JP5514564B2 - Fuel supply device - Google Patents

Description

  The present invention relates to a fuel supply device for supplying fuel in a fuel tank to a fuel injection device.

  Conventionally, as this type of fuel supply device, for example, one disclosed in Patent Document 1 is known. The fuel supply apparatus includes a common rail connected to the plurality of fuel injection valves, a feed pump connected to the fuel tank, and a supply pump connected to the common rail and the feed pump. The fuel in the fuel tank is supplied to the supply pump by the feed pump, and further discharged to the common rail by the supply pump, and the fuel in the common rail is supplied to the fuel injection valve. Further, a suction amount control valve for controlling the amount of fuel supplied from the former to the latter (hereinafter referred to as “pump supply fuel amount”) is provided between the feed pump and the supply pump. This intake amount control valve is constituted by a mechanical spool valve, and is connected to a common rail via a pipe. Further, this pipe is provided with a pressure control valve for controlling the pressure of the fuel in the common rail (hereinafter referred to as “fuel pressure”), and this pressure control valve is constituted by an electromagnetic valve. Yes.

  In the conventional fuel supply apparatus having the above configuration, when the control valve for pressure regulation is opened, fuel in the common rail leaks to the intake amount control valve side, and as a result, the fuel pressure decreases. When the fuel leaks to the intake amount control valve side as described above, the intake amount control valve is driven in the valve closing direction by the pressure of the leaked fuel. As a result, the amount of fuel supplied from the supply pump decreases as a result of the decrease in the amount of fuel supplied from the pump, and this also reduces the fuel pressure.

JP 2006-83821 A

  As described above, in the conventional fuel supply device, the inflow amount control valve is driven by the fuel leaked from the common rail, and the amount of leaked fuel is controlled by the control valve for pressure regulation. And the opening of the pressure control valve always change together. As a result, the amount of fuel leaked from the common rail and the amount of fuel supplied from the pump are always changed together, so there is a possibility that the fuel pressure cannot be controlled appropriately. In addition, since the inflow control valve is driven by the fuel leaked from the common rail, piping for connecting the two to each other is required, and accordingly, the degree of freedom of layout in the fuel supply device is reduced, and the manufacturing cost is further increased. It will increase. For the same reason, it is not easy to design a piping and an inflow control valve for connecting various elements to each other, resulting in a further increase in manufacturing cost.

  The present invention has been made to solve the above-described problems, and can achieve an improvement in the degree of freedom in layout and a reduction in manufacturing cost, and appropriately control the fuel pressure on the fuel injection device side. An object of the present invention is to provide a fuel supply device capable of performing

In order to achieve the above object, the invention according to claim 1 is a fuel supply device 1 , 1 C for supplying the fuel in the fuel tank 21 to the fuel injection device 31, and includes the fuel tank 21 and the fuel injection. A fuel pump (high pressure pump 3 in the embodiment (hereinafter the same in this section)) that is connected to the device 31 and sucks fuel from the fuel tank 21 and discharges the sucked fuel to the fuel injection device 31 side; A first control valve (intake check valves 4 and 51) for controlling the amount of fuel discharged from the fuel pump to the fuel injection device 31 side, and the fuel injection device 31 side from the fuel pump the second control valve for pressure reduction control the pressure of fuel (discharge check valve 5, the safety valve 1 1) and the coil 6a, 83, and the coils 6a, 83 is predetermined when in a non-excited state Having an armature 6b, 84 located at the stop position, a single actuator 6,82 for driving the first and second control valves via the armature 6b, 84, provided with the actuator 6,82 are first As the drive mode for driving the second control valve, the first drive mode and the second drive mode are provided. In the first drive mode, when the coils 6a and 83 are excited, the armatures 6b and 84 are By moving to the predetermined first operating position, only the first control valve is driven, and in the second drive mode, the coils 6a and 83 are excited, so that the armatures 6b and 84 are moved relative to the stop position. by moving Te on the same side as the first operating position, and a predetermined second operating position farther than the first operating position, and characterized by that to drive both the first and second control valve That.

According to this configuration, the fuel in the fuel tank is sucked into the fuel pump, and the sucked fuel is discharged to the fuel injection device. The amount of fuel discharged from the fuel pump to the fuel injection device (hereinafter referred to as “discharged fuel amount”) is controlled by a first control valve provided on the suction side of the fuel pump, and more fuel than the fuel pump. The pressure of the fuel on the injector side (hereinafter referred to as “fuel pressure”) is pressure-reduced by the second control valve. In addition, the first and second control valves are driven by a single actuator armature . Therefore, compared with the case where the first and second control valves are driven by separate actuators, the degree of freedom in layout can be improved and the manufacturing cost can be reduced.

When the drive mode by the actuator is the first drive mode, unlike the conventional case described above, both the first and second control valves are not driven, and only the first control valve is driven. Without controlling the pressure reduction of the fuel pressure by the valve, only the control of the discharged fuel amount by the first control valve can be performed, and therefore the fuel pressure can be appropriately controlled through the discharged fuel amount.
Further, in the actuator, when the coil is in a non-excited state, the armature is located at a predetermined stop position, so that the first and second control valves are not driven. In the first drive mode, the actuator coil is excited to move the actuator armature to a predetermined first operating position, whereby only the first control valve is driven. Further, when the coil is excited in the second drive mode, the armature moves to the predetermined second operation position on the same side as the first operation position with respect to the stop position and far from the first operation position. By moving, both the first and second control valves are driven.

The invention according to claim 2 is a fuel supply device 1A, 1B for supplying the fuel in the fuel tank 21 to the fuel injection device 31, which is connected to the fuel tank 21 and the fuel injection device 31, and from the fuel tank 21. A fuel pump for sucking fuel and discharging the sucked fuel to the fuel injection device 31 side (high-pressure pump 3 in the embodiment (hereinafter the same in this section)) and a suction pump pump are provided on the suction side of the fuel pump. A first control valve (intake check valve 51) for controlling the amount of fuel discharged to the fuel injection device 31 side, and a second control for reducing the pressure of the fuel on the fuel injection device 31 side than the fuel pump. Both the control valve (discharge check valve 5 and safety valve 64), the first coils 53 and 66, the second coils 54 and 67, and the first and second coils 53, 66, 54, and 67 are de-energized. A single actuator 52, 65 having armatures 55, 68 located in a predetermined stop position when in a state and driving the first and second control valves via the armatures 55, 68, 52 and 65 have a first drive mode and a second drive mode as drive modes for driving the first and second control valves, and the first coils 53 and 66 are excited in the first drive mode. As a result, the armatures 55 and 68 move only to the first operating position to drive only the first control valve, and the second coils 54 and 67 are excited in the second drive mode. armature 55,68 is, by moving to the predetermined second operating position opposite to the first operating position against a stop position, to drive both the first and second control valve And features.

According to this configuration, the fuel in the fuel tank is sucked into the fuel pump, and the sucked fuel is discharged to the fuel injection device. The amount of fuel discharged from the fuel pump to the fuel injection device is controlled by a first control valve provided on the suction side of the fuel pump, and the pressure of the fuel on the fuel injection device side relative to the fuel pump is Pressure reduction is controlled by the second control valve. Furthermore, the first and second control valves are driven by a single actuator. In the actuator, when the coil is in a non-excited state, the first and second control valves are not driven because the armature is located at a predetermined stop position. In the first drive mode, only the first control valve is driven by exciting the first coil of the actuator and moving the armature of the actuator to a predetermined first operating position. Further, when the second coil is excited in the second driving mode, the armature moves to a predetermined second operating position opposite to the first operating position with respect to the stop position. Both the second control valve and the second control valve are driven.

The invention according to claim 3, the fuel supply system 1,1A according to claim 1 or 2, 1 Oite to B, the actuator 6,52,65, when the second drive mode, the first and second By driving both of the control valves, the first and second control valves are respectively held in an open state .

According to this configuration, when the actuator is in the second drive mode, both the first and second control valves are driven to hold both control valves in the open state.

