U.S. patent number RE36,119 [Application Number 08/874,611] was granted by the patent office on 1999-03-02 for solenoid valve unit for fuel injection apparatus.
This patent grant is currently assigned to Zexel Corporation. Invention is credited to Tomiaki Hasebe, Etsuro Hozumi, Hideya Kikuchi, Akira Kunishima, Takeo Kushida.
United States Patent |
RE36,119 |
Kunishima , et al. |
March 2, 1999 |
Solenoid valve unit for fuel injection apparatus
Abstract
A solenoid valve unit for a fuel injection apparatus suppresses
fuel vaporization when the engine is being started or restarted
when hot and enhances the reliability of engine operation by
providing a stable fuel delivery during engine startup.
Inventors: |
Kunishima; Akira
(Higashi-Matsuya, JP), Hasebe; Tomiaki
(Higashi-Matsuya, JP), Kikuchi; Hideya
(Higashi-Matsuya, JP), Hozumi; Etsuro
(Higashi-Matsuya, JP), Kushida; Takeo
(Higashi-Matusya, JP) |
Assignee: |
Zexel Corporation
(JP)
|
Family
ID: |
26352682 |
Appl.
No.: |
08/874,611 |
Filed: |
June 13, 1997 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
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Reissue of: |
452133 |
May 26, 1995 |
05558068 |
Sep 24, 1996 |
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Foreign Application Priority Data
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May 31, 1994 [JP] |
|
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6-139729 |
Jan 9, 1995 [JP] |
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7-016351 |
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Current U.S.
Class: |
123/516;
123/179.17 |
Current CPC
Class: |
F02D
41/065 (20130101); F02M 69/462 (20130101); F02M
63/0225 (20130101); F02M 63/025 (20130101); F02D
41/062 (20130101); F02M 37/0052 (20130101); F02M
63/005 (20130101); F02M 55/025 (20130101); F02M
37/20 (20130101); F02M 69/54 (20130101); F02D
33/006 (20130101); F02M 59/466 (20130101); F02M
55/00 (20130101); F02M 55/02 (20130101); F02D
2250/02 (20130101); F02M 2200/30 (20130101); F02D
41/3809 (20130101) |
Current International
Class: |
F02M
59/00 (20060101); F02M 55/02 (20060101); F02M
69/46 (20060101); F02M 59/46 (20060101); F02D
41/06 (20060101); F02M 63/00 (20060101); F02M
55/00 (20060101); F02M 69/54 (20060101); F02M
63/02 (20060101); F02M 37/20 (20060101); F02D
41/38 (20060101); F02M 037/04 (); F02N
017/00 () |
Field of
Search: |
;123/506,179.16,179.17,510-513,514,516,456,458,491 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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57-200663 |
|
Dec 1982 |
|
JP |
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58-48768 |
|
Mar 1983 |
|
JP |
|
60-56872 |
|
Apr 1985 |
|
JP |
|
5-321782 |
|
Dec 1993 |
|
JP |
|
Primary Examiner: Moulis; Thomas N.
Attorney, Agent or Firm: Ostrolenk, Faber, Gerb &
Soffen, LLP
Claims
What is claimed is:
1. A fuel injection apparatus comprising:
a low-pressure pump that supplies fuel at low pressure from a fuel
tank,
an injector, a high-pressure pump that is connected with and that
receives the low-pressure fuel from the low-pressure pump and that
supplies the fuel at high pressure to the injector that injects the
fuel at high pressure into an engine,
a solenoid valve unit comprising:
a unit housing provided with a high-pressure lead-in port from the
injector, a low-pressure lead-out port to the fuel tank, a return
port from the high-pressure pump, a high-pressure passage in
communication with the lead-in port, a low-pressure passage in
communication with the lead-out port, and a return port passage in
communication with the return port,
a pressure control valve that opens and closes the high-pressure
and low-pressure passage in accordance with pressure at the lead-in
port, and
solenoid valves able to communicate with the lead-in port and
lead-out port via the pressure control valve and able to open and
close communication between the high-pressure passage and the
low-pressure passage, and between the low-pressure passage and the
return port passage,
wherein the solenoid valves are controlled to open communication
between the high-pressure passage and the low-pressure passage and
close communication between the low-pressure passage and the return
port passage during engine startup, and to close communication
between the high-pressure passage and the low-pressure passage, and
open communication between the low-pressure passage and the return
port passage during normal engine operation.
2. An apparatus according to claim 1 wherein the solenoid valves
comprise a first solenoid valve that opens and closes communication
between the high-pressure passage and the low-pressure passage and
a second solenoid valve that opens and closes communication between
the low-pressure passage and the return port passage.
3. An apparatus according to claim 2 wherein after the engine is
operating normally, the solenoid valves are such that communication
between the high-pressure passage and the low-pressure passage is
closed by setting the first solenoid valve to off and communication
between the low-pressure passage and the return port passage is
opened by setting the second solenoid valve to off.
4. An apparatus according to claim 2 wherein after the engine is
operating normally, the solenoid valves are such that communication
between the high-pressure passage and the low-pressure passage is
closed by setting the first solenoid valve to on and communication
between the low-pressure passage and the return port passage is
opened by setting the second solenoid valve to off.
5. An apparatus according to claim 2 wherein the first solenoid
valve and the second solenoid valve both have the same
configuration.
6. An apparatus according to claim 1 wherein the solenoid valve
uses a single armature to drive a first valve element that opens
and closes communication between the high-pressure passage and the
low-pressure passage and a second valve element that opens and
closes communication between the low-pressure passage and the
return port passage.
7. An apparatus according to claim 6 wherein after the engine is
operating normally communication between the high-pressure passage
and the low-pressure passage is closed and communication between
the low-pressure passage and the return port passage is opened by
setting the solenoid valve to on.
8. An apparatus according to claim 6 wherein there is a valve seat
member that is provided with a connecting rod that connects the
first valve element with the second valve element and in which are
formed a first seat face for the first valve element, a second seat
face for the second valve element, and a connecting passage that
can provide communication between the high-pressure passage and the
low-pressure passage, and between the return port passage and the
low-pressure passage.
9. A fuel injection apparatus comprising:
a low-pressure pump that supplies fuel at low pressure from a fuel
tank,
an injector, a high-pressure pump that is connected with and that
receives the low-pressure fuel from the low-pressure pump and that
supplies the fuel at high pressure to the injector that injects the
fuel at high pressure into an engine,
a solenoid valve unit comprising:
a unit housing provided with a high-pressure lead-in port from the
injector, a low-pressure lead-out port to the fuel tank, a
high-pressure passage in communication with the lead-in port, and a
low pressure passage in communication with the lead-out port,
a high-pressure control valve that opens and closes the
high-pressure passage and low-pressure passage in accordance with
pressure at the lead-in port,
a solenoid valve that is able to communicate with the lead-in port
and lead-out port via the high-pressure control valve and can open
and close communication between the high-pressure passage and the
low pressure passage,
a check valve arranged between the low-pressure passage and the
fuel tank, and
a low-pressure control valve arranged between the high-pressure
pump and the fuel tank,
wherein an opening pressure of the low-pressure control valve is
set at a higher pressure than the valve opening pressure of the
check valve and the solenoid valve is controlled to open
communication between the high-pressure passage and the
low-pressure passage during engine startup, and to close
communication between the high-pressure passage and the
low-pressure passage during normal engine operation.
10. An apparatus according to claim 9 wherein the low-pressure
control valve is arranged closer to the fuel tank than the check
valve is to the fuel tank.
