WO2022269977A1 - Mécanisme de soupape d'aspiration électromagnétique et pompe à carburant - Google Patents

Mécanisme de soupape d'aspiration électromagnétique et pompe à carburant Download PDF

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Publication number
WO2022269977A1
WO2022269977A1 PCT/JP2022/004022 JP2022004022W WO2022269977A1 WO 2022269977 A1 WO2022269977 A1 WO 2022269977A1 JP 2022004022 W JP2022004022 W JP 2022004022W WO 2022269977 A1 WO2022269977 A1 WO 2022269977A1
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WO
WIPO (PCT)
Prior art keywords
valve
valve body
fuel
stopper
seat
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Application number
PCT/JP2022/004022
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English (en)
Japanese (ja)
Inventor
智 飯塚
裕之 山田
繁彦 小俣
裕貴 杉山
Original Assignee
日立Astemo株式会社
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Publication of WO2022269977A1 publication Critical patent/WO2022269977A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/46—Valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K47/00—Means in valves for absorbing fluid energy
    • F16K47/08—Means in valves for absorbing fluid energy for decreasing pressure or noise level and having a throttling member separate from the closure member, e.g. screens, slots, labyrinths

Definitions

  • the present invention relates to an electromagnetic intake valve mechanism and a fuel pump equipped with the electromagnetic intake valve mechanism.
  • Fuel pumps that are widely used in the market today include piston pumps equipped with electromagnetic intake valves. Some electromagnetic intake valves are composed of an intake valve that passively opens and closes with respect to fluid movement, and an electromagnetic actuator that engages with the intake valve to regulate the operation of the intake valve.
  • a spring pushes the valve body toward the valve opening side when the electromagnetic intake valve is open. At that time, the valve body is also pushed to the valve opening side by the fluid force of the fuel flowing in from the upstream side of the fuel passage.
  • the electromagnetic suction valve closes, the magnetic attraction force generated by the magnetic circuit causes the mover to move the valve body in the valve closing direction.
  • the electromagnetic suction valve is provided with a spring that pushes the valve body in the valve closing direction. When the electromagnetic suction valve closes, the valve body is also pushed in the valve closing direction by the fluid force of the fuel flowing back from the pressurizing chamber side.
  • An object of the present invention is to provide an electromagnetic intake valve mechanism and a fuel pump that can reduce the force of fuel pushing the valve body in the valve closing direction, in consideration of the above problems.
  • the electromagnetic intake valve mechanism of the present invention comprises a valve body, a valve seat on which the valve body is seated, and a stopper that restricts the movement of the valve body in the valve opening direction.
  • the stopper has a protrusion provided with a side surface facing the side peripheral surface of the valve body and a tip surface facing the valve seat. In the valve open state in which the movement of the valve body in the valve opening direction is restricted by the stopper, the tip surface of the protrusion is located closer to the valve seat than the upstream end face of the valve body facing the valve seat.
  • the fuel pump of the present invention comprises a body having a pressurizing chamber, a plunger supported by the body so as to be able to reciprocate and increasing or decreasing the capacity of the pressurizing chamber by reciprocating motion, and the plunger for discharging fuel into the pressurizing chamber. and an intake valve mechanism.
  • FIG. 1 is an overall configuration diagram of a fuel supply system using a high-pressure fuel supply pump according to a first embodiment of the present invention
  • FIG. 1 is a longitudinal sectional view of a high-pressure fuel supply pump according to a first embodiment of the invention
  • FIG. 3 is a cross-sectional view taken along line AA shown in FIG. 2
  • FIG. 4 is a cross-sectional view showing an enlarged valve open state of the electromagnetic intake valve mechanism according to the first embodiment of the present invention
  • FIG. 3 is an enlarged cross-sectional view showing a closed state of the electromagnetic suction valve mechanism according to the first embodiment of the present invention
  • FIG. 4 is a perspective view of a stopper of the electromagnetic intake valve mechanism according to the first embodiment of the present invention
  • FIG. 1 is a longitudinal sectional view of a high-pressure fuel supply pump according to a first embodiment of the invention
  • FIG. 3 is a cross-sectional view taken along line AA shown in FIG. 2
  • FIG. 4 is a cross-sectional view showing an
  • FIG. 4 is an explanatory diagram showing the flow of fuel in the valve open state of the electromagnetic intake valve mechanism according to the first embodiment of the present invention
  • FIG. 7 is a cross-sectional view showing an enlarged state of an open valve mechanism of an electromagnetic suction valve mechanism according to a second embodiment of the present invention
  • FIG. 11 is a cross-sectional view showing an enlarged open state of an electromagnetic intake valve mechanism according to a third embodiment of the present invention
  • FIG. 1 is an overall configuration diagram of a fuel supply system using a high-pressure fuel supply pump according to this embodiment.
  • the fuel supply system includes a high-pressure fuel supply pump (fuel pump) 100, an ECU (Engine Control Unit) 101, a fuel tank 103, a common rail 106, and a plurality of injectors 107.
  • fuel pump fuel pump
  • ECU Engine Control Unit
  • fuel tank 103 fuel tank
  • common rail 106 common rail
  • injectors 107 injectors 107.
  • Components of the high-pressure fuel supply pump 100 are integrally incorporated in a pump body 1 (hereinafter referred to as "body 1").
  • the fuel in the fuel tank 103 is pumped up by a feed pump 102 driven based on a signal from the ECU 101.
  • the pumped fuel is pressurized to an appropriate pressure by a pressure regulator (not shown) and sent to the low-pressure fuel suction port 81 of the high-pressure fuel supply pump 100 through the low-pressure pipe 104 .
  • the high-pressure fuel supply pump 100 pressurizes the fuel supplied from the fuel tank 103 and pumps it to the common rail 106 .
  • a plurality of injectors 107 and a fuel pressure sensor 105 are attached to the common rail 106 .