1 is a diagram schematically showing a fuel supply device according to a first embodiment of the present invention together with an internal combustion engine to which the fuel supply device is applied. FIG. It is a schematic diagram of the fuel supply apparatus shown in FIG. FIG. 2 is a schematic diagram showing an intake check valve, a discharge check valve, an actuator, and the like of the fuel supply device shown in FIG. 1 during a first drive mode. FIG. 3 is a schematic diagram illustrating an intake check valve, a discharge check valve, an actuator, and the like of the fuel supply device illustrated in FIG. 1 during a second drive mode. It is a schematic diagram of the fuel supply apparatus by 2nd Embodiment of this invention. FIG. 6 is a schematic diagram showing an intake check valve, a discharge check valve, an actuator, and the like of the fuel supply device shown in FIG. 5 during a first drive mode. FIG. 6 is a schematic diagram illustrating an intake check valve, a discharge check valve, an actuator, and the like of the fuel supply device illustrated in FIG. 5 during a second drive mode. It is a schematic diagram of the fuel supply apparatus by 3rd Embodiment of this invention. FIG. 9 is a schematic diagram illustrating an intake check valve, a safety valve, an actuator, and the like of the fuel supply device illustrated in FIG. 8 during a first drive mode. FIG. 9 is a schematic diagram illustrating an intake check valve, a safety valve, an actuator, and the like of the fuel supply device illustrated in FIG. 8 during a second drive mode. It is a schematic diagram of the fuel supply apparatus by 4th Embodiment of this invention. FIG. 12 is a schematic diagram illustrating the intake check valve, the safety valve, the actuator, and the like of the fuel supply device illustrated in FIG. 11 during a first drive mode. FIG. 12 is a schematic diagram showing an intake check valve, a safety valve, an actuator, and the like of the fuel supply device shown in FIG. 11 during a second drive mode.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 shows a fuel supply device 1 according to a first embodiment of the present invention together with an internal combustion engine (hereinafter referred to as “engine”) E to which the fuel supply device 1 is applied. The engine E is a gasoline engine for a vehicle (not shown) that is operated by the fuel in the fuel tank 21, and includes four # 1 to # 4 cylinders C and a fuel injection device 31. The fuel supply device 1 supplies the fuel in the fuel tank 21 to the fuel injection device 31 in a pressurized state.

  The fuel tank 21 is provided with an electric low-pressure pump 22. The low-pressure pump 22 is connected to the fuel supply device 1 via the first supply path P1, and is controlled by an ECU 2 to be described later, so that the fuel in the fuel tank 21 is supplied to a predetermined pressure during the operation of the engine E. Then, the fuel is discharged to the fuel supply device 1 side. This predetermined pressure is lower than the pressure of the fuel boosted by the fuel supply device 1.

  The fuel injection device 31 has a delivery pipe 32 and a fuel injection valve 33 provided for each cylinder C. The delivery pipe 32 is connected to the fuel supply device 1 via the second supply path P <b> 2, and the fuel injection valve 33 is connected to the delivery pipe 32. As will be described later, high-pressure fuel from the fuel supply device 1 is supplied to the delivery pipe 32 via the second supply path P <b> 2, and the supplied fuel is stored in the delivery pipe 32. The high-pressure fuel stored in the delivery pipe 32 is supplied to the fuel injection valve 33 and is injected into the cylinder C as the fuel injection valve 33 is opened. As described above, the engine E is configured as a direct injection engine.

  As shown in FIG. 2, the fuel supply device 1 sucks fuel from the low pressure pump 22 and discharges the sucked fuel to the fuel injection device 31 side in a pressurized state, and the high pressure pump 3. The suction check valve 4 and the discharge check valve 5 provided on the suction side and the discharge side, respectively, and a single actuator 6 for driving both 4 and 5 are provided. Hereinafter, the fuel tank 21 side and the fuel injection device 31 side are appropriately referred to as “upstream side” and “downstream side”, respectively.

  The high-pressure pump 3 is of a plunger type and has a cylindrical plunger barrel 3a and a plunger 3b provided in the plunger barrel 3a. The pressure increasing chamber 3c is defined by the upper surface of the plunger 3b and the plunger barrel 3a. A main flow path 7 is connected to the upper end of the plunger barrel 3a, and the main flow path 7 communicates with the pressure increasing chamber 3c. Furthermore, a suction port 7a and a discharge port 7b are respectively provided at one end and the other end of the main flow path 7, and the first and second supply paths P1 and P2 described above are connected thereto. The arrows drawn at the suction port 7a and the discharge port 7b indicate the direction of fuel flow during operation of the high-pressure pump 3.

  A holder 3d is integrally provided at the lower end of the plunger 3b, and a cam surface of a cam CA of a cam shaft (not shown) of the engine E is in contact with the bottom surface of the holder 3d. Further, a coil spring 3e is provided between the plunger barrel 3a and the holder 3d, and the plunger 3b is urged downward by the coil spring 3e. With the above configuration, the plunger 3b is held so as to come into contact with the cam surface of the cam CA via the holder 3d by the spring force of the coil spring 3e during rotation of the cam CA accompanying the operation of the engine E, and is driven by the cam CA. Is done. As a result, the plunger 3b repeatedly descends and rises between the top dead center position indicated by the two-dot chain line in FIG. 2 and the bottom dead center position indicated by the solid line, and accordingly, the fuel tank 21 side enters the boosting chamber 3c. The fuel suction operation and the fuel discharge operation from the pressure increasing chamber 3c to the fuel injection device 31 are repeated.

  The suction check valve 4 is configured as a normally closed valve, and includes a valve body 4a and a coil spring 4b that urges the valve body 4a in the valve closing direction, and is connected to the plunger barrel 3a in the main flow path 7. It is provided upstream from the connecting portion. The spring force of the coil spring 4b is obtained when the pressure of the fuel in the boosting chamber 3c is reduced by the fuel suction operation by the high pressure pump 3 when the suction check valve 4 is not driven by the actuator 6 described above. The valve body 4a is set to a size that moves in the valve opening direction, thereby allowing the fuel to be sucked into the pressurizing chamber 3c. Further, when the suction check valve 4 is not driven by the actuator 6 and the pressure of the fuel on the downstream side thereof is higher than the pressure of the fuel on the upstream side, the suction check valve 4 is closed from the high pressure pump 3 to the fuel tank 21 side. It functions as a check valve that prevents the backflow of fuel to the fuel cell.

  Further, the discharge check valve 5 is configured as a normally closed valve, similar to the suction check valve 4, and includes a valve body 5a and a coil spring 5b that urges the valve body 5a in the valve closing direction. Further, the discharge check valve 5 is provided on the downstream side of the connection portion with the plunger barrel 3a in the main flow path 7, and is positioned on a straight line connecting the suction check valve 4 and the actuator 6, and the valve It arrange | positions so that the valve opening direction of the body 5a may become the same as that of the valve body 4a of the suction | inhalation check valve 4. FIG. Further, the valve body 5a is integrally provided with a bar-shaped pressed portion 5c extending along the moving direction (open / close valve direction). As shown in FIG. When the valve 4 and the discharge check valve 5 are closed, they face the end of the valve body 4a opposite to the actuator 6 with a predetermined interval. As described above, when the suction check valve 4 is opened along with the fuel suction operation by the high-pressure pump 3 as described above, the valve body 4a only comes into contact with the pressed portion 5c so that the pressed portion 5c is moved. The size is set so as not to be pressed.

  The spring force of the coil spring 5b is obtained when the pressure of the fuel in the boosting chamber 3c increases due to the fuel discharging operation by the high pressure pump 3 when the discharge check valve 5 is not driven by the actuator 6. In addition, the valve body 5a is set to a size that moves in the valve opening direction, thereby permitting fuel discharge from the pressure increasing chamber 3c. Further, when the discharge check valve 5 is not driven by the actuator 6 and the pressure of the fuel on the downstream side is higher than the pressure of the fuel on the upstream side, the discharge check valve 5 is closed to close the high pressure pump from the fuel injection device 31 side. 3 functions as a check valve that prevents the backflow of fuel to 3.

  One end and the other end of the first return flow path 8 are connected to the upstream side of the main flow path 7 from the suction check valve 4 and the lower end of the plunger barrel 3a. Since this first return flow path 8 may generate vibrations and noises when the upstream side of the main flow path 7 is depressurized by the lowering of the plunger 3b, in order to suppress such vibrations and noises, A part of the fuel sucked into the high-pressure pump 3 is returned to the upstream side of the main flow path 7. Further, a pulsation damper 9 for suppressing fuel pulsation is provided in the vicinity of the connection portion of the main channel 7 with the first return channel 8.

