fuel supply pump. When the electromagnetic coil 30 b is not energized and there is no fluid differential pressure between the suction passage 10 c (suction port 30 a) and the pressurizing chamber 11, the suction valve body 31 is moved by the biasing force of the spring 33. The suction port 32 is urged in the valve closing direction (leftward in FIG. 1) to be closed, and this state is maintained.

When the plunger 2 is displaced downward in FIG. 1 due to the rotation of the cam of the internal combustion engine, which will be described later, and the suction chamber 11 is in the suction process state, the volume of the pressurizing chamber 11 increases and the fuel pressure therein decreases. In this step, when the fuel pressure in the pressurizing chamber 11 becomes lower than the pressure in the suction passage 10c (suction port 30a), the suction valve body 31 has a valve opening force (suction valve body 31 shown in FIG. 1) is generated. By this valve opening force, the suction valve body 31 overcomes the urging force of the spring 33 and opens to open the suction port 32. In this state, when a control signal from the ECU 27 is applied to the electromagnetic intake valve mechanism 30, an electric current flows through the electromagnetic coil 30b of the electromagnetic intake valve 30, and the electromagnetic plunger 30c further compresses the spring 33 by the magnetic biasing force. It moves to the right in FIG. 1 and maintains the state where the inlet 32 is open.

When the plunger 2 shifts from the suction process to the compression process (the ascending process from the lower start point to the upper start point) while maintaining the application state of the input voltage to the electromagnetic intake valve mechanism 30, the energized state of the electromagnetic coil 30b is changed. Since it is maintained, the magnetic urging force is maintained, and the suction valve body 31 still maintains the opened state. The volume of the pressurizing chamber 11 decreases with the compression movement of the plunger 2. In this state, the fuel once sucked into the pressurizing chamber 11 is once again opened into the intake valve body 31 and the inlet 32. Between the pressure chamber 11 and the suction passage 10c (suction port 30a), the pressure in the pressurizing chamber 11 does not increase. This process is called a return process.

In the returning step, when the energization to the electromagnetic coil 30b is cut off, the magnetic urging force acting on the electromagnetic plunger 30c is erased after a certain time (after the magnetic and mechanical delay time). Then, the suction valve body 31 is moved leftward in FIG. 1 by the urging force of the spring 33 that is constantly acting on the suction valve body 31 to close the suction port 32. When the suction port 32 is closed, the fuel pressure in the pressurizing chamber 11 rises with the rise of the plunger 2 from this time. When the fuel pressure in the pressurizing chamber 11 exceeds a pressure larger than the fuel pressure in the discharge port 13 by a predetermined value, the fuel remaining in the pressurizing chamber 11 is discharged via the discharge valve mechanism 8. High pressure discharge is performed and supplied to the common rail 23. This process is called a discharge process. As described above, the compression process of the plunger 2 includes a return process and a discharge process.

During the returning process, the pressure pulsation is generated in the suction passage due to the fuel returned to the suction passage 10c, but this pressure pulsation only slightly flows backward from the suction port 10a to the suction pipe 28, and the fuel is returned. Most of the energy is absorbed by the pressure pulsation reducing mechanism 9. By controlling the timing of releasing the energization of the electromagnetic coil 30c of the electromagnetic intake valve mechanism 30, the amount of high-pressure fuel discharged can be controlled. If the timing of releasing the energization to the electromagnetic coil 30b is advanced, the ratio of the return process in the compression process is reduced and the ratio of the discharge process is increased. That is, the amount of fuel returned to the suction passage 10c (suction port 30a) is reduced and the amount of fuel discharged at high pressure is increased. On the other hand, if the timing of releasing the energization is delayed, the ratio of the return process in the compression process is increased and the ratio of the discharge process is decreased. That is, more fuel is returned to the suction passage 10c and less fuel is discharged at high pressure. The timing of releasing the energization is controlled by a command from the ECU.

As described above, the ECU controls the timing of releasing the energization of the electromagnetic coil, whereby the amount of fuel discharged at a high pressure can be made the amount required by the internal combustion engine.