  • a plurality of injectors 107 are mounted according to the number of cylinders (combustion chambers), and inject fuel according to the drive current output from the ECU 101 .
  • the fuel supply system of this embodiment is a so-called direct injection engine system in which the injector 107 directly injects fuel into the cylinder of the engine.
  • the fuel pressure sensor 105 outputs the detected pressure data to the ECU 101.
  • the ECU 101 determines an appropriate injection fuel amount (target injection fuel length) and an appropriate fuel pressure (target fuel pressure), etc.
  • the ECU 101 also controls driving of the high-pressure fuel supply pump 100 and the plurality of injectors 107 based on calculation results such as the fuel pressure (target fuel pressure). That is, the ECU 101 has a pump control section that controls the high-pressure fuel supply pump 100 and an injector control section that controls the injector 107 .
  • the high-pressure fuel supply pump 100 has a pressure pulsation reduction mechanism 9, an electromagnetic intake valve mechanism 3 that is a variable displacement mechanism, a discharge valve mechanism 5, and a relief valve mechanism 6 (see FIG. 2).
  • the fuel flowing from the low-pressure fuel intake port 81 reaches the intake port 31b of the electromagnetic intake valve mechanism 3 via the pressure pulsation reducing mechanism 9 and the intake passage 10b.
  • the fuel that has flowed into the electromagnetic intake valve mechanism 3 passes through the valve body 32, flows through the intake passage 1a formed in the body 1, and then flows into the pressurization chamber 11.
  • a plunger 2 is reciprocally inserted into the pressurizing chamber 11 .
  • the plunger 2 reciprocates when power is transmitted by a cam 91 (see FIG. 2) of the engine.
  • the pressurization chamber 11 fuel is sucked from the electromagnetic intake valve mechanism 3 during the downward stroke of the plunger 2, and is pressurized during the upward stroke.
  • the discharge valve mechanism 5 is opened, and high pressure fuel is pressure-fed to the common rail 106 through the fuel discharge port 12a.
  • the discharge of fuel by the high-pressure fuel supply pump 100 is operated by opening and closing the electromagnetic intake valve mechanism 3 .
  • the opening and closing of the electromagnetic intake valve mechanism 3 is controlled by the ECU 101 .
  • FIG. 2 is a vertical cross-sectional view of the high-pressure fuel supply pump 100 seen in a cross section perpendicular to the horizontal direction.
  • 3 is a cross-sectional view taken along line AA shown in FIG. 2.
  • the body 1 of the high-pressure fuel supply pump 100 is provided with the above-described intake passage 1a and mounting flange 1b (see FIG. 3).
  • the mounting flange 1b is in close contact with a fuel pump mounting portion 90 of an engine (internal combustion engine) and fixed with a plurality of bolts (screws) not shown. That is, the high-pressure fuel supply pump 100 is fixed to the fuel pump mounting portion 90 by the mounting flange 1b.
  • an O-ring 93 which is a specific example of a seat member, is interposed between the fuel pump mounting portion 90 and the body 1.
  • This O-ring 93 prevents engine oil from leaking outside the engine (internal combustion engine) through between the fuel pump mounting portion 90 and the body 1 .
  • a cylinder 4 that guides the reciprocating motion of the plunger 2 is attached to the body 1 of the high-pressure fuel supply pump 100 .
  • the cylinder 4 is formed in a cylindrical shape and is press-fitted into the body 1 at its outer peripheral side.
  • the body 1 and the cylinder 4 form a pressure chamber 11 together with the electromagnetic suction valve mechanism 3, the plunger 2, and the discharge valve mechanism 5 (see FIG. 3).
  • the body 1 is provided with a fixing portion 1c that engages with the central portion of the cylinder 4 in the axial direction.
  • the fixed portion 1c of the body 1 is plastically deformed by applying a load from below (lower side in FIG. 2), and presses the cylinder 4 upward. Thereby, the cylinder 4 is press-fitted into the body 1 .
  • the fuel pressurized in the pressurization chamber 11 can be prevented from leaking from between the cylinder 4 and the body 1 .
  • a tappet 92 is provided at the lower end of the plunger 2 .
  • the tappet 92 converts the rotational motion of the cam 91 attached to the camshaft of the engine into vertical motion and transmits it to the plunger 2 .
  • the plunger 2 is urged toward the cam 91 by the spring 16 via the retainer 15 and pressed against the tappet 92 .
  • the tappet 92 reciprocates as the cam 91 rotates.
  • the plunger 2 reciprocates together with the tappet 92 to change the volume of the pressurization chamber 11 .
  • a seal holder 17 is arranged between the cylinder 4 and the retainer 15 .
  • the seal holder 17 is formed in a cylindrical shape into which the plunger 2 is inserted, and has an auxiliary chamber 17a at its upper end on the cylinder 4 side.
  • the seal holder 17 holds a plunger seal 18 at the lower end on the retainer 15 side.
  • the plunger seal 18 is in slidable contact with the outer circumference of the plunger 2 .
  • the plunger seal 18 seals the fuel in the auxiliary chamber 17a when the plunger 2 reciprocates, preventing the fuel in the auxiliary chamber 17a from flowing into the engine.
  • the plunger seal 18 also prevents lubricating oil (including engine oil) that lubricates the sliding parts in the engine from flowing into the body 1 .
  • the plunger 2 reciprocates vertically. If the plunger 2 descend
  • the plunger 2 has a large diameter portion 2a and a small diameter portion 2b.
  • the large diameter portion 2a and the small diameter portion 2b are positioned in the auxiliary chamber 17a. Therefore, the volume of the auxiliary chamber 17a increases and decreases as the plunger 2 reciprocates.
  • the sub-chamber 17a communicates with the low-pressure fuel chamber 10 through a fuel passage 10c (see FIG. 3).
  • a fuel passage 10c see FIG. 3
  • the plunger 2 moves downward, fuel flows from the auxiliary chamber 17a to the low-pressure fuel chamber 10.