  Furthermore, one end portion and the other end portion of the second return flow path 10 are connected to the downstream side of the discharge check valve 5 of the main flow path 7 and the upper portion of the plunger barrel 3a. The second return flow path 10 is provided with a safety valve 11, and this safety valve 11 has a valve body 11a and a coil spring 11b that biases the valve body 11a in the valve closing direction. The spring force of the coil spring 11b is set so that the valve body 11a opens when the fuel pressure downstream of the safety valve 11 exceeds a predetermined upper limit value. It is larger than the coil springs 4b, 5b of the valve 5. This upper limit value is set to the highest pressure value at which the fuel injection device 31 such as the delivery pipe 32 does not break down.

  With the above configuration, the safety valve 11 is held in the closed state by the spring force of the coil spring 11b unless the fuel pressure on the downstream side of the safety valve 11, that is, the fuel injection device 31 side, exceeds the upper limit value. The second return channel 10 is held in a closed state. On the other hand, when the pressure of the fuel on the downstream side of the safety valve 11 exceeds the upper limit value, the safety valve 11 is opened. As a result, the fuel on the fuel injection device 31 side of the safety valve 11 is lowered on the plunger 3b of the high pressure pump 3. As a result, it flows into the booster chamber 3c via the second return flow path 10, thereby increasing the pressure of the fuel in the booster chamber 3c. As a result, the suction check valve 4 is held in the closed state regardless of the suction operation of the high pressure pump 3, so that no fuel is sucked into the high pressure pump 3 from the fuel tank 21 side. As a result, the fuel is not boosted. Further, in this state, fuel injection by the fuel injection valve 33 is performed, so that the fuel pressure in the delivery pipe 32 is reduced.

  The actuator 6 described above is an electromagnetic type, and includes a coil 6a, an armature 6b, a first coil spring 6e, and a second coil spring 6f. The coil 6a is electrically connected to the ECU 2, and is controlled to an excited state or a non-excited state by a control signal from the ECU 2.

  The armature 6b has a rod-like main body portion 6c extending along the moving direction of the valve bodies 4a and 5a, and a collar portion 6d provided integrally with an end portion of the main body portion 6c opposite to the valve body 4a. It is configured to be movable along the moving direction of the valve bodies 4a and 5a. Moreover, the collar part 6d is arrange | positioned so that the coil 6a may be opposed, and the coil 6a is arrange | positioned rather than the collar part 6d at the suction | inhalation check valve 4 side. Further, the armature 6b is biased to the opposite side of the suction check valve 4 by the first coil spring 6e through the collar portion 6d. Further, the second coil spring 6f is located closer to the intake check valve 4 than the flange portion 6d, and is disposed so as to face the flange portion 6d with a predetermined interval.

  In the actuator 6 having the above configuration, when the coil 6a is controlled to be in a non-excited state, the armature 6b is held at the stop position shown in FIG. 2 by the spring force of the first coil spring 6e. In this state, the armature 6 b is only in contact with the valve body 4 a of the suction check valve 4, and does not press the valve body 4 a and does not press the valve body 5 a of the discharge check valve 5. As described above, when the coil 6a is in the non-excited state, the actuator 6 is in a stopped state, and neither the suction check valve 4 nor the discharge check valve 5 is driven by the actuator 6, and as a result, as described above. It functions as a check valve.

  Further, when the coil 6a is controlled to be excited by a control signal from the ECU 2, the armature 6b is moved to the suction check valve 4 side by the magnetic force of the coil 6a generated along therewith, and the suction check valve 4 and the discharge check are performed. The valve 5 is driven in the valve opening direction. As drive modes at this time, the actuator 6 has a first drive mode for driving only the suction check valve 4 and a second drive mode for driving both the suction check valve 4 and the discharge check valve 5. Hereinafter, the operations of the actuator 6, the suction check valve 4, and the discharge check valve 5 in the first and second drive modes will be described with reference to FIGS.

  During the first drive mode, the armature 6b moves to the suction check valve 4 side against the spring force of the first coil spring 6e and presses the valve body 4a in the valve opening direction. Thereby, the valve body 4a moves in the valve opening direction against the spring force of the coil spring 4b, and is located at the first valve opening position shown in FIG. In this state, the driving force of the armature 6b is not transmitted to the discharge check valve 5 only because the valve body 4a is in contact with the pressed portion 5c. As described above, during the first drive mode, only the suction check valve 4 is driven by the actuator 6 in the valve opening direction, and the discharge check valve 5 is not driven, as in the case where the actuator 6 is stopped. Functions as a check valve. Further, during the first drive mode, the armature 6b is located at the first operating position shown in FIG. 3, and the collar portion 6d abuts against the second coil spring 6f.

  Further, during the second drive mode, compared to the first drive mode, the armature 6b moves more to the suction check valve 4 side than the first operation position shown in FIG. 3, and the second operation shown in FIG. The valve body 4a is further pressed in the valve opening direction. As a result, the valve body 4a moves more in the valve opening direction than in the first drive mode, and is located at the second valve opening position shown in FIG. Accordingly, the pressed portion 5c is pressed by the armature 6b through the valve body 4a, whereby the valve body 5a moves in the valve opening direction against the spring force of the coil spring 5b. It is located in the valve opening position shown in FIG. Further, in this state, the armature 6b compresses the second coil spring 6f in addition to the first coil spring 6e. As described above, during the second drive mode, both the intake check valve 4 and the discharge check valve 5 are driven in the valve opening direction by the actuator 6.

  As shown in FIG. 1, the ECU 2 sends a detection signal indicating the fuel pressure (hereinafter referred to as “fuel pressure”) PF from the fuel pressure sensor 41 to the engine E from the crank angle sensor 42. A detection signal representing a rotational angle position of a crankshaft (not shown) is a detection signal representing an operation amount (hereinafter referred to as “accelerator opening”) AP of an accelerator pedal (not shown) of the vehicle from the accelerator opening sensor 43. Are output respectively. The ECU 2 calculates the rotation speed of the engine E (hereinafter referred to as “engine rotation speed”) based on the detected rotation angle position of the crankshaft.

  The ECU 2 is composed of a microcomputer including a CPU, a RAM, a ROM, an I / O interface (all not shown), and the like. Further, the ECU 2 controls the operation of the fuel supply device 1, the fuel injection valve 33, and the low-pressure pump 22 in accordance with a control program stored in the ROM in accordance with detection signals from the various sensors 41 to 43 described above.

  Next, the operation of the fuel supply apparatus 1 having the above configuration will be described. In the fuel supply device 1, basically, an intake operation for sucking fuel from the fuel tank 21 and a discharge operation for discharging the sucked fuel to the fuel injection device 31 side in a pressurized state are repeatedly executed. Hereinafter, these operations will be described in order.

Inhalation operation The inhalation operation is executed until the plunger 3b of the high-pressure pump 3 is located at the bottom dead center position from the top dead center position. During the execution of the suction operation, the coil 6a is controlled to the non-excited state and the actuator 6 is held in the stopped state. As a result, both the suction check valve 4 and the discharge check valve 5 function as check valves as described above. . When this suction operation is started and the plunger 3b is lowered from the top dead center position, the pressure of the fuel in the boosting chamber 3c of the high-pressure pump 3 is thereby lowered, whereby the suction check valve 4 is opened and the fuel tank 21 is opened. Is sucked into the pressurizing chamber 3 c through the main flow path 7. In this case, since the discharge check valve 5 functions as a check valve and the safety valve 11 is held in the closed state by the coil spring 11b, the fuel flows back from the fuel injection device 31 into the boosting chamber 3c. There is nothing.

-Discharging operation The discharging operation is executed until the plunger 3b is located at the top dead center position from the bottom dead center position. During the execution, the actuator 6 is held in the stopped state as in the case of the suction operation. . When this discharge operation is started, the plunger 3b rises from the bottom dead center position, so that the fuel in the pressurizing chamber 3c is compressed and the pressure rises. As a result, the suction check valve 4 is closed and the discharge check valve 5 is opened. As a result, the high-pressure fuel in the boosted pressure chamber 3c is discharged to the fuel injection device 31 side through the main flow path 7. Is done.

