Source: https://patents.google.com/patent/JP5169669B2/en
Timestamp: 2020-07-05 16:56:32
Document Index: 198134397

Matched Legal Cases: ['art 42', 'art 43', 'art 4', 'art 18', 'art 41', 'art 85', 'art 18', 'art 18', 'art 18', 'art 18', 'arts 80', 'art 80', 'art 21', 'art 80', 'art 85', 'art 80', 'art, 18', 'art, 22', 'art, 30', 'art, 42']

JP5169669B2 - Fuel pressure detection device and fuel pressure detection system - Google Patents
Fuel pressure detection device and fuel pressure detection system Download PDF
JP5169669B2
JP5169669B2 JP2008239747A JP2008239747A JP5169669B2 JP 5169669 B2 JP5169669 B2 JP 5169669B2 JP 2008239747 A JP2008239747 A JP 2008239747A JP 2008239747 A JP2008239747 A JP 2008239747A JP 5169669 B2 JP5169669 B2 JP 5169669B2
JP2008239747A
JP2009257303A (en
淳 近藤
透 田口
祐樹 田名田
山中　昭利
2007-11-02 Priority to JP2007286520 priority Critical
2007-11-02 Priority to JP2007286520 priority
2008-02-19 Priority to JP2008037846 priority
2008-03-28 Priority to JP2008086990 priority
2008-09-18 Priority to JP2008239747A priority patent/JP5169669B2/en
2008-09-18 Application filed by 株式会社デンソー filed Critical 株式会社デンソー
2009-11-05 Publication of JP2009257303A publication Critical patent/JP2009257303A/en
2013-03-27 Publication of JP5169669B2 publication Critical patent/JP5169669B2/en
F02M57/005—Fuel-injectors combined or associated with other devices the devices being sensors
The present invention relates to fuel supplied from the accumulator in a fuel injection system for an internal combustion engine to inject at the fuel injection valve, the fuel pressure detector for detecting pressure of the fuel, and the fuel pressure sensing system.
In order to accurately control the output torque and the emission state of the internal combustion engine, it is important to accurately control the injection mode, such as the injection amount of fuel injected from the fuel injection valve and the injection start timing. Therefore, conventionally, there has been proposed a technique for detecting an actual injection mode (transition of injection rate) by detecting the pressure of fuel that fluctuates with injection.
For example, it is possible to detect the actual injection start time by detecting the time when the fuel pressure starts to decrease along with the injection, or to detect the actual injection amount by detecting the decrease amount of the fuel pressure caused by the injection. I am trying. Thus, if the actual injection form can be detected, the injection form can be accurately controlled based on the detected value.
In detecting such fuel pressure fluctuations, the fuel pressure sensor (rail pressure sensor) installed directly on the common rail (accumulator) buffers the fuel pressure fluctuation caused by the injection in the common rail. Variation cannot be detected. Therefore, in the invention described in Patent Document 1, the fuel pressure variation caused by the injection is caused in the common rail by installing the fuel pressure sensor in the connection portion with the common rail in the high-pressure pipe for supplying fuel from the common rail to the fuel injection valve. Before buffering, the fuel pressure fluctuation is detected.
JP 2000-265892 A
In Patent Document 1, the fuel pressure sensor is disposed at a connection portion with the common rail in the high-pressure pipe, but the present inventors have considered attaching the fuel pressure sensor to the fuel injection valve. Specifically, a stem (straining body) to which a strain gauge is attached is attached to a body that is a component of a fuel injection valve and forms a high-pressure fuel passage inside, and is elastically deformed by receiving the pressure of the high-pressure fuel. The fuel pressure is detected by detecting the deformation amount of the stem with a strain gauge, and the fuel pressure sensor is configured with the stem and the strain gauge.
However, in the structure in which the strain gauge is attached to the stem as described above, the physique of the body increases in size by the stem. Further, in order to prevent high-pressure fuel from leaking between the stem and the body, a seal structure that seals between the stem and the body is required, so that the structure becomes complicated. This problem is the same when the fuel pressure sensor is attached to a place other than the fuel injection valve. When the fuel pressure sensor is attached to the passage member that forms the high-pressure fuel passage, the enlargement of the passage member is sufficiently suppressed. This is difficult to achieve and requires a seal structure between the passage member and the stem.
The present invention has been made in order to solve the above-described problems, and its object is to suppress the increase in size of the passage member and to simplify the structure when detecting the pressure of the fuel flowing through the high-pressure fuel passage formed in the passage member. fuel pressure detecting device which attained reduction, and to provide a fuel pressure sensing system.
Hereinafter, means for solving the above-described problems and the operation and effects thereof will be described.
The fuel supplied to the fuel injection valve through the high pressure pipe from accumulator for accumulating fuel, injecting fuel from the injection hole formed in the fuel injection valve, with fuel pressure sensing device that will be applied to a fuel injection system for an internal combustion engine There ,
A branch passage branched from the high-pressure fuel passage is formed in a passage member that forms a high-pressure fuel passage from the outlet portion of the pressure accumulator to the nozzle hole, and the thickness of the passage member is formed at an end of the branch passage. Forming a thin-walled part that is locally thinned,
A strain detection sensor is provided, which is attached to the thin portion and detects a strain of the thin portion caused by the fuel pressure in the high pressure fuel passage.
According to this, since the thin part is formed in the passage member and the strain detection sensor is directly attached to the thin part, the fuel pressure in the high-pressure fuel passage is detected without the need for the above-described stem that is configured separately from the passage member. it can. Therefore, the enlargement of the passage member due to the provision of the fuel pressure detection device can be suppressed. Further, since the above-described stem needs to be in contact with high-pressure fuel, a seal structure is required. On the other hand, since the strain detection sensor according to the present invention is not necessary, the structure of the fuel pressure detection device can be simplified. .
Further, the branch passage formed so as to branch from the high-pressure fuel passage and introduce the high-pressure fuel into the thin wall portion can almost eliminate the flow of fuel as compared with the high-pressure fuel passage. Since the strain detection sensor detects high-pressure fuel in the branch passage where the fuel flow hardly occurs, it is possible to avoid deterioration in the accuracy of fuel pressure detection due to the fuel flow.
In the first configuration , since the thin portion is formed in a side surface portion of the high-pressure fuel passage in the passage member, the thin portion can be easily processed.
According to a second aspect of the present invention, the fuel injection valve includes a body that forms a part of the high-pressure fuel passage, and the thin portion is formed in the body. According to this, the fuel pressure can be detected at a position closer to the injection hole as compared with the case where the thin portion is formed in a portion upstream of the fuel injection valve (for example, high pressure pipe) in the passage member. Therefore, it is possible to detect the fuel pressure fluctuation caused by the injection with high accuracy.
According to a third aspect of the present invention, a temperature detection sensor for detecting the temperature of the thin wall portion or a temperature correlated with the temperature is provided, and the detection value of the strain detection sensor is corrected according to the detection value of the temperature detection sensor. It is characterized by that.
Here, even if the actual fuel pressure is the same, the amount of strain in the thin portion varies depending on the temperature of the thin portion at that time. In view of this point, the invention according to claim 3 is provided with a temperature detection sensor for detecting the temperature of the thin portion or a temperature correlated with the temperature, and the detection of the strain detection sensor according to the detection value of the temperature detection sensor. It is characterized by correcting the value. According to this, since the detection value by the strain detection sensor is corrected according to the temperature of the thin portion at the time of detecting the fuel pressure, the error of the detection value by the strain detection sensor due to the temperature of the thin portion can be reduced.
Focusing on the high correlation between the temperature of the thin wall portion and the fuel temperature, in the invention according to claim 4 , the temperature detection sensor is attached to the high-pressure fuel passage or the pressure accumulator, and detects the temperature of the fuel. It is characterized by. Compared to the case where the temperature of the thin portion is directly detected, the degree of freedom of the mounting position of the temperature detection sensor can be improved. Specifically, as described in claim 5 , it is desirable to attach the temperature detection sensor to the pressure accumulator.
By the way, in the invention according to claim 1 having a structure in which the strain detection sensor is attached to the thin wall portion, individual differences are likely to occur in the relationship between the actual fuel pressure and the detected value, as compared with the above structure in which the strain gauge is attached to the stem. There is concern. That is, the thin portion formed by processing the passage member is likely to have individual differences in shape as compared with a stem separate from the passage member. With respect to this concern, in the invention according to claim 6 , the relationship between the actual fuel pressure when the fuel is supplied to the high pressure fuel passage and the detected value by the strain detection sensor at that time is stored in advance as a fuel pressure characteristic value. A storage means is provided. According to this, since the detection value by the strain detection sensor can be corrected based on the fuel pressure characteristic value stored in the storage means, the detection value error caused by the individual difference can be eliminated.
Here, even if the actual fuel pressure is the same, the amount of strain in the thin portion varies depending on the temperature of the thin portion at that time. In view of this point, in the invention according to claim 8, the storage means in which the relationship between the temperature of the thin-walled portion or the temperature correlated with the temperature and the detection value at that time by the strain detection sensor is stored in advance as a temperature characteristic value It is characterized by providing. According to this, since the detection value by the strain detection sensor can be corrected based on the temperature characteristic value stored in the storage means according to the temperature of the thin portion at the time of detecting the fuel pressure, the error of the detection value caused by the temperature can be eliminated. .
According to an eighth aspect of the present invention, there is provided a fuel injection valve mounted on an internal combustion engine for injecting fuel from an injection hole, at least one of a high-pressure pipe for supplying high-pressure fuel to the fuel injection valve, and the fuel pressure detection device. A fuel pressure detection system comprising: According to this fuel pressure detection system, the various effects described above can be exhibited in the same manner.
According to the second configuration , a fluid passage to which a high-pressure fluid is supplied from the outside, a nozzle hole that is connected to the fluid passage and injects at least a part of the high-pressure fluid, and one of the high-pressure fluids from the fluid passage. And a pressure control chamber that generates a force for energizing a nozzle needle that opens and closes the nozzle hole in a valve closing direction, and is connected directly or indirectly to the pressure control chamber, at least a part of which is the high-pressure fluid A diaphragm portion that can be strain-displaced by the pressure acting on and a displacement detection means for detecting the displacement of the diaphragm portion.
Since the diaphragm part is connected directly or indirectly to the pressure control chamber, it is not necessary to provide a special branch channel for connecting the diaphragm part to the fluid passage. Therefore, when the pressure detection unit is arranged in the inside, it is possible to prevent an increase in dimension in the radial direction of the injector body, that is, the thickness direction.
Here, a part of the high-pressure fluid is supplied to the inside of the pressure control chamber and filled to generate a force for urging the nozzle needle in the valve closing direction in the pressure control chamber, thereby closing the nozzle hole. As a result, the injection is stopped. On the other hand, by discharging the high-pressure fuel filled in the pressure control chamber, the force generated in the pressure control chamber is reduced, and the nozzle needle is opened. Thereby, injection from the nozzle hole is started. That is, it can be said that the timing of the change of the internal pressure generated inside the pressure control chamber substantially coincides with the timing of injection from the nozzle hole. Therefore, in the present invention, the diaphragm part is provided directly or indirectly connected to the pressure control chamber, and the displacement of the diaphragm part is detected by the displacement detecting means, so the timing of actually injecting from the nozzle hole is also accurate. It can be detected well.
Further, according to the second configuration , a branch passage communicated with the pressure control chamber is provided, and the diaphragm portion is formed of a thin wall portion communicated with the branch passage. Thereby, it is not necessary to provide a special branch channel for connecting the branch passage to the fluid passage. Therefore, when the pressure detection unit is arranged in the inside, it is possible to prevent an increase in dimension in the radial direction of the injector body, that is, the thickness direction.
According to the third configuration , the injector body in which the fluid passage and the injection hole are formed, and the separate body member formed separately from the injector body and disposed in the injector body, The separate member includes the branch passage communicated with the pressure control chamber and the thin portion communicated with the branch passage in the separate member. Since the separate member formed separately from the injector body has the branch passage communicated with the pressure control chamber and the thin portion, the diaphragm portion can be easily processed and formed. As a result, compared to the effect of the second configuration , the thickness control of the diaphragm portion can be further facilitated, and the pressure detection accuracy can be improved.
According to a fourth configuration , the separate member includes an in-orifice into which the high-pressure fluid is introduced, a pressure control chamber space that communicates with the in-orifice and forms a part of the pressure control chamber, An outlet orifice that communicates with the space for the pressure control chamber and discharges the high-pressure fluid into the low-pressure passage, and the branch passage is provided in communication with the space for the pressure control chamber in the separate member, A portion is connected to the branch passage and formed in the separate member. Since the separate member formed separately from the injector body has the branch passage and the diaphragm portion communicated with the pressure control chamber, the diaphragm portion can be easily processed and formed. As a result, compared to the effect of the second configuration , the thickness control of the diaphragm portion can be further facilitated, and the pressure detection accuracy can be improved.
According to a fifth configuration , the branch passage is connected to the pressure control chamber space at a different location from the in-orifice and the out-orifice. Since the flow of the high-pressure fluid is fast inside the in-orifice and the out-orifice, a time lag occurs until the pressure change becomes steady. However, according to this invention, since the said structure is employ | adopted, the change of the pressure of the steady area | region of the flow in a pressure control chamber is detectable.
According to the sixth configuration , the separate member includes the first member having the in-orifice, the space for the pressure control chamber, and the out-orifice, and the first member directly or indirectly in the injector body. And a second member formed by being connected to the branch passage at a portion different from the connection passage, and having the connection passage and the branch passage. .
Since the second member formed separately from the injector body has the thin portion, the diaphragm portion can be easily processed and formed. As a result, the thickness of the diaphragm portion can be easily controlled, and the pressure detection accuracy can be improved. Furthermore, since the second member including the diaphragm portion is disposed so as to be stacked with the first member that constitutes a part of the pressure control chamber, it is possible to prevent an increase in the radial direction of the injector body, that is, the size in the thickness direction.
According to a seventh configuration , the second member is a plate-like member having a predetermined thickness, and the displacement detecting means is a surface opposite to the high-pressure fluid introduction side of the diaphragm portion of the second member. The diaphragm portion is arranged at a position deeper than the surface of the second member by at least the thickness of the strain detection element.
The diaphragm portion is disposed at a position deeper than the surface of the second member by at least the thickness of the strain detection element, so that stress is not applied to the strain detection element when the second member is mounted in the injector body. Therefore, the pressure detector can be easily arranged inside itself.
Note that, as in the eighth configuration , the diaphragm portion may be configured by a thin portion provided on a part of the inner wall that constitutes the pressure control chamber. Thereby, the pressure fluctuation in the pressure control chamber can be detected without time lag.
According to the ninth configuration , the injector body in which the fluid passage and the nozzle hole are formed, and the separate body member formed separately from the injector body and disposed in the injector body, The separate member is characterized in that the pressure control chamber having a thin part thinner than the other part is provided inside the separate member. Thereby, the pressure fluctuation in the pressure control chamber can be detected without time lag.
According to the tenth configuration , the separate member includes an in-orifice into which the high-pressure fluid is introduced, a pressure control chamber space that communicates with the in-orifice and forms a part of the pressure control chamber, An out-orifice that communicates with the space for the pressure control chamber and discharges the high-pressure fluid to the low-pressure passage, and the thin portion provided in a part of the space for the pressure control chamber is provided.
Since the thin part is formed in a part of the space for the pressure control chamber in the separate member formed separately from the injector body, the diaphragm part can be easily processed and formed. As a result, compared to the effect of the second configuration , the thickness control of the diaphragm portion can be further facilitated, and the pressure detection accuracy can be improved.
According to the eleventh configuration , the diaphragm portion is formed in the space for the pressure control chamber in a portion different from the in-orifice and the out-orifice. Since the flow of the high-pressure fluid is fast inside the in-orifice and the out-orifice, a time lag occurs until the pressure change becomes steady. However, according to the present invention, it is possible to detect a change in pressure in a steady region of the flow in the pressure control chamber.