  • the plunger 2 moves upward, fuel flows from the low-pressure fuel chamber 10 to the auxiliary chamber 17a.
  • the flow rate of fuel into and out of the high-pressure fuel supply pump 100 during the intake stroke or return stroke of the high-pressure fuel supply pump 100 can be reduced, and the pressure pulsation generated inside the high-pressure fuel supply pump 100 can be reduced.
  • a suction joint 8 is attached to the side portion of the body 1 .
  • the suction joint 8 is connected to a low-pressure pipe 104 (see FIG. 1) through which fuel supplied from a fuel tank 103 passes. Fuel in the fuel tank 103 is supplied from the intake joint 8 to the inside of the high-pressure fuel supply pump 100 .
  • the suction joint 8 has a low-pressure fuel suction port 81 connected to the low-pressure pipe 104 and a suction passage 82 communicating with the low-pressure fuel suction port 81 .
  • Fuel passing through the intake passage 82 reaches the intake port 31b (see FIG. 2) of the electromagnetic intake valve mechanism 3 via the pressure pulsation reduction mechanism 9 and the intake passage 10b (see FIG. 2) provided in the low-pressure fuel chamber 10. do.
  • a suction filter 83 is arranged in the fuel passage communicating with the suction passage 82 . The suction filter 83 removes foreign matter present in the fuel and prevents foreign matter from entering the high-pressure fuel supply pump 100 .
  • the body 1 of the high-pressure fuel supply pump 100 is provided with a low-pressure fuel chamber (damper chamber) 10 .
  • This low-pressure fuel chamber 10 is covered with a damper cover 14 .
  • the damper cover 14 is formed, for example, in a tubular (cup-like) shape with one side closed.
  • the low-pressure fuel chamber 10 has a low-pressure fuel flow path 10a and an intake passage 10b.
  • the intake passage 10 b communicates with the intake port 31 b of the electromagnetic intake valve mechanism 3 .
  • the fuel that has passed through the low-pressure fuel passage 10a reaches the intake port 31b of the electromagnetic intake valve mechanism 3 via the intake passage 10b.
  • a pressure pulsation reduction mechanism 9 is provided in the low-pressure fuel flow path 10a.
  • pressure pulsation occurs in the low-pressure fuel chamber 10.
  • FIG. The pressure pulsation reducing mechanism 9 reduces pressure pulsation generated in the high-pressure fuel supply pump 100 from spreading to the low-pressure pipe 104 .
  • the pressure pulsation reducing mechanism 9 is formed of a metal diaphragm damper in which two corrugated disk-shaped metal plates are pasted together at their outer periphery and an inert gas such as argon is injected inside.
  • the metal diaphragm damper of the pressure pulsation reducing mechanism 9 absorbs or reduces pressure pulsation by expanding and contracting.
  • the body 1 is provided with a discharge valve mechanism 5 that communicates with the pressurization chamber 11 .
  • the discharge valve mechanism 5 includes a discharge valve seat 51, a valve body 52 that can be seated and separated from the discharge valve seat 51, a discharge valve spring 53 that biases the valve body 52 toward the discharge valve seat 51, and a discharge valve guide 54 that slides and guides the valve body 52 .
  • the discharge valve seat 51, the valve body 52, the discharge valve spring 53, and the discharge valve guide 54 are housed in a discharge valve chamber 1d formed in the body 1.
  • the discharge valve chamber 1d is a substantially cylindrical space extending in the horizontal direction.
  • One end of the discharge valve chamber 1d communicates with the pressure chamber 11 via the fuel passage 1e.
  • the other end of the discharge valve chamber 1 d is open to the side surface of the body 1 .
  • a plug 55 seals the opening of the other end of the discharge valve chamber 1d.
  • the plug 55 and the body 1 are joined by welding, for example.
  • a discharge joint 12 is also welded to the body 1 .
  • the discharge joint 12 has a fuel discharge port 12a.
  • the fuel discharge port 12a communicates with the discharge valve chamber 1d via a discharge passage 1f extending horizontally inside the body 1.
  • a fuel discharge port 12a of the discharge joint 12 is connected to a common rail 106 (see FIG. 1).
  • the valve body 52 When there is no difference in fuel pressure between the pressure chamber 11 and the discharge valve chamber 1d, the valve body 52 is pressed against the discharge valve seat 51 by the biasing force of the discharge valve spring 53. As a result, the discharge valve mechanism 5 is closed. When the fuel pressure in the pressure chamber 11 becomes higher than the fuel pressure in the discharge valve chamber 1d, the valve element 52 moves against the biasing force of the discharge valve spring 53 and leaves the discharge valve seat 51. As a result, the discharge valve mechanism 5 is opened.
  • the discharge valve mechanism 5 When the discharge valve mechanism 5 is opened, the high-pressure fuel in the pressure chamber 11 is discharged to the common rail 106 (see FIG. 1) through the discharge valve chamber 1d, the discharge passage 1f, and the fuel discharge port 12a.
  • the discharge valve mechanism 5 When the discharge valve mechanism 5 is open, the valve body 52 contacts the discharge valve guide 54 and the stroke of the valve body 52 is restricted.
  • the stroke of the valve body 52 is appropriately determined by the discharge valve guide 54. As a result, delay in closing of the discharge valve mechanism 5 due to the long stroke of the valve element 52 can be prevented. As a result, the fuel discharged into the discharge valve chamber 1d can be prevented from flowing back into the pressurizing chamber 11 again, and a decrease in the efficiency of the high-pressure fuel supply pump 100 can be suppressed. In this manner, the discharge valve mechanism 5 functions as a check valve that restricts the flow direction of fuel.
  • the body 1 is provided with a relief valve mechanism 6 communicating with the pressurization chamber 11 .
  • the relief valve mechanism 6 has a relief valve seat 61 , a relief valve 62 that contacts and separates from the relief valve seat 61 , and a relief valve holder 63 that holds the relief valve 62 .