11. A fuel injection apparatus comprising:
a low-pressure pump that supplies fuel at low pressure from a fuel
tank,
an injector, a high-pressure pump that is connected with and that
receives the low-pressure fuel from the low-pressure pump and that
supplies the fuel at high pressure to the injector that injects the
fuel at high pressure into an engine,
a solenoid valve unit comprising:
a unit housing provided with a high-pressure lead-in port from the
injector, a low-pressure lead-out port to the fuel tank, a
high-pressure passage in communication with the lead-in port, and a
low pressure passage in communication with the lead-out port,
.Iadd.said high-pressure passage having an orifice formed
therein,.Iaddend.
a high-pressure control valve that opens and closes the
high-pressure passage and low-pressure passage in accordance with
pressure at the lead-in port,
a solenoid valve that is able to communicate with the lead-in port
and lead-out port via the pressure control valve and can open and
close communication between the high-pressure passage and the
low-pressure passage, and
a low-pressure control valve arranged between the high-pressure
pump and fuel tank,
wherein the orifice in the high-pressure passage is of a diameter
that allows the valve opening pressure of the low-pressure control
valve to be set at a higher pressure than the pressure in the
high-pressure passage when the solenoid valve is set at open and
the solenoid valve is controlled to open communication between the
high-pressure passage and the low-pressure passage during engine
startup, and to close communication between the high-pressure
passage and the low-pressure passage during normal engine
operation.
12. An apparatus according to claim 11 wherein the low-pressure
control valve is arranged closer to the fuel tank than the orifice
is to the fuel tank.
13. A fuel injection apparatus comprising:
a low-pressure pump that supplies fuel at low pressure from a fuel
tank,
an injector, a high-pressure pump that is connected with and that
receives the low-pressure fuel from the low-pressure pump and that
supplies the fuel at high pressure to the injector that injects the
fuel at high pressure into an engine,
a solenoid valve unit comprising:
a unit housing provided with a high-pressure lead-in port from the
injector, a low-pressure lead-out port to the fuel tank, a
high-pressure passage in communication with the lead-in port, and a
low-pressure passage in communication with the lead-out port,
.[.said high-pressure passage having an orifice formed
therein,.].
a high-pressure control valve that opens and closes the
high-pressure passage and low-pressure passage in accordance with
pressure at the lead-in port, and
a solenoid valve that can open and close communication between the
high-pressure passage and the low-pressure passage,
wherein the solenoid valve and the high-pressure control valve are
integrated by making common use of a valve element thereof.
14. An apparatus according to any of claims 1, .[.9, 11.]. or 13
wherein the high-pressure control valve.[., each of.]. .Iadd.and
.Iaddend.the solenoid .[.valves and the check valve and orifice.].
.Iadd.valve .Iaddend.are formed in a single unit housing.
15. An apparatus according to claim 13 wherein a damper portion is
formed on the low-pressure side of the solenoid valve.
16. An apparatus according to claim 15 wherein the solenoid valve
is provided with an armature damper portion that slides vertically
within a cylinder and a valve element portion that seats on a valve
seat member opening to the high-pressure passage.
17. An apparatus according to claim 13 wherein a damper portion is
formed on the high-pressure side of the solenoid valve.
18. An apparatus according to claim 17 wherein the solenoid valve
is provided with a needle valve in which are integrated a damper
portion on the high-pressure side that slides within a cavity in
the valve seat member, an armature portion, and a valve element
portion that seats on the valve seat member opening to the
high-pressure passage.
19. An apparatus according to claim 13 wherein the solenoid valve
and the high-pressure control valve body are formed as a flat plate
shaped valve element.
20. An apparatus according to claim 19 wherein the flat plate
shaped valve element is provided with an armature damper portion
that slides vertically along the inner wall of a solenoid chamber
formed in the unit housing, and a valve element portion that seats
on a valve seat member opening to the high-pressure passage.
21. An apparatus according to claim 13 wherein the solenoid valve
is configured as a high-pressure action type in which the element
can close communication between the high-pressure passage and the
low-pressure passage when subjected to high pressure from the
high-pressure passage.
22. An apparatus according to any of claims 9, 11 or 13 wherein the
solenoid valve is configured as a high-pressure opposition type in
which when the solenoid thereof is in an off state communication
between the high-pressure passage and the low-pressure passage can
be closed in opposition to high pressure from the high-pressure
passage.
23. An apparatus according to any of claims 9 or 11 wherein the
high pressure control valve and the solenoid valve are arranged in
parallel between the high-pressure lead-in port and the
low-pressure lead-out port.
24. An apparatus according to any of claims 9, 11 or 13 wherein the
high-pressure passage and the low-pressure passage are formed
parallel to each other and are straddled by at least one of the
high-pressure control valve and the solenoid valve. .Iadd.
25. An apparatus according to claim 9 wherein the check valve is
formed in a single unit housing..Iaddend..Iadd.26. An apparatus
according to claim 11 wherein the orifice is formed in a single
unit housing..Iaddend..Iadd.27. An apparatus according to claim 13
wherein the high pressure passage having an orifice which is formed
in a single unit housing..Iaddend.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates to a fuel injection apparatus, and
particularly to a solenoid valve unit for a fuel injection
apparatus, and more particularly to a solenoid valve unit for a
fuel injection apparatus that provides appropriate control of
cylinder fuel pressure in a gasoline injection system during engine
stamp and normal engine operation.
2. Prior Art Statement
With a conventional cylinder fuel injection system, when the engine
has been stopped and is restarted while still hot (i.e., a hot
restart), problems have been caused by fuel (gasoline, for example)
being vaporized in the fuel piping owing to the high temperature in
the engine compartment. This has led to a demand for a system that
can maintain stable fuel pressure and prevent fuel vaporization
during a hot restart. In particular, when a high-pressure pump
driven by the rotation of the engine is used to inject fuel, at low
engine speeds the fuel injection amount decreases, making it
difficult to prevent fuel vaporization during a hot restart.
JPA 5-321782 discloses a fuel injection apparatus that is able to
maintain a constant pressure on the intake side of a high-pressure
pump by providing a pressure control valve between a high-pressure
pump and a low-pressure pump, and returning fuel from an overflow
valve in the high-pressure pump to the pressure control valve.
Mechanical pressure flow control valves have been disclosed, such
as, for example, by JPA 60- 56872. These mechanical pressure valves
are arranged so that fuel is injected via a common rail when the
pressure of the fuel being delivered from the pump exceeds the
force exerted by a valve spring.
An object of a first aspect of the invention is to provide a
solenoid valve unit for a fuel injection apparatus that suppresses
fuel vaporization when an engine is subjected to a hot restart and
reliably improves engine operation, by providing a stable fuel
delivery when the engine is started.
A further object of the first aspect of the invention is to provide
a solenoid valve unit for a fuel injection apparatus that can pump
fuel at low pressure when the engine is started and change over to
high-pressure delivery during normal engine operation.
A further object of the first aspect of the invention is to provide
a solenoid valve unit for a fuel injection apparatus that can pump
fuel at low pressure when the engine is started and change over to
high-pressure delivery during normal engine operation, in which the
cost can be reduced by using a single solenoid valve to comprise
the solenoid valve unit.
A further object of the first aspect of the invention is to provide
a solenoid valve unit for a fuel injection apparatus in which the
timing of signals sent to a solenoid valve can be simplified and
the solenoid valve opened and closed with a small force, wherein
once a control signal has been used to open the solenoid valve, the
open state can be maintained when the valve is receiving fuel
delivered under high pressure without having to continue to supply
control signals.
Further second, third and fourth aspects of the invention are
described following the description of thee embodiments relating to
the above aspects of the invention.