According to the twelfth configuration , the separate member is a plate-like member having a predetermined thickness, and the displacement detecting means is a surface opposite to the high-pressure fluid introduction side of the diaphragm portion of the separate member. The diaphragm portion is disposed at a position deeper than the surface of the separate member by at least the thickness of the strain detection element.
According to a thirteenth configuration , the separate member is a plate-like member disposed in a direction substantially perpendicular to the axial direction of the injector body.
Since the separate member is formed by a plate-like member arranged substantially perpendicular to the axial direction of the injector body, the radial direction of the injector body, that is, the thickness direction of the injector body is arranged when the pressure detector is arranged inside itself. An increase in dimension can be prevented.
According to the fourteenth configuration , the control piston includes a control piston that transmits a force for energizing the nozzle needle in the valve closing direction to the nozzle needle, and the control piston has an upper end portion in the injector body. It is arranged to face the pressure control chamber and receives the force generated in the pressure control chamber, and the upper end portion is a predetermined distance from the portion where the branch passage opens when the nozzle hole is opened. Only (L) is spaced apart from the nozzle hole.
If the upper end of the control piston is on the side opposite to the injection hole with respect to the branch passage when the valve is opened, the control piston may cover the branch passage. In this case, the displacement detection means can detect the pressure change in the pressure control chamber after the pressure in the pressure control chamber rises and the control piston moves in the valve closing direction to open the branch passage. Time loss occurs. On the other hand, in the present invention, since the above configuration is adopted, the branch passage can always be in communication with the pressure control chamber even when the nozzle hole is opened.
As in the fifteenth configuration, the pressure control chamber has an in-orifice into which a part of the high-pressure fluid is introduced from the fluid passage, a pressure control chamber space communicating with the in-orifice, and a pressure control chamber space It is preferable to have an out-orifice that communicates with the pressure chamber and discharges the high-pressure fluid to the low-pressure passage, and the diaphragm portion is connected to the space for the pressure control chamber.
Hereinafter, each embodiment which materialized this invention and each embodiment used as a reference in implementing this invention is described based on drawing. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings.
( Reference First Embodiment)
A first embodiment which is a reference for carrying out the present invention will be described with reference to FIGS. FIG. 1 is a view showing a state where an injector INJz (fuel injection valve) of the present embodiment is connected to a common rail CLz (pressure accumulator), FIG. 2 is a cross-sectional view showing the injector INJz alone, and FIG. 3 is a strain gauge 60z (strain detection). It is a figure which shows the attachment structure of a sensor.
First, the basic configuration and operation of the injector will be described with reference to FIGS. The injector INJz injects high-pressure fuel stored in the common rail CLz into a combustion chamber E1z formed in the cylinder of the internal combustion engine, and is assembled to the cylinder head E2z of the internal combustion engine.
In this embodiment, a diesel engine (internal combustion engine) for a four-wheeled vehicle is targeted, and high pressure fuel (for example, light oil having an injection pressure of “1000 atm” or more) is directly supplied to the combustion chamber E1z by injection (direct injection). Supply). The engine is assumed to be a multi-cylinder (for example, in-line four-cylinder) four-stroke, reciprocating diesel engine. Further, the fuel in the fuel tank is supplied to the common rail CLz at a high pressure by a fuel pump (not shown).
The injector INJz includes a nozzle 1z that injects fuel when the valve is opened, a piezo actuator 2z that expands and contracts due to charge and discharge, and a back pressure control mechanism 3z that is driven by the piezo actuator 2z to control the back pressure of the nozzle 1z. An electromagnetic coil may be employed as an actuator for driving the back pressure control mechanism 3z in place of the piezo actuator 2z. Alternatively, a direct-acting injector that eliminates the back pressure control mechanism 3z and directly drives the nozzle 1z with an actuator may be employed.
The nozzle 1z includes a nozzle body 12z (passage member) in which an injection hole 11z is formed, a needle 13z that opens and closes the injection hole 11z by making contact with and separating from the valve seat of the nozzle body 12z, and urges the needle 13z in a valve-closing direction A spring 14z is provided.
The piezo actuator 2z is constituted by a laminated body (piezo stack) formed by laminating a large number of piezo elements. The piezo element is a capacitive load that expands and contracts due to the piezoelectric effect, and can be switched between an expanded state and a contracted state by charging and discharging. Accordingly, the piezo stack functions as an actuator that operates the needle 13z. Note that power is supplied to the piezo actuator 2z from wiring (not shown) connected to the electrical connector CNz shown in FIG.
A valve body 31z (passage member) of the back pressure control mechanism 3 houses a piston 32z that moves following the expansion and contraction of the piezo actuator 2z, and a spherical valve element 33z that is driven by the piston 32z. Incidentally, in FIG. 1, the valve body 31z is illustrated as a single component, but is actually divided into a plurality of parts.
The substantially cylindrical injector body 4z (passage member) is formed with a stepped columnar storage hole 41z extending in the axial direction of the injector (vertical direction in FIG. 2) at the center in the radial direction. The piezo actuator 2z and the back pressure control mechanism 3 are accommodated. Moreover, the nozzle 1z is hold | maintained at the edge part of the injector body 4z by screwing the substantially cylindrical retainer 5z in the injector body 4z.
The injector body 4z, the valve body 31z, and the nozzle body 12z are formed with high-pressure fuel passages 4az, 31az, and 12az that are always supplied with high-pressure fuel from the common rail CLz. The injector body 4z and the valve body 31z have fuel tanks (not shown). A low-pressure passage 4bz connected to is formed. Further, these bodies 12z, 4z, 31z are made of metal, and are inserted into an insertion hole E3z formed in the cylinder head E2z of the internal combustion engine. The injector body 4z is formed with an engaging portion 42z (pressing surface) that engages with one end of the clamp Kz, and by tightening the other end of the clamp Kz to the cylinder head E2z with a bolt, one end of the clamp Kz is engaged. The part 42z is pressed toward the insertion hole E3z. Thereby, an injector is fixed in the state pressed in insertion hole E3z.
A high pressure chamber 15z (high pressure fuel passage) is formed between the outer peripheral surface of the needle 13z and the inner peripheral surface of the nozzle body 12z. The high pressure chamber 15z communicates with the nozzle hole 11z when the needle 13z is displaced in the valve opening direction. The high-pressure chamber 15z is always supplied with high-pressure fuel through a high-pressure fuel passage 31az. A back pressure chamber 16z is formed on the side of the needle 13z opposite to the injection hole. The aforementioned spring 14z is disposed in the back pressure chamber 16z.
The valve body 31z is formed with a high-pressure seat surface 35z in a path connecting the high-pressure fuel passage 31az in the valve body 31z and the back pressure chamber 16z of the nozzle 1z, and the low-pressure passage 4bz in the valve body 31z and the nozzle 1z. A low-pressure seat surface 36z is formed in a path communicating with the back pressure chamber 16z. And the valve body 33z mentioned above is arrange | positioned between the high pressure seat surface 35z and the low pressure seat surface 36z.
The injector body 4z includes a high pressure port 43z (connector connection portion) connected to the high pressure pipe 50z by a connector 70z (see FIGS. 1 and 3) described in detail later, and a low pressure port connected to the low pressure pipe (leak pipe). 44z (leak pipe connection part) is formed. The high-pressure port 43z may be disposed on the opposite side of the injection hole 11z with respect to the clamp Kz as shown in FIG. 2, or may be disposed on the injection hole side with respect to the clamp Kz. Further, the high-pressure port 43z may be formed at an end portion in the axial direction (vertical direction in FIG. 2) of the injector body 4z as shown in FIG. 2, or may be formed on a side surface of the injector body 4z.
In the above configuration, the high-pressure fuel accumulated in the common rail CLz flows out from the outlet of the common rail CLz provided for each cylinder, and is supplied to the high-pressure port 43z through the high-pressure pipe 50z and the connector 70z, and the high-pressure fuel passage 4az. , 31az, and then flows toward the high pressure chamber 15z and the back pressure chamber 16z. When the piezo actuator 2z is contracted, as shown in FIG. 2, the valve body 33z is in contact with the low pressure seat surface 36z, the back pressure chamber 16z is connected to the high pressure fuel passage 31az, and high pressure fuel is supplied to the back pressure chamber 16z. be introduced. The needle 13z is urged in the valve closing direction by the fuel pressure in the back pressure chamber 16z and the spring 14z to close the nozzle hole 11z.
On the other hand, when a voltage is applied to the piezo actuator 2z and the piezo actuator 2z is extended, the valve body 33z is in contact with the high pressure seat surface 35z, the back pressure chamber 16z is connected to the low pressure passage 4bz, and the back pressure chamber 16z has a low pressure. become. As the fuel pressure in the high pressure chamber 15z decreases, the needle 13z is urged in the valve opening direction to open the injection hole 11z, and fuel is injected from the injection hole 11z into the combustion chamber E1z.
Next, a procedure for assembling the injector INJz, the connector 70z, the high-pressure pipe 50z and the like to the cylinder head E2z will be briefly described.
First, the injector INJz is inserted into the insertion hole E3z of the cylinder head E2z, and the clamp Kz is fastened to the cylinder head E2z with a bolt to assemble the injector INJz to the cylinder head E2z. Next, the connector 70z and the high-pressure pipe 50z in a state where the strain gauge 60z is assembled in advance to the thin portion 70bz are connected to each other. Next, the connector 70z in a state in which the high-pressure pipe 50z is assembled is connected to the high-pressure port 43z of the injector INJz. Thus, the assembly of the injector INJz, the connector 70z, the high-pressure pipe 50z and the like to the cylinder head E2z is completed. Then, after the same assembly is completed for all the cylinders, the high-pressure pipe 50z of each cylinder is connected to the common rail CLz. In the above description, the injector INJz and the connector 70z are connected after the high-pressure pipe 50z and the connector 70z are connected. However, the high-pressure pipe 50z and the connector 70z are connected after the injector INJz and the connector 70z are connected. It may be.
Here, the pressure of the high-pressure fuel varies with the fuel injection from the nozzle hole 11z. A strain gauge 60z that detects this pressure fluctuation is attached to the connector 70z. The actual injection start timing can be detected by detecting the timing at which the fuel pressure starts decreasing with the start of injection from the nozzle hole 11z in the pressure fluctuation waveform detected by the strain gauge 60z. Moreover, the actual injection end time can be detected by detecting the time when the fuel pressure starts to increase with the end of injection. Further, in addition to these injection start timing and injection end timing, the injection amount can be detected by detecting the amount of decrease in fuel pressure caused by the injection. In other words, it can be said that the strain gauge 60z detects a change in the injection rate accompanying the fuel injection.
Next, the attachment structure of the strain gauge 60z and the connector 70z will be described with reference to FIG.
The connector 70z is made of metal, and is attached between the high-pressure port 43z of the injector INJz and the high-pressure pipe 50z. The connector 70z has a substantially cylindrical shape extending in the axial direction of the injector INJz (the vertical direction in FIG. 3), and the inside of the cylinder functions as a communication path 70az. The communication path 70az communicates the fuel inlet 43az (see FIG. 2) formed in the high pressure port 43z with the outlet of the high pressure pipe 50z.
Of the connector 70z (passage member), a side portion of the communication passage 70az (high pressure fuel passage), that is, a cylindrical portion of the connector 70z is formed with a thin portion 70bz whose thickness is locally reduced. A strain gauge 60z is affixed to the outer peripheral surface of 70bz (surface opposite to the communication path 70az). In other words, the thin portion 70bz is formed by forming the concave portion 70cz recessed from the outer peripheral side on the outer peripheral surface of the connector 70z, and the strain gauge 60z is accommodated in the concave portion 70cz.
Further, a circuit component 61z that constitutes a voltage application circuit and an amplification circuit, which will be described later, is accommodated in the recess 70cz. These circuits are connected to the strain gauge 60z by wire bonding. The strain gauge 60z to which a voltage is applied from the voltage application circuit constitutes a bridge circuit with another resistance element (not shown), and the resistance value changes according to the magnitude of the strain generated in the thin portion 70bz. As a result, the output voltage of the bridge circuit changes according to the strain of the thin wall portion 70bz, and the output voltage is output to the amplifier circuit as the pressure detection value of the high-pressure fuel. The amplifier circuit amplifies the pressure detection value output from the strain gauge 60z (bridge circuit) and outputs an amplified signal.
Here, even if the actual fuel pressure is the same, the strain amount of the thin portion 70bz varies depending on the temperature of the thin portion 70bz at that time. Therefore, in the present embodiment, the temperature correction described below is performed on the pressure detection value. First, a fuel having a known temperature and pressure is supplied to the communication passage 70az, and a test for measuring a detected pressure by the strain gauge 60z at that time is performed. Since the temperature of the thin portion 70bz and the fuel temperature are highly correlated, the fuel temperature is measured instead of the temperature of the thin portion 70bz. In this measurement, a test measurement is performed for an assumed temperature range. Then, the relationship between the actual fuel temperature and the detected pressure is acquired as a temperature characteristic value, the acquired temperature characteristic value is stored in a QR code (registered trademark) as storage means, and the QR code 90z is pasted on the injector INJz. (See FIG. 1).
The temperature characteristic value stored in the QR code 90z is read by the scanner device, and then stored in an engine ECU (not shown) that controls the operation of the injector INJz. In the state after the factory shipment in which the injector INJz is mounted on the internal combustion engine, the engine ECU corrects the pressure detection value output from the strain gauge 60z using the stored temperature characteristic value and the detected fuel temperature value. To do. The fuel temperature is detected by a temperature detection sensor 80z (see FIG. 1) attached to the common rail CLz.
Furthermore, in the present embodiment, the following processing for correcting the variation in the pressure detection value due to individual differences is performed. First, a fuel having a known pressure (actual pressure) is supplied to the communication passage 70az, and a detected pressure by the strain gauge 60z at that time is measured. In this measurement, a test measurement is performed for an assumed pressure range. Then, the relationship between the actual pressure and the detected pressure is acquired as a fuel pressure characteristic value, and the acquired fuel pressure characteristic value is stored in the QR code 90z. The fuel pressure characteristic value stored in the QR code 90z is read by the scanner device and stored in the engine ECU. Then, in the state after the factory shipment in which the injector INJz is mounted on the internal combustion engine, the engine ECU corrects the pressure detection value output from the strain gauge 60z using the stored fuel pressure characteristic value.
(1) Since the thin portion 70bz is formed on the connector 70z for connecting the injector INJz and the high-pressure pipe 50z, and the strain gauge 60z is directly attached to the thin portion 70bz, the above-described structure configured separately from the connector 70z. The fuel pressure in the communication passage 70az can be detected without the need for a stem. Therefore, it can suppress that connector 70z enlarges by providing a fuel pressure detection apparatus. Further, since the above-described stem needs to be in contact with the high-pressure fuel, a seal structure is required. On the other hand, the strain gauge 60z (strain detection sensor) according to the present embodiment is not necessary, so the structure of the fuel pressure detection device is simple. Can be achieved.
(2) Here, when the strain gauge 60z is affixed to the inner peripheral surface (the surface on the communication path 70az side) of the thin wall portion 70bz, wiring (not shown) of the strain gauge 60z is connected to the inside of the connector 70z. A take-out hole for taking it out from the outside is required. In addition, a structure for sealing between the extraction hole and the wiring of the strain gauge 60z is also required. On the other hand, in this embodiment, since the strain gauge 60z is affixed to the outer peripheral side surface (surface opposite to the communication path 70az) of the thin wall portion 70bz, the above-described extraction hole and seal structure can be made unnecessary.