In the pump housing 1, a discharge valve mechanism 8 is provided on the outlet side of the pressurizing chamber 11 between the discharge port (discharge side pipe connection portion) 13. The discharge valve mechanism 8 includes a sheet member 8a, a discharge valve 8b, a discharge valve spring 8c, and a holding member (discharge valve stopper) 8d. In a state where there is no fuel differential pressure between the pressurizing chamber 11 and the discharge port 13, the discharge valve 8b is pressed against the seat member 8a by the urging force of the discharge valve spring 8c and is in a closed state. When the fuel pressure in the pressurizing chamber 11 exceeds a pressure larger than the fuel pressure in the discharge port 13 by a predetermined value, the discharge valve 8b opens against the discharge valve spring 8c, and the pressure chamber 11 opens. The fuel is discharged to the common rail 23 through the discharge port 13.

After the discharge valve 8b is opened, the operation is restricted when it comes into contact with the holding member 8d. Therefore, the stroke of the discharge valve 8b is appropriately determined by the holding member 8d. If the stroke is too large, the fuel discharged to the fuel discharge port 13 flows back into the pressurizing chamber 11 again due to the delay in closing the discharge valve 8b, so that the efficiency of the high-pressure pump decreases. . Further, when the discharge valve 8b repeats opening and closing movements, the holding member 8d guides the discharge valve so as to move only in the stroke direction. By configuring as described above, the discharge valve mechanism 8 becomes a check valve that restricts the flow direction of fuel.

Thus, the fuel introduced to the fuel suction port 10a is pressurized to a required amount by the reciprocating motion of the plunger 2 in the pressurizing chamber 11 of the pump body 1, and the fuel discharge port 13 passes through the discharge valve mechanism 8. To the common rail 23, which is a high-pressure pipe.

The common rail 23 is provided with an injector 24 and a pressure sensor 26. The injectors 24 are mounted in accordance with the number of cylinders of the internal combustion engine, and the fuel is injected into the cylinders by operating the on-off valve according to the control signal of the ECU 27.

Next, the fuel relief operation in the embodiment when an abnormal high pressure occurs in the high pressure portion such as the common rail 23 due to a failure of the injector 24 or the like will be described.

The pump housing 1 is provided with a relief passage 300 that connects the discharge passage 12 and the suction passage 10c. The relief passage 300 restricts the flow of fuel in only one direction from the discharge passage 12 to the suction passage 10c. A valve 200 is provided.

In addition, as shown in FIG. 2, the fuel flow in the relief passage 300 may flow from the discharge passage 12 into the pressurizing chamber 11.

FIG. 3 shows a cross section of the relief valve according to the first embodiment of the present invention. The relief valve 200 includes a valve body 201, an elastic member 203 that biases the valve body, a seat member 204 that engages with the valve body to seal fuel, a housing 205, a high-pressure chamber 206 on the upstream side of the valve body, and a downstream side of the valve body. The low-pressure chamber 207 is configured. The valve body 201 is urged against the sheet portion 204 by the elastic member 203 against the high pressure guided from the discharge flow path 12.

When the discharge flow path becomes high pressure and the pressure in the high pressure chamber 206 rises and exceeds a predetermined pressure, the fluid force acting on the valve body exceeds the urging force of the elastic member 203, and the valve body 201 moves the seat portion 204. Ascending away, the relief passage is in communication. At this time, the high pressure chamber 206 side becomes upstream, and the fuel flows to the low pressure chamber 206 side. Further, when the pressure in the high pressure chamber 206 decreases again, the urging force of the elastic member 203 exceeds the fluid force acting on the valve body, and the valve body 201 descends and adheres to the seat portion 204.

A position where the valve body 201 and the sheet member 204 are in contact with each other is defined as a seat position 202. In the cross section in the vicinity of the seat position 202, when the valve body 201 and the sheet member 204 are parallel straight lines, the seat position 202 has a width, and the valve body 201 and the sheet member 204 are in surface contact. In the cross section in the vicinity of the seat position 202, when the valve body 201 is a curve and the seat member 204 is a straight line, they contact at one point from a geometrical point of view. However, in the actual product, considering the surface roughness and wear of each member, the seat position 202 has a certain width, and even in this case, it can be said that the valve body 201 and the seat member 204 are in surface contact.