  For example, when the engine E is in a low load operation state or in an idle operation state, the amount of fuel discharged to the fuel injection device 31 side (hereinafter referred to as “discharge”) in order to prevent the fuel pressure PF from becoming high. In order to reduce the "fuel amount"), a spill operation is performed between the suction operation and the discharge operation described above. Whether or not it can be executed is determined according to the required torque. This required torque is a torque required for the engine E, and is calculated by searching a predetermined map (not shown) according to the calculated engine speed and the detected accelerator opening AP. . Next, this spill operation will be described.

-Spill operation In the spill operation, a part of the fuel sucked into the pressure increasing chamber 3c by the suction operation is returned to the fuel tank 21 side, thereby reducing the amount of fuel discharged in the subsequent discharge operation. Further, the spill operation is executed over a predetermined execution period from when the plunger 3b is located at a predetermined position below the top dead center position from the bottom dead center position. When this spill operation is started, the actuator 6 that has been stopped is operated in the first drive mode described above, so that only the intake check valve 4 is opened as described with reference to FIG. Retained. Accordingly, when the plunger 3b rises from the bottom dead center position and the fuel in the pressure increasing chamber 3c is compressed, the suction check valve 4 is held in the open state as described above. A part of the fuel in the pressure increasing chamber 3 c sucked in is returned to the fuel tank 21 side through the main flow path 7.

  When the spill operation is finished and the discharge operation is started, the actuator 6 that has been operating in the first drive mode until then is stopped. In addition, the suction check valve 4 is closed because the fuel in the pressure increasing chamber 3c is boosted by the rise of the plunger 3b and the coil spring 4b biases the valve body 4a in the valve closing direction. When the plunger 3b further rises toward the top dead center position, the fuel in the booster chamber 3c is further boosted, thereby opening the discharge check valve 5, and as a result, the boosted booster chamber 3c is boosted. The high-pressure fuel inside is discharged to the fuel injection device 31 side through the main flow path 7.

  Further, for example, when a fuel cut operation during deceleration is performed through a high / medium load operation of the engine E or the engine E is stopped, a torque leak of the engine E due to fuel leakage from the fuel injection valve 33 Since the exhaust gas characteristics of the engine E may be deteriorated, in order to avoid these occurrences, the pressure reducing operation for actively reducing the fuel pressure PF is performed as follows.

  That is, when the pressure reducing operation is started, the actuator 6 is operated in the second drive mode, whereby both the intake check valve 4 and the discharge check valve 5 are opened as described with reference to FIG. Retained. As a result, the high-pressure fuel on the fuel injection device 31 side returns to the fuel tank 21 side via the main flow path 7, and as a result, the fuel pressure PF decreases greatly.

  The first embodiment corresponds to the inventions according to claims 1 and 2 (hereinafter collectively referred to as “first invention”), and various elements in the first embodiment and various elements in the first invention. The correspondence with the elements is as follows. That is, the high pressure pump 3 in the first embodiment corresponds to the fuel pump in the first invention, and the intake check valve 4 and the discharge check valve 5 in the first embodiment are the first control valve and the second control valve in the first invention. Each corresponds to a control valve.

  As described above, according to the first embodiment, as described in the description of the spill operation, the amount of discharged fuel (the amount of fuel discharged from the high-pressure pump 3 to the fuel injection device 31 side) Control is performed using an intake check valve 4 provided on the intake side. Further, as described in the description of the pressure reducing operation, the fuel pressure PF is controlled to be reduced using the discharge check valve 5 provided on the discharge side of the high pressure pump 3. Further, the suction check valve 4 and the discharge check valve 5 are driven by a single actuator 6. Therefore, as compared with the case where both check valves 4 and 5 are driven by separate actuators, the degree of freedom in layout can be improved and the manufacturing cost can be reduced.

  Also, when the drive mode by the actuator 6 is the first drive mode, unlike the conventional case described above, only the intake check valve 4 is driven, and therefore only the control of the discharged fuel amount using the intake check valve 4 is performed. Therefore, the fuel pressure PF can be appropriately controlled through the discharged fuel amount. Further, when the discharge check valve 5 is not driven by the actuator 6, the discharge check valve 5 is configured to function as a check valve that closes in order to prevent the reverse flow of fuel from the fuel injection device 31 side to the high-pressure pump 3. ing. Therefore, a small actuator with a small driving force can be used as the actuator 6.

  Further, both the intake check valve 4 and the discharge check valve 5 are directly driven by the actuator 6. Therefore, unlike the case where the inflow control valve is driven by the leaked fuel as described above, piping for that purpose is unnecessary, and the layout flexibility and the manufacturing cost can be further reduced. Can do. For the same reason, the fuel supply device 1 can be easily designed, and therefore the manufacturing cost can be further reduced.

  In the first embodiment, the suction check valve 4 is provided with a coil spring 4b that biases in the valve closing direction. However, the coil spring 4b may be omitted.

  Next, a fuel supply device 1A according to a second embodiment of the present invention will be described with reference to FIG. In the figure, the same constituent elements as those in the first embodiment are denoted by the same reference numerals. As apparent from the comparison between FIG. 5 and FIG. 2, the configuration of the fuel supply device 1 </ b> A differs from the first embodiment only in the intake check valve 51 and the actuator 52. Further, in the fuel supply device 1A, the suction operation, the discharge operation, the spill operation, and the pressure reduction operation described in the first embodiment are executed. Hereinafter, the fuel supply device 1 </ b> A will be described focusing on differences from the first embodiment.

  The intake check valve 51 is configured as a normally open valve, and includes a valve body 51a and a coil spring 51b that urges the valve body 51a in the valve closing direction. The spring force of the coil spring 51b is set similarly to the coil spring 4b of the suction check valve 4 of the first embodiment. Further, the suction check valve 51 is positioned on a straight line connecting the discharge check valve 5 and the actuator 52, and the valve opening direction of the valve body 51 a is the same as that of the valve body 5 a of the discharge check valve 5. Have been placed.

  The actuator 52 is an electromagnetic type and includes a first coil 53, a second coil 54, an armature 55, a first coil spring 56, and a second coil spring 57. These first and second coils 53 and 54 are arranged so as to face each other with a space therebetween in the moving direction of the valve bodies 51a and 5a (open / close valve direction). It is arranged closer to the intake check valve 51 than the first coil 53. The first and second coils 53 and 54 are both electrically connected to the ECU 2 and are controlled to be in an excited state or a non-excited state by a control signal from the ECU 2.

  Further, the armature 55 described above integrally has a rod-like main body portion 55a extending along the moving direction of the valve bodies 51a and 5a and a flange portion 55b disposed between the first and second coils 53 and 54. It is configured to be movable along the moving direction of the valve bodies 51a and 64a. Further, the armature 55 is biased toward the second coil 54 by the first coil spring 56 via the collar portion 55 b and is biased toward the first coil 53 by the second coil spring 57.

  In the actuator 52 configured as described above, when both the first and second coils 53 and 54 are controlled to be in a non-excited state, the armature 55 is caused by the spring force of the first and second coil springs 56 and 57 described above. The valve body 51a is pressed in the valve opening direction, and the armature 55 is at the stop position shown in FIG. 5 and the valve body 51a is The first valve opening position shown in FIG. In this case, when the discharge check valve 5 is closed, the pressed portion 5c of the discharge check valve 5 is in contact with the end of the valve body 51a opposite to the actuator 52.

  As described above, when both the first and second coils 53 and 54 are in a non-excited state, the actuator 52 is in a stopped state, and both the suction check valve 51 and the discharge check valve 5 are driven by the actuator 52. Not. As a result, the intake check valve 51 configured as a normally open valve is held in the open state, and the discharge check valve 5 allows the fuel to be discharged from the booster chamber 3c by the discharge operation as described above. At the same time, it functions as a check valve that prevents back flow of fuel from the fuel injection device 31 side to the high pressure pump 3.

  The actuator 52 has a first drive mode for driving only the suction check valve 51 and a second drive mode for driving both the suction check valve 51 and the discharge check valve 5 as drive modes. Hereinafter, the operations of the actuator 52, the suction check valve 51, and the discharge check valve 5 in the first and second drive modes will be described with reference to FIGS.