(3) By the way, in the above structure in which the strain gauge 60z is attached to the thin-walled portion 70bz, individual differences in the relationship between the actual fuel pressure and the detected value (fuel pressure characteristics) are compared with the structure described above in which the strain gauge is attached to the stem. There is a concern that this is likely to occur. That is, the thin-walled portion 70bz formed by cutting the connector 70z is likely to have individual differences due to processing errors or the like in the shape as compared to the stem separate from the connector 70z, and the fuel pressure characteristics vary due to the individual differences. There is concern. In this embodiment, in this embodiment, the fuel pressure characteristic value acquired in advance by the test is stored in the QR code 90z, and the pressure detection value by the strain gauge 60z is corrected based on the stored fuel pressure characteristic value. The error of the detected pressure value can be eliminated.
(4) The temperature characteristic value acquired in advance by the test is stored in the QR code 90z, and the pressure detection value by the strain gauge 60z is corrected based on the stored temperature characteristic value and the fuel temperature detected by the temperature detection sensor 80z. Therefore, the error of the pressure detection value by the strain gauge 60z due to the temperature of the thin portion 70bz can be reduced.
(5) A connector 70z is attached between the high-pressure port 43z of the injector INJz and the high-pressure pipe 50z, and a strain gauge 60z for detecting the pressure of the high-pressure fuel is attached to the connector 70z. Therefore, a part of the arrangement space of the high-pressure pipe 50z can be replaced and used as the arrangement space of the connector 70z and the strain gauge 60z. Therefore, it is possible to suppress the injector INJz itself from becoming large due to the mounting of the strain gauge 60z, and to minimize the new arrangement space for mounting the strain gauge 60z.
(6) Since the connector 70z is formed separately from the injector body 4z and is detachably attached to the injector INJz, the injector INJz is attached to the cylinder head E2z with the connector 70z removed. Can do. Therefore, the workability of attaching the injector INJz to the cylinder head E2z can be improved.
(7) Since the connector 70z is formed separately from the injector body 4z and is detachably attached to the injector INJz, an injector in a fuel injection system in which the strain gauge 60z is not mounted on the downstream side of the common rail CLz And a common structure with the injector INJz according to the present embodiment can be made compatible.
(Second embodiment for reference )
In the first embodiment, the thin portion 70bz is formed in the connector 70z that connects the injector INJz and the high-pressure pipe 50z, whereas in the present embodiment shown in FIG. 4, the injector body 4z (passage member) has a thin wall. A portion 43bz is formed.
More specifically, a thin wall portion 43bz whose thickness is locally reduced is formed on the side surface portion of the high pressure fuel passage 4az in the vicinity of the high pressure port 43z of the injector body 4z, and the thin wall portion 43bz. The strain gauge 60z is affixed to the outer peripheral surface (surface opposite to the high-pressure fuel passage 4az). In other words, the thin portion 43bz is formed by forming the concave portion 43cz recessed from the outer peripheral side on the outer peripheral surface of the injector body 4z, and the strain gauge 60z and the circuit component 61z are accommodated in the concave portion 43cz.
The electrical connector CNz has an engagement portion CN1z that extends annularly along the outer peripheral surface of the injector body 4z. The electrical connector CNz is supported by the injector body 4z by the engagement portion CN1z engaging with the injector body 4z. And the recessed part 43cz is formed in the position obstruct | occluded by the engaging part CN1z, and, thereby, the strain gauge 60z and the circuit component 61z are covered with the engaging part CN1z.
According to the present embodiment having the above configuration, the same effect as that of the first embodiment is exhibited, and the strain gauge 60z and the circuit component 61z are covered by the engaging portion CN1z of the electrical connector CNz. The number of parts can be reduced as compared with the case where a dedicated lid member or the like is provided. Moreover, since the strain gauge 60z is disposed in the vicinity of the electrical connector CNz, it is possible to easily connect a wiring (not shown) connected to the strain gauge 60z to a terminal in the electrical connector CNz. That is, it is possible to easily realize common use of the electrical connector for the strain gauge 60z and the electrical connector for supplying power to the piezo actuator 2z.
Furthermore, since the thin portion 43bz according to the present embodiment is closer to the injection hole 11z than the thin portion 70bz according to the first embodiment, the fluctuation in fuel pressure caused by injecting fuel from the injection hole 11z is further increased. It can be detected with high accuracy.
(Third embodiment for reference )
As described above, the injector INJz is inserted and arranged in the insertion hole E3z of the cylinder head E2z. However, in the second embodiment, the thin portion 43bz is formed in a portion of the injector body 4z located outside the insertion hole E3z. Is forming. On the other hand, in this embodiment shown in FIG. 5, the thin part 4cz is formed in the part located inside the insertion hole E3z in the injector body 4z.
More specifically, a thin-walled portion 4cz is formed at the most downstream position of the high-pressure fuel passage 4az formed in the injector body 4z, and an outer peripheral surface of the thin-walled portion 4cz (on the side opposite to the high-pressure fuel passage 4az). The strain gauge 60z is attached to the surface. In other words, the thin-walled portion 4cz is formed by forming the concave portion 4dz that is recessed from the outer peripheral side on the outer peripheral surface of the injector body 4z, and the strain gauge 60z and the circuit component 61z are accommodated in the concave portion 4dz.
Wiring (not shown) connected to the strain gauge 60z may be routed between the injector body 4z and the insertion hole E3z, or a wiring path may be formed inside the injector body 4z. May be. In this case, for example, arranging the wiring in the low-pressure passage 4bz to use the low-pressure passage 4b as a wiring route.
As described above with reference to FIG. 2, the nozzle 1z is held at the end of the injector body 4z by screwing the retainer 5z into the injector body 4z. In the present embodiment, an extending portion 5az extending in the axial direction is formed at the end of the retainer 5z, and the recess 4dz is closed by the extending portion 5az to cover the strain gauge 60z and the circuit component 61z.
According to the present embodiment having the above configuration, the strain gauge 60z and the circuit component 61z are covered by the extended portion 5az formed in the retainer 5z, in addition to the same effects as the first embodiment. The number of parts can be reduced as compared with the case where a dedicated lid member or the like covering these is provided.
Further, since the thin portion 4cz according to the present embodiment is closer to the injection hole 11z than the thin portion 43bz according to the second embodiment, the fuel pressure fluctuation caused by injecting fuel from the injection hole 11z is further increased. It can be detected with high accuracy.
The thin-walled portions 70bz, 43bz, 4cz according to the above embodiments are formed on the side surface portions of the high-pressure fuel passages 70az, 4az in the connector 70z or the injector body 4z (passage member). On the other hand, in the present embodiment shown in FIG. 6, a branch passage 43fz branched from the high-pressure fuel passage 4az is formed, and a thin portion 43dz is formed on the end surface portion of the branch passage 43fz in the injector body 4z. According to this, the branch passage 43fz formed to branch from the high-pressure fuel passage 4az and introduce the high-pressure fuel into the thin portion 43dz can almost eliminate the flow of fuel as compared with the high-pressure fuel passage 4az. Since the strain gauge 60z detects the high-pressure fuel in the branch passage 43fz in which almost no fuel flow occurs, it is possible to avoid deterioration in the accuracy of fuel pressure detection due to the fuel flow.
FIG. 7 is an overall configuration diagram of an accumulator fuel injection device 100 including the diesel engine. FIG. 8 is a cross-sectional view showing the injector 2 according to the present embodiment. FIGS. 9A and 9B are a partial cross-sectional view and a plan view showing the main part of the fluid control valve of the present embodiment, and FIGS. 9C to 9E are partial cross-sections showing the main part of the pressure detection member. It is a figure and a top view. 10A and 10B are a cross-sectional view and a plan view showing the main part of the pressure detection member. 11A to 11C are cross-sectional views illustrating a method for manufacturing a pressure sensor. Hereinafter, the fuel injection device 100 according to the present embodiment will be described with reference to the drawings.
As shown in FIG. 7, the fuel pumped up from the fuel tank 102 is pressurized by a high-pressure fuel supply pump (hereinafter referred to as supply pump) 103 and supplied to the common rail 104 in a high-pressure state. The common rail 104 stores the fuel supplied from the supply pump 103 in a high pressure state and supplies the fuel to the injector 2 via the high pressure fuel passage 105. The injector 2 is provided for each cylinder of a multi-cylinder (4 cylinders in this embodiment) diesel engine (hereinafter referred to as an engine) mounted on a vehicle such as an automobile, and is a high pressure accumulated in the common rail 104. Fuel (high pressure fluid) is directly injected into the combustion chamber. The injector 2 is also connected to a low pressure fuel passage 106 so that the fuel can be returned to the fuel tank 102 via the low pressure fuel passage 106.
An electronic control unit (ECU) 107 includes a microcomputer, a memory, and the like, and controls the output of the diesel engine. In this control, the ECU 107 detects the detection result of the fuel pressure sensor 108 that detects the fuel pressure in the common rail 104, the detection result of the crank angle sensor 109 that detects the rotation angle of the crankshaft of the diesel engine, and the operation of the accelerator pedal by the user. The detection results of various sensors, such as an accelerator sensor 110 that detects the amount, and a pressure detection unit 80 that is provided in each injector 2 and detects the fuel pressure in the injector, are taken in, and these detection results are referred to.
As shown in FIG. 8, the injector 2 includes a nozzle body 12 that houses the nozzle needle 20 so as to be movable in the axial direction, and a lower body that houses a spring 35 as a biasing member that biases the nozzle needle 20 toward the valve closing side. 11, a retaining nut 14 as a fastening member that fastens the nozzle body 12 and the lower body 11 with a predetermined fastening axial force, a solenoid valve device 7 as a fluid control valve, and a pressure detector 80 that detects the pressure of high-pressure fuel. It is comprised including. The nozzle body 12, the lower body 11 and the retaining nut 14 constitute a nozzle body of the injector by fastening the nozzle body 12 and the lower body 11 with the retaining nut 14. In the present embodiment, the lower body 11 and the nozzle body 12 constitute an injector body. The nozzle needle 20 and the nozzle body 12 constitute a nozzle part.
The nozzle body 12 is formed in a substantially cylindrical body, and is provided with one or a plurality of injection holes 12b for injecting high-pressure fuel into the combustion chamber on the tip end (lower end in FIG. 8) side. It is a cylindrical member.
Inside the nozzle body 12, an accommodation hole (hereinafter referred to as a first needle accommodation hole) 12e for holding the solid cylindrical nozzle needle 20 so as to be movable in the axial direction is formed. A fuel reservoir chamber 12c having an enlarged hole diameter is provided at an intermediate portion in the drawing of the first needle housing hole 12e. Specifically, the inner periphery of the nozzle body 12 is formed in the order of the first needle accommodation hole 12e, the fuel reservoir chamber 12c, and the valve seat 12a toward the downstream side of the fuel flow, and the nozzle body 12 is formed downstream of the valve seat 12a. A nozzle hole 12b penetrating the inside and the outside of the nozzle 12 is provided.
The valve seat 12a has a truncated cone surface, the large diameter side of the truncated cone surface continues to the first needle accommodation hole 12e, and the small diameter side extends toward the injection hole 12b. The nozzle needle 20 is disposed on the valve seat 12a so as to be seated and separated, and the nozzle needle 20 is closed and opened by being seated and separated.
Further, the nozzle body 12 is provided with a fuel delivery path 12d extending from a mating surface on the upper end side of the nozzle body 12 to the fuel reservoir chamber 12c. The fuel delivery path 12d communicates with a fuel supply path 11b, which will be described later, of the lower body 11, thereby feeding the high-pressure fuel accumulated in the common rail 104 to the valve seat 12a side through the fuel reservoir chamber 12c. The fuel delivery path 12d and the fuel supply path 11b constitute a high-pressure fuel path.
The lower body 11 is formed in a substantially cylindrical body, and accommodates a spring 35 and a control piston 30 for driving the nozzle needle 20 so as to be movable in the axial direction (hereinafter referred to as a second hole). Needle accommodating hole) 11d is provided. An inner circumference 11d2 that is wider than the middle inner circumference 11d1 is formed on the mating surface of the second needle accommodation hole 11d on the lower end side in the figure.
Specifically, a so-called spring chamber that accommodates the spring 35, the annular member 31, and the needle portion 30 c of the control piston 30 is formed in the inner periphery (hereinafter also referred to as a spring chamber) 11 d 2. The annular member 31 is disposed so as to be sandwiched between the spring 35 and the nozzle needle 20 and constitutes a spring receiving portion that urges the nozzle needle 20 in the valve closing direction by the spring 35. The needle portion 30 c is configured to be able to contact the nozzle needle 20 indirectly or directly via the annular member 31.
Further, the lower body 11 is provided with a joint portion (hereinafter referred to as an inlet portion) 11f to which a high pressure pipe (see FIG. 7) connected to the branch pipe of the common rail 104 is airtightly coupled. The inlet portion 11f includes a fluid introduction portion 21 that is an inlet for introducing high-pressure fuel supplied from the common rail 104, and a fuel introduction passage 11c (second fluid passage) that leads to the fuel supply passage 11b (first fluid passage). The bar filter 13 is disposed inside the fuel introduction path 11c. A fuel supply path 11b is provided inside the inlet portion 11f of the lower body 11 and around the spring chamber 11d2.
Further, the lower body 11 has a fuel escape passage (also referred to as a leak recovery passage) for returning the fuel guided to the spring chamber 11d2 into the low pressure piping system such as the fuel tank shown in FIG. 7 (not shown). Is provided. The fuel escape passage and the spring chamber 11d2 constitute a low pressure fuel passage.
As shown in FIG. 8, pressure control chambers (hereinafter also referred to as hydraulic control chambers) 8 and 16 c through which hydraulic pressure is supplied and discharged by the electromagnetic valve device 7 are provided on the other end side of the control piston 30. Yes.
The nozzle needle 20 is closed and opened by increasing or decreasing the hydraulic pressure in the hydraulic control chambers 8 and 16c. Specifically, when the hydraulic pressure is released from the hydraulic control chambers 8 and 16c and decreases, the nozzle needle 20 and the control piston 30 move upward in the axial direction in FIG. 8 against the urging force of the spring 35, and the nozzle needle 20 Opens. On the other hand, when the hydraulic pressure is introduced into the hydraulic control chambers 8 and 16c and increases, the nozzle needle 20 and the control piston 30 are moved downward in the axial direction in FIG. 9 by the biasing force of the spring 35, and the nozzle needle 20 is closed.
The pressure control chambers 8, 16 c, and 18 c are formed by the end outer wall (upper end portion) 30 p of the control piston 30, the second needle housing hole 11 d, the orifice member 16, and the pressure detection member 81 (corresponding to a passage member). Is formed. The end outer wall 30p is disposed on the same surface as the flat surface 82 of the pressure detection member 81 that is in surface contact with the orifice member 16 or at a position shifted toward the injection hole 12b when the injection hole 12b is opened. Yes. That is, the end outer wall 30p is accommodated in the pressure control chamber 18c portion of the pressure detection member 81 when the nozzle hole 12b is opened.
Next, the electromagnetic valve device 7 will be described in detail. The electromagnetic valve device 7 is an electromagnetic two-way valve that intermittently connects the pressure control chambers 8, 16c, and 18c and a low-pressure passage (hereinafter also referred to as a conduction passage) 17d. The electromagnetic valve device 7 is disposed at the end of the lower body 11 on the side opposite to the injection hole. The electromagnetic valve device 7 is fixed to the lower body 11 by a body upper 52. An orifice member 16 as a valve body is provided at the end of the second needle accommodation hole 11d on the side opposite to the injection hole.
The orifice member 16 is preferably composed of a metallic plate-like member (first member) disposed substantially perpendicular to the axial direction of the injector 2, that is, the direction in which the control piston 30 extends. Further, the orifice member 16 is formed separately from the lower body 11 and the nozzle body 12 constituting the injector body (in a separate process and / or as a separate member), and after being formed, the orifice member 16 is assembled to the lower body 11 and integrally formed. Retained. As shown in FIGS. 9A and 9B, the orifice member 16 is provided with communication passages 16a, 16b, and 16c. Here, FIG. 9B is a plan view of the orifice member 16 as viewed from the valve armature 42 side. The communication passages (hereinafter also referred to as orifices) 16a, 16b, and 16c include an orifice (hereinafter referred to as an out-orifice) 16a as an outlet side throttle portion, an orifice (hereinafter referred to as an in-orifice) 16b as an inlet side throttle portion, A pressure control chamber 16c communicating with the needle accommodation hole 11d.