SUMMARY OF THE INVENTION
For achieving the above objects, the first aspect of the invention
provides a solenoid valve unit for a fuel injection apparatus, said
the apparatus comprising a low-pressure pump that supplies fuel at
low pressure from a fuel tank, a high-pressure pump that supplies
the low-pressure fuel from the low-pressure pump to an injector
that injects the fuel at high pressure into an engine the solenoid
valve unit comprising, a housing provided with a high-pressure
lead-in port from the injector, a low-pressure lead-out port to the
fuel tank, a return port from the high-pressure pump, a
high-pressure passage in communication with the lead-in port, a
low-pressure passage in communication with the lead-out port, and a
return port passage in communication with the return port, a
pressure control valve that opens and closes the high-pressure
passage and low-pressure passage in accordance with pressure at the
lead-in port, and solenoid valves able to communicate with the
lead-in port and lead-out port via the pressure control valve and
able to open and close communication between the high-pressure
passage and the low-pressure passage, and between the low-pressure
passage and the return port passage, wherein the solenoid valves
are controlled to open communication between the high-pressure
passage and the low-pressure passage and close communication
between the low-pressure passage and the return port passage during
engine startup, and close communication between the high-pressure
passage and the low-pressure passage, and open communication
between the low-pressure passage and the return port passage during
normal engine operation.
The above solenoid valve unit can be provided with a first solenoid
valve that opens and closes communication between the high-pressure
passage and the low-pressure passage and a second solenoid valve
that opens and closes communication between the low-pressure
passage and the return port passage.
In the above solenoid valve unit, moreover, after the engine is
operating normally communication between the high-pressure passage
and the low-pressure passage can be closed by setting the first
solenoid valve off and communication between the low-pressure
passage and the return port passage can be opened by setting the
second solenoid valve to off. Also, after the engine is operating
normally, communication between the high-pressure passage and the
low-pressure passage is closed by setting the first solenoid valve
to on and communication between the low-pressure passage and the
return port passage is opened by setting the second solenoid valve
to off.
The solenoid valve can use a single armature to drive a first valve
element that opens and closes communication between the
high-pressure passage and the low-pressure passage and a second
valve element that opens and closes communication between the
low-pressure passage and the return port passage. Also, after the
engine is operating normally, communication between the
high-pressure passage and the low-pressure passage can be closed
and communication between the low-pressure passage and the return
port passage opened by setting the solenoid valve to on.
In the solenoid valve unit for a fuel injection apparatus according
to this first aspect of the invention, at the time of engine
startup communication is opened between the low-pressure passage
and high-pressure passage while at the same time closing
communication between the low-pressure passage and the return port
passage. There is therefore rise in the pressure acting on the
pressure control valve on the high-pressure pump side, so there is
no high-pressure delivery of fuel by the high-pressure pump,
allowing fuel to be supplied at low pressure to the injector from
the low-pressure pump. Furthermore, during normal engine operation
communication between the high-pressure passage and the
low-pressure passage is closed while at the same time communication
is opened between the low-pressure passage and the return port
passage, whereby the high-pressure pump pressure increases,
enabling normal high-pressure fuel delivery to take place.
That is, the characteristic of the low-pressure pump is used, the
fact that the delivery pressure is low but that the delivery flow
amount is sufficient when starting the engine. When the engine is
being started, a fuel supply circuit is switched to nullify the
high-pressure pump or stop fuel pressurization by the pump, thereby
allowing the fuel to be delivered to the injector using just the
low-pressure pump, which can provide enough fuel for starting the
engine. Thus, it becomes possible to suppress fuel vaporization
during a hot restart and the like. After the engine has been
started and is operating normally, a switchover by the solenoid
valve enables normal high-pressure fuel delivery from the
high-pressure pump to take place.
After the engine is operating normally, by setting the solenoid
valve to on so that communication between the high-pressure passage
and the low-pressure passage is closed, the solenoid valve is also
subjected, via the pressure control valve, to the pressure of the
fuel supplied under high-pressure from the high-pressure pump. As
the communication between the high-pressure passage and
low-pressure passage therefore remains closed even if the solenoid
valve is set to off, control signals to the solenoid valve can be
simplified. Also, as the solenoid does not have to be energized as
long as exposure to the high-pressure fuel continues, it is
possible to employ a less powerful solenoid valve.
Using a single armature to drive both a first valve element that
opens and closes communication between the high-pressure passage
and the low-pressure passage and a second valve element that opens
and closes communication between the low-pressure passage and the
return port passage, makes it possible to effect the above control
with a single solenoid valve. This can contribute to reducing the
size, complexity and cost of the structure.
The above and other features of the present invention will become
apparent from the following description made with reference to the
drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a schematic diagram of a fuel injection apparatus 1
equipped with a solenoid valve unit 2 in a first embodiment
according to the first aspect of the invention.
FIG. 2 is a sectional view of the above solenoid valve unit 2.
FIG. 3 is a chart showing the operating states of the various
elements of the solenoid valve unit.
FIG. 4 is a graph showing the relationship between engine speed and
the pressure of fuel to the injector 6A.
FIG. 5 is a sectional view of a solenoid valve unit 50 in a second
embodiment according to the first aspect of the invention.
FIG. 6 is a chart showing the operating states of the various
elements of the above solenoid valve unit.
FIG. 7 is a schematic diagram of a fuel injection apparatus
equipped with a solenoid valve unit 60 in a third embodiment
according to the first aspect of the invention.
FIG. 8 is a sectional view of the above solenoid valve unit 60 that
uses a single solenoid valve 62.
FIG. 9 is a chart showing the operating states of the various
elements of the above solenoid valve unit.
FIG. 10 is a graph showing the relationship between engine speed
and the pressure of fuel to the injector 6A.
FIG. 11 is a schematic diagram of a fuel injection apparatus 140
equipped with a solenoid valve unit 141 in a fourth embodiment
according to the second aspect of the invention.
FIG. 12 is a sectional view of the above solenoid valve unit
141.
FIG. 13 is a is a chart showing the operating states of the various
elements of the above solenoid valve unit.
FIG. 14 is a graph showing the relationship between engine speed
and the pressure of fuel to the injector 6A.
FIG. 15 is a schematic diagram of a fuel injection apparatus 155
equipped with a solenoid valve unit 156 in a fifth embodiment
according to the third aspect of the invention.
FIG. 16 is a sectional view of the above solenoid valve unit
156.
FIG. 17 is a schematic diagram of a fuel injection apparatus
equipped with a solenoid valve unit 160 in a sixth embodiment
according to the fourth aspect of the invention.
FIG. 18 is a schematic diagram of a fuel injection apparatus
equipped with a solenoid valve unit 170 in a seventh embodiment
according to the fourth aspect of the invention.
FIG. 19 is a sectional view of the principal parts of a solenoid
valve unit of the fourth aspect of the invention in which a flat
plate shaped valve element 176 is used.
FIG. 20 is a graph showing the relationship between flow amount and
control pressure on the solenoid valve in the above
arrangement.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
A first embodiment of the solenoid valve unit for a fuel injection
apparatus according to the first aspect of the invention will now
be described with reference to FIGS. 1 to 4. FIG. 1 is a schematic
diagram of a solenoid valve unit 2 for a fuel injection apparatus
1, in which he fuel injection apparatus 1 is provided with a fuel
tank 3, a low-pressure feed pump (low-pressure pump) 4, a
high-pressure gasoline pump (high-pressure pump) 5, a common rail
(accumulator) 6, an injector 6A and the solenoid valve unit 2.
The low-pressure pump 4 is electrically driven and therefore does
not depend on the speed (revolutions per minute) of the engine (not
shown). The delivery flow amount of the low-pressure pump 4 is
therefore constant, regardless of the engine speed. The driving of
the high-pressure pump 5 is related to the engine, so an amount of
fuel corresponding to the engine speed can be fed under high
pressure to the common rail 6, and therefore to the injector
6A.
The solenoid valve unit 2 is provided with a high-pressure control
valve 7, a first solenoid valve 8 and a second solenoid valve 9.
The high-pressure control valve 7 and the first solenoid valve 8
are connected in parallel between a high-pressure lead-in port 10
and a low-pressure lead-out port 11 of the high-pressure control
valve 7. Also, the high-pressure control valve 7 and the second
solenoid valve 9 are connected in parallel between the
high-pressure pump 5 and the low-pressure lead-out port 11. A
return port 12 from the high-pressure pump 5 is connected to the
second solenoid valve 9. The solenoid valve unit 2 is also provided
with a control circuit 13 for the first solenoid valve 8 and second
solenoid valve 9.