  • the relief valve mechanism 6 also has a relief spring 64 that biases the relief valve 62 toward the relief valve seat 61 and a relief valve housing 65 .
  • the relief valve housing 65 is fitted into a relief valve chamber 1g formed in the body 1.
  • the relief valve chamber 1g is a substantially cylindrical space extending in the horizontal direction.
  • One end of the relief valve chamber 1g communicates with the pressure chamber 11 via the fuel passage 1h.
  • the discharge joint 12 described above is joined to the other end of the relief valve chamber 1g.
  • the relief valve housing 65 contains the relief spring 64, the relief valve holder 63, the relief valve 62, and the relief valve seat 61.
  • the relief spring 64, the relief valve holder 63, and the relief valve 62 are inserted in this order. After that, the relief valve seat 61 is press-fitted and fixed to the relief valve housing 65 .
  • the relief spring 64 has one end in contact with the relief valve housing 65 and the other end in contact with the relief valve holder 63 .
  • the relief valve holder 63 is engaged with the relief valve 62 .
  • the biasing force of the relief spring 64 acts on the relief valve 62 via the relief valve holder 63 .
  • the relief valve 62 is pressed by the biasing force of the relief spring 64 and closes the fuel passage of the relief valve seat 61 .
  • a fuel passage of the relief valve seat 61 communicates with the discharge passage 1f. The movement of fuel between the pressure chamber 11 (upstream side) and the relief valve seat 61 (downstream side) is blocked by the relief valve 62 contacting (adhering to) the relief valve seat 61 .
  • the relief valve mechanism 6 of the present embodiment communicates with the pressurizing chamber 11, it is not limited to this, and communicates with, for example, a low-pressure passage (low-pressure fuel suction port 81, suction passage 10b, etc.). You may make it
  • the electromagnetic suction valve mechanism 3 is inserted into a lateral hole 1i formed in the body 1.
  • the electromagnetic suction valve mechanism 3 has a suction valve housing 31 press-fitted into the lateral hole 1i, a valve body 32, a rod 33, a rod biasing spring 34, an electromagnetic coil 35, and an anchor .
  • the electromagnetic suction valve mechanism 3 is roughly divided into a suction valve mechanism portion including the valve body 32 and a solenoid mechanism portion including the electromagnetic coil 35 , the anchor 36 and the rod 33 .
  • the intake valve housing 31 is formed in a cylindrical shape, and has a valve seat 31a on its inner periphery. Further, the intake valve housing 31 is formed with an intake port 31b reaching from the outer peripheral portion to the inner peripheral portion. The intake port 31b communicates with the intake passage 10b in the low-pressure fuel chamber 10 described above. The intake valve housing 31 also has a rod guide 31c through which the rod 33 passes.
  • a stopper 37 facing the valve seat 31 a of the intake valve housing 31 is arranged in the lateral hole 1 i formed in the body 1 .
  • the valve body 32 is arranged between the stopper 37 and the valve seat 31a.
  • a valve biasing spring 38 is interposed between the stopper 37 and the valve body 32 .
  • a valve biasing spring 38 biases the valve body 32 toward the valve seat 31a.
  • the valve body 32 closes the communicating portion between the suction port 31b and the pressurizing chamber 11 by abutting (seating) on the valve seat 31a.
  • the electromagnetic suction valve mechanism 3 is closed.
  • the valve body 32 opens the communicating portion between the intake port 31 b and the pressurizing chamber 11 by abutting against the stopper 37 .
  • the electromagnetic suction valve mechanism 3 is opened.
  • the rod 33 passes through the rod guide 31c of the intake valve housing 31 and the anchor 36.
  • a rod collar portion 33a is formed on the rod 33 .
  • One end of a rod biasing spring 34 is engaged with the rod collar portion 33a.
  • the other end of the rod biasing spring 34 is engaged with a fixed core 39 arranged to surround the rod biasing spring 34 .
  • the rod biasing spring 34 biases the valve body 32 in the valve opening direction, which is the stopper 37 side, via the rod 33 .
  • the anchor 36 is formed in a substantially cylindrical shape. One end of an anchor biasing spring 40 abuts against one axial end of the anchor 36 . The other axial end of the anchor 36 faces the end face of the fixed core 39 . A flange contact portion is formed at the other axial end of the anchor 36 with which the rod collar portion 33a of the rod 33 contacts.
  • the other end of the anchor biasing spring 40 is in contact with the rod guide 31c.
  • the anchor biasing spring 40 biases the anchor 36 toward the rod collar portion 33 a of the rod 33 .
  • the movable distance of the anchor 36 is set longer than the movable distance of the valve body 32 . As a result, the valve body 32 can be reliably brought into contact (seated) on the valve seat 31a, and the electromagnetic intake valve mechanism 3 can be reliably closed.
  • the electromagnetic coil 35 is arranged so as to go around the fixed core 39 .
  • a terminal member 30 (see FIG. 2) is electrically connected to the electromagnetic coil 35 .
  • a current flows through the electromagnetic coil 35 via the terminal member 30 .
  • the rod 33 In a non-energized state in which no current flows through the electromagnetic coil 35, the rod 33 is biased in the valve opening direction by the biasing force of the rod biasing spring 34, and presses the valve body 32 in the valve opening direction.
  • the valve body 32 separates from the valve seat 31a and comes into contact with the stopper 37, and the electromagnetic suction valve mechanism 3 is opened. That is, the electromagnetic intake valve mechanism 3 is of a normally open type that opens when no power is supplied.
  • the fuel in the intake port 31b passes between the valve body 32 and the valve seat 31a, through the plurality of communication grooves 377a (see FIG. 6) of the stopper 37, and the intake passage 1a. and flows into the pressurization chamber 11.
  • the electromagnetic suction valve mechanism 3 is in the open state, the valve body 32 contacts the stopper 37, so the position of the valve body 32 in the valve opening direction is restricted.