The out orifice 16a is disposed so as to communicate the valve seat 16d and the pressure control chamber 16c, and is closed and circulated by closing and opening the valve armature 42 via the valve member 41. The in-orifice 16b has an inlet portion 16h that opens to the flat surface 162 and introduces fuel. The inlet portion 16h is disposed at a position where the pressure control chamber 16c communicates with a branched fuel supply passage 11g branched from the fuel supply passage 11b via a detection portion communication passage 18h formed in a pressure detection member 81 described later. Has been.
The valve seat 16d of the orifice member 16 that opens and closes via the valve member 41 and the valve structure of the valve armature 42 will be described later.
A valve body 17 as a valve housing is provided on the side opposite to the orifice hole of the orifice member 16. A male screw is formed on the outer periphery of the valve body 17, and the orifice member 16 is sandwiched between the valve body 17 and the lower body 11 when the valve body 17 is screwed into the cylindrical screw portion of the lower body 11. The valve body 17 is formed in a substantially cylindrical shape, and is provided with through holes 17a and 17b (see FIG. 8). A conduction path 17d is formed between the through hole (hereinafter also referred to as a guide hole) 17a and the through hole 17b.
A valve chamber 17c is formed by the valve body side end surface 161 of the orifice member 16 and the inner wall of the through hole 17a. A dihedral width surface (not shown) is formed on the outer wall of the orifice member 16, and a gap 16k formed between the dihedral width surface and the inner wall of the lower body 11 communicates with the through hole 17b (see FIG. 8).
As shown in FIGS. 9C and 9D, the pressure detection unit 80 includes a pressure detection member 81 formed separately (separately) from the injector body (lower body 11 and valve body 17). Here, FIG. 9D is a plan view of the pressure detection member 81 viewed from the orifice member 16 side. The pressure detection member 81 is preferably composed of a metallic plate-like member (second member) disposed substantially perpendicular to the axial direction of the injector 2, that is, the direction in which the control piston 30 extends. In FIG. 5, the orifice member 16 is laminated directly or indirectly and is held integrally with the lower body 11 and the nozzle body 12. In this embodiment, the pressure detection member 81 has a flat surface 82 and is directly and liquid-tightly laminated with the flat surface 162 on the injection valve side of the orifice member 16. The pressure detection member 81 and the orifice member 16 have substantially the same outer shape, and when the two are overlapped, the positions of the inlet portion 16h, the through hole 16p, and the pressure control chamber 16c of the orifice member 16 are the pressure detection member 81. Are formed so as to coincide with the positions of the detecting portion communication passage 18h, the through hole 18p, and the pressure control chamber 18c. Further, the side opposite to the orifice member of the detection unit communication path 18h opens at a position corresponding to the branched fuel supply path 11g branched from the fuel supply path 11b. Thereby, the through-hole 18h of the pressure detection member 81 constitutes a part of a passage from the fuel supply passage 11b to the pressure control chamber.
The pressure detection member 81 further includes a pressure detection space 18b including a groove having a predetermined depth and an inner diameter from the orifice member 16 side, and the bottom of the groove constitutes a diaphragm portion 18n. A semiconductor pressure sensor 18f, which will be described later, is integrally bonded and bonded to the surface of the diaphragm portion 18n opposite to the pressure detection space 18b.
The diaphragm portion 18n is located at a depth having a dimension that is at least larger than the thickness of the pressure sensor 18f from the opposite surface of the pressure detection space 18b, and the surface on the side to which the pressure sensor 18f is joined has pressure detection. It has a larger diameter than the space 18b. Then, by controlling the depth of both grooves sandwiching the diaphragm portion 18n, the thickness of the diaphragm portion 18n is controlled at the time of manufacturing. On the flat surface 82 of the pressure detection member 81, a groove portion 18a (branch passage) that communicates the detection portion communication path 18h and the pressure detection space 18b is formed at a depth shallower than the pressure detection space 18b. When the pressure detection member 81 comes into surface contact with the orifice member 16, the groove portion 18a forms a combined passage (branch passage) having the flat surface of the orifice member 16 as a part of the wall. Thereby, a part of the groove 18a (branch passage) is connected to the in-orifice 16b that is a passage from the fuel supply passage 11b to the pressure control chambers 8 and 16c, and the other part is connected to the diaphragm 18n. Thereby, the diaphragm part 18n can be distorted by the pressure at which the high-pressure fuel introduced into the pressure detection space 18b acts.
Here, the diaphragm portion 18n is configured to have the smallest passage wall thickness among the branch passages including the synthetic passage formed between the groove portion 18a and the orifice member 16 and the pressure detection space 18b. The passage thickness of the composite passage refers to the thickness of the pressure detection member 81 and the orifice member 16 as viewed from the inner wall of the composite passage.
Instead of the groove 18a, as shown in FIG. 9E, a hole provided at an inclination so as to be connected to the pressure detection space 18b from the detection unit communication path 18h may be used. The pressure sensor 18f (displacement detection means) and the diaphragm 18n constitute a pressure detector.
Hereinafter, the pressure detection unit will be described in detail with reference to FIG.
The pressure sensor 18f includes a single crystal semiconductor chip (hereinafter referred to as a displacement detection means) bonded to the bottom of a circular diaphragm portion 18n formed in the pressure detection space 18b and a recess portion 18g whose one surface side forms one surface of the diaphragm portion 18n. 18r), and a pressure medium (gas, liquid, etc.) corresponding to the fuel injection pressure of the engine is introduced to the other surface 18q side of the diaphragm portion 18n. Based on deformation of the diaphragm portion 18n and the semiconductor chip 18r Pressure detection is performed.
The pressure detection member 81 is formed by cutting or the like, forms a hollow cylindrical pressure detection space 18b, and is made of Kovar, which is a Fi—Ni—Co alloy having the same thermal expansion coefficient as glass. In the pressure detection member 81, a diaphragm portion 18n is formed, high pressure fuel as a pressure medium is introduced from the pressure detection space 18b side, and pressure is applied to the other surface 18q of the diaphragm portion 18n.
Here, as an example of the dimensions of the pressure detection member 81, the outer diameter of the cylinder is 6.5 mm, the inner diameter of the cylinder is 2.5 mm, and the thickness of the diaphragm portion 18n is, for example, 0.65 mm when measuring 20 MPa, When measuring 200 MPa, it is 1.40 mm. The semiconductor chip 18r bonded to one surface of the diaphragm portion 18n, which is the bottom surface of the recess portion 18g, is composed of a single crystal silicon substrate having a plane orientation with a (100) plane orientation and a uniform thickness. One surface 18i is fixed to one surface of the diaphragm portion 18n (the bottom surface of the recess portion 18g) by a glass layer 18k made of low-melting glass or the like.
Here, an example of the dimensions of the semiconductor chip 18r is a square shape of 3.56 mm × 3.56 mm, and the wall thickness is 0.2 mm. The thickness of the glass layer 18k is 0.06 mm. Further, a rectangular gauge 18m (corresponding to a strain detection sensor) that is four piezoresistive elements is disposed on the other surface 18j side of the semiconductor chip 18r. As described above, the semiconductor chip 18r having the (100) plane orientation has the <110> crystal axes orthogonal to each other due to its structure.
The four gauges 18m are arranged two by two along the two axes in the <110> crystal axis direction. Here, the pair of gauges has its long side direction positioned along the X direction, and the pair of gauges positioned its short side direction along the Y direction. Further, these four gauges 18m are arranged on the circumference with respect to the center O of the diaphragm portion 18n.
Although not shown, the semiconductor chip 18r is formed with wiring / pads for the four gauges 18m to form a bridge circuit and for connection with an external circuit, and further a protective film. As a main manufacturing process of the semiconductor chip 18r, as shown in FIGS. 11A to 11C, after forming a desired pattern on the n-type sub-wafer 19a by photolithography, boron or the like is diffused to form a P + region 19b. The gauge 18m which is a piezoresistive element is formed. The semiconductor chip 18r is completed by forming the wiring / pad 19c and the oxide film 19d for ensuring the insulation of the wiring / pad, further forming a protective film, and etching the protective film on the pad.
Then, the completed chip 18r is bonded to the diaphragm portion 18n of the pressure detection member 81 using low melting point glass, whereby the pressure sensor 18f shown in FIG. 10 is completed. With the above configuration, the pressure sensor 18f is an electrical signal indicating the displacement of the diaphragm portion 18n that is displaced (bends) by the pressure applied by the high-pressure fuel (in this embodiment, the potential difference of the bridge circuit accompanying the resistance change of the piezoresistive element). Convert to The electrical signal is processed by an external processing circuit (not shown) to detect the pressure.
Note that the processing circuit may be monolithically formed on the chip 18r, but in the present embodiment, on the processing substrate 18d electrically connected by surface mounting connection such as a flip chip above the chip 18r. A constant current source, a comparator, or the like that constitutes the bridge circuit may be incorporated. The processing substrate 18d also has a non-volatile memory (not shown) in which sensitivity data of the pressure sensor 18f and data indicating the injection amount characteristics of the injector are stored. Then, one end of the electric wiring 18e is connected to a connection pad arranged on one side of the processing substrate 18d, and the other end of the electric wiring 18e passes through a wiring passage (not shown) formed in the valve body 17, It is connected to a terminal pin 51 b formed integrally with the connector 50 and connected to the ECU 107.
The pressure sensor 18f including the piezoresistive element and the low melting point glass constitute a strain detecting element. Here, the diaphragm portion 18n is disposed at a deep position from the surface opposite to the pressure detection space 18b of the pressure detection member 81 by at least the thickness of the pressure sensor 18f and the low melting point glass. When the processing substrate 18d and the electrical wiring 18e are further arranged in the thickness direction, the surface of the counter pressure detection space 18b of the diaphragm portion 18n is arranged at a position deeper than the distance including the thickness.
In the present embodiment, the semiconductor pressure sensor 18f bonded to the metal diaphragm portion 18n is used as the displacement detection means. However, the present invention is not limited to this, and a metal film is formed on the diaphragm portion 18n. A strain detection element composed of, for example, may be formed by bonding or vapor deposition.
Returning to FIG. 8, the coil 61 is directly wound around the resin spool 62, and the outer periphery side of the spool 62 and the coil 61 is covered with a resin mold (not shown). In addition, after the outer periphery of a coil (hereinafter referred to as a winding coil) 61 wound by a winding device is coated with a resin mold, a secondary resin molding is performed on the coated winding coil 61 and the spool 62 is molded integrally. It may be done. The end portion of the coil 61 is electrically connected to the terminal pin 51a formed integrally with the connector 50 and the terminal pin 51b, and is connected to the ECU 107.
The fixed core 63 is formed in a substantially cylindrical shape, and includes an inner peripheral core portion, an outer peripheral core portion, and an upper end portion connected to both the core portions, and the inner peripheral core portion and the outer peripheral core portion. A coil 61 is sandwiched between the two. The fixed core is made of a magnetic material.
A valve armature 42 is disposed on the lower side of the fixed core 63 in FIG. 8 so as to face the fixed core 63, and a lower end surface (hereinafter referred to as a magnetic pole surface) of the fixed core 63 and an upper end surface (hereinafter referred to as “pole armature”) of the valve armature 42. The magnetic pole face is disposed so as to be close and separate. The electromagnetic force generated in the coil 61 by the current supply is utilized to cause a magnetic flux to flow from the magnetic pole surface of the inner peripheral side core portion and the outer peripheral side core portion toward the magnetic pole surface of the valve armature 42. It acts on the armature 42.
A substantially cylindrical stopper 64 is inserted and disposed inside the fixed core 63, and is sandwiched and fixed between the fixed core 63 and the upper housing 53. An urging member 59 (spring member) such as a compression spring is disposed in the stopper 64. The urging force of the urging member 59 acts on the valve armature 42 and urges the air gap between the magnetic pole surface of the valve armature 42 and the magnetic pole surface of the fixed core in a widening direction. The end surface on the valve armature side of the stopper 64 restricts the lift when the valve armature 42 is fully lifted.
Inside the stopper 64 and the body upper 52, there is formed a fuel passage 37 through which the fuel flowing out through the valve chamber 17c and the through hole 17b flows out to the low pressure side.
Here, the body upper 52 as the upper housing, the intermediate housing 54, and the valve body 17 as the lower housing constitute a valve housing. The intermediate housing 54 is formed in a substantially cylindrical shape and accommodates the fixed core 63 so as to guide it. Specifically, the fixed core 63 is formed in a substantially bottomed cylindrical shape with a step, and is inserted into the inner peripheral side of the lower end portion of the intermediate housing 54. The outer periphery of the fixed core 63 is reduced in diameter downward from the stepped portion, and the stepped portion is locked to a step formed on the inner peripheral side of the intermediate housing 54, thereby fixing the fixed core 63. Is prevented from falling off the intermediate housing 54.
The valve armature 42 includes a flat plate portion formed in a substantially flat plate shape and a small diameter shaft portion having a smaller diameter than the flat plate portion. A magnetic pole surface is formed on the upper end surface of the flat plate portion so as to be opposed to the magnetic pole surfaces of the inner core portion and the outer core portion of the fixed core 63. The valve armature 42 is made of a magnetic material, and is formed of, for example, permendur. A small-diameter shaft portion is formed on the lower side of the flat plate portion.
A substantially spherical valve member 41 is provided on the end surface 42a of the small-diameter shaft portion of the valve armature 42, and the valve armature 42 can be seated and separated from the valve seat 16d of the orifice member 16 via the valve member 41. It is. The orifice member 16 is positioned and fixed to the lower body 11 via a positioning member 92 such as a pin. The through hole 16p of the orifice member 16 and the through hole 18p of the pressure detection member 81 are locking holes into which the positioning member 92 is inserted.
Next, the valve armature 42 that sits and separates from each other via the valve member 41 and the valve structure of the orifice member 16 having the valve seat 16d will be described with reference to FIG.
As shown in FIG. 9, the end surface 42 a on the valve member side of the small-diameter shaft portion of the valve armature 42 is formed as a flat surface and can be brought into contact with and separated from the spherical surface portion 41 a of the valve member 41. The small-diameter portion of the valve armature 42 is disposed on the inner periphery of the through hole 17a of the valve body 17 so as to be movable in the axial direction, and is disposed so as to be able to be inserted into the valve chamber 17c. When the valve armature 42 and the valve seat 16d are seated and separated through the valve member 41, the fuel flow from the hydraulic control chambers 8 and 16c to the valve chamber 17c is cut off and circulated.
Specifically, the valve member 41 is a spherical body having a flat surface portion 41b, and the flat surface portion 41b is disposed so as to be able to be seated and separated from the valve seat 16d. The valve member 41 closes the out orifice 16a when the flat portion 41b is seated. The plane part 41b constitutes a second flat surface.
In addition, the end surface 161 of the orifice member 16 on the valve armature side is provided with a bottomed guide hole 16g that slidably supports the spherical portion 41a of the valve member 41. 16 d of valve seats are provided in the bottom part of the inner periphery of the guide hole 16g, and form the planar sheet | seat surface. The valve seat 16d constitutes a seat portion, and the guide hole 16g constitutes a guide portion. Further, the valve seat 16 d constitutes a step portion formed in the orifice member 16. Further, the opening end of the guide hole 16g and the end surface 161 of the orifice member 16 are flush with each other, and the end surfaces of the guide portion and the orifice portion are flush with each other.