FIG. 2 is a partial sectional view of the solenoid valve unit 2.
The high-pressure control valve 7, first solenoid valve 8 and
second solenoid valve 9 of the solenoid valve unit 2 are arranged
in a valve unit housing 20. The high-pressure lead-in port 10,
low-pressure lead-out port 11 and return port 12 are formed in the
housing 20. The high-pressure control valve 7 intersects a
high-pressure passage 21 that communicates with the high-pressure
lead-in port 10 and a low-pressure passage 22 that communicates
with the low-pressure lead-out port 11. A pressure control valve
element 23 seats on a valve seat member 24. The high-pressure
passage 21 and low-pressure passage 22 are maintained in a closed
state by a control spring 25 urging the valve element 23
closed.
When the pressure from the high-pressure lead-in port 10 becomes
excessively high, the valve element 23 is lifted off the valve seat
member 24 against the resistance of the spring 25, the gap between
the valve element 23 and valve seat member 24 thus forming a
passage 26 (indicated in the drawing by a phantom line) between the
high-pressure passage 21 and low-pressure passage 22. The
high-pressure control valve 7 may also be constituted as a spool
type valve.
The first solenoid valve 8 is able to communicate with the
high-pressure lead-in port 10 and low-pressure lead-out port 11 via
the high-pressure control valve 7. For this, a valve element 28
that seats on a valve seat member 27 between the high-pressure
passage 21 and the low-pressure passage 22 is normally urged onto
the valve seat member 27 by a solenoid spring 31 provided between
an armature 29 integrated with the valve element 28 and a spring
seat member 30. Energizing a solenoid 32 by a signal from the
control circuit 13 causes the armature 29 to be drawn in against
the resistance of the solenoid spring 31, lifting the valve element
28 from the valve seat member 27 and opening communication between
the high-pressure passage 21 and the low-pressure passage 22. When
the pressure from high-pressure lead-in port 10 has reached a
sufficiently high level, the state of open communication is
maintained.
The second solenoid valve 9 is able to communicate with the
high-pressure lead-in port 10 and low-pressure lead-out port 11 via
the high-pressure control valve 7. For this, there is a valve
element 35 that seats on a valve seat member 34 located between the
low-pressure passage 22 and a return port passage 33 that
communicates with the return port 12. Provided between an armature
36 integrated with the valve element 35 and a spring seat member 37
is a solenoid spring 38, and there is also a valve spring 40
between the valve element 35 and a spring seat member 39. The force
of the spring 38 urges the valve element 35 towards the valve seat
member 34, opening a space between the valve element 35 and the
valve seat member 34 that allows communication between the
low-pressure passage 22 and the return port passage 33. By
energizing a solenoid 41 with a signal from the control circuit 13,
the armature 36 is drawn in against the resistance of the solenoid
spring 38, seating the valve element 35 on the seat 34 thereby
closing communication between the low-pressure passage 22 and the
return port passage 33.
The operating states of the elements in the solenoid valve unit 2
thus configured is shown in FIG. 3, and will now be described, with
reference also to the graph of FIG. 4 showing the relationship
between engine speed and fuel pressure. Setting the first solenoid
valve 8 on during engine startup causes the valve element 28 to be
lifted from the valve seat member 27. This opens the high-pressure
passage 21, opening communication between the high-pressure passage
21 and the low-pressure passage 22. By also setting the second
solenoid valve 9 to on, the valve element 35 is seated on valve
seat member 34, closing the return port passage 33, thereby closing
communication between the low-pressure passage 22 and the return
port passage 33.
With communication thus opened between the high-pressure passage 21
and the low-pressure passage 22 by the first solenoid valve 8,
there is no rise in pressure in the passage 21 and fuel pressure at
the injector 6A is low, making it possible to start the engine with
the low pressure fuel delivery of the low-pressure pump 4. Also,
with communication thus closed between the low-pressure passage 22
and the return port passage 33 by the second solenoid valve 9,
there is a large flow of low-pressure fuel in the fuel piping,
delivered at a constant rate from the low-pressure pump 4, that
fills the piping, suppressing fuel vaporization. The cooling and
lubrication of the high-pressure pump 5 are effected by the large
flow of fuel from the low-pressure pump 4.
Reverting to FIG. 3, once the engine is running normally the first
solenoid valve 8 can be switched off, which closes communication
between high-pressure passage 21 and low-pressure passage 22 by
seating the valve element 28 on the valve seat member 27. As a
result, high pressure is produced in the high-pressure passage 21
and at the injector 6A, and high-pressure injection is carried out
using the high-pressure pump 5. When the second solenoid valve 9 is
switched off the valve element 35 is lifted off the valve seat
member 34, which opens communication between the low-pressure
passage 22 and the return port passage 33, allowing normal cooling
and lubrication of the high-pressure pump 5
With respect to changes over time in the pressure of fuel going to
the injector 6A and the engine speed, as shown in FIG. 4, when the
key is turned to the accessory on position (not shown), the
low-pressure pump 4 is activated, raising the fuel pressure. The
engine is cranked by turning the key further, to the ignition on
position (not shown). Until the key is turned to the ignition on
position, the first solenoid valve 8 is closed and the second
solenoid valve 9 is open, or the first solenoid valve 8 and second
solenoid valve 9 are both open, and when the ignition is switched
on, as described above, the first solenoid valve 8 is opened and
the second solenoid valve 9 is closed, and the engine is started
using low-pressure fuel delivery by the low-pressure pump 4.
After the engine is fully operational, engine speed is increased by
closing the first solenoid valve 8 and opening the second solenoid
valve 9, whereby fuel pressure rises for normal operation under
high-pressure fuel delivery. When the key is turned to the off
position, the first solenoid valve 8 closes and the second solenoid
valve 9 opens, or valves 8 and 9 are both opened. As the first
solenoid valve 8 is configured as a high-pressure opposition type
valve, meaning it has to be held closed against pressure from the
high-pressure passage 21, it is necessary to use a powerful
solenoid 32.
A second embodiment of the solenoid valve unit according to the
first aspect of the invention will now be described with reference
to FIGS. 5 and 6. FIG. 5 is a sectional view of a solenoid valve
unit 50 of the second embodiment. The difference between the
solenoid valve unit 50 and solenoid valve unit 2 is that instead of
the first solenoid valve 8, the solenoid valve unit 50 has a first
solenoid valve 51 having the same configuration as the second
solenoid valve 9. Parts of the 51 have therefore been given the
same reference numerals as those of the second solenoid valve 9,
and further explanation thereof is omitted.
Setting the first solenoid valve 51 off during engine startup
causes the valve element 35 to be lifted from the valve seat member
34, opening first solenoid valve 51. This opens the high-pressure
passage 21, that is, communication is opened between high-pressure
passage 21 and low-pressure passage 22. The second solenoid valve 9
is also set to on, which seats the valve element 35 on the valve
seat member 34, closing the second solenoid valve 9 and thereby the
return port passage 33, meaning that communication between the
low-pressure passage 22 and the return port passage 33 is closed.
As the first solenoid valve 51 is open, the engine can be started
using the low-pressure fuel delivery of the low-pressure pump 4,
without using the high-pressure pump 5.
Reverting to FIG. 6, once the engine is operating normally, the
first solenoid valve 51 is closed by switching it on, closing
high-pressure passage 21 and the second solenoid valve 9 is opened
by switching it off, opening return port passage 33, resulting in
high-pressure fuel injection by the high-pressure pump 5.
The first solenoid valve 51 is a high-pressure action type.
Therefore, once the engine is operating normally under
high-pressure fuel injection, even if the first solenoid valve 51
is switched off, because the fuel pressure from the high-pressure
lead-in port 10 is sufficiently high, the valve element 35 remains
seated on the valve seat member 34 against the resistance of the
solenoid spring 38, maintaining the closed state of the
high-pressure passage 21. This allows fuel to be delivered under
high pressure by the high-pressure pump 5 and also improves the
high-pressure retention characteristics. This simplifies control
signals to the solenoid 41 of the first solenoid valve 51. Compared
with the first solenoid valve 8, another improvement is that a less
powerful solenoid 41 can be used.