A high-pressure passage 207 leading to the high-pressure chamber 206 is provided on the upstream side of the seat position 202, and the diameter of the high-pressure passage 207 is defined as a high-pressure passage diameter 208. If the high-pressure passage diameter 208 is small, the high-pressure passage 207 becomes narrow, and it becomes difficult for the fuel to flow when the relief valve is opened. In order to allow sufficient fuel to flow when the relief valve is opened, that is, to obtain good flow characteristics, it is desirable to increase the high-pressure passage diameter 208.

Next, the shape near the sheet position 202 in Embodiment 1 of the present invention will be described with reference to FIG. FIG. 4 is an enlarged view of the shape in the vicinity of the sheet position 202 in the cross-sectional view of FIG. The valve body 201 and the seat member 204 are in contact with each other at the seat position 202, and have a common tangent L303 on the cross section shown in FIG. Further, the valve body 201 is provided with a curvature radius Rv in the vicinity of the seat position 202, and similarly, the seat member 204 is provided with a curvature radius Rs in the vicinity of the seat position 202. The curvature radius Rv and the curvature radius Rs are in contact with each other at the seat position 202, and not only the vicinity of the seat position 202 but also the same curvature radius may continue upstream and downstream of the seat position 202. The curvature radius Rs and the curvature radius Rv can be set to arbitrary values, and the curvature radius may be infinite, that is, arranged as a straight line.

Next, the shape upstream of the sheet position 202 in the first embodiment of the present invention will be described with reference to FIG. FIG. 5A shows a schematic view of the shape of the sheet member 204, and FIG. 5B shows a schematic view of the shape of the valve body 201. As shown to (a), in the sheet | seat member 204, the curvature radius R2 smaller than the curvature radius Rs of the sheet | seat position 202 vicinity is provided in at least one location upstream from the sheet | seat position 202 until it reaches the high voltage | pressure channel | path 207. A section obtained by projecting the section having the radius of curvature R2 perpendicularly to the tangent L303 is defined as a projection section 306. As shown in (b), similarly, the valve body 201 is provided with a curvature radius R1 smaller than the curvature radius Rv in the vicinity of the seat position 202 at least at one location upstream of the seat position 202. A section obtained by vertically projecting the section having the curvature radius R1 onto the tangent line L303 is defined as a projection section 305. FIG. 5C schematically shows the positional relationship between the projection sections. The curvature radius R1 and the curvature radius R2 are arranged upstream of the sheet position 202 so that the projection section 306 and the projection section 305 overlap at least partially on the tangent L303.

FIG. 6 (a) shows a comparison between the prior art and the present invention. The cross-sectional shape of the sheet member in the prior art is indicated by 402, and the cross-sectional shape of the valve body is indicated by 401. As shown in FIG. 6A, the sheet member 204 is provided with a radius of curvature R2 from Rv to the high-pressure passage 207, so that the high-pressure passage diameter 208 is larger than that of the conventional sheet member shape 402. Can do. By increasing the high-pressure passage diameter 208, the flow passage area of the high-pressure passage 207 is increased, a sufficient amount of fuel can be released when the relief valve is opened, and good flow characteristics can be obtained.

Then, R1 is provided in the valve body 201, preferably the curvature radius R1 and the curvature radius R2 are set to close values, and the projection section 306 and the projection section 305 are arranged so as to overlap, so that the fuel flow direction changes suddenly. Can be prevented. FIG. 6B schematically shows the fuel flow direction 404 when the valve body 201 is not provided with R1. When R1 is not provided on the valve body side, the flow of fuel 404 is uneven between the flow along the seat member and the flow along the valve body, and when high-speed fuel passes, the flow direction of the fuel changes abruptly. End up. FIG. 6C schematically shows the fuel flow direction 405 when the valve body 201 is provided with R1. By providing R1 on the valve body 201 and arranging the projection section 306 and the projection section 305 so as to overlap each other, the flow along the valve body and the flow along the sheet member become uniform as shown in FIG. When the high-speed fuel passes, it is possible to prevent the fuel flow direction 405 from changing suddenly.