The outer periphery of the valve seat 16d is smaller than the inner periphery of the guide hole 16g, and an annular fuel escape passage 16e is provided between the valve seat 16d and the guide hole 16g. The outer periphery of the valve seat 16d is formed smaller than the outer periphery of the flat portion 41b of the valve member 41. Thus, when the flat surface portion 41b of the valve member 41 and the valve seat 16d are seated and separated, the fuel flow is restricted at a portion other than the valve seat 16d seated on the flat surface portion 41b among the bottom portion of the guide hole 16g. There is nothing.
The fuel relief passage 16e constitutes a fluid relief passage provided in a close contact region between the valve seat and the second flat surface.
Further, the fuel escape passage 16e is formed so that the flow passage cross-sectional area increases from the valve seat 16d side toward the guide hole 16g side. Thereby, when the valve member 41 leaves | separates from the valve seat 16d, the fuel which flows out from the valve seat 16d can be smoothly flowed to the low-pressure side.
As described above, since the valve member 41 is supported by the guide hole 16g so as to be movable in the axial direction, the size of the gap between the inner periphery of the guide hole 16g and the spherical surface of the spherical surface portion 41a of the valve member 41 is slidable with respect to each other. The guide clearance is set so that it can move. The amount of fuel leaked from the valve seat 16d to the low pressure side is limited only by the amount of fuel leak due to this guide clearance.
In the present embodiment, a fuel leak groove 16r communicating with the low pressure side valve chamber 17c is provided on the inner wall of the guide hole 16g, and the flow of fuel flowing out from the valve seat 16d to the low pressure side through the fuel leak groove 16r. Increase road area. As a result, the fuel leak groove 16r is provided on the inner wall of the guide hole 16g to enlarge the flow area of the fuel flowing out from the valve seat 16d to the low pressure side. Therefore, when the valve member 41 is separated from the valve seat 16d, the valve The flow rate of the fuel flowing out from the seat 16d to the low pressure side is not restricted, and the fuel flow rate that should flow out from the communication passages 16a, 16b, 16c can be secured.
The fuel leak groove 16r is formed on the inner wall of the guide hole 16g (not shown) so as to extend radially from the valve seat 16d. As a result, a plurality (six in this embodiment) of fuel leak grooves 16r can be provided in accordance with the fuel flow rate that should flow out of the communication passages 16a, 16b, and 16c. Further, since the plurality of fuel leak grooves 16r are provided radially, it is possible to prevent the posture of the valve member 41 from becoming unstable due to the fluid force of the fuel flowing out of the valve seat 16d and flowing through the fuel leak groove 16r.
The inner periphery of the valve seat 16d is formed as a stepped inner periphery, and is formed in the order of the outlet side inner periphery 16l, the out orifice 16a, and the pressure control chamber 16c.
Here, the valve armature 42 constitutes a support member. The orifice member 16 constitutes a valve body having a valve seat. The valve body 17 constitutes a valve housing.
The operation of the injector 2 having the above-described configuration will be described below. High-pressure fuel is supplied from the common rail 104, which is a high-pressure source, to the fuel reservoir chamber 12c through the high-pressure pipe, the fuel supply path 11b, and the fuel delivery path 12d, and the hydraulic control chamber 8 through the fuel supply path 11b and the in-orifice 16b. , 16c is supplied with high pressure fuel.
When the coil 61 is not energized, the valve armature 42 and the valve member 41 are pressed against the valve seat 16d (downward in FIG. 8) by the biasing force of the biasing member 59, and the valve member 41 is seated on the valve seat 16d. . The out orifice 16a is closed by the seating of the valve member 41, and the fuel flow from the hydraulic control chambers 8 and 16c to the valve chamber 17c and the low pressure passage 17d is cut off.
At this time, the fuel pressure (hereinafter referred to as back pressure) stored in the hydraulic control chambers 8 and 16c is maintained at the same pressure as the fuel pressure inside the common rail 104 (hereinafter referred to as common rail pressure). Due to the back pressure stored in the hydraulic control chambers 8 and 16c, the acting force that urges the nozzle needle 20 in the nozzle hole closing direction via the control piston 30 (hereinafter referred to as the first acting force) and the urging force of the spring 35 The sum of the acting force that urges the nozzle needle 20 in the nozzle hole closing direction (hereinafter referred to as the second acting force) is received by the nozzle needle 20 in the nozzle hole opening direction by the common rail pressure in the vicinity of the fuel reservoir chamber 12c and the valve seat 12a. It is larger than the acting force (hereinafter referred to as third acting force). Therefore, the nozzle needle 20 is seated on the valve seat 12a, and the nozzle hole 12b is closed. Fuel is not injected from the nozzle hole 12b. Note that the fuel pressure (back pressure) in the closed out orifice 16a (specifically, the outlet side inner periphery 16l) acts on the valve member 41 seated on the valve seat 16d.
When energization of the coil 61 is started (hereinafter, when the injector 2 is opened), electromagnetic force is generated in the coil 61, and the magnetic attractive force generated between both magnetic pole surfaces of the fixed core 63 and the valve armature 42 causes the valve to The armature 42 is sucked toward the fixed core 63. At this time, the valve member 41 is acted on by the back pressure of the out-orifice 16a so that the valve member 41 moves away from the valve seat 16d together with the valve armature 42. Sit down. When the valve member 41 is separated, the valve member 41 moves toward the fixed core 63 along the guide hole 16g.
At this time, when the valve armature 42 and the valve member 41 are separated from the valve seat 16d, a fuel flow is generated that flows from the hydraulic control chambers 8 and 16c to the valve chamber 17c and the low pressure passage 17d via the out orifice 16a. Since the fuel in the hydraulic control chambers 8 and 16c is released to the low pressure side, the back pressure by the hydraulic control chambers 8 and 16c is reduced. When the back pressure decreases, the first acting force gradually decreases. When the third acting force acting in the nozzle hole opening direction of the nozzle needle 20 becomes larger than the first acting force and the second acting force acting in the nozzle hole closing direction of the nozzle needle 20, the nozzle needle 20 moves to the valve seat 12a. It is further separated and lifts upward in FIG. When the nozzle needle 20 is lifted, the nozzle hole 12b is opened and fuel is injected from the nozzle hole 12b.
Further, when energization of the coil 61 is stopped (hereinafter, when the injector 2 is closed), the electromagnetic force of the coil 61 disappears, so that the valve armature 42 and the valve member 41 are moved to the valve seat by the urging force of the urging member 59. Move in 16d direction. When the flat surface portion 41b of the valve member 41 is seated on the valve seat 16d, the outflow of fuel from the hydraulic control chambers 8 and 16c to the valve chamber 17c and the low pressure passage 17d is stopped. When the back pressure by the hydraulic control chambers 8 and 16c increases and the first acting force and the second acting force are greater than the third acting force, the nozzle needle 20 starts to move downward in FIG. When the nozzle needle 20 is seated on the valve seat 12a, the fuel injection is finished.
According to the embodiment having the above-described configuration, it is possible to dispose the pressure detection unit inside itself. In addition to the above, the following effects are further achieved.
Since the thin-walled diaphragm portion 18n is provided in the branch passage branched from the fuel supply passage 11b, the formation of the diaphragm portion 18n is facilitated as compared to the case where the diaphragm portion 18n is provided directly on the injector outer wall near the fuel passage. . As a result, the thickness of the diaphragm portion 18n can be easily controlled, so that variations in thickness can be prevented and pressure detection accuracy can be improved.
The diaphragm portion 18n is a portion where the thickness of the passage is the thinnest among the portions constituting the branch passage, so that the displacement of the diaphragm accompanying the pressure fluctuation can be increased.
Since the diaphragm 18n and the hole or groove are provided in the pressure detection member 81 formed separately from the injector body (the lower body 11 and the valve body 17), the diaphragm 18n can be easily processed and formed. As a result, the thickness control of the diaphragm portion 18n is further facilitated, and the pressure detection accuracy can be improved.
Further, since the pressure detection member 81 including the diaphragm portion 18n is disposed so as to be laminated with the orifice member 16 constituting a part of the pressure control chambers 8 and 16c, the dimension of the injector body in the radial direction, that is, the thickness direction is increased. Can be prevented.
Since the pressure detection member 81 is formed by a plate-like member arranged in a direction substantially perpendicular to the axial direction of the injector body, when the pressure detection unit is arranged inside itself, the radial direction, that is, the thickness of the injector body. An increase in the dimension in the direction can be prevented.
Since the branch passage is branched from the passage from the fuel supply passage 11b to the pressure control chambers 8, 16c, it is not necessary to provide a special branch passage for connecting the branch passage to the fuel supply passage 11b. Therefore, when the pressure detection unit is arranged in the inside, it is possible to prevent an increase in dimension in the radial direction of the injector body, that is, the thickness direction.
Since the diaphragm portion 18n is disposed at a position deeper than the surface of the pressure detection member 81 by at least the thickness of the strain detection element, stress is applied to the strain detection element when the pressure detection member 81 is mounted in the injector body. Since this can be prevented, the pressure detector can be easily arranged inside itself.
Since the wiring passage is provided in the injector body, the wiring can be easily routed. Further, a terminal pin 51a for introducing a signal to the coil 61 of the electromagnetic valve device 7 (actuator) and a terminal pin 51b for outputting a signal from the pressure sensor 18f (displacement detecting means) are integrated with a common connector 50. Therefore, the assembly process for connection with the outside can be performed at a time.
In the present embodiment, the detection unit communication passage 18h corresponds to a “high pressure fuel passage”, and the pressure detection member 81 forming the high pressure fuel passage corresponds to a “passage member”. The diaphragm portion 18n formed in the pressure detection member 81 corresponds to a “thin portion”.
FIG. 12 is a cross-sectional view showing an injector 22 according to the sixth embodiment of the present invention. 13A to 13C are a partial cross-sectional view and a plan view showing a main part of the pressure detection member. Hereinafter, the fuel injection device according to the present embodiment will be described with reference to the drawings. In addition, the same code | symbol is attached | subjected about the same or equivalent structure as 5th Embodiment, and the description is abbreviate | omitted.
The sixth embodiment includes a pressure detection unit 85 instead of the pressure detection unit 80 used in the fifth embodiment.
As shown in FIG. 12, the injector 22 has a lower body that houses a nozzle body 12 that accommodates the nozzle needle 20 so as to be movable in the axial direction, and a spring 35 that serves as a biasing member that biases the nozzle needle 20 toward the valve closing side. 11, a pressure detection unit 85 sandwiched between the nozzle body 12 and the lower body 11, and a retaining nut 14 as a fastening member that fastens the nozzle body 12, the pressure detection unit 85, and the lower body 11 with a predetermined fastening axial force. And an electromagnetic valve device 7 as a fluid control valve.
The inlet 16h of the orifice member 16 is disposed at a position where the pressure control chamber 16c communicates with the branched fuel supply path 11g branched from the fuel supply path 11b. Further, the pressure control chamber is constituted by the pressure control chambers 8 and 16 c of the orifice member 16.
As shown in FIGS. 13A to 13C, the pressure detector 85 is preferably arranged in a substantially vertical direction with respect to the axial direction of the injector 2, that is, the direction in which the control piston 30 (and the nozzle needle 20) extends. The pressure detection member 86 (corresponding to a passage member) composed of a metallic plate member (second plate member) is sandwiched between the nozzle body 12 and the lower body 11. In this embodiment, the pressure detection member 86 has a flat surface 82 and is directly and liquid-tightly laminated between the flat surface formed on the nozzle body 12 and the surfaces. The pressure detection member 86 has substantially the same shape as the end surface of the lower body 11 on the nozzle body 12 side, and is formed in a substantially circular shape. When the pressure detection member 86 is sandwiched between the nozzle body 12 and the lower body 11, the positions of the fuel supply path 11b of the lower body 11, the tip portion of the needle portion 30c of the control piston 30, and the insertion portion of the positioning member 92 are The detection member 86 is formed so as to coincide with the positions of the detection portion communication passage 18h, the through hole 18s, and the positioning through hole 18t. Further, the anti-lower body side of the detection unit communication path 18h opens at a position corresponding to the fuel delivery path 12d on the nozzle body 12 side. Thereby, the detection part communication hole 18h of the pressure detection member 86 constitutes a part of a path from the fuel supply path 11b to the fuel delivery path 12d.
The pressure detection member 86 further includes a pressure detection space 18b including a groove having a predetermined depth and an inner diameter from the nozzle body 12 side, and the bottom of the groove constitutes a diaphragm portion 18n. The semiconductor pressure sensor 18f described with reference to FIGS. 10 and 11 is joined to the surface of the diaphragm portion 18n. The diaphragm portion 18n is located at a depth having a dimension at least larger than the thickness of the pressure sensor 18f from the surface of the pressure detection member 86 on the side opposite to the side where the pressure detection space 18b is formed. The surface on the side to be joined is formed to have a larger diameter than the pressure detection space 18b. And by controlling the depth of both grooves sandwiching the diaphragm portion 18n, the thickness of the diaphragm portion is controlled at the time of manufacturing. On the flat surface 82 of the pressure detection member 81, a groove portion 18a (branch passage) that communicates the detection portion communication path 18h and the pressure detection space 18b is formed at a depth shallower than the pressure detection space 18b. In the present embodiment, a plurality of (preferably two) groove portions 18a are formed on the left and right sides of the insertion portion at the distal end portion of the needle portion 30c of the control piston 30. Therefore, the fuel in the fuel supply path 11b can be efficiently led out to the pressure detection space 18b.
As in the fifth embodiment, the pressure sensor 18f including the piezoresistive element and the low melting point glass constitute a strain detecting element. Here, the diaphragm portion 18n is disposed at a deep position from the surface opposite to the pressure detection space 18b of the pressure detection member 86 at least by the thickness of the pressure sensor 18f and the low melting point glass. When the processing substrate 18d and the electrical wiring 18e are further arranged in the thickness direction, the surface of the counter pressure detection space 18b of the diaphragm portion 18n is arranged at a position deeper than the distance including the thickness.
According to this embodiment, the same effect as that of the fifth embodiment can be obtained. In particular, the sixth embodiment has the following effects in addition to the fifth embodiment.
Since the diaphragm 18n and the hole or groove 18a are provided in the pressure detection member 86 formed separately from the injector body, the diaphragm 18n can be easily processed and formed. As a result, the thickness control of the diaphragm portion 18n is facilitated, and the pressure detection accuracy can be improved. Since the pressure detection member 86 is laminated between the lower body 11 and the nozzle body 12, an increase in the radial direction of the injector body, that is, the size in the thickness direction can be prevented. Furthermore, since the pressure of the high-pressure fuel in the vicinity of the nozzle body 12 can be detected, a change in the pressure of the fuel that is actually injected can be detected with a small time lag.
Since the branch passage is provided in the metal pressure detection member 86 laminated between the lower body 11 and the nozzle body 12, a special branch for connecting the branch passage to the fuel supply passage 11b and the fuel delivery passage 12d. There is no need to provide a road. Therefore, when the pressure detection part 85 is arrange | positioned inside itself, the increase in the dimension of the radial direction of an injector body, ie, a thickness direction, can be prevented.
Since the diaphragm portion 18n is disposed at a position deep from the surface of the pressure detection member 86 at least by the thickness of the strain detection element, stress is applied to the strain detection element when the pressure detection member 86 is mounted in the injector body. Since this can be prevented, the pressure detector can be easily arranged inside itself.
In the present embodiment, the detection unit communication passage 18h corresponds to a “high pressure fuel passage”, and the pressure detection member 86 forming the high pressure fuel passage corresponds to a “passage member”. The diaphragm portion 18n formed in the pressure detection member 86 corresponds to a “thin wall portion”.
A seventh embodiment of the present invention will be described. FIGS. 14A and 14B are a partial cross-sectional view and a plan view showing the main part of the fluid control valve of the present embodiment, and FIGS. 14C and 14D are partial cross-sectional views showing the main part of the pressure detection member. FIG. 4E is a cross-sectional view showing the positional relationship between the control piston and the pressure detection member when assembled to the injector body. In addition, the same code | symbol is attached | subjected about the same or equivalent structure as 5th-6th embodiment, and the description is abbreviate | omitted.