After the engine has been stopped, the first solenoid valve 51 is
switched off, reopening high-pressure passage 21, and the second
solenoid valve 9 is switched off, opening return port passage 33.
The solenoid valve unit 2 of the first embodiment and the solenoid
valve unit 50 of the second embodiment both require a first
solenoid valve 8 or 51 and a second solenoid valve 9, but the
solenoid valve unit according to this first aspect of the invention
can also be configured using a single solenoid valve.
A third embodiment of the first aspect of the invention that uses a
single solenoid valve will now be described with reference to FIGS.
7 to 10. FIG. 7 is a schematic diagram of a fuel injection
apparatus 1 equipped with a solenoid valve unit 60 according to the
third embodiment of the invention, and FIG. 8 is a sectional view
of the solenoid valve unit 60. With reference to the drawings, in
addition to the solenoid valve unit 60, the fuel injection
apparatus 1 is provided with a fuel tank 3, low-pressure pump 4,
high-pressure pump 5, common rail 6, injector 6A and high-pressure
control valve 7.
A high-pressure control valve 7 and a single solenoid valve 62 are
provided in a housing 61 of the solenoid valve unit 60. The housing
61 also has a high-pressure lead-in port 10, a low-pressure
lead-out port 11, a return port 12, and a solenoid valve 62 control
circuit 13. The high-pressure control valve 7 and the solenoid
valve 62 are connected in parallel between the high-pressure
lead-in port 10 and the low-pressure lead-out port 11, and the
return port 12 from the high-pressure pump 5 is connected to the
solenoid valve 62. The solenoid valve 62 straddles high-pressure
passage 21, low-pressure passage 22 and return port passage 33, and
is provided with an armature 36, a spring seat member 37, solenoid
spring 38, spring seat member 39, valve spring 40, solenoid 41,
first valve element 63, connecting rod 64, second valve element 65
and a valve seat member 66.
The first valve element 63, connecting rod 64 and second valve
element 65 are integrated with the armature 36. The first valve
element 63 seats on a first seat face 66A of the valve seat member
66, and the second valve element 65 seats on a second seat face
66B. A connecting passage 66C is formed in the valve seat member 66
that is able to provide communication between the high-pressure
passage 21 and low-pressure passage 22, and between the return port
passage 33 and low-pressure passage 22.
The operating states of the elements in the solenoid valve 62 thus
configured is shown in FIG. 9, and will now be described, with
reference also to the graph of FIG. 10 showing the relationship
between engine speed and fuel pressure. Setting the solenoid valve
62 off during engine startup causes the first valve element 63 to
be lifted from the seat face 66A. This opens the high-pressure
passage 21, opening communication between the high-pressure passage
21 and the low-pressure passage 22, and seats the second valve
element 65 on the second seat face 66B, closing the return port
passage 33, thereby closing communication between the return port
passage 33 and the low-pressure passage 22.
With communication thus opened between the high-pressure passage 21
and the low-pressure passage 22, there is no rise in pressure in
the passage 21, so fuel pressure at the common rail 6 and injector
6A is low, making it possible to start the engine with the low
pressure fuel delivery provided by low-pressure pump 4. Reverting
to FIG. 9, once the engine has been started and is running normally
under high-pressure fuel injection, the solenoid valve 62 is
switched on to close communication between the high-pressure
passage 21 and low-pressure passage 22 by seating the valve element
63 on the seat face 66A. Also, the second valve element 65 is
lifted from the second seat face 66B, opening communication between
return port passage 33 and low-pressure passage 22, and with
communication between high-pressure passage 21 and low-pressure
passage 22 being closed, high pressure is produced in the
high-pressure passage 21 and at the injector 6A, and high-pressure
injection by the high-pressure pump 5 takes place.
With respect to the pressure of fuel supplied to the common rail 6
and injector 6A and the engine speed, as shown in FIG. 10, when the
key is turned to the accessory on position (not shown), the
low-pressure pump 4 is activated, raising the fuel pressure. The
engine is cranked by turning the key further, to the ignition on
position (not shown). Until the key is turned to the ignition on
position, communication between the high-pressure passage 21 and
the low-pressure passage 22 is open and communication between the
return port passage 33 and low-pressure passage 22 is closed.
Turning the key to the ignition on position causes the engine to be
started with the low-pressure fuel delivery by the low-pressure
pump 4.
As described above, communication can be closed between the
high-pressure passage 21 and low-pressure passage 22 and opened
between the return port passage 33 and low-pressure passage 22 by
setting the solenoid valve 62 on, and as the solenoid valve 62 is a
high-pressure action type, even if the solenoid valve 62 is
switched off, the closed communication between the high-pressure
passage 21 and low-pressure passage 22 and the open communication
between the return port passage 33 and the low-pressure passage 22
can be maintained, making it possible to simplify control signals
to the solenoid 41 (see the control signal to the solenoid 41 in
FIG. 10) and to shorten the time electrical power is applied to the
solenoid 41. After the low-pressure start, closing communication
between the high-pressure passage 21 and the low-pressure passage
22 and opening communication between the return port passage 33 and
the low-pressure passage 22 increases the engine speed and fuel
pressure, for normal engine operation by high-pressure fuel
injection. When the key is turned to the off position,
communication is opened between high-pressure passage 21 and
low-pressure passage 22 and closed between return port passage 33
and low-pressure passage 22.
With the solenoid valve unit 60 thus configured, communication
between low-pressure passage 21 and return port passage 33 can be
opened and closed by means of a single solenoid valve 62 (single
solenoid 41), which contributes to reducing the cost.
After the engine has been started and is operating normally with
high-pressure fuel injection, even if the first solenoid valve 62
is switched off, because the fuel pressure from the high-pressure
lead-in port 10 is sufficiently high (the solenoid valve 62 being
configured as a high-pressure action type in which the
high-pressure fuel acts in the direction in which the first valve
element 63 is seated), the first valve element 63 remains seated on
the first seat face 66A against the resistance of the solenoid
spring 38, so communication between the high-pressure passage 21
and the low-pressure passage 22 remains closed. This allows fuel to
be delivered under high pressure by the high-pressure pump 5 and
also improves the high-pressure retention characteristics. It is
therefore possible to simplify control signals to the solenoid 41
(see the control signal to the solenoid 41 in FIG. 10) and to
shorten the time electrical power is applied to the solenoid 41,
and a less powerful solenoid 41 can be used.
After the engine has been stopped, as shown in FIG. 9,
communication can be opened between high-pressure passage 21 and
low-pressure passage 22 and closed between return port passage 33
and low-pressure passage 22 by switching off the solenoid valve 62.
That is, once the engine has been operating under high-pressure
fuel injection, the fuel pressure cannot be lowered until the
engine has been stopped. Therefore, with communication remaining
closed between the high-pressure passage 21 and low-pressure
passage 22 and communication remaining open between the return port
passage 33 and low-pressure passage 22, when during transmission
(not shown) changes or the like the engine speed is reduced without
being able to change over from the high-pressure pump 5 to the
low-pressure pump 4, the delivery amount of the high-pressure pump
5 decreases, and can result in engine stoppage.
Thus, what is desirable is to be able to ensure a prescribed
low-pressure flow amount by the low-pressure pump 4 after the
engine has been started and is running at a very low speed, and the
ability, even during normal engine operation, to change between
high-pressure and low-pressure fuel injection modes in accordance
with engine running requirements. Furthermore, the solenoid valve
unit 60 requires a high-pressure control valve 7 and a separate
high-pressure changeover solenoid valve 62, which makes it
difficult to reduce the cost of the parts, the overall size and the
number of assembly steps, and also makes it difficult to improve
the reliability.