  • the gap between the valve body 32 and the valve seat 31a is the movable range of the valve body 32, which is the valve opening stroke.
  • the electromagnetic coil 35, the anchor 36, and the fixed core 39 constitute the magnetic attraction force generator according to the present invention.
  • the anchor 36 is attracted to the fixed core 39 when a magnetic attraction force is generated on the magnetic attraction surface. As a result, the anchor 36 moves against the biasing force of the rod biasing spring 34 and contacts the fixed core 39 .
  • FIG. 4 is an enlarged cross-sectional view showing the open state of the electromagnetic intake valve mechanism 3.
  • FIG. 5 is a cross-sectional view showing an enlarged closed state of the electromagnetic intake valve mechanism 3.
  • FIG. 6 is a perspective view of the stopper 37.
  • the valve body 32 has a valve portion 321 and a fitting projection 322 projecting from the valve portion 321 .
  • the valve portion 321 is formed in a disc shape having an appropriate thickness.
  • the valve portion 321 has a first surface 321 a facing the valve seat 31 a and a second surface 321 b facing the stopper 37 .
  • the first surface 321a corresponds to the valve upstream end surface according to the present invention.
  • the fitting protrusion 322 protrudes substantially perpendicularly from the second surface 321b of the valve portion 321 .
  • the fitting protrusion 322 is formed in a cylindrical shape having a cylindrical hole 322a.
  • the fitting protrusion 322 is slidably fitted into a guide hole 375 of the stopper 37, which will be described later.
  • One end of the valve biasing spring 38 abuts on the bottom surface of the cylindrical hole 322 a of the fitting protrusion 322 .
  • the fitting protrusion 322 is provided with a through hole 322b penetrating from the outer peripheral surface to the inner peripheral surface.
  • the through hole 322b serves as a breather passage through which the fuel in the cylindrical hole 322a of the fitting protrusion 322 flows to the outside of the fitting protrusion 322.
  • An end face 322c which is one axial end of the fitting protrusion 322, is chamfered.
  • the valve seat 31 a of the intake valve housing 31 has a seat portion 311 against which the first surface 321 a of the valve body 32 abuts, and a seat outer peripheral portion 312 forming the periphery of the seat portion 311 .
  • the seat portion 311 is formed as an annular projecting portion projecting toward the valve body 32 from the seat outer peripheral portion 312 . That is, the seat outer peripheral portion 312 has a shape recessed with respect to the seat portion 311 .
  • the seat outer peripheral portion 312 has a plane substantially parallel to the first surface 321 a of the valve body 32 . Also, the seat portion 311 has an inclined surface 311 a that is continuous with the seat outer peripheral portion 312 .
  • the stopper 37 is fixed to the intake valve housing 31. As shown in FIG. 6, the stopper 37 is formed in a substantially cylindrical shape and has a plurality of inner peripheral surfaces with different diameters. A guide pin 370 is press-fitted into a through hole 371 forming the inner peripheral surface of the stopper 37 having the smallest diameter.
  • the stopper 37 has a spring bearing surface 372 , a stopper surface 373 and a facing surface 374 .
  • the spring seat surface 372 forms the bottom surface of the hole forming the inner peripheral surface of the stopper 37 having the second smallest diameter.
  • the other end of the valve biasing spring 38 contacts the spring seat surface 372 .
  • a guide pin 370 passes through the valve biasing spring 38 .
  • the stopper surface 373 forms the bottom surface of a guide hole 375 that forms the inner peripheral surface of the stopper 37 with the third smallest diameter.
  • the end face of the valve body 32 in the valve open state contacts the stopper face 373 .
  • the fitting protrusion 322 of the valve body 32 is slidably fitted to the inner peripheral surface of the guide hole 375 .
  • An appropriate gap is provided between the inner peripheral surface of the guide hole 375 and the fitting protrusion 322 .
  • the axial length of the inner peripheral surface of the guide hole 375 is set to an appropriate sliding length of the fitting protrusion 322 . As a result, eccentricity and inclination of the valve body 32 can be suppressed.
  • the facing surface 374 forms the bottom surface of the hole that forms the inner peripheral surface of the stopper 37 with the largest diameter.
  • a valve portion 321 of the valve body 32 is inserted into the hole forming the inner peripheral surface of the stopper 37 having the largest diameter.
  • An appropriate gap is formed between the inner peripheral surface of the stopper 37 having the largest diameter and the outer peripheral surface of the valve portion 321 (see FIGS. 4 and 5).
  • the second surface 321 b of the valve portion 321 faces the facing surface 374 .
  • the stopper 37 has a shielding portion 376 .
  • the shielding portion 376 forms a cylindrical portion having a hole that forms the inner peripheral surface of the stopper 37 with the largest diameter. As shown in FIG. 4, when the electromagnetic suction valve mechanism 3 is open, the end surface 376a of the shielding portion 376 protrudes from the first surface 321a of the valve body 32 toward the valve seat 31a.
  • An end surface 376 a of the shielding portion 376 is formed on a plane substantially parallel to the plane of the seat outer peripheral portion 312 and the first surface 321 a of the valve body 32 .
  • the channel cross-sectional area of the gap generated between the shielding part 376 and the valve body 32 (valve part 321) is set to be equal to or larger than the channel cross-sectional area of the through hole 322b. This prevents the fuel returning from the intake passage 1a (see FIG. 2) from interfering with the operation of the valve body 32. As shown in FIG.
  • the stopper 37 has a press-fitting portion 377 that is continuous with the shielding portion 376 .
  • the press-fitting portion 377 is press-fitted into the intake valve housing 31 .
  • the stopper 37 is fixed to the intake valve housing 31 by press-fitting the press-fit portion 377 into the intake valve housing 31 .
  • the press-fit portion 377 is provided with a plurality of communication grooves 377a.
  • the communication groove 377a forms a communication path between the intake valve housing 31 and the stopper 37 through which fuel passes.