  During the first drive mode, the first coil 53 is controlled to be excited by a control signal from the ECU 2. Accordingly, a magnetic force is generated in the first coil 53, and by this magnetic force, the armature 55 is against the spring force of the first coil spring 56, on the first coil 53 side, that is, on the side opposite to the suction check valve 51. Move to. As a result, the pressure in the valve opening direction of the valve body 51a by the armature 55 described with reference to FIG. 5 is released. In this case, the valve body 51a is located at the valve closing position shown in FIG. 6 when the above-described fuel intake operation is not performed, while the upstream and downstream of the valve body 51a when the fuel intake operation is performed. Due to the pressure difference between them, it moves in the valve opening direction. As described above, during the first drive mode, the intake check valve 51 allows the intake of fuel into the booster chamber 3c by the intake operation and prevents the backflow of fuel from the high pressure pump 3 to the fuel tank 21 side. Functions as a check valve.

  In addition, as shown in FIG. 6, in a state where the valve bodies 51a and 5a are located at the valve closing position, the pressed part 5c is disposed at a predetermined interval at the end of the valve body 51a opposite to the actuator 52. Are facing each other. This predetermined interval is such that when the intake check valve 51 is opened in accordance with the fuel intake operation as described above, the valve body 51a only contacts the pressed portion 5c and does not press the pressed portion 5c. The size is set. As described above, during the first drive mode, only the suction check valve 51 is driven in the valve closing direction by the actuator 52, and the discharge check valve 5 is not driven in the valve opening direction, and the actuator 52 is in a stopped state. As in the case, it functions as a check valve.

  Further, during the second drive mode, the second coil 54 is controlled to be in an excited state by a control signal from the ECU 2. Accordingly, a magnetic force is generated in the second coil 54, and the armature 55 moves to the second coil 54 side, that is, the suction check valve 51 side against the spring force of the second coil spring 57 by this magnetic force. Further, the valve body 51a is further pressed in the valve opening direction as compared with the case where the actuator 52 is stopped (FIG. 5). As a result, the valve body 51a moves against the spring force of the coil spring 51b in the valve opening direction from the first valve opening position shown in FIG. 5, and is located at the second valve opening position shown in FIG. Accordingly, the pressed portion 5c is pressed by the armature 55 through the valve body 51a, whereby the valve body 5a moves in the valve opening direction against the spring force of the coil spring 5b. It is located in the valve opening position shown in FIG. As described above, during the second drive mode, both the intake check valve 51 and the discharge check valve 5 are driven in the valve opening direction by the actuator 52.

  Next, an intake operation, a discharge operation, a spill operation, and a pressure reduction operation in the fuel supply device 1A will be described focusing on differences from the first embodiment.

- during the execution of the suction operation the suction operation, to operate the actuator 52 in the first driving mode, whereby the suction check valve 51 and discharge check valve 5, which functions as a check valve as described above. The operation other than this is the same as in the first embodiment, and the fuel from the fuel tank 21 is sucked into the pressure increasing chamber 3c.

-Discharge Operation During the execution of the discharge operation, the actuator 52 is operated in the first drive mode as in the case of the suction operation, whereby the suction check valve 51 and the discharge check valve 5 function as check valves. The other operations are the same as in the first embodiment, and the boosted fuel in the boosting chamber 3c is discharged to the fuel injection device 31 side.

Spill operation During the execution of the spill operation, both the first and second coils 53 and 54 are controlled to be in a non-excited state, and the actuator 52 is held in a stopped state. As a result, as described with reference to FIG. 5, only the suction check valve 51 is held open, and as a result, a part of the fuel in the boosting chamber 3c sucked in the suction operation is lowered at the bottom dead center of the plunger 3b. As it rises from the position, it returns to the fuel tank 21 side via the main flow path 7. As a result, similarly to the first embodiment, the amount of fuel discharged (the amount of fuel discharged from the high-pressure pump 3 to the fuel injection device 31) in the subsequent discharge operation is reduced. When the spill operation is finished and the discharge operation is started, the actuator 52 that has been stopped is operated in the first drive mode. As a result, as described above, the boosted fuel in the boosting chamber 3c is discharged to the fuel injection device 31 side.

-Depressurization operation During execution of the depressurization operation, the actuator 52 is operated in the second drive mode, whereby both the suction check valve 51 and the discharge check valve 5 are held in the open state. As a result, as in the first embodiment, the high-pressure fuel on the fuel injection device 31 side returns to the fuel tank 21 side via the main flow path 7, and as a result, the fuel pressure PF decreases greatly.

  The second embodiment, like the first embodiment, corresponds to the first invention (the invention according to claims 1 and 2), and various elements in the second embodiment and various elements in the first invention. The correspondence with the elements is as follows. That is, the high pressure pump 3 in the second embodiment corresponds to the fuel pump in the first invention, and the intake check valve 51 and the discharge check valve 5 in the second embodiment are the first control valve and the second control valve in the first invention. Each corresponds to a control valve.

  As described above, according to the second embodiment, as described in the description of the spill operation, the discharged fuel amount is controlled using the suction check valve 51 provided on the suction side of the high-pressure pump 3. Further, as described in the description of the pressure reducing operation, the fuel pressure PF is controlled to be reduced using the discharge check valve 5 provided on the discharge side of the high pressure pump 3. Further, the suction check valve 51 and the discharge check valve 5 are driven by a single actuator 52. Therefore, as compared with the case where both check valves 51 and 5 are driven by separate actuators, the degree of freedom in layout can be improved and the manufacturing cost can be reduced.

  Further, when the drive mode by the actuator 52 is the first drive mode, unlike the above-described conventional case, only the intake check valve 51 is driven, so that only control of the discharged fuel amount using the intake check valve 51 is performed. Therefore, the fuel pressure PF can be appropriately controlled through the discharged fuel amount. Furthermore, as in the first embodiment, the actuator 52 can be a small actuator that generates a small driving force.

  In addition, both the suction check valve 51 and the discharge check valve 5 are directly driven by the actuator 52. Therefore, unlike the case of driving the inflow control valve with the leaked fuel as described above, piping for that purpose is not required, and the layout flexibility and the manufacturing cost can be further reduced. Can do. For the same reason, the fuel supply device 1A can be easily designed, and therefore the manufacturing cost can be further reduced.

  Next, a fuel supply device 1B according to a third embodiment of the present invention will be described with reference to FIG. Compared with the first and second embodiments, the fuel supply device 1B includes a safety valve in which the main flow path 7 described above is divided into a suction path 61 and a discharge path 62, and instead of the discharge check valve 5. The main difference is that 64 is driven by an actuator 65. In FIG. 8, the same components as those in the first and second embodiments are denoted by the same reference numerals. Further, in the fuel supply device 1B, the suction operation, the discharge operation, the spill operation, and the pressure reduction operation described in the first embodiment are executed. Hereinafter, the fuel supply device 1B will be described focusing on differences from the first and second embodiments.

  At one end of the suction path 61, a suction port 61a is provided, and the first supply path P1 described above is connected. The other end of the suction path 61 is connected to the upper end of the plunger barrel 3a described above, and the suction path 61 communicates with the pressure increasing chamber 3c. Further, the suction check valve 51 described in the second embodiment is provided in the suction passage 61 near the connection portion with the plunger barrel 3a. One end and the other end of the first return flow path 8 are connected to the upstream side of the suction check valve 51 of the suction path 61 and the lower end of the plunger barrel 3a, respectively. A pulsation damper 9 is provided in the vicinity of the connection portion with the first return flow path 8 in FIG.

  Furthermore, a discharge port 62a is provided at one end of the discharge path 62, and the above-described second supply path P2 is connected thereto. Moreover, the upper end of the plunger barrel 3a is connected to the other end portion of the discharge path 62, and the discharge path 62 communicates with the pressure increasing chamber 3c. Further, the discharge passage 62 is provided with a discharge check valve 63 in the vicinity of the connection portion with the plunger barrel 3a. The discharge check valve 63 biases the valve body 63a and the valve body 63a in the valve closing direction. And a coil spring 63b. The discharge check valve 63 is not driven by the actuator 65 as described above, and always allows the fuel to be discharged from the high pressure pump 3 to the fuel injection device 31 side, and the fuel from the fuel injection device 31 side to the high pressure pump 3 is allowed. It functions as a check valve that prevents backflow.