These problems and matters are addressed by second, third and
fourth aspects of the invention, the object of which also is to
provide a solenoid valve unit for a fuel injection apparatus that
suppresses fuel vaporization when an engine is subjected to a hot
restart and reliably improve engine operation, by providing a
stable fuel delivery when the engine is started.
A further object of the second, third and fourth aspects of the
invention is to provide a solenoid valve unit for a fuel injection
apparatus that can pump fuel at low pressure when the engine is
started and change over to high-pressure delivery during normal
engine operation.
A further object of the second, third and fourth aspects of the
invention is to provide a solenoid valve unit for a fuel injection
apparatus that can pump fuel at low pressure when the engine is
started and change over to high-pressure delivery during normal
engine operation, in which the cost can be reduced by using a
single solenoid valve to comprise the solenoid valve unit.
Moreover, while the first three embodiments according to the first
aspect of the invention are also directed at resolving the
difficulty, during a hot restart, of eliminating air, insufficiency
of the fuel injection amount when the engine is being started or is
operating at very low speeds, pressure instability of high-pressure
fuel delivery and other such problems, the following embodiments
according to the second, third and fourth aspects of the invention
provide a further improvement to resolve such problems. To achieve
this object, a solenoid valve unit for a fuel injection apparatus
is provided that uses a magnetic valve (on/off valve) to ensure a
prescribed low-pressure fuel delivery by a low-pressure feed pump
after the engine has been started and is running at very low speed,
and is able, even during normal engine operation, to change between
high-pressure and low-pressure fuel injection modes in accordance
with engine running requirements.
A further object of the second, third and fourth aspects of the
invention is to provide a solenoid valve unit for a fuel injection
apparatus in which the solenoid valve unit is a high-pressure
opposition type in which the direction in which the solenoid valve
element is seated is opposite to the direction of high-pressure
fuel delivery, enabling simplification of solenoid valve control
signals.
A further object of the second, third and fourth aspects of the
invention is to provide a solenoid valve unit for a fuel injection
apparatus in which the high-pressure control valve and the high-low
pressure changeover solenoid valve are integrated to simplify the
solenoid valve unit and reduce the cost.
For achieving the above objects, the second aspect of the invention
provides a fuel injection apparatus, including solenoid valve unit
for a fuel injection apparatus, the apparatus comprising a
low-pressure pump that supplies fuel at low pressure from a fuel
tank, a high-pressure pump that supplies the low-pressure fuel from
the low-pressure pump to an injector that injects the fuel at high
pressure into an engine the solenoid valve unit comprising, a unit
housing provided with a high-pressure lead-in port from the
injector, a low-pressure lead-out port to the fuel tank, a
high-pressure passage in communication with the lead-in port, and a
low-pressure passage in communication with the lead-out port, a
high-pressure control valve that opens and closes the high-pressure
passage and low-pressure passage in accordance with pressure at the
lead-in port, a solenoid valve that is able to communicate with the
lead-in port and lead-out port via the high-pressure control valve
and can open and close communication between the high-pressure
passage and the low-pressure passage, a check valve arranged
between the low-pressure passage and the fuel tank, and a
low-pressure control valve arranged between the high-pressure pump
and the fuel tank, wherein an opening pressure of the low-pressure
control valve is set at a higher pressure than the opening pressure
of the check valve and the solenoid valve is controlled to open
communication between the high-pressure passage and the
low-pressure passage during engine startup, and to close
communication between the high-pressure passage and the
low-pressure passage during normal engine operation.
The above objects are also achieved by a solenoid valve unit for a
fuel injection apparatus according to the third aspect of the
invention, wherein, instead of the check valve used in the second
aspect of the invention, an orifice is formed in the high-pressure
passage to set the pressure therein. The apparatus comprises a
low-pressure pump that supplies fuel at low pressure from a fuel
tank, a high-pressure pump that supplies the low-pressure fuel from
the low-pressure pump to an injector that injects the fuel at high
pressure into an engine. The solenoid valve unit comprises a unit
housing provided with a high-pressure lead-in port from the
injector, a low-pressure lead-out port to the fuel tank, a
high-pressure passage in communication with the lead-in port, and a
low-pressure passage in communication with the lead-out port, said
high-pressure passage having an orifice formed therein, a
high-pressure control valve that opens and closes the high-pressure
passage and low-pressure passage in accordance with pressure at the
lead-in port, a solenoid valve that is able to communicate with the
lead-in port and lead-out port via the high-pressure control valve
and can open and close communication between the high-pressure
passage and the low-pressure passage, and a low-pressure control
valve arranged between the high-pressure pump and the fuel tank,
wherein the orifice in the high-pressure passage is of a diameter
that allows the valve opening pressure of the low-pressure control
valve to be set at a higher pressure than the pressure in the
high-pressure passage when the solenoid valve is set at open and
the solenoid valve is controlled to open communication between the
high-pressure passage and the low-pressure passage during engine
startup, and to close communication between the high-pressure
passage and the low-pressure passage during normal engine
operation.
In a solenoid valve unit for a fuel injection apparatus according
to the fourth aspect of the invention, a high-pressure control
valve and a solenoid valve for switching high and low pressure are
integrated. The apparatus comprises a low-pressure pump that
supplies fuel at low pressure from a fuel tank, a high-pressure
pump that supplies the low-pressure fuel from the low-pressure pump
to an injector that injects the fuel at high pressure into an
engine. The solenoid valve unit comprises a unit housing provided
with a high-pressure lead-in port from the injector, a low-pressure
lead-out port to the fuel tank, a high-pressure passage in
communication with the lead-in port, and a low-pressure passage in
communication with the lead-out port, a high-pressure control valve
that opens and closes the high-pressure passage and low-pressure
passage in accordance with pressure at the lead-in port, and a
solenoid valve that can open and close communication between the
high-pressure passage and the low-pressure passage, wherein the
solenoid valve and the high-pressure control valve are integrated
by making common use of a valve element thereof.
The above high-pressure control valve, solenoid valves, check valve
and orifice can be formed in a single unit housing. A damper
portion can be formed on the low-pressure side or the high-pressure
side of the high-pressure control valve, and the solenoid valve and
pressure control valve element can be configured as flat plate
shaped bodies.
In the solenoid valve units according to the second, third and
fourth aspects of the invention, at the time of engine startup
communication is opened between the low-pressure passage and
high-pressure passage, as in the first aspect of the invention.
There is therefore no rise in the pressure acting on the pressure
control valve on the high-pressure pump side, so there is no
high-pressure delivery of fuel by the high-pressure pump, allowing
fuel to be supplied at low pressure to the common rail and injector
by the low-pressure pump. Communication between the high-pressure
passage and the low-pressure passage is closed during normal engine
operation, enabling normal high-pressure fuel delivery to take
place.
Thus, the characteristic of the low-pressure pump is used, the fact
that the delivery pressure is low but that the delivery flow amount
is sufficient when starting the engine. When the engine is being
started, a fuel supply circuit is switched to nullify the
high-pressure pump or stop fuel pressurization by the pump, thereby
allowing the fuel to be delivered to the injector using just the
low-pressure pump, which can provide enough fuel for starting the
engine. Thus, it becomes possible to suppress fuel vaporization
during a hot restart and the like. After the engine is firing fully
after startup, a switchover by the solenoid valve enables normal
high-pressure fuel delivery from the high-pressure pump to take
place.
In the case of the arrangement according to the second aspect of
the invention using a check valve, as the opening pressure of the
low-pressure control valve of the high-pressure pump is set at a
higher pressure than the check valve opening pressure, the
above-described effects can be realized when the engine is being
started and at very low engine speeds. During normal engine
operation, also, by switching the solenoid on and off in accordance
with the engine operating status, the check valve, i.e. the
solenoid valve, can be opened and shut while the low-pressure
control valve remains closed, enabling the low-pressure pump to
deliver the required amount during low speed operation without
stopping the engine, thus realizing a stable supply of fuel.