  • the communication path serves as a flow path that connects the suction port 31 b and the pressurization chamber 11 .
  • the number of communicating grooves of the stopper according to the present invention may be five or more, or may be three or less.
  • machining an axially symmetrical part in the vertical direction increases the number of machining steps, but it is possible to reduce the number of machining steps by reducing the number of grooves.
  • by providing the communication groove 377a it is possible to facilitate gripping the stopper 37 with a tool during processing.
  • the electromagnetic intake valve mechanism 3 As described above, if the electromagnetic intake valve mechanism 3 is closed during the compression stroke, the fuel flowing into the pressurization chamber 11 during the intake stroke is pressurized and discharged to the common rail 106 side. On the other hand, if the electromagnetic intake valve mechanism 3 is open during the compression stroke, the fuel in the pressurization chamber 11 is pushed back toward the intake passage 1a and is not discharged to the common rail 106 side. Thus, the discharge of fuel by the high-pressure fuel supply pump 100 is controlled by opening and closing the electromagnetic intake valve mechanism 3 . The opening and closing of the electromagnetic intake valve mechanism 3 is controlled by the ECU 101 .
  • the volume of the pressurization chamber 11 increases and the fuel pressure in the pressurization chamber 11 decreases.
  • the fuel pressure in the pressure chamber 11 becomes lower than the pressure in the intake port 31b, and when the biasing force due to the pressure difference between the two exceeds the biasing force of the valve biasing spring 38, the valve body 32 moves toward the valve seat 31a. , and the electromagnetic suction valve mechanism 3 is opened.
  • the fuel flows between the valve body 32 and the valve seat 31a and into the pressurization chamber 11 through a plurality of communication grooves 377a (see FIG. 6) provided in the stopper 37. As shown in FIG.
  • the plunger 2 After completing the intake stroke, the plunger 2 turns to upward movement and shifts to the compression stroke. At this time, the electromagnetic coil 35 remains in a non-energized state, and no magnetic attraction force acts between the anchor 36 and the fixed core 39 .
  • the rod biasing spring 34 is set to have a necessary and sufficient biasing force to maintain the valve body 32 at the valve open position away from the valve seat 31a in the non-energized state.
  • the pressure of the fuel in the pressure chamber 11 increases as the plunger 2 rises. It passes through and is discharged to common rail 106 (see FIG. 1).
  • This stroke is called a discharge stroke. That is, the compression stroke from the bottom dead center to the top dead center of the plunger 2 consists of a return stroke and a discharge stroke.
  • the timing of energizing the electromagnetic coil 35 If the timing of energizing the electromagnetic coil 35 is advanced, the proportion of the return stroke in the compression stroke becomes smaller and the proportion of the discharge stroke becomes larger. As a result, less fuel is returned to the intake passage 10b, and more fuel is discharged at high pressure. On the other hand, if the timing of energizing the electromagnetic coil 35 is delayed, the ratio of the return stroke in the compression stroke increases and the ratio of the discharge stroke decreases. As a result, more fuel is returned to the intake passage 10b, and less fuel is discharged at high pressure. By controlling the timing of energization of the electromagnetic coil 35 in this way, the amount of fuel discharged at high pressure can be controlled to the amount required by the engine (internal combustion engine).
  • FIG. 7 is an explanatory diagram showing the flow of fuel when the electromagnetic intake valve mechanism 3 is open.
  • FIG. 7 shows the flow of fuel that flows backward during the return process when the electromagnetic intake valve mechanism 3 is in the open state.
  • the seat outer peripheral portion 312 of the intake valve housing 31 has a shape recessed from the seat portion 311 .
  • a shielding portion 376 of the stopper 37 faces the sheet outer peripheral portion 312 .
  • backflow fuel 300 the fuel 300 flowing back toward the electromagnetic intake valve mechanism 3 presses the second surface 321b of the valve body 32 when passing through the communication groove 377a of the stopper 37.
  • the fuel pressure is the same as the fuel pressure in the gap between the valve body 32 and the shielding portion 376 .
  • the backflow fuel 300 passes through a curved flow path formed by the shielding portion 376 of the stopper 37 and the seat outer peripheral portion 312 .
  • the backflow fuel 300 passes through the end face 376a of the shielding portion 376 while curving.
  • part of the backflow fuel 300 flows between the valve body 32 (valve portion 321) and the shielding portion 376 in a vortex.
  • the flow velocity of fuel between the valve body 32 (valve portion 321) and the shield portion 376 increases, and the pressure decreases. Therefore, the pressure of the fuel pressing the second surface 321b of the valve body 32 decreases.
  • the entrance for fuel to enter between the stopper 37 and the valve body 32 is only between the shielding portion 376 and the valve body 32 (valve portion 321).
  • fuel does not enter between the second surface 321b of the valve body 32 and the opposing surface 374 of the stopper 37 except between the shielding portion 376 and the valve body 32 (valve portion 321).
  • the pressure of the fuel between the valve element 32 (valve portion 321) and the shielding portion 376 is reduced, the pressure of the fuel that presses the second surface 321b of the valve element 32 can be reduced.
  • FIG. 8 is a cross-sectional view showing an enlarged valve open state of the electromagnetic intake valve mechanism according to the second embodiment.
  • the high-pressure fuel supply pump according to the second embodiment has the same configuration as the high-pressure fuel supply pump 100 according to the first embodiment.
  • the high-pressure fuel supply pump according to the second embodiment differs from the high-pressure fuel supply pump 100 according to the first embodiment in the electromagnetic suction valve mechanism 3A. Therefore, here, the electromagnetic suction valve mechanism 3A will be described, and the description of the configuration common to the high-pressure fuel supply pump 100 will be omitted.
  • An electromagnetic intake valve mechanism 3A according to the second embodiment has the same configuration as the electromagnetic intake valve mechanism 3 (see FIG. 4) according to the first embodiment.