  One end and the other end of the second return flow path 71 are connected to the upstream side of the suction check valve 51 in the suction path 61 and the downstream side of the discharge check valve 63 in the discharge path 62, respectively. A safety valve 64 is provided in the second return channel 71. The safety valve 64 is configured as a normally closed valve, and includes a valve body 64a and a coil spring 64b that urges the valve body 64a in the valve closing direction. Further, the safety valve 64 is arranged so as to be positioned on a straight line connecting the suction check valve 51 and the actuator 65 and so that the valve opening direction of the valve body 64a is the same as that of the valve body 51a of the suction check valve 51. Has been. The valve body 64a is integrally provided with a bar-shaped pressed portion 64c extending along its moving direction (open / close valve direction). Furthermore, the spring force of the coil spring 64b is set similarly to the coil spring 11b of the safety valve 11 described above.

  With the above-described configuration, when the safety valve 64 is not driven by the actuator 65, the safety valve 64 is provided with a coil as long as the fuel pressure downstream of the safety valve 64, that is, the fuel injection device 31 side does not exceed the above-described upper limit value. The valve 64 is held in the closed state by the spring force of the spring 64 b, thereby holding the second return channel 71 in the closed state. On the other hand, when the pressure of the fuel on the downstream side of the safety valve 64 exceeds the upper limit value, the safety valve 64 is opened, and as a result, the fuel on the fuel injection device 31 side of the safety valve 64 is supplied to the second return passage 71 and the suction port. It returns to the fuel tank 21 side via the path 61, and as a result, the fuel pressure PF falls.

  The actuator 65 is an electromagnetic type, and includes a first coil 66, a second coil 67, an armature 68, a first coil spring 69, and a second coil spring 70, and the actuator 52 of the second embodiment. The configuration is almost the same. These first and second coils 66 and 67 are arranged so as to face each other in the moving direction of the valve bodies 51 a and 64 a with a space therebetween, and the second coil 67 is more than the first coil 66. Is also arranged on the suction check valve 51 side. Further, both the first and second coils 66 and 67 are electrically connected to the ECU 2 and controlled to an excited state or a non-excited state by a control signal from the ECU 2.

  The armature 68 has a rod-shaped main body 68a extending along the moving direction of the valve bodies 51a and 64a, and a collar portion 68b disposed between the first and second coils 66 and 67. The valve bodies 51a and 64a are configured to be movable along the moving direction. The armature 68 is biased toward the second coil 67 by the first coil spring 69 via the collar portion 68b and is biased toward the first coil 66 by the second coil spring 70.

  In the actuator 65 configured as described above, when both the first and second coils 66 and 67 are controlled to be in a non-excited state, the armature 68 is moved by the spring force of the first and second coil springs 69 and 70 described above. The valve body 51a is pressed in the valve opening direction, and the armature 68 is in the stop position shown in FIG. 8 and the valve body 51a is in the figure by the balance between the spring force of the coil springs 69 and 70 and the spring force of the coil spring 51b. 8 are respectively held at the first valve opening positions. In this case, when the safety valve 64 is closed, the pressed portion 64c of the safety valve 64 is in contact with the end of the valve body 51a opposite to the actuator 65.

  As described above, when both the first and second coils 52a and 52b are in the non-excited state, the actuator 65 is in a stopped state, and neither the suction check valve 51 nor the safety valve 64 is driven by the actuator 65. As a result, the intake check valve 51 configured as a normally open valve is held in the open state, and the safety valve 64 has the upper limit value of the fuel pressure on the fuel injection device 31 side than the safety valve 64 as described above. As long as the pressure does not exceed the value, it functions as a safety valve that is kept in the closed state.

  The actuator 65 has a first drive mode for driving only the suction check valve 51 and a second drive mode for driving both the suction check valve 51 and the safety valve 64 as drive modes. Hereinafter, the operations of the actuator 65, the suction check valve 51, and the safety valve 64 in the first and second drive modes will be described with reference to FIGS.

  During the first drive mode, the first coil 66 is controlled to be in an excited state by a control signal from the ECU 2. Accordingly, a magnetic force is generated in the first coil 66, and by this magnetic force, the armature 68 opposes the spring force of the first coil spring 69 to the first coil 66 side, that is, the side opposite to the suction check valve 51. Move to. As a result, the pressure in the valve opening direction of the valve body 51a by the armature 68 described with reference to FIG. 8 is released. In this case, the valve body 51a is positioned at the valve closing position shown in FIG. 9 when the above-described fuel intake operation is not performed, and when the fuel intake operation is performed, the valve pair 51a is located upstream and downstream. Due to the pressure difference between them, it moves in the valve opening direction. As described above, during the first drive mode, the suction check valve 51 allows the fuel to be sucked into the booster chamber 3c by the suction operation as in the second embodiment, and from the high pressure pump 3 to the fuel tank. It functions as a check valve that prevents the backflow of fuel to the 21 side.

  Further, as shown in FIG. 9, in a state where the valve bodies 51a and 64a are located at the valve closing position, the pressed part 64c is disposed at a predetermined interval at the end of the valve body 51a opposite to the actuator 65. Are facing each other. This predetermined interval is such that when the intake check valve 51 is opened in accordance with the fuel intake operation as described above, the valve body 51a only contacts the pressed portion 64c and does not press the pressed portion 64c. The size is set. As described above, during the first drive mode, only the intake check valve 51 is driven in the valve closing direction by the actuator 65, and the safety valve 64 is not driven in the valve opening direction, and the actuator 65 is in a stopped state. Similarly, it functions as a safety valve.

  Further, during the second drive mode, the second coil 67 is controlled to be in an excited state by a control signal from the ECU 2. Accordingly, a magnetic force is generated in the second coil 67, and the armature 68 moves to the second coil 67 side, that is, the suction check valve 51 side against the spring force of the second coil spring 70 by this magnetic force. Further, the valve body 51a is further pressed in the valve opening direction as compared with the case where the actuator 65 is stopped. As a result, the valve body 51a moves against the spring force of the coil spring 51b in the valve opening direction from the first valve opening position shown in FIG. 8, and is located at the second valve opening position shown in FIG. Accordingly, the pressed portion 64c is pressed by the armature 68 via the valve body 51a, whereby the valve body 64a moves in the valve opening direction against the spring force of the coil spring 64b. It is located in the valve opening position shown in FIG. As described above, during the second drive mode, both the intake check valve 51 and the safety valve 64 are driven in the valve opening direction by the actuator 65.

  Next, the suction operation, the discharge operation, the spill operation, and the pressure reducing operation in the fuel supply device 1B will be described focusing on differences from the first embodiment.

Inhalation operation During the execution of the inhalation operation, the actuator 65 is operated in the first drive mode, whereby the intake check valve 51 and the safety valve 64 function as a check valve and a safety valve, respectively, as described above. The other operations are basically the same as those in the first embodiment, and the fuel from the fuel tank 21 is sucked into the pressure increasing chamber 3c via the suction passage 61.

-Discharge operation During the discharge operation, as in the case of the suction operation, the actuator 65 is operated in the first drive mode, whereby the suction check valve 51 and the safety valve 64 function as a check valve and a safety valve, respectively. The other operations are basically the same as those in the first embodiment, and the boosted fuel in the boosting chamber 3c is discharged to the fuel injection device 31 side through the discharge path 62.

Spill operation During execution of the spill operation, the first and second coils 66 and 67 are both controlled to be in a non-excited state, and the actuator 65 is held in a stopped state. As a result, as described with reference to FIG. 8, only the suction check valve 51 is held open, and as a result, a part of the fuel in the pressurizing chamber 3c sucked in the suction operation is lowered at the bottom dead center of the plunger 3b. As it rises from the position, the fuel tank 21 is returned to the fuel tank 21 via the suction passage 61. As a result, as in the first embodiment, the amount of fuel discharged in the subsequent discharge operation is reduced. When the spill operation is finished and the discharge operation is started, the actuator 65 that has been stopped is operated in the first drive mode. As a result, as described above, the boosted fuel in the boosting chamber 3c is discharged to the fuel injection device 31 side.

-Depressurization operation During execution of the depressurization operation, the actuator 65 is operated in the second drive mode, whereby both the suction check valve 51 and the safety valve 64 are held in the open state. As a result, the high-pressure fuel on the fuel injection device 31 side returns to the fuel tank 21 side via the discharge passage 62, the second return passage 71, and the suction passage 61, and as a result, the fuel pressure PF decreases greatly.