Even if R1 is provided upstream of the seat position of the valve body 201, if the positions of R1 and R2 are far from each other, that is, if the projection section 306 and the projection section 305 do not overlap, the fluid flow becomes uneven. The flow along the valve body and the flow along the seat member are equalized for the first time by arranging R1 and R2 facing each other across the contact L303. By arranging R1 and R2 so as to face each other across the contact L303, that is, so that the projection section 306 and the projection section 305 overlap each other, it is possible to prevent the fuel flow from becoming uniform and the flow direction from changing suddenly. be able to.

When the fuel passes through the seat portion, if the flow is uneven and the flow direction changes suddenly, fluid separation or vortex is generated on the surface of the valve body 201 or the seat member 204 to cause cavitation. In the present invention, preferably, the curvature radius R1 and the curvature radius R2 are set to be close values, and the projection section 306 and the projection section 305 are arranged so as to largely overlap, so that the flow along the valve body and the flow along the seat member are It becomes more even and prevents the flow direction from changing suddenly. Therefore, separation of fluid and vortex are less likely to occur, and a great effect can be obtained by suppressing the occurrence of cavitation.

As described above, in the present invention, both avoidance of cavitation erosion and improvement of flow characteristics can be achieved.

FIG. 7 shows a cross-sectional shape of the sheet member 204 in the second embodiment of the present invention. Similar to the first embodiment, a curvature radius Rs is provided in the vicinity of the seat position 202 in contact with the valve body 201. In the second embodiment, the radius of curvature Rs is infinite, that is, arranged as a straight line. By making the vicinity of the sheet position 202 a straight line, the sheet surface becomes a conical surface. By making the sheet surface conical, the polishing process for finishing the surface roughness necessary for the fuel sheet is facilitated.

When the sheet surface is polished as a conical surface, an edge 501 is formed upstream of the polished surface. If the curvature radius R2 is arranged further upstream of the edge 501, the flow direction of the fuel does not change suddenly even when the fuel passes through the vicinity of the edge 501, and the occurrence of cavitation can be suppressed and erosion can be avoided. it can.

FIG. 8A shows a cross-sectional shape of the valve body 201 according to the second embodiment of the present invention. In this embodiment, a radius of curvature R0 is provided in the vicinity of the sheet position 202 in contact with the sheet member 201. The definition of the radius of curvature R0 is shown in FIG. The curvature radius R <b> 0 is a radius of a sphere that is in contact with the same position as the seat position 202 in contact with the valve body 201 in the seat member 204. In other words, the radius of curvature of the ball when the ball is used as the valve body in the prior art is R0. In this embodiment, the curvature radius R0 is set as the curvature radius in the vicinity of the seat position 202, and a curvature radius R1 smaller than the curvature radius R0 is provided on the upstream side of the curvature radius R0.

FIG. 9 shows the positional relationship between the projection section 305 and the projection section 306 on the tangent line L303 in the second embodiment. As shown in FIG. 9A, in the sheet member 204, a curvature radius R2 is provided upstream of the sheet position 202, and a section obtained by projecting the section of the curvature radius R2 perpendicularly to the tangent L303 is defined as a projection section 306. Further, as shown in FIG. 9B, in the valve body 201, the curvature radius R0 is set as the curvature radius in the vicinity of the seat position 202, and a curvature radius R1 smaller than the curvature radius R0 is provided on the upstream side of the curvature radius R0. FIG. 9C schematically shows the positional relationship between the projection sections. The curvature radius R1 and the curvature radius R2 are arranged upstream of the sheet position 202 so that the projection section 306 and the projection section 305 overlap at least partially on the tangent L303.

