Solenoid intake valve and fuel supply pump

Abstract

The purpose of the present invention is to prevent a suction valve from closing due to fluid force when an electromagnetic coil is in an unenergized state. This electromagnetic suction valve comprises: a valve part that is in an open state when not energized and opens / closes a fuel introduction opening; and a stopper that has a bottom section that abuts the valve part in an open state in which the valve part has opened the fuel introduction opening, and a side wall section that faces a side circumferential surface of the valve part. The bottom section of the stopper has a plurality of fuel passage holes. In the direction that the bottom section of