  • the electromagnetic intake valve mechanism 3A differs from the electromagnetic intake valve mechanism 3 in the intake valve housing 131.
  • the intake valve housing 131 is formed in a cylindrical shape, and has a valve seat 131a on its inner periphery. Further, the intake valve housing 31 is provided with an intake port 31b and a rod guide 31c.
  • a valve seat 131 a of the intake valve housing 131 has a seat portion 1311 against which the first surface 321 a of the valve body 32 abuts, and a seat outer peripheral portion 1312 forming the periphery of the seat portion 1311 .
  • the seat portion 1311 is formed as an annular protrusion that protrudes toward the valve body 32 from the seat outer peripheral portion 1312 . That is, the seat outer peripheral portion 1312 has a shape recessed with respect to the seat portion 1311 .
  • the seat outer peripheral portion 1312 has a plane substantially parallel to the first surface 321 a of the valve body 32 .
  • the plane of the seat outer peripheral portion 1312 faces the gap between the valve body 32 and the shielding portion 376 .
  • the seat portion 1311 has an inclined surface 1311 a that continues to the seat outer peripheral portion 1312 .
  • the angle A of the inclined surface 1311a with respect to the axis of the rod 33 is set to be sharper than the angle of the inclined surface 311a of the seat portion 311 according to the first embodiment.
  • the angle A of the inclined surface 311a is made obtuse as in the first embodiment, the plane of the seat outer peripheral portion 312 faces the gap between the valve body 32 and the blocking portion 376. Gone.
  • the more acute the angle A the more the backflow fuel 300 causes flow separation on the inclined surface 1311a.
  • the backflow fuel 300 moves toward the first surface 321a of the valve body 32 while suppressing the occurrence of cavitation erosion.
  • the force with which the backflow fuel 300 presses the valve body 32 in the valve opening direction can be increased more than in the first embodiment.
  • the flow rate of fuel between the valve body 32 (valve portion 321) and the shield portion 376 increases and the pressure decreases. Therefore, the pressure of the fuel pressing the second surface 321b of the valve body 32 decreases. As a result, the force by which the fuel presses the valve body 32 in the valve closing direction can be reduced, and the valve body 32 does not move in the valve closing direction unless controlled by the magnetic circuit (electromagnetic coil 35, anchor 36, etc.).
  • FIG. 9 is a cross-sectional view showing an enlarged open state of the electromagnetic intake valve mechanism according to the third embodiment.
  • a high-pressure fuel supply pump according to the third embodiment has the same configuration as the high-pressure fuel supply pump 100 according to the first embodiment.
  • the high-pressure fuel supply pump according to the third embodiment differs from the high-pressure fuel supply pump 100 according to the first embodiment in the electromagnetic suction valve mechanism 3B. Therefore, here, the electromagnetic intake valve mechanism 3B will be described, and the description of the configuration common to the high-pressure fuel supply pump 100 will be omitted.
  • An electromagnetic intake valve mechanism 3B according to the third embodiment has the same configuration as the electromagnetic intake valve mechanism 3 (see FIG. 4) according to the first embodiment.
  • the difference between the electromagnetic intake valve mechanism 3B and the electromagnetic intake valve mechanism 3 is the valve element 132 .
  • the valve body 132 has a valve portion 1321 and a fitting projection 1322 projecting from the valve portion 1321 .
  • the fitting protrusion 1322 has the same configuration as the fitting protrusion 322 of the first embodiment.
  • the valve portion 1321 is formed in a disc shape having an appropriate thickness.
  • the valve portion 321 has a first surface 1321 a facing the valve seat 31 a and a second surface 1321 b facing the stopper 37 .
  • the first surface 1321a corresponds to the valve upstream end surface according to the present invention.
  • a sliding protrusion 1321 c is provided on the outer peripheral surface of the valve portion 1321 .
  • the sliding protrusion 1321c is slidably engaged with the inner peripheral surface of the shielding portion 376 of the stopper 37 .
  • valve body 132 Since the valve body 132 is slidably engaged with the inner peripheral surface of the shielding portion 376 of the stopper 37, the work of assembling the valve body 132 and the stopper 37 can be simplified. As a result, it is possible to improve workability in assembling the electromagnetic suction valve mechanism 3B. In addition, since the space into which fuel enters between the valve element 132 and the stopper 37 can be reduced, the dead volume of the electromagnetic intake valve mechanism 3B can be reduced.
  • the flow velocity of fuel between the valve body 132 (valve portion 1321) and the shield portion 376 increases and the pressure decreases. Therefore, the pressure of the fuel pressing the second surface 1321b of the valve body 132 decreases. As a result, the force by which the fuel presses the valve body 132 in the valve closing direction can be reduced, and the valve body 132 does not move in the valve closing direction unless controlled by the magnetic circuit (electromagnetic coil 35, anchor 36, etc.). can be made
  • the electromagnetic intake valve mechanism 3 includes the valve element 32, the valve seat 31a on which the valve element 32 is seated, and the movement of the valve element 32 in the valve opening direction. and a stopper 37 that limits the
  • the stopper 37 has a shielding portion 376 (protrusion) provided with a side surface (inner peripheral surface) facing the side peripheral surface of the valve body 32 and an end surface 376a (tip surface) facing the valve seat 31a.
  • the end surface 376a of the shielding portion 376 is a first surface 321a (valve upstream side end surface) facing the valve seat 31a of the valve body 32. is positioned closer to the valve seat 31a than the
  • part of the backflow fuel 300 that has passed through the end surface 376a of the stopper 37 is separated from the flow, and part of the backflow fuel 300 vortexes between the valve element 32 (valve portion 321) and the shielding portion 376. It flows like winding.
  • the flow velocity of fuel between the valve body 32 and the shielding portion 376 increases, and the pressure decreases. Therefore, the force by which the fuel presses the valve body 32 in the valve closing direction can be reduced.