By providing the curvature radius R0 in the vicinity of the seat position 202 of the valve body 201, the valve body 201 and the sheet member 204 come into contact with the spherical surface and the conical surface only in the vicinity of the seat position 202. Therefore, as long as the valve body 201 is in contact with the sheet member 204 within the range of the curvature radius R0, even when the valve body 201 is tilted, the sheet property can be maintained without generating a gap. If the section of the radius of curvature R0 is provided based on the maximum inclination angle allowed for the structure of the valve body 201, the sheet property can be maintained even when the valve body 201 is inclined most greatly.

Further, a curvature radius R1 smaller than the curvature radius R0 is provided upstream of the curvature radius R0, and the curvature radius R1 and the curvature radius R2 are arranged so that the projection section 306 and the projection section 305 at least partially overlap on the tangent L303. Thus, similarly to the first embodiment, it is possible to achieve both avoidance of cavitation erosion and improvement of flow rate characteristics.

Naturally, the same effect can be obtained by combining the valve body shape in Example 1 and the sheet member shape in Example 2 or combining the valve body shape in Example 2 and the sheet member shape in Example 1. Can be obtained.

DESCRIPTION OF SYMBOLS 1 ... Pump housing 2 ... Plunger 8 ... Discharge valve mechanism 9 ... Pressure pulsation reduction mechanism 10c ... Suction passage 11 ... Pressurization chamber 12 ... Discharge passage 20 ... Fuel tank 23 ... Common rail 24 ... Injector 26 ... Pressure sensor 30 ... Electromagnetic suction valve Mechanism 200 ... Relief valve 201 ... Valve body 202 ... Seat position 203 ... Elastic member 204 ... Seat member 205 ... Housing 206 ... High pressure chamber 207 ... Low pressure chamber 303 ... Common tangent 401 at the seat position ... Cross sectional shape 402 of the valve body in the prior art ... Cross-sectional shape 501 of conventional sheet member ... Edge formed by grinding of conical surface

Claims

A high-pressure fuel supply pump having a valve body, a seat member, and an elastic member that biases the valve body,
The valve body has a radius of curvature R at a seat portion in contact with the seat member,
The valve body has a radius of curvature R1 upstream of the seat portion,
The seat member has a radius of curvature R2 upstream of the seat portion in contact with the valve body,
The curvature radii R1 and R2 are both high pressure fuel supply pumps smaller than the curvature radius R.
A pressurization chamber whose volume is changed by a reciprocating operation of the plunger, a suction passage for sucking fuel into the pressurization chamber, a discharge passage for discharging the fuel from the pressurization chamber, and a suction passage. A high-pressure fuel supply pump having a suction valve provided, a discharge valve provided in the discharge flow path, and a relief valve provided in the discharge flow path,
The relief valve comprises a valve body, a seat member, and an elastic member that biases the valve body,
The valve body has a curvature radius Rv at a seat portion in contact with the seat member,
The seat member is a relief valve having a radius of curvature Rs in a seat portion in contact with the valve body,
The valve body has a radius of curvature R1 upstream of the seat portion,
The sheet member has a radius of curvature R2 upstream of the sheet portion;
The curvature radius R1 is smaller than the curvature radius Rv,
The curvature radius R2 is smaller than the curvature radius Rs,
When the tangent on the cross section including the central axis of the relief valve when the valve body and the seat member contact at the seat position is L,
A high-pressure fuel pump characterized in that when a curved section including R1 and a curved section including R2 are vertically projected on the tangent line L, they are at least partially overlapped.
The high-pressure fuel pump according to claim 2,
The high-pressure fuel pump characterized in that the radius of curvature Rs at the seat portion where the seat member is in contact with the valve body is infinite, that is, a straight line.
The high-pressure fuel pump according to claim 2,
The high-pressure fuel pump according to claim 1, wherein the radius of curvature Rv in a seat portion where the valve body is in contact with the seat member is a radius of a sphere in contact with the seat position in the seat member.
The high-pressure fuel pump according to claim 2,
The high-pressure fuel pump, wherein the curvature radius R1 and the curvature radius R2 are equal.