In the seventh embodiment, as the pressure detection unit 80, instead of the pressure detection member 81 used in the fifth embodiment, a pressure detection member 81A (corresponding to a passage member) as shown in FIGS. 14C and 14D. Other configurations, functions, and effects are the same as those of the fifth embodiment, including the orifice member 16 of the present embodiment shown in FIGS.
As shown in FIGS. 14C and 14D, the pressure detection member 81A of the present embodiment is formed separately (separately) from the injector body (the lower body 11 and the valve body 17). 81A. The pressure detection member 81A is preferably composed of a metallic plate-like member (second member) disposed substantially perpendicular to the axial direction of the injector 2, that is, the direction in which the control piston 30 extends. In FIG. 5, the orifice member 16 is laminated directly or indirectly and is held integrally with the lower body 11 and the nozzle body 12.
In this embodiment, the pressure detection member 81A has a flat surface 82, and is laminated directly and liquid-tightly on the flat surface 162 of the orifice member 16 on the injection hole side. The pressure detection member 81A and the orifice member 16 have substantially the same outer shape, and when the two are overlapped, the positions of the inlet portion 16h, the through hole 16p, and the pressure control chamber 16c of the orifice member 16 are the pressure detection member 81. Are formed so as to coincide with the positions of the detecting portion communication passage 18h, the through hole 18p, and the pressure control chamber 18c. Further, the side opposite to the orifice member of the detection unit communication path 18h opens at a position corresponding to the branched fuel supply path 11g branched from the fuel supply path 11b. Thereby, the through-hole 18h of the pressure detection member 81 constitutes a part of a passage from the fuel supply passage 11b to the pressure control chambers 16c and 18c.
The pressure detection member 81A further includes a pressure detection space 18b composed of a groove having a predetermined depth and an inner diameter from the orifice member 16 side, and the groove bottom portion forms a diaphragm portion 18n. A semiconductor pressure sensor 18f as shown in FIG. 10 is integrally bonded and bonded to the surface of the diaphragm portion 18n opposite to the pressure detection space 18b.
The diaphragm portion 18n is located at a depth having a dimension that is at least larger than the thickness of the pressure sensor 18f from the opposite surface of the pressure detection space 18b, and the surface on the side to which the pressure sensor 18f is joined has pressure detection. It has a larger diameter than the space 18b. Then, by controlling the depth of both grooves sandwiching the diaphragm portion 18n, the thickness of the diaphragm portion 18n is controlled at the time of manufacturing. On the flat surface 82 of the pressure detection member 81A, a groove portion 18a (branch passage) that communicates the pressure control chamber 18c and the pressure detection space 18b in the pressure detection member 81A is formed at a depth shallower than the pressure detection space 18b. ing. The groove portion 18a forms a composite passage (branch passage) having the flat surface 162 of the orifice member 16 as a part of the wall when the pressure detection member 81A is in liquid-tight surface contact with the orifice member 16. Thereby, a part of the groove 18a (branch passage) is connected to the pressure control chambers 16c and 18c at a position different from the through hole 18h, and the other part is connected to the diaphragm 18n. Thereby, the diaphragm part 18n can be distorted by the pressure at which the high-pressure fuel introduced into the pressure detection space 18b acts.
Here, the diaphragm portion 18n is configured to have the smallest passage wall thickness among the branch passages including the synthetic passage formed between the groove portion 18a and the orifice member 16 and the pressure detection space 18b. The passage thickness of the composite passage refers to the thickness of the pressure detection member 81A and the orifice member 16 as viewed from the inner wall of the composite passage.
As shown in FIG. 14E, pressure control chambers 16c and 18c are formed by the outer end wall (upper end) 30p of the control piston 30, the orifice member 16, and the pressure detection member 81A. When the nozzle hole 12b is opened, the end outer wall 30p is disposed so as to be displaced by a predetermined distance (L) from the lower end position of the groove 18a and closer to the nozzle hole 12b. That is, the end outer wall 30p is housed in the pressure control chamber 18c portion of the pressure detection member 81A when the nozzle hole 12b is opened (a state where the control piston 30 is lifted up toward the valve member 41).
If the end outer wall 30p of the control piston 30 is on the side opposite to the injection hole 12b than the groove 18a when the valve is opened, the control piston 30 may cover the groove 18a. In this case, the pressure sensor can detect the pressure change in the pressure control chambers 16c and 18c because the pressure in the pressure control chambers 16c and 18c increases, the control piston 30 moves in the valve closing direction, and the groove 18a is opened. Therefore, a time loss until detection occurs. However, in this embodiment, since the end outer wall 30p is in the above positional relationship, the branch passage can always be in communication with the pressure control chamber even when the nozzle hole 12b is opened. Needless to say, since the control piston 30 returns to the injection hole side when the valve is closed, the end outer wall 30p is positioned closer to the injection hole 12b than the groove 18a by a predetermined distance (L) + lift amount. At this time, it is preferable that the end outer wall 30p is disposed so as to be accommodated in the pressure control chamber 18c portion of the pressure detection member 81A even when the valve is closed. Accordingly, it is possible to prevent “clogging” that may occur when the end outer wall 30p passes near the contact surface between the pressure detection member 81A and the lower body 11.
In the present embodiment configured as described above, the pressure control chambers 16c and 18c are formed by the space 16c formed in the orifice member 16 and the space 18c formed in the pressure detection member 81A. During operation, a part of the high-pressure fuel is supplied to the inside of the pressure control chambers 16c and 18c and filled to generate a force for urging the nozzle needle 20 in the valve closing direction in the pressure control chambers 16c and 18c. The nozzle hole 12b is closed. As a result, the injection is stopped. On the other hand, by discharging the high-pressure fuel filled in the pressure control chambers 16c and 18c, the force generated in the pressure control chambers 16c and 18c is reduced, and the nozzle needle is opened. Thereby, injection from the nozzle hole is started. That is, it can be said that the change timing of the internal pressure generated in the pressure control chambers 16c and 18c substantially coincides with the injection timing from the injection hole.
Therefore, in the present embodiment, the diaphragm portion 18n is indirectly connected to the pressure control chambers 16c and 18c via the groove portion 18a, and the displacement of the diaphragm portion 18n is detected by the pressure sensor 18f (displacement detecting means). Therefore, it is possible to accurately detect the timing of actual injection from the nozzle hole 12b. For example, in a common rail system, when it is desired to detect the injection amount actually injected from each injector, it is conceivable to calculate the pressure change of the high-pressure fuel in the injector body and its change timing. Even in this case, in the present embodiment, since the pressure change in the pressure control chambers 16c and 18c is detected, not only the pressure change amount (the absolute value of the pressure or the pressure fluctuation amount) but also the change thereof. Timing can also be detected with high accuracy (less time lag).
The pressure detection member 81A may be made of Kovar or the like, which is a Fi—Ni—Co alloy as in the fifth embodiment, but in this embodiment, the pressure detection member 81A is made of metal glass. Metallic glass is a glassy amorphous metal material having no crystal structure and has a low Young's modulus, so that the sensitivity of pressure detection can be improved. For example, Fe-based: {Fe- (Al, Ga)-(P, C, B, Si, Ge)}, Ni-based: {Ni- (Zr, Hf, Nb) -B}, or Ti-based: {Ti Metal glass of -Zr-Ni-Cu} or Zr-based: Zr-Al-TM (TM: group VI to VIII transition metal) can be used.
On the other hand, since the orifice member 16 allows high-pressure fuel at a high flow rate to flow inside and repeats contact with the valve member 41, the orifice member 16 is preferably higher in hardness. That is, it is preferable that the material constituting the orifice member 16 is higher in hardness than the material constituting the pressure detection member 81A.
In the present embodiment, the groove 18a (branch passage) is formed at a position (different from) the inner orifice 16b and the outer orifice 16a on the inner walls of the pressure control chambers 16c and 18c. That is, it is formed on the pressure detection member 81A side, which is a position different from the flow path of the high-pressure fuel from the in-orifice 16b to the out-orifice 16a. Since the flow of the high-pressure fuel is fast in the inside of the in-orifice 16b and the out-orifice 16a and in the vicinity of the opening, a time lag occurs until the pressure change becomes steady. However, by adopting the above configuration, it is possible to detect a change in pressure in a steady region of the flow in the pressure control chambers 16c and 18c.
Although not shown, as in the modification shown in FIG. 9 (e), it is inclined so as to connect to the pressure detection space 18b from the pressure control chamber 18c of the pressure detection member 81A instead of the groove 18a of FIG. 14 (c). It is good also as a hole provided.
According to the embodiment having the above-described configuration, it is possible to dispose the pressure detection unit inside itself. In addition to the above, the following effects are obtained as in the fifth embodiment.
Since the diaphragm portion 18n and the hole or groove are provided in the pressure detection member 81A formed separately from the injector body (the lower body 11 and the valve body 17), the diaphragm portion 18n can be easily processed and formed. As a result, the thickness control of the diaphragm portion 18n is further facilitated, and the pressure detection accuracy can be improved.
Further, since the pressure detection member 81A including the diaphragm portion 18n is disposed so as to be laminated with the orifice member 16 constituting a part of the pressure control chambers 16c and 18c, the size of the injector body in the radial direction, that is, the thickness direction is increased. Can be prevented.
Since the pressure detection member 81A is formed of a plate-like member arranged in a direction substantially perpendicular to the axial direction of the injector body, when the pressure detection unit is arranged inside itself, the radial direction of the injector body, that is, the thickness An increase in the dimension in the direction can be prevented.
Since the branch passage is branched from the passage from the fuel supply passage 11b to the pressure control chambers 16c and 18c, it is not necessary to provide a special branch passage for connecting the branch passage to the fuel supply passage 11b. Therefore, when the pressure detection unit 80 is arranged inside itself, it is possible to prevent an increase in the dimension of the injector body in the radial direction, that is, the thickness direction.
Since the diaphragm portion 18n is disposed at a position deeper than the surface of the pressure detection member 81A by at least the thickness of the strain detection element, stress is applied to the strain detection element when the pressure detection member 81A is mounted in the injector body. Since this can be prevented, the pressure detector can be easily arranged inside itself.
In the present embodiment, the detection unit communication passage 18h corresponds to a “high pressure fuel passage”, and the pressure detection member 81A forming the high pressure fuel passage corresponds to a “passage member”. The diaphragm portion 18n formed in the pressure detection member 81A corresponds to a “thin portion”.
(Eighth embodiment for reference )
An eighth embodiment which is a reference for carrying out the present invention will be described. 15A and 15B are a partial cross-sectional view and a plan view showing the main part of the fluid control valve of the present embodiment, and FIGS. 15C and D are partial cross-sectional views showing the main part of the pressure detection member. FIG. 4E is a cross-sectional view showing the positional relationship between the control piston and the pressure detection member when assembled to the injector body. In addition, the same code | symbol is attached | subjected about the same or equivalent structure as 5th-7th embodiment, and the description is abbreviate | omitted.
In the eighth embodiment, as the pressure detection unit 80, instead of the pressure detection member 81A used in the seventh embodiment, a pressure detection member 81B (corresponding to a passage member) as shown in FIGS. 15 (c) and 15 (d). Other configurations, functions, and effects are the same as those of the fifth embodiment, including the orifice member 16 of the present embodiment shown in FIGS.
As shown in FIGS. 15C and 15D, the pressure detection member 81B of the present embodiment is also formed separately from the injector body. The pressure detection member 81B is composed of a metallic plate-like member (second member) disposed in a direction substantially perpendicular to the axial direction of the injector 2, and is laminated with the orifice member 16 in the lower body 11. The lower body 11 is integrally held.
Also in the present embodiment, the pressure detection member 81B has the flat surface 82, and is directly and liquid-tightly laminated with the flat surface 162 on the nozzle hole side of the orifice member 16 between the surfaces. The pressure detection member 81B and the orifice member 16 have substantially the same outer shape, and when the two are overlapped, the positions of the inlet portion 16h, the through hole 16p, and the pressure control chamber 16c of the orifice member 16 are the pressure detection member 81B. Are formed so as to coincide with the positions of the detecting portion communication passage 18h, the through hole 18p, and the pressure control chamber 18c. Further, the side opposite to the orifice member of the detection unit communication path 18h opens at a position corresponding to the branched fuel supply path 11g branched from the fuel supply path 11b.
However, unlike the pressure detection member 81A in the seventh embodiment, the pressure detection member 81B in the present embodiment includes a thin wall portion in which the diaphragm portion 18n is directly provided in the pressure control chamber 18c. More specifically, the diaphragm portion (thin wall portion) 18n includes a recess (pressure detection space) 18b provided directly on the inner wall of the pressure control chamber 18c, and an external side wall of the pressure detection member 81B toward the pressure control chamber 18c. It is formed between the formed depression 18g. A semiconductor pressure sensor 18f as shown in FIG. 10 is integrally bonded and joined to the bottom surface of the recess 18g on the opposite side of the diaphragm 18n from the pressure control chamber 18c.
The depth of the recessed portion 18g is at least larger than the thickness of the pressure sensor 18f, and the recessed portion 18g is formed to have a larger diameter than the recessed portion 18b provided in the pressure control chamber 18c. And the thickness of the diaphragm part 18n is controlled by depth control at the time of forming the recessed part 18b and the hollow part 18g.
Thus, in the present embodiment, the diaphragm portion 18n is configured by a thin portion provided on a part of the inner wall constituting the pressure control chamber 18c. Thereby, there can exist an effect similar to 8th Embodiment mentioned above. That is, the pressure fluctuation in the pressure control chamber 18c can be detected by the pressure sensor 18f without time lag.
Also in this embodiment, as shown in FIG. 15 (e), the end outer wall (upper end) 30p of the control piston 30 is placed at the same position as the lower end position of the recess 18b when the injection hole 12b is opened. It is arranged so as to be displaced by a predetermined distance (L) on the nozzle hole 12b side. Thereby, even when the nozzle hole 12b is opened, the pressure of the high-pressure fuel introduced into the pressure control chamber 18c acts on the recess 18b provided on the inner wall of the pressure control chamber 18c without any obstacle. For this reason, the pressure of the high-pressure fuel in the pressure control chamber 18c can be accurately detected by the pressure sensor 18f.
Furthermore, in this embodiment as well, a thin portion that functions as the diaphragm portion 18n is provided on a part of the inner walls of the pressure control chambers 16c and 18c, and the displacement of the diaphragm portion 18n is detected by the pressure sensor 18f. The timing of injecting fuel from the nozzle hole 12b can also be detected with high accuracy.
In the present embodiment, a diaphragm portion 18n is provided on a part of the inner walls of the pressure control chambers 16c and 18c, and the position thereof is separated from the in-orifice 16b and the out-orifice 16a. For this reason, the inside of the in-orifice 16b and the out-orifice 16a and in the vicinity of the opening thereof can be made less susceptible to the high-speed fuel that flows quickly, and the pressure in the steady region of the flow in the pressure control chambers 16c and 18c. Changes can be detected.
Other functions and effects are the same as those of the eighth embodiment, and a description thereof will be omitted. Also in this embodiment, the pressure detection member 81B may be formed using metal glass.
In the present embodiment, the detection unit communication passage 18h corresponds to a “high pressure fuel passage”, and the pressure detection member 81B forming the high pressure fuel passage corresponds to a “passage member”. The diaphragm portion 18n formed on the pressure detection member 81B corresponds to a “thin portion”.
A ninth embodiment of the present invention will be described. FIGS. 16A and 16B are a partial cross-sectional view and a plan view showing the main part of a fluid control valve (pressure detection member) of an injector for a fuel injection device according to a ninth embodiment of the present invention. c) is a cross-sectional view showing the positional relationship between the control piston and the pressure detection member when assembled to the injector body. In addition, the same code | symbol is attached | subjected about the same or equivalent structure as 5th-8th embodiment, and the description is abbreviate | omitted.