In the case of the arrangement according to the third aspect of the
invention that instead of the check valve of the second aspect of
the invention uses an orifice formed in the high-pressure passage,
the size of the orifice can be set at a desired diameter whereby
when the solenoid valve is open (on), the opening pressure of the
low-pressure control valve is higher than the high-pressure passage
pressure, thereby providing the same effect as the check valve
arrangement according to the second aspect of the invention.
The configuration according to the fourth aspect of the invention
in which the high-pressure control valve and solenoid valve are
integrated enables switching between low pressure and high pressure
to be effected by the operation of a single valve element reducing
the cost and size of the arrangement and improving the
reliability.
A fourth embodiment of the solenoid valve unit for a fuel injection
apparatus according to the second aspect of the invention will now
be described with reference to FIGS. 11 to 14. Parts that are the
same as those used in FIGS. 1 to 10 have been given the same
reference numerals, further explanation thereof is omitted. FIG. 11
is a schematic diagram of a solenoid valve unit 141 of a fuel
injection apparatus 140. In addition to the solenoid valve unit
141, the fuel injection apparatus 140 is provided with a fuel tank
3, low-pressure pump 4, high-pressure pump 5, low-pressure control
valve 142 for the high-pressure pump 5, common rail 6 and injector
6A. The common rail 6 is connected to the injector 6A via a first
bank rail 6B and second bank rail 6C having a smaller capacity.
The solenoid valve unit 141 is provided with a solenoid valve 143
having an orifice 145, the high-pressure control valve 7, a check
valve 144, and a return connection point 147 from the check valve
144 via a low-pressure lead-out port 146. The high-pressure control
valve 7 and solenoid valve 143 are provided in parallel between the
high-pressure lead-in port 10 and the low-pressure lead-out port
146, and the check valve 144 in series.
FIG. 12 is a sectional view of the solenoid valve unit 141; the
high-pressure control valve 7 has substantially the same
configuration as the valve 7 of FIGS. 2, 5 and 8. The check valve
144 is arranged downstream of the low-pressure passage 22. The
solenoid valve 143 straddles the high-pressure passage 21 and the
low-pressure passage 22, and is provided with an armature 148, a
spring seat member 149, a solenoid spring 150, a solenoid 151, a
valve seat member 152 and a valve element 153. The valve element
153 is formed as an integral part of the armature 148. The valve
element 153 seats on a seat face 152A of the valve seat member 152.
The valve seat member 152 has a passage 152B that can provide
communication between the high-pressure passage 21 and the
low-pressure passage 22, via the orifice 145. The opening pressure
of the low-pressure control valve 142 is greater than that of the
check valve 144.
The operating states of the elements in the solenoid valve unit 141
thus configured is shown in FIG. 13, and will now be described,
with reference also to the graph of FIG. 14 showing the
relationship between engine speed and fuel pressure. Setting the
solenoid valve 143 on during engine startup causes the valve
element 153 to be lifted from the face 152A of the valve seat
member 152, opening communication between the high-pressure passage
21 and the low-pressure passage 22, as indicated in FIG. 13.
Because the opening pressure of the low-pressure control valve 142
is greater than that of the check valve 144, the low-pressure
control valve 142 is closed.
With communication thus opened between the high-pressure passage 21
and the low-pressure passage 22, there is no rise in pressure in
the passage 21, resulting in low fuel pressure at the common rail 6
and injector 6A of FIG. 11, making it possible to start the engine
with the low-pressure fuel delivery provided by low-pressure pump 4
(refer to the "Pump Used" column in FIG. 13). The large flow of
low-pressure fuel delivered at a constant rate by the low-pressure
pump 4 fills the fuel piping, suppressing fuel vaporization. The
cooling and lubrication of the high-pressure pump 5 are effected by
the large flow of fuel from the low-pressure pump 4.
Reverting to FIG. 13, once the engine has been started and is
running normally under high-pressure fuel injection, the solenoid
valve 143 is switched off to close communication between the
high-pressure passage 21 and low-pressure passage 22 by seating the
valve element 153 on the seat face 152A. As a result, high pressure
is produced in the high-pressure passage 21 and at the common rail
6 and injector 6A, and high-pressure injection by the high-pressure
pump 5 takes place. Switching the solenoid valve 143 off causes the
pressure to rise in the high-pressure passage 21, resulting in high
pressure at the common rail 6 and injector 6A. Opening the
low-pressure control valve 142 allows normal cooling and
lubrication by the fuel of the high-pressure pump 5.
With respect to changes over time in the pressure of fuel going to
the common rail 6 and injector 6A and the engine speed, as shown by
FIG. 14, when the key is turned to the accessory on position (not
shown), the low-pressure pump 4 is activated and raises the fuel
pressure. The engine is cranked by turning the key further, to the
ignition on position (not shown). Until the key is turned to the
ignition on position, communication between the high-pressure
passage 21 and low-pressure passage 22 is open and the low-pressure
control valve 142 closed. When the ignition is switched on, as
described above, the engine is started using low-pressure fuel
delivery by the low-pressure pump 4.
Switching the solenoid valve 143 over from on to off allows
communication to be closed between the high-pressure passage 21 and
low-pressure passage 22, and the low-pressure control valve 142 to
be opened. Turning the key to the off position closes communication
between the high-pressure passage 21 and low-pressure passage 22
and closes the low-pressure control valve 142. As the check valve
144 is located downstream of the solenoid valve 143 and
high-pressure control valve 7, a prescribed low pressure can be
maintained even after the engine has stopped.
A high-pressure opposition type valve configuration is used in
which the valve element 153 is urged onto the seat face 152A
against the high pressure, to close the high-pressure passage 21.
Therefore, only two control stages are required, to switch the
solenoid valve 143 on when the engine is being started, and switch
the solenoid valve 143 off when the engine is operating normally.
Compared to the three-stage control of the solenoid valve unit 60
(FIGS. 7 to 10) consisting of switching it off at engine startup,
on after the engine is fully operational, and off again when the
engine is operating normally, rather than not functioning until the
engine is stopped, control is simpler, with the valve element 153
functioning as soon as the solenoid valve 143 is switched off.
Moreover, as shown by FIG. 13, even after the engine has started up
and is running normally, during low-pressure operation in
particular, when the solenoid valve 143 is switched from off to on
the valve element 153 immediately becomes operational. Switching
the solenoid valve 143 on causes the valve element 153 to be lifted
from the seat face 152A, opening communication between the
high-pressure passage 21 and low-pressure passage 22, as at engine
startup time. As the check valve 144 has a lower opening pressure
than that of the low-pressure control valve 142, the low-pressure
control valve 142 remains closed, so a prescribed amount of fuel is
supplied to the common rail 6 and injector 6A not by the
high-pressure pump 5, but instead by the low-pressure pump 4.
By giving the orifice 145 communicating with the high-pressure
passage 21 a prescribed diameter that causes the opening pressure
at which the low-pressure control valve 142 is set to exceed the
high-pressure passage 21 pressure when the solenoid valve 143 is on
(open), the need for the check valve 144 is eliminated. This will
now be described with reference to a fifth embodiment of a solenoid
valve unit 156 for a fuel injection apparatus 155 according to the
third aspect of the invention, as shown in FIG. 15 and the
sectional view of the solenoid valve unit 156 shown in FIG. 16. In
addition to the solenoid valve unit 156, the fuel injection
apparatus 155 is provided with a fuel tank 3, low-pressure pump 4,
high-pressure pump 5, low-pressure control valve 142 for the
high-pressure pump 5, a common rail 6 and an injector 6A. The
difference between solenoid valve unit 156 and the solenoid valve
unit 141 of FIGS. 11 and 12 is that there is no check valve 144,
and a diameter has been selected for the orifice 145 which ensures
that the set opening pressure of the low-pressure control valve 142
exceeds the high-pressure passage 21 pressure when the solenoid
valve 143 is open (on). The solenoid valve unit 156 thus configured
provides the same effects as those of the solenoid valve unit 141
as shown in FIG. 13, so substantially the same description thereof
applies and therefore may be omitted here.