  The third embodiment corresponds to the inventions according to claims 1 and 3 (hereinafter collectively referred to as “second invention”), and various elements in the third embodiment and various elements in the second invention. The correspondence with the elements is as follows. That is, the high pressure pump 3 in the third embodiment corresponds to the fuel pump in the second invention, and the suction check valve 51, the safety valve 64, and the coil spring 64b in the third embodiment are the first control valve in the second invention, It corresponds to a second control valve and a spring, respectively.

  As described above, according to the third embodiment, as described in the description of the spill operation, the discharged fuel amount is controlled using the suction check valve 51 provided on the suction side of the high-pressure pump 3. Further, as described in the description of the pressure reducing operation, the fuel pressure PF is controlled to be reduced using the safety valve 64 provided on the discharge side of the high pressure pump 3. Further, the suction check valve 51 and the safety valve 64 are driven by a single actuator 65. Therefore, compared with the case where the suction check valve 51 and the safety valve 64 are driven by separate actuators, the degree of freedom in layout can be improved and the manufacturing cost can be reduced.

  In addition, when the drive mode by the actuator 65 is the first drive mode, unlike the conventional case described above, only the intake check valve 51 is driven, so that only control of the discharged fuel amount using the intake check valve 51 is performed. Therefore, the fuel pressure PF can be appropriately controlled through the discharged fuel amount.

  Further, when the safety valve 64 is not driven by the actuator 65, the valve is closed by the spring force of the coil spring 64 b as long as the fuel pressure downstream of the safety valve 64, that is, the fuel injection device 31 side does not exceed the upper limit value. It is comprised so that it may function as a safety valve hold | maintained in. Therefore, the actuator 65 having a relatively low response can be used.

  In addition, both the suction check valve 51 and the safety valve 64 are directly driven by the actuator 65. Therefore, unlike the case of driving the inflow control valve with the leaked fuel as described above, piping for that purpose is not required, and the layout flexibility and the manufacturing cost can be further reduced. Can do. For the same reason, the fuel supply device 1B can be easily designed, and therefore the manufacturing cost can be further reduced.

  Next, a fuel supply device 1C according to a fourth embodiment of the present invention will be described with reference to FIG. This fuel supply device 1C is configured in substantially the same manner as the fuel supply device 1B of the third embodiment, and the configuration of the suction path 81 and the actuator 82 is mainly different from that of the third embodiment. In FIG. 11, the same components as those in the first to third embodiments are indicated by the same reference numerals. Further, in the fuel supply device 1C, the suction operation, the discharge operation, the spill operation, and the pressure reduction operation described in the first embodiment are executed. Hereinafter, the fuel supply device 1 </ b> C will be described focusing on differences from the first to third embodiments.

  At one end of the suction path 81, a suction port 81a is provided, and the first supply path P1 described above is connected. The other end of the suction path 81 is connected to the upper part of the plunger barrel 3a, and the suction path 81 communicates with the pressure increasing chamber 3c. Further, an intake check valve 51 is provided in the intake passage 81. One end and the other end of the first return channel 8 are connected to the upstream side of the suction check valve 51 of the suction channel 81 and the lower end of the plunger barrel 3a, respectively. A pulsation damper 9 is provided in the vicinity of the connection portion with the 1 return flow path 8.

  Further, one end and the other end of the second return flow path 71 described above are connected to the upstream side of the suction check valve 51 in the suction path 81 and the downstream side of the discharge check valve 63 in the discharge path 62, respectively. Yes. The second return flow path 71 is provided with the safety valve 11 described in the first embodiment. The safety valve 11 is positioned on a straight line connecting the suction check valve 51 and the actuator 82, and the valve The opening direction of the body 11 a is arranged so as to be the same as the closing direction of the valve body 51 a of the suction check valve 51. With the above configuration, when the safety valve 11 is not driven by the actuator 82, the safety valve 11 is a coil as long as the fuel pressure downstream of the safety valve 11, that is, the fuel injection device 31 side does not exceed the above-described upper limit value. The valve 11 is held in the closed state by the spring force of the spring 11b, and thereby the second return channel 71 is held in the closed state. On the other hand, when the pressure of the fuel on the downstream side of the safety valve 11 exceeds the upper limit value, the safety valve 11 is opened, and as a result, the fuel on the fuel injection device 31 side of the safety valve 11 passes through the second return passage 71 and the suction port. It returns to the fuel tank 21 side via the path 81.

  The actuator 82 is an electromagnetic type and includes a coil 83, an armature 84, a first coil spring 85, and a second coil spring 86, and is disposed between the suction check valve 51 and the safety valve 11. The coil 83 is electrically connected to the ECU 2 and is controlled to an excited state or a non-excited state by a control signal from the ECU 2.

  The armature 84 has a rod-shaped main body portion 84a extending along the moving direction (open / close valve direction) of the valve bodies 51a and 11a, and a collar portion 84b integrally provided at the center of the main body portion 84a. It is configured to be movable along the moving direction of the valve bodies 51a and 11a. In addition, the collar portion 84 b is located closer to the suction check valve 51 than the coil 83 and is disposed so as to face the coil 83. Further, the armature 84 is urged toward the suction check valve 51 by the first coil spring 85 through the collar portion 84b. Further, the second coil spring 86 is disposed on the safety valve 11 side with respect to the flange portion 84b, and is disposed so as to face the flange portion 84b with a predetermined interval.

  In the actuator 82 configured as described above, when the coil 83 is controlled to be in a non-excited state, the armature 84 presses the valve body 51a in the valve opening direction by the spring force of the first coil spring 85, and the first coil Due to the balance between the spring force of the spring 85 and the spring force of the coil spring 51b, the armature 84 is held at the stop position shown in FIG. 11, and the valve body 51a is held at the first valve open position shown in FIG. In this case, when the safety valve 11 is closed, the end of the armature 84 opposite to the suction check valve 51 faces the valve body 11a with a predetermined interval.

  As described above, when the coil 83 is in the non-excited state, the actuator 82 is in a stopped state, and neither the suction check valve 51 nor the safety valve 11 is driven by the actuator 82. As a result, the intake check valve 51 configured as a normally open valve is held in the open state, and the safety valve 11 does not exceed the upper limit of the fuel pressure downstream of the safety valve 11 as described above. As long as it functions as a safety valve that is kept closed.

  When the coil 83 is excited by a control signal from the ECU 2, the armature 84 moves to the side opposite to the suction check valve 51 due to the magnetic force generated by the coil 83, and the suction check valve 51 and the safety valve 11. Drive. As drive modes at this time, the actuator 82 has a first drive mode for driving only the suction check valve 51 and a second drive mode for driving both the suction check valve 51 and the safety valve 11. Hereinafter, the operations of the actuator 82, the suction check valve 51, and the safety valve 11 in the first and second drive modes will be described with reference to FIGS.

  During the first drive mode, the armature 84 moves to the side opposite to the suction check valve 51 against the spring force of the first coil spring 85, and is located at the first operating position shown in FIG. Abuts against the second coil spring 86. As a result, the pressure in the valve opening direction of the valve body 51a by the armature 84 described with reference to FIG. 11 is released. In this case, the valve body 51a is located at the valve closing position shown in FIG. 12 when the above-described fuel intake operation is not performed, while when the intake operation is performed, the valve body 51a is located between the upstream and downstream sides. It moves in the valve opening direction due to the pressure difference. As described above, during the first drive mode, the intake check valve 51 permits the intake of fuel into the booster chamber 3c by the intake operation and the fuel from the high-pressure pump 3 as in the second and third embodiments. It functions as a check valve that prevents the reverse flow of fuel to the tank 21 side.

  In addition, as shown in FIG. 12, during the first drive mode, the armature 84 has a driving force that is just the end of the armature 84 opposite to the suction check valve 51 is in contact with the valve body 11a of the safety valve 11. Is not transmitted to the safety valve 11. As described above, during the first drive mode, only the intake check valve 51 is driven in the valve closing direction by the actuator 82, and the safety valve 11 is not driven in the valve opening direction, and the actuator 82 is in a stopped state. Similarly, it functions as a safety valve.