In the above-described fifth to eighth embodiments, the pressure detection parts 80, 85, 87 for detecting the pressure of the high-pressure fuel are provided in the pressure detection members 81, 81 A, 81 B, 86 separate from the orifice member 16. It was. On the other hand, in the present embodiment, a configuration that functions as the pressure detection unit 80 is incorporated in the orifice member 16A (corresponding to a passage member).
Hereinafter, a specific configuration of the orifice member 16A in the present embodiment will be described with reference to the drawings. As shown in FIGS. 16A and 16B, the orifice member 16 </ b> A according to the present embodiment is composed of a metallic plate-like member arranged in a direction substantially perpendicular to the axial direction of the injector 2. . The orifice member 16A is formed separately from the lower body 11 and the nozzle body 12 constituting the injector body. After the formation, the orifice member 16A is assembled to the lower body 11 and integrally held.
Similarly to the orifice member 16 in the fifth embodiment, the orifice member 16A includes an inlet portion 16h that opens into the flat surface 162 and introduces fuel, an in-orifice 16b, an out-orifice 16a, a pressure control chamber 16c, a valve seat 16d, In addition, a fuel leak groove 16r and the like are formed. Their functions are the same as the corresponding configuration of the orifice member 16 in the fifth embodiment.
However, in the present embodiment, the orifice member 16A is formed on the flat surface 162 in the same manner as the pressure detection space 18b composed of a groove or a hole formed on the flat surface 162 of the orifice member 16A on the counter valve body 41 side. And a groove 18a that connects the pressure detection space 18b and the pressure control chamber 16c.
In addition, a recess 18g for installing a semiconductor pressure sensor 18f is formed at a position corresponding to the position where the pressure detection space 18b is formed on the valve body side end surface 161 of the orifice member 16A. Accordingly, in the present embodiment, the portion of the orifice member 16A sandwiched between the pressure detection space 18b and the recess 18g for installing the pressure sensor 18f becomes the diaphragm portion 18n that is distorted by the high-pressure fuel. As shown in FIG. 16A and the like, a wiring passage is formed inside the valve body 17 for leading the electrical wiring, which is a signal line from the pressure sensor 18f, to the connector 50. The wiring passage Is opened at a position corresponding to the recess 18g where the pressure sensor 18f is disposed.
The surface of the diaphragm portion 18n opposite to the pressure detection space 18b (that is, the bottom surface of the recess portion 18g) has a depth that is at least larger than the thickness of the pressure sensor 18f from the valve body side end surface 161 of the orifice member 16A. And has a larger diameter than the surface on the pressure detection space 18b side. Then, by controlling the depth of both grooves sandwiching the diaphragm portion 18n, the thickness of the diaphragm portion 18n is controlled at the time of manufacturing.
As described above, the groove portion 18a that connects the pressure control chamber 16c and the pressure detection space 18b is formed at a shallower depth than the pressure detection space 18b on the flat surface 162 of the orifice member 16A on the counter valve body 41 side. Has been. The orifice member 16 </ b> A in this embodiment is in surface contact with the lower body 11, not the pressure detection member. At the time of the surface contact, the groove portion 18a forms a synthetic passage (branch passage) having a part of the upper end surface of the lower body 11 as a part. As a result, the high-pressure fuel introduced into the pressure control chamber 16c can also flow into the pressure detection space 18b via the groove 18a (branch passage).
Note that when the orifice member 16A is superimposed on the lower body 11, the positions of the inlet 16h, the through hole 16p, and the pressure control chamber 16c of the orifice member 16A are branched from the fuel supply path 11b of the lower body 11. 11g, the bottomed hole (not shown), and the position of the pressure control chamber 8 respectively. Thereby, the inlet portion 16h and the in-orifice 16b of the orifice member 16A constitute a part of the passage from the fuel supply passage 11b to the pressure control chamber 16c.
By adopting the above-described configuration, the present embodiment can achieve the same effects as the eighth embodiment. In particular, in this embodiment, since the orifice member 16A also has a configuration that functions as a pressure detection unit, it is not necessary to provide a pressure detection member separately.
Also in this embodiment, as shown in FIG. 16C, the position of the end outer wall (upper end) 30p of the control piston 30 is the same as the position of the lower end of the groove 18a when the injection hole 12b is opened. It is arranged so as to be displaced by a predetermined distance (L) from the position or the nozzle hole 12b side. Thereby, even when the nozzle hole 12b is opened, the groove 18a (a part thereof) is not closed by the control piston 30, so that the high pressure fuel having substantially the same pressure as the high pressure fuel introduced into the pressure control chamber 16c is always present. It is also introduced into the pressure detection space 18b. For this reason, the pressure of the high-pressure fuel in the pressure control chamber 16c can be detected without a time tag by the pressure sensor 18f, and the timing at which the fuel is actually injected from the injection hole 12b can also be accurately detected.
Also in this embodiment, the groove 18a (branch passage) is formed at a position separated from the in-orifice 16b and the out-orifice 16a on the inner wall of the pressure control chamber 16c. For this reason, the pressure sensor 18f can detect a change in pressure in a steady region of the flow in the pressure control chamber 16c. Other functions and effects are the same as those of the eighth embodiment, and a description thereof will be omitted.
However, in this embodiment, instead of the groove 18a, as shown in FIG. 16D, a hole 18a ′ provided to be inclined so as to be connected from the pressure control chamber 16c to the pressure detection space 18b may be used. .
In the present embodiment, the inlet portion 16h, the in-orifice 16b, the out-orifice 16a, the pressure control chamber 16c, the groove portion 18a, and the pressure detection space 18b correspond to the “high-pressure fuel passage” and form the high-pressure fuel passage. The orifice member 16A corresponds to a “passage member”. The diaphragm portion 18n formed in the orifice member 16A corresponds to a “thin wall portion”.
A tenth embodiment of the present invention will be described. FIGS. 17A and 17B are a partial cross-sectional view and a plan view showing a main part of a fluid control valve (pressure detection member) of an injector for a fuel injection device according to a tenth embodiment of the present invention. In addition, the same code | symbol is attached | subjected about the same or equivalent structure as 5th-9th embodiment, and the description is abbreviate | omitted.
The orifice member 16B (corresponding to the passage member) according to the present embodiment is configured to incorporate a configuration that functions as the pressure detection unit 80, similarly to the orifice member 16A described above. For this reason, also in this embodiment, an independent pressure detection member is not provided, and only the orifice member 16B is assembled to the lower body 11.
However, the formation position of the pressure detection space 18b is different between the orifice member 16A according to the ninth embodiment and the orifice member 16B according to the present embodiment. Since other configurations are the same as those of the orifice member 16A according to the ninth embodiment, the differences will be described below.
As shown in FIGS. 17 (a) and 17 (b), in the orifice member 16B according to the present embodiment, the pressure detection space 18b opens from the inlet 16h through which the fuel is introduced through the flat surface 162 through the in-orifice 16b. It is formed so as to branch from the fluid passage toward the pressure control chamber 16c. As described above, the high pressure fuel once introduced into the pressure control chamber 16c is once introduced into the pressure detection space 18b through the branch passage as in the ninth embodiment, as in the ninth embodiment. The high-pressure fuel before being introduced into the pressure control chamber 16c may be introduced into the pressure detection space 18b using the pressure detection space 18b as a branch passage. In any case, it is not necessary to provide a special branch passage for connecting to the fluid passage from the inlet portion 16h to the pressure control chamber 16c or for connecting to the pressure control chamber 16c as the branch passage. Therefore, when the pressure detection unit is provided inside the orifice member 16B, it is possible to prevent an increase in the dimension of the injector body in the radial direction, that is, the thickness direction. Other functions and effects are the same as those of the ninth embodiment, and a description thereof will be omitted.
In the above description, the pressure detectors 80, 85, 87 of the fifth to eighth embodiments have been described as separate embodiments. However, a plurality of pressure detectors 80, 85, 87 are provided in one injector. 87 may be used. Moreover, you may use the orifice members 16A and 16B provided with the structure which functions as the pressure detection part 80 described in 9th, 10th embodiment as some or all of a some pressure detection part.
In this case, although depending on the method of use, as an example, the pressure sensors 18f can be used redundantly to mutually guarantee the reliability. As another example, it is possible to perform finer injection amount control using the signals of the sensors. That is, immediately after fuel injection, the pressure in the fuel supply path 11 b microscopically decreases from the injection hole 12 b side, and pulsation due to the pressure decrease propagates toward the fluid introduction portion 21. Immediately after the valve is closed after fuel injection, the fuel pressure also rises from the nozzle hole 12 b side, and the pulsation due to the pressure rise propagates toward the fluid introduction part 21. In this way, it is possible to perform finer injection amount control by using the time difference of the pressure change between the upstream side and the downstream side as viewed from the fuel introduction portion 21 of the fuel supply path 11b.
Embodiments including a plurality of pressure detection units in one injector that can be applied to the above-described uses will be described below in fifth to seventeenth embodiments.
In the present embodiment, the inlet portion 16h and the pressure detection space 18b correspond to a “high pressure fuel passage”, and the orifice member 16B forming the high pressure fuel passage corresponds to a “passage member”. The diaphragm portion 18n formed in the orifice member 16B corresponds to a “thin portion”.
FIG. 18 is a cross-sectional view showing an injector 2 according to an eleventh embodiment of the present invention. The same or equivalent components as those in the fifth to fourth embodiments are denoted by the same reference numerals and description thereof is omitted.
This embodiment has both the pressure detection part 80 in 5th Embodiment, and the pressure detection part 85 in 6th Embodiment. The pressure detection member 81 constituting the pressure detection unit 80 is the same as that described in FIGS. 9C and 9D, and the pressure detection member 86 constituting the pressure detection unit 85 is the same as that shown in FIGS. The same as described in c).
The difference from the fifth and sixth embodiments is that both the output signal from the pressure detection unit 80 and the output signal from the pressure detection unit 85 are output, so that the terminal pin 51b of the connector 50 is a terminal for the pressure detection unit 80. It consists of a pin 51b1 and a terminal pin 51b2 for the pressure detector 85 (not shown).
According to the present embodiment, the pressure detection unit 80 is disposed in the vicinity of the fuel introduction unit 21, and the pressure detection unit 85 is disposed on the injection hole 12b side. Therefore, the pressure detection unit 80 and the pressure detection unit 85 are provided. The pressure fluctuation timing of the detected high-pressure fuel pressure is different. Thereby, the pressure detectors 80 and 85 can detect a plurality of pressure signals having different fluctuation timings with respect to the internal pressure change.
A twelfth embodiment of the present invention will be described. 19A and 19B are a partial cross-sectional view and a plan view showing the main part of the fluid control valve of this embodiment, and FIGS. 19C and D are partial cross-sections showing the main part of the pressure detection member 81C. It is a figure and a top view. In addition, the same code | symbol is attached | subjected about the same or equivalent structure as 5th-11th embodiment, and the description is abbreviate | omitted.
In the twelfth embodiment, in the pressure detection member 81 used in the fifth embodiment, as shown in FIGS. 19C and 19D, a plurality (two in this embodiment) of pressure detection units 80 (two in this embodiment) are used. A groove portion, a diaphragm portion, and a pressure sensor) (first and second pressure detecting means) are provided. Other configurations, functions, and effects are the same as those of the fifth embodiment including the orifice member 16 of the present embodiment shown in FIGS. 19 (a) and 19 (b).
The pressure detection member 81C is connected to two independent groove portions 18a (hereinafter, described in first and second) with respect to the detection portion communication path 18h. The first groove portions 18a are connected to the corresponding first pressure detection spaces 18b, and the pressure change is transmitted to the first pressure sensor 18f by the first diaphragm portion. The second groove portion 18a is also connected to the corresponding second pressure detection space 18b, and the pressure change is transmitted to the second pressure sensor 18f by the second diaphragm portion.
Here, as shown in FIG. 19D, the two groove portions 18a are preferably arranged on the opposite sides of the detection portion communication path 18h. Thereby, the design freedom of the handling of the two groove portions 18a is improved. Further, although not shown, it is preferable that the length and depth of the two groove portions 18a are substantially the same. Thereby, the identity of the signals from the two pressure sensors 18f can be improved. However, the two groove portions 18a may be arranged on the same side with respect to the detection portion communication path 18h (not shown). In this case, the wiring from the two pressure sensors 18f can be led out from the same side surface of the pressure detection member 81, and the wiring can be easily handled.
A thirteenth embodiment of the present invention will be described. 20A to 20C are a partial cross-sectional view and a plan view showing the main part of the pressure detection member 86A of the present embodiment. In addition, the same code | symbol is attached | subjected about the same or equivalent structure as 5th-12th embodiment, and the description is abbreviate | omitted.
In the thirteenth embodiment, in the pressure detection member 86 used in the sixth embodiment, as shown in FIGS. 20A to 20C, a plurality (two in this embodiment) of pressure detection units 85 (two in this embodiment) are used. A groove portion, a diaphragm portion, and a pressure sensor) (first and second pressure detecting means) are provided. Other configurations, functions, and effects are the same as those in the sixth embodiment.
The pressure detection member 86A is connected to two independent groove portions 18a (hereinafter, described in first and second) with respect to the detection portion communication path 18h. The first groove portion 18a is connected to the corresponding first pressure detection space 18b, and the pressure change is transmitted to the first pressure sensor 18f by the first diaphragm portion 18n. The second groove portion 18a is also connected to the corresponding second pressure detection space 18b, and the pressure change is transmitted to the second pressure sensor 18f by the second diaphragm portion 18n.
As shown in FIG. 20A, the two groove portions 18a are preferably arranged on opposite sides of the detection portion communication path 18h. Thereby, the design freedom of the handling of the two groove portions 18a is improved. Furthermore, as in the twelfth embodiment, the length and depth of the two groove portions 18a are preferably substantially the same. Thereby, the identity of the signals from the two pressure sensors 18f can be improved.
Two spaces on the side where the pressure sensor 18f of the pressure detection member 86A is disposed are connected by a connecting groove 18l. For this reason, the electrical wiring from the pressure sensor 18f can be easily routed through the connecting groove 18l.
A fourteenth embodiment of the present invention will be described. 21A and 21B are a partial cross-sectional view and a plan view showing the main part of the fluid control valve of the present embodiment, and FIGS. 21C and 21D are partial cross-sectional views showing the main part of the pressure detection member 81D. It is a figure and a top view. In addition, the same code | symbol is attached | subjected about the same or equivalent structure as 5th-13th embodiment, and the description is abbreviate | omitted.
In the fourteenth embodiment, in the pressure detection member 81A used in the seventh embodiment, as shown in FIGS. 21C and 21D, a plurality (two in this embodiment) of pressure detection units 80 (two in this embodiment) are used. A groove portion, a diaphragm portion, and a pressure sensor) (first and second pressure detecting means) are provided. Other configurations, functions, and effects are the same as those of the seventh embodiment, including the orifice member 16 of the present embodiment shown in FIGS.
The pressure detection member 81D has two independent groove portions 18a (which will be described below as first and second) communicating with the pressure control chamber 18c. The first groove portion 18a is connected to the corresponding first pressure detection space 18b, and the pressure change is transmitted to the first pressure sensor 18f by the first diaphragm portion 18n. The second groove portion 18a is also connected to the corresponding second pressure detection space 18b, and the pressure change is transmitted to the second pressure sensor 18f by the second diaphragm portion 18n.
The two groove portions 18a are preferably disposed on opposite sides of the pressure control chamber 18c. Thereby, the design freedom of the handling of the two groove portions 18a is improved.
The two groove portions 18a may be disposed on the same side with respect to the pressure control chamber 18c (not shown). Thereby, the wiring from the two pressure sensors 18f can be led out from the same side surface of the pressure detection member 81D, and the wiring can be easily handled.