  • valve seat 31a is continuous with the seat outer peripheral portion 312 (flat portion) facing the end surface 376a (tip surface) of the shielding portion 376 (projection portion), and the seat outer peripheral portion 312. and a seat portion 311 protruding toward the valve body 32 side.
  • the seat outer peripheral portion 312 (flat portion), the tip surface of the seat portion 311, and the first surface 321a (valve upstream end surface) of the valve body 32 are parallel to each other.
  • the backflow fuel 300 passing through the end face 376a of the blocking portion 376 can be reliably curved.
  • the backflow fuel 300 can be directed toward the first surface 321a of the valve body 32, and the backflow fuel 300 can press the valve body 32 in the valve opening direction.
  • the seat outer peripheral portion 312 (flat portion) of the valve seat 131 a faces the gap between the shielding portion 376 (projection portion) and the valve body 32 .
  • the angle A of the inclined surface 1311a of the seat portion 1311 with respect to the moving direction of the valve body 32 (the axis of the rod 33) can be made acute.
  • the backflow fuel 300 causes flow separation on the inclined surface 1311a, and flows toward the first surface 321a (the end surface on the upstream side of the valve) of the valve body 32 while suppressing the occurrence of cavitation erosion. Therefore, the force with which the backflow fuel 300 presses the valve body 32 in the valve opening direction can be increased.
  • valve body 132 according to the third embodiment described above is slidably engaged with the shielding portion 376 (projection) of the stopper 37 .
  • the assembly work of the valve body 132 and the stopper 37 can be simplified, and the workability of the assembly work of the electromagnetic intake valve mechanism 3B can be improved.
  • the shielding portion 376 protruding portion
  • the shielding portion 376 is formed in a tubular shape with a side surface serving as an inner peripheral surface.
  • the inlet for the fuel that enters between the stopper 37 and the valve body 32 is between the side peripheral surface of the valve body 32 and the shielding portion 376 .
  • valve body 32 has a cylindrical fitting protrusion 322 that is slidably fitted to the stopper 37 .
  • the fitting protrusion 322 is provided with a through hole that communicates between the stopper 37 and the valve body 32 and the inside of the fitting protrusion 322 .
  • the flow channel cross-sectional area between the stopper 37 and the valve body 32 is equal to or larger than the flow channel cross-sectional area of the through hole. This prevents the backflow fuel 300 from interfering with the operation of the valve body 32 .
  • the high-pressure fuel supply pump 100 (fuel pump) according to the first embodiment described above is supported by the body 1 having the pressurizing chamber 11 and the body 1 so as to be able to reciprocate. It has a plunger 2 for increasing or decreasing the capacity, and the electromagnetic intake valve mechanism 3 for discharging fuel into the pressurizing chamber 11 .
  • the flow velocity of fuel between the valve body 32 and the shielding portion 376 increases, and the pressure decreases. Therefore, the force by which the fuel presses the valve body 32 in the valve closing direction can be reduced.
  • the valve body 132 is provided with the sliding protrusion 1321c so that the valve body 132 is slidably engaged with the shielding portion 376 of the stopper 37 .
  • an engaging projection may be provided on the shielding portion of the stopper so that the valve body is slidably engaged with the shielding portion.
  • Fuel pressure sensor 106 Common rail 107... Injector 300... Reverse flow Fuel 311, 1311 Seat portion 311a, 1311a Inclined surface 312, 1312 Seat outer peripheral portion 321, 1321 Valve portion 321a, 1321a First surface 321b, 1321b Second surface 322 Fitting mating protrusion, 322a... tubular hole, 322b... through hole, 322c end surface 370 guide pin 371 through hole 372 spring seat surface 373 stopper surface 374 opposing surface 375 guide hole 376 shielding portion 376a end surface 377 press-fit portion 377a ... communication groove, 1321c ... sliding projection

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

La présente invention fournit un mécanisme de soupape d'aspiration électromagnétique et une pompe à carburant aptes à réduire une force avec laquelle un carburant presse un corps de soupape dans la direction de fermeture de soupape. Ce mécanisme de soupape d'aspiration électromagnétique comprend : un corps de soupape ; un siège de soupape sur lequel repose le corps de soupape ; et un bouchon qui limite le mouvement du corps de soupape dans la direction d'ouverture de soupape. Le bouchon présente une section de protection (section en saillie) dotée : d'une surface latérale (surface périphérique interne) faisant face à la surface périphérique latérale du corps de soupape ; et d'une surface d'extrémité (surface de pointe) faisant face au siège de soupape. Dans un état d'ouverture de soupape dans lequel un mouvement du corps de soupape dans la direction d'ouverture de soupape est empêché, la surface d'extrémité de la section de protection est positionnée plus près du côté de siège de soupape qu'une première surface (surface d'extrémité côté amont de soupape) faisant face au siège de soupape du corps de soupape.
PCT/JP2022/004022 2021-06-25 2022-02-02 Mécanisme de soupape d'aspiration électromagnétique et pompe à carburant WO2022269977A1 (fr)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014114722A (ja) * 2012-12-07 2014-06-26 Denso Corp 高圧ポンプ
JP2014227961A (ja) * 2013-05-24 2014-12-08 株式会社日本自動車部品総合研究所 高圧ポンプ
JP2015086736A (ja) * 2013-10-29 2015-05-07 日立オートモティブシステムズ株式会社 高圧燃料供給ポンプ
JP2019065853A (ja) * 2017-09-29 2019-04-25 株式会社デンソー 高圧ポンプ

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014114722A (ja) * 2012-12-07 2014-06-26 Denso Corp 高圧ポンプ
JP2014227961A (ja) * 2013-05-24 2014-12-08 株式会社日本自動車部品総合研究所 高圧ポンプ
JP2015086736A (ja) * 2013-10-29 2015-05-07 日立オートモティブシステムズ株式会社 高圧燃料供給ポンプ
JP2019065853A (ja) * 2017-09-29 2019-04-25 株式会社デンソー 高圧ポンプ

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