  Further, during the second drive mode, compared to the case of the first drive mode, the armature 84 moves largely to the side opposite to the suction check valve 4 from the first operating position shown in FIG. 12, that is, to the safety valve 11 side. Then, the valve body 11a is pressed in the valve opening direction while being located at the second operating position shown in FIG. As a result, the valve body 11a moves in the valve opening direction against the spring force of the coil spring 11b, and is located at the valve opening position shown in FIG. In this state, the armature 84 compresses the second coil spring 86 in addition to the first coil spring 85.

  Further, during the second drive mode, as in the first drive mode, the pressure in the valve opening direction of the valve body 51a by the armature 84 is released, and as a result, the suction check valve 51 functions as a check valve. As described above, during the second drive mode, the suction check valve 51 is driven in the valve closing direction and the safety valve 11 is driven in the valve opening direction by the actuator 82.

  Next, an intake operation, a discharge operation, a spill operation, and a pressure reduction operation in the fuel supply device 1C will be described focusing on differences from the first embodiment.

Inhalation operation During the execution of the inhalation operation, the actuator 82 is operated in the first drive mode, whereby the intake check valve 51 and the safety valve 11 function as a check valve and a safety valve, respectively, as described above. The other operations are basically the same as those in the first embodiment, and the fuel from the fuel tank 21 is sucked into the booster chamber 3c through the suction passage 81.

-Discharge operation During the discharge operation, as in the case of the suction operation, the actuator 82 is operated in the first drive mode, whereby the suction check valve 51 and the safety valve 11 function as a check valve and a safety valve, respectively. The other operations are basically the same as those in the first embodiment, and the boosted fuel in the boosting chamber 3c is discharged to the fuel injection device 31 side through the discharge path 62.

Spill operation During execution of the spill operation, the coil 83 is controlled to be in a non-excited state, and the actuator 82 is held in a stopped state. As a result, as described with reference to FIG. 11, only the suction check valve 51 is held open, and as a result, a part of the fuel in the pressure increasing chamber 3c is lifted from the bottom dead center position of the plunger 3b. Then, the fuel is returned to the fuel tank 21 side through the suction passage 81. As a result, as in the first embodiment, the amount of fuel discharged in the subsequent discharge operation is reduced. When the spill operation is completed and the discharge operation is started, the actuator 82 that has been stopped is operated in the first drive mode. As a result, as described above, the boosted fuel in the boosting chamber 3c is discharged to the fuel injection device 31 side.

-Depressurization operation During the execution of the depressurization operation, the actuator 82 is operated in the second drive mode, whereby both the suction check valve 51 and the safety valve 11 are held open. As a result, the high-pressure fuel on the fuel injection device 31 side returns to the fuel tank 21 side via the discharge passage 62, the second return passage 71, and the suction passage 81, and as a result, the fuel pressure PF decreases greatly.

  The fourth embodiment, like the third embodiment, corresponds to the second invention (the invention according to claims 1 and 3), and various elements in the fourth embodiment and various elements in the second invention. The correspondence with the elements is as follows. That is, the high-pressure pump 3 in the fourth embodiment corresponds to the fuel pump in the second invention, and the suction check valve 51, the safety valve 11 and the coil spring 11b in the fourth embodiment are the first control valve in the second invention, It corresponds to a second control valve and a spring, respectively.

  As described above, according to the fourth embodiment, as described in the description of the spill operation, the discharged fuel amount is controlled using the suction check valve 51 provided on the suction side of the high-pressure pump 3. Further, as described in the description of the pressure reducing operation, the fuel pressure PF is controlled to be reduced using the safety valve 11 provided on the discharge side of the high pressure pump 3. Further, the suction check valve 51 and the safety valve 11 are driven by a single actuator 82. Therefore, as compared with the case where the suction check valve 51 and the safety valve 11 are driven by separate actuators, the degree of freedom in layout can be improved and the manufacturing cost can be reduced.

  Also, when the drive mode by the actuator 82 is the first drive mode, unlike the conventional case described above, only the intake check valve 51 is driven, and therefore only the control of the discharged fuel amount using the intake check valve 51 is performed. Therefore, the fuel pressure PF can be appropriately controlled through the discharged fuel amount.

  Further, when the safety valve 11 is not driven by the actuator 82, the valve is closed by the spring force of the coil spring 11b as long as the fuel pressure downstream of the safety valve 11, that is, the fuel injection device 31 side does not exceed the upper limit value. It is comprised so that it may function as a safety valve hold | maintained in. Therefore, as in the third embodiment, the actuator 82 having a relatively low response can be used.

  In addition, both the suction check valve 51 and the safety valve 11 are directly driven by the actuator 82. Therefore, unlike the case of driving the inflow control valve with the leaked fuel as described above, piping for that purpose is not required, and the layout flexibility and the manufacturing cost can be further reduced. Can do. For the same reason, the fuel supply device 1C can be easily designed, and thus the manufacturing cost can be further reduced.

  In addition, this invention can be implemented in various aspects, without being limited to the described embodiment. For example, in the embodiment, the actuators 6, 52, 65, 82 are electromagnetic, but may be hydraulic or pneumatic. The embodiment is an example in which the fuel supply devices 1 and 1A to 1C are applied to an engine E as a gasoline engine that directly injects fuel into the cylinder C. However, the fuel supply devices 1 and 1A to 1C are examples. Is not limited to this type of engine, such as a type of engine that injects into the intake port, a diesel engine, a CNG (Compressed Natural Gas) engine, an outboard motor with a crankshaft arranged vertically, and the like, The present invention can be applied to various types of industrial internal combustion engines. In addition, it is possible to appropriately change the detailed configuration within the scope of the gist of the present invention.

DESCRIPTION OF SYMBOLS 1 Fuel supply apparatus 1A Fuel supply apparatus 1B Fuel supply apparatus 1C Fuel supply apparatus 3 High pressure pump (fuel pump)
4 Suction check valve (first control valve)
5 Discharge check valve (second control valve)
6 Actuator 11 Safety valve (second control valve)
11b Coil spring (spring)
21 Fuel tank 31 Fuel injection device 51 Suction check valve (first control valve)
52 Actuator 64 Safety valve (second control valve)
64b Coil spring (spring)
65 Actuator 82 Actuator

Claims (3)

A fuel supply device for supplying fuel in a fuel tank to a fuel injection device,
A fuel pump connected to the fuel tank and the fuel injection device and sucking fuel from the fuel tank and discharging the sucked fuel to the fuel injection device side;
A first control valve provided on the suction side of the fuel pump for controlling the amount of fuel discharged from the fuel pump to the fuel injection device;
A second control valve for controlling the pressure of the fuel on the fuel injector side of the fuel pump to be reduced;
A coil and a single actuator having an armature located at a predetermined stop position when the coil is in a non-excited state, and driving the first and second control valves via the armature ,
The actuator has a first drive mode and a second drive mode as drive modes for driving the first and second control valves, and when the coil is excited in the first drive mode , By moving the armature to a predetermined first operating position, only the first control valve is driven, and the coil is excited in the second drive mode, so that the armature is stopped. by moving the first operating position and the same side, and a second operating position distant a predetermined than the first operating position with respect to the position, Turkey to drive both of the first and second control valve And a fuel supply device. A fuel supply device for supplying fuel in a fuel tank to a fuel injection device,
A fuel pump connected to the fuel tank and the fuel injection device and sucking fuel from the fuel tank and discharging the sucked fuel to the fuel injection device side;
A first control valve provided on the suction side of the fuel pump for controlling the amount of fuel discharged from the fuel pump to the fuel injection device;
A second control valve for controlling the pressure of the fuel on the fuel injector side of the fuel pump to be reduced;
A first coil, a second coil, and an armature positioned at a predetermined stop position when both the first and second coils are in a non-excited state, and the first and second controls are provided via the armature. A single actuator for driving the valve,
The actuator has a first drive mode and a second drive mode as drive modes for driving the first and second control valves, and the first coil is excited in the first drive mode. By moving the armature to a predetermined first operating position, only the first control valve is driven, and the second coil is excited in the second drive mode, whereby the armature fuel but by moving in a predetermined second operating position of the first operating position opposite to the stop position, you and drives both of the first and second control valve Feeding device. The actuator holds both the first and second control valves in an open state by driving both the first and second control valves in the second drive mode. The fuel supply device according to claim 1 or 2 .

Images