If the diameter of the orifice 145 is increased, it is necessary to
increase the strength of the solenoid spring 150 used in the
solenoid valve 143, which is to say it is necessary to use a
stronger (larger) solenoid valve 143. As such, there is a limit to
the extent that just the diameter of the orifice 145 can be used to
provide the low-pressure control valve 142 with an opening pressure
that is greater than the pressure of the high-pressure passage 21.
Beyond that limit, it is necessary to use a solenoid valve unit 141
provided with a check valve 144, as in the arrangement illustrated
by FIGS. 11 and 12.
A solenoid valve unit 160 of a sixth embodiment according to the
fourth aspect of the invention will now be described with reference
to FIG. 17. This embodiment is characterized in that the solenoid
valve 143 and high-pressure control valve 7 portions of the
preceding embodiment (the second aspect of the invention) are
integrated. FIG. 17 is a sectional view of the solenoid valve unit
160, which is provided with a check valve 144 and a solenoid valve
161 in a valve unit housing 20. The solenoid valve unit 141 (FIG.
12) and high-pressure control valve 7 of the fourth embodiment are
integrated together in the case of the solenoid valve 161, which
has a needle valve 162 which integrates an armature damper portion
162A, a valve element portion 162B and a damper portion 162C. In
the needle valve 162, the valve element 23 of the high-pressure
control valve 7 and the armature 148 and element 153 of the
solenoid valve 143 are integrated and used in common.
The armature portion 162A receives the action of the solenoid 151
and the solenoid spring 150 and the valve element portion 162B
receives the action of the pressure adjustment spring 25, to
thereby open and close communication between the high-pressure
passage 21 and the low-pressure passage 22. A damping effect is
produced by the sliding movement of the damper portion 162C in a
cavity 24A in the valve seat member 24. The solenoid spring 150 may
be omitted by setting the force of the spring 25 at an appropriate
level. With the solenoid valve unit 160 thus configured, switching
the solenoid 151 on causes the armature portion 162A to be drawn
upwards, with reference to the drawing, lifting the valve element
portion 162B off the valve seat member 24 and thereby opening
communication between the high-pressure passage 21 and low-pressure
passage 22.
Thus, as in the case of the solenoid valve unit 141, during engine
startup a prescribed amount of fuel can be supplied to the common
rail 6 and injector 6A by the low-pressure pump 4 instead of the
high-pressure pump 5. Switching the solenoid 151 off causes the
valve element portion 162B to be seated on the valve seat member
24, closing communication between the high-pressure passage 21 and
low-pressure passage 22. The same function as that of the
high-pressure control valve 7 can be realized by opening and
closing the valve element portion 162B according to the opening
pressure of the spring 25 and the fuel pressure.
With respect to the operation of the needle valve 162 thus
configured, transitory or abnormal variations in the pressure of
the fuel from the high-pressure passage 21 can be damped and
overshoot and undershoot prevented by the damper portion 162C
sliding in the cavity 24A while a prescribed oil-tightness is
maintained, imparting the type of stability provided by a
high-pressure control valve 7. In this embodiment the damper
portion 162C is arranged on the high-pressure passage 21 side, i.e.
the high-pressure side. However, it can also be arranged on the
low-pressure passage 22 side, i.e. the low-pressure side.
FIG. 18 is a sectional view of a solenoid valve unit 170 with a
solenoid valve 171 and a damper portion provided on the
low-pressure side, according to a seventh embodiment. The solenoid
valve 171 has a valve seat member 172 corresponding to the valve
seat member 24, a needle valve 173 corresponding to the needle
valve 162, and a pressure adjustment spring 174 corresponding to
the spring 25 and solenoid spring 150. Integrally formed in the
needle valve 173 are a portion 173A in which armature and damper
portions are integrated, and a valve element portion 173B that is
seated on the valve seat member 172. The damper portion 173A slides
vertically within a cylindrical member 175. With the solenoid valve
unit 171 thus configured, switching the solenoid 151 on causes the
armature damper portion 173A to be drawn upwards, with reference to
the drawing, lifting the valve element portion 173B away from the
valve seat member 172, thereby opening communication between the
high-pressure passage 21 and low-pressure passage 22.
Thus, as in the case of the solenoid valve unit 141, during engine
startup the required amount of fuel can be supplied to the common
rail 6 and injector 6A by the low-pressure pump 4 instead of the
high-pressure pump 5. Switching the solenoid 151 off causes the
valve element portion 173B to be seated on the valve seat member
172, closing communication between the high-pressure passage 21 and
low-pressure passage 22. The same function as that of the
high-pressure control valve 7 can be realized by opening and
closing the valve element portion 173B according to the opening
pressure of the spring 174 and the fuel pressure. The check valve
144 may be omitted, as in the third aspect of the invention, by
optionally setting the diameter of the orifice 145 opened and
closed by the valve element portion 173B.
With respect to the operation of the needle valve 173 thus
configured, transitory or abnormal variations in the pressure of
the fuel from the high-pressure passage 21 can be damped and
overshoot and undershoot prevented by the armature damper portion
173A sliding in the cylindrical portion 175 while a prescribed
oil-tightness is maintained, imparting the type of stability
provided by a high-pressure control valve 7. The solenoid valve 171
thus configured according to the seventh embodiment provides the
effects of the high-pressure control valve 7 and solenoid valve 143
while also providing the same damper effect as that of the solenoid
valve 161 of the sixth embodiment (FIG. 17).
The damping effect can be increased by using a flat plate shaped
valve element 176, such as the one shown in FIG. 19, instead of the
rod shaped types of needle valves 162 and 173. The valve element
176 is constituted by a portion 176A formed by integrating a flat
plate shaped armature portion and a peripheral flange shaped damper
portion, and a conical valve element 176B that seats on a valve
seat portion 177 that opens into the high-pressure passage 21. The
armature damper portion 176A slides vertically within a solenoid
chamber 178.
The damping effect can be increased by increasing the sectional
area of the armature damper portion 176A used as the armature.
Using a configuration in which the solenoid valve 143 and
high-pressure control valve 7 portions are integrated as in the
solenoid valve 161 and solenoid valve 171 will mean there is just
one seat portion, as in the case of valve seat member 24 (FIG. 17)
and valve seat member 172 (FIG. 18). As shown by FIG. 20, the
result is that even with a low flow rate, there is no decline in
the control pressure of solenoid valves 161 and 171 (indicated by
the solid line), so a constant pressure can be maintained.
As described in the foregoing, in the solenoid valve unit according
to the present invention, during engine startup fuel is delivered
to the injector under low pressure by a low-pressure pump. This
prevents fuel vaporization during hot restarts and enables
high-pressure fuel delivery by the high-pressure pump during normal
high-pressure engine operation. The result is that stable engine
operation can be achieved.
Furthermore, according to the first aspect of the invention, even
when just one solenoid valve is used, two passages can be
controlled, one on the high-pressure side of the pressure control
valve and the other on the return port side. Such a configuration
allows costs to be reduced and high pressures to be controlled by a
small force, ensuring reliable opening and closing of the
passages.
In another embodiment according to the second aspect of the
invention, in which a check valve is used, the low-pressure control
valve of the high-pressure pump is given a higher opening pressure
than that of the check valve, so that even after the engine has
been started and is operating normally, by controlling the solenoid
valve, it is possible to use high-pressure or low-pressure fuel
delivery as required. In another embodiment according to the third
aspect of the invention, in which an orifice is used instead of a
check valve, the same effect is obtained by setting the orifice to
an appropriate size.
A further arrangement according to the fourth aspect of the
invention in which the high-pressure control valve and the solenoid
valve are integrated helps to reduce costs, decrease the overall
size and provide higher reliability.
* * * * *