In the present embodiment, the groove portion 18a forms a passage between the flat surface 162 of the orifice member 16, but the pressure detection member 81D may be disposed upside down. In this case, a passage is formed between the groove 18a and the flat surface (not shown) of the lower body 11, and the first and second pressure sensors 18f are disposed on the orifice member 16 side.
A fifteenth embodiment of the present invention will be described. FIGS. 22A and 22B are a partial cross-sectional view and a plan view showing the main part of the fluid control valve (orifice member) 16C of this embodiment. In addition, the same code | symbol is attached | subjected about the same or equivalent structure as 5th-14th embodiment, and the description is abbreviate | omitted.
In the fifteenth embodiment, as shown in FIGS. 22 (a) and 22 (b), a plurality of (this embodiment) is used in the orifice member 16A having a configuration that functions as the pressure detection unit 80 used in the ninth embodiment. Then, it is set as the structure which has the pressure detection part 80 (a groove part, a diaphragm part, and a pressure sensor) (1st, 2nd pressure detection means). Other configurations, functions, and effects are the same as those of the ninth embodiment.
In the orifice member 16C, two independent groove portions 18a (hereinafter, described in first and second) are communicated with the pressure control chamber 16c. The first groove portion 18a is connected to the corresponding first pressure detection space 18b, and the pressure change is transmitted to the first pressure sensor 18f by the first diaphragm portion 18n. The second groove portion 18a is also connected to the corresponding second pressure detection space 18b, and the pressure change is transmitted to the second pressure sensor 18f by the second diaphragm portion 18n.
As shown in FIG. 22B, the two groove portions 18a are preferably arranged on opposite sides of the pressure control chamber 16c. Thereby, the design freedom of the handling of the two groove portions 18a is improved.
The two groove portions 18a may be disposed on the same side with respect to the pressure control chamber 16c (not shown). In this case, the wiring from the two pressure sensors can be led out from the same side surface of the orifice member 16C, and the wiring can be easily handled.
Also in this embodiment, instead of the groove portion 18a, as shown in FIG. 22 (c), a hole portion 18a ′ provided to be inclined so as to be connected from the pressure control chamber 16c to the pressure detection space 18b may be used. .
A sixteenth embodiment of the present invention will be described. FIGS. 23A and 23B are a partial cross-sectional view and a plan view showing a main part of the fluid control valve (orifice member) 16D of the present embodiment. In addition, the same code | symbol is attached | subjected about the same or equivalent structure as 5th-15th embodiment, and the description is abbreviate | omitted.
The sixteenth embodiment has both the pressure detection unit of the ninth embodiment and the pressure detection unit of the tenth embodiment. That is, in the orifice member 16D of the present embodiment, the first pressure detection space 18b connected to the pressure control chamber 16c through the groove 18a, and the pressure control chamber from the inlet 16h for introducing fuel through the in-orifice 16b. A second pressure detection space 18b formed so as to branch from the fluid passage toward 16c is formed. Furthermore, corresponding to the first and second pressure detection spaces 18b, there are provided first and second diaphragm portions 18n and first and second pressure sensors 18f, respectively.
In the present embodiment, an in-orifice 16b having a smaller diameter than the branch passage is provided between the first pressure detection space 18b and the second pressure detection space 18b. Thereby, the pressure fluctuation timing can be shifted between the first pressure detection space 18b and the second pressure detection space 18b. Other configurations, functions, and effects are the same as those in the ninth and tenth embodiments.
The above embodiments may be implemented with the following modifications. Further, the present invention is not limited to the description of the above embodiment, and the characteristic structures of the embodiments may be arbitrarily combined.
In each of the above embodiments, the strain gauge 60z is affixed to the outside of the thin portions 70bz, 43bz, 4cz, 43dz (on the side opposite to the high pressure fuel passage), but the inside of the thin portions 70bz, 43bz, 4cz, 43dz (high pressure) A strain gauge 60z may be attached to the fuel passage side. However, in this case, it is necessary to form an extraction hole in the injector body 4z or the like for extracting the wiring (not shown) of the strain gauge 60z from the inside of the high-pressure fuel passage to the outside.
In the second to fourth embodiments, the connector 70z may be eliminated and the injector INJz and the high-pressure pipe 50z may be directly connected.
In the first embodiment, the thin portion 70bz is formed at the intermediate position of the connector 70z in the axial direction, but the thin portion 70bz may be formed at the end of the connector 70z.
The thin portions 70bz, 43bz, 4cz, and 43dz in each of the above embodiments are formed in a part of the connector 70z or the injector body 4z in the circumferential direction, but even if the annular thin portion 70bz is formed so as to extend in the circumferential direction. Good.
In the first embodiment, the pressure detection value is corrected based on the temperature of the fuel detected by the temperature detection sensor 80z. However, the temperature of the thin portion 70bz or the strain gauge 60z is directly detected, and based on the detected temperature. The pressure detection value may be corrected.
In the first embodiment, the temperature characteristic value and the fuel pressure characteristic value related to the pressure detection value by the strain gauge 60z are stored in the QR code 90z. However, the IC chip is stored in the IC chip instead of the QR code 90z. May be attached to the injector INJz.
In each of the above embodiments, the present invention is applied to the injector INJz of the diesel engine. However, the present invention may be applied to a gasoline engine, in particular, a direct injection type gasoline engine that directly injects fuel into the combustion chamber E1z. .
The figure which shows the state which connected the injector to the common rail in 1st Embodiment used as reference for implementing this invention. Sectional drawing which shows the internal structure of the injector which concerns on 1st Embodiment. The figure which shows the attachment position of the strain gauge which concerns on 1st Embodiment. The figure which shows the attachment position of the strain gauge which concerns on 2nd Embodiment used when implementing this invention. The figure which shows the attachment position of the strain gauge which concerns on 3rd Embodiment used when implementing this invention. The figure which shows the attachment position of the strain gauge which concerns on 4th Embodiment of this invention. It is the schematic of the structure which attached the injector for fuel injection apparatuses which concerns on 5th Embodiment of this invention to the common race system. It is sectional drawing of the injector for fuel injection apparatuses which concerns on 5th Embodiment. (A) is sectional drawing of the orifice member which concerns on 5th Embodiment, (b) is a top view of (a), (c) is sectional drawing of the pressure detection member which concerns on the embodiment, (d) is (c). (E) is sectional drawing of the pressure detection member which concerns on the modification of (c). (A) is an enlarged plan view near a diaphragm portion of a pressure detection member according to a fifth embodiment, and (b) is a cross-sectional view taken along line AA of (a). (A) is sectional drawing which shows the manufacturing method of the pressure sensor which concerns on 5th Embodiment. It is sectional drawing of the injector for fuel injection apparatuses which concerns on 6th Embodiment. (A) is a top view of the pressure detection member which concerns on 6th Embodiment, (b) is BB sectional drawing of (a), (c) is CC sectional drawing of (a). (A) is a fragmentary sectional view which shows the principal part of the orifice member which concerns on 7th Embodiment, (b) is a top view of (a), (c) is a part which shows the principal part of the pressure detection member which concerns on the same embodiment Sectional drawing, (d) is a plan view of (c), and (e) is a sectional view showing the positional relationship between the control piston and the pressure detection member when assembled to the injector body. (A) is a fragmentary sectional view which shows the principal part of the orifice member which concerns on 8th Embodiment used as a reference , (b) is a top view of (a), (c) is a fragmentary sectional view which shows the principal part of a pressure detection member. (D) is a top view of (c), (e) is sectional drawing which shows the positional relationship of a control piston and a pressure detection member at the time of attaching to an injector body. (A) is a fragmentary sectional view which shows the principal part of the orifice member (pressure detection member) of the injector for fuel injection apparatuses which concerns on 9th Embodiment, (b) is a top view of (a), (c) is an injector body. Sectional drawing which shows the positional relationship of the control piston and pressure detection member at the time of an assembly | attachment, (d) is sectional drawing of the pressure detection member which concerns on the modification of (a). (A) is a fragmentary sectional view which shows the principal part of the orifice member (pressure detection member) of the injector for fuel injection apparatuses which concerns on 10th Embodiment, (b) is a top view of (a). It is sectional drawing which shows the injector which concerns on 11th Embodiment. (A) is a fragmentary sectional view which shows the principal part of the orifice member of 12th Embodiment, (b) is a top view of (a), (c) is a fragmentary sectional view which shows the principal part of a pressure detection member, (d). FIG. 2 is a plan view of (c). (A) is a top view which shows the principal part of the pressure detection member of 13th Embodiment, (b) is BB sectional drawing of (a), (c) is CC sectional drawing of (a). (A) is a fragmentary sectional view which shows the principal part of the orifice member of 14th Embodiment, (b) is a top view of (a), (c) is a fragmentary sectional view which shows the principal part of a pressure detection member, (d). FIG. 2 is a plan view of (c). (A) is a fragmentary sectional view which shows the principal part of the orifice member (pressure detection member) which concerns on 15th Embodiment, (b) is a top view of (a), (c) concerns on the modification of (a). It is sectional drawing of an orifice member. (A) is a fragmentary sectional view which shows the principal part of the orifice member (pressure detection member) which concerns on 16th Embodiment, (b) is a top view of (a).
4z ... injector body (passage member), 4az, 31az, 12az ... high pressure fuel passage, 12z ... nozzle body (passage member), 31z ... valve body (passage member), 50z ... high pressure piping (passage member), 60z ... strain gauge (Distortion detection sensor), 70z ... connector (passage member), 70az ... communication passage, 70bz, 43bz, 4cz, 43dz ... thin wall part, CLz ... common rail (pressure accumulator), INJz ... fuel injection valve.
DESCRIPTION OF SYMBOLS 11 ... Lower body, 11b ... Fuel supply path (1st fluid path), 11c ... Fuel introduction path (2nd fluid path), 11d ... Housing hole, 11f ... Joint part (inlet part), 11g ... Branch fuel supply path , 12 ... Nozzle body, 12a ... Valve seat, 12b ... Injection hole, 12c ... High pressure chamber (fuel reservoir chamber), 12d ... Fuel delivery path, 12e ... Housing hole, 13 ... Bar filter, 14 ... Retaining nut (retainer), 16 ... Orifice member, 161 ... End face on the valve body side, 162 ... Flat surface, 16a ... Communication path (exit side throttle part, out orifice), 16b ... Communication path (inlet side throttle part, in orifice), 16c ... Communication path ( Pressure control chamber), 16d ... valve seat, 16e ... fuel escape passage, 16g ... guide hole, 16h ... inlet, 16k ... gap, 16p ... through hole, 16r ... fuel leak groove, 17 ... valve Body, 17a, 17b ... through hole, 17c ... valve chamber, 17d ... low pressure passage (conduction passage), 18a ... groove (branch passage), 18b ... pressure detection space, 18c ... communication passage (pressure control chamber), 18d ... processing Board, 18e ... Electric wiring, 18f ... Pressure sensor, 18g ... Lower body, 18h ... Detector communication passage, 18k ... Glass layer, 18m ... Gauge, 18n ... Diaphragm part, 18p ... Through hole, 18q ... Other side, 18r ... Single Crystal semiconductor chip, 18s ... through hole, 18t ... positioning member, 19c ... wiring / pad, 19d ... oxide film, 102 ... fuel tank, 103 ... high pressure fuel pump, 104 ... common rail, 105 ... high pressure fuel passage, 106 ... low pressure fuel Passage 107: Electronic control unit (ECU) 108 ... Fuel pressure sensor 109 ... Crank angle sensor 110 ... Accelerator sensor 2 ... Ink 20 ... Nozzle needle, 21 ... Fluid introduction part, 22 ... Injector, 30 ... Control piston, 30c ... Needle part, 30p ... End wall, 31 ... Ring member, 32 ... Injector, 35 ... Spring, 37 ... Fuel passage , 301 ... Nozzle, 302 ... Piezo actuator (actuator), 303 ... Back pressure control mechanism, 308 ... Holding member, 321 ... Housing, 322 ... Piezoelectric element, 323 ... Lead wire, 331 ... Valve body, 335 ... High-pressure seat surface, 336: Low pressure seat surface, 341, 341a to 341c ... Storage hole, 41 ... Valve member, 41a ... Spherical surface part, 42 ... Valve armature, 50 ... Connector, 51a, 51b ... Terminal pin, 52 ... Body upper, 53 ... Upper housing 54 ... Intermediate housing, 59 ... Biasing member (spring member), 61 ... Coil, 62 ... Spool, 63 ... Fixed core, 64 ... Stopper, 7 ... Solenoid valve device, 8 ... Back pressure chamber (pressure control chamber), 80, 85, 87 ... Pressure detection unit, 81, 86 ... Pressure detection member, 82 ... Flat surface, 92 ... positioning member.
A fuel pressure detection device, comprising: a strain detection sensor attached to the thin wall portion and configured to detect distortion of the thin wall portion caused by fuel pressure in the high pressure fuel passage.
The fuel injection valve includes a body that forms part of the high-pressure fuel passage,
The fuel pressure detection device according to claim 1, wherein the thin portion is formed in the body.
A temperature detection sensor for detecting the temperature of the thin wall portion or a temperature correlated with the temperature,
Fuel pressure detecting apparatus according to claim 1 or 2, characterized in that to correct the detection value of the strain detecting sensor in accordance with the detected value of the temperature detection sensor.
The fuel pressure detection device according to claim 3 , wherein the temperature detection sensor is attached to the high-pressure fuel passage or the pressure accumulator and detects a temperature of the fuel.
The fuel pressure detection device according to claim 4 , wherein the temperature detection sensor is attached to the pressure accumulator and detects a temperature of fuel inside the pressure accumulator.
2. The storage device according to claim 1, wherein a relationship between an actual fuel pressure when the fuel is supplied to the high pressure fuel passage and a value detected by the strain detection sensor at that time is stored in advance as a fuel pressure characteristic value. The fuel pressure detection device according to any one of to 5 .
Claim 1-6, characterized in that it comprises a temperature and pre-stored memory means as the temperature characteristic value relationship between the value detected by the strain detecting sensor when its with temperature or correlated with temperature of the thin portion The fuel pressure detection apparatus as described in any one of these.
At least one of a fuel injection valve mounted on an internal combustion engine for injecting fuel from an injection hole, and a high-pressure pipe for supplying high-pressure fuel to the fuel injection valve;
The fuel pressure detection device according to any one of claims 1 to 7 ,
A fuel pressure detection system comprising:
JP2008239747A 2007-11-02 2008-09-18 Fuel pressure detection device and fuel pressure detection system Active JP5169669B2 (en)
JP2007286520 2007-11-02
JP2008037846 2008-02-19
JP2008086990 2008-03-28
JP2008239747A JP5169669B2 (en) 2007-11-02 2008-09-18 Fuel pressure detection device and fuel pressure detection system
US12/741,123 US8919186B2 (en) 2007-11-02 2008-10-27 Fuel pressure measuring device, fuel pressure measuring system, and fuel injection device
CN 200880114156 CN101842573B (en) 2007-11-02 2008-10-27 Fuel pressure detection device, fuel pressure detection system, and fuel injection device
PCT/JP2008/069422 WO2009057543A1 (en) 2007-11-02 2008-10-27 Fuel pressure detection device, fuel pressure detection system, and fuel injection device
EP20080844545 EP2216539B1 (en) 2007-11-02 2008-10-27 Fuel pressure measuring device, fuel pressure measuring system, and fuel injection device
JP2009257303A JP2009257303A (en) 2009-11-05
JP5169669B2 true JP5169669B2 (en) 2013-03-27
ID=40590934
JP2008239747A Active JP5169669B2 (en) 2007-11-02 2008-09-18 Fuel pressure detection device and fuel pressure detection system
US (1) US8919186B2 (en)
EP (1) EP2216539B1 (en)
JP (1) JP5169669B2 (en)
CN (1) CN101842573B (en)
WO (1) WO2009057543A1 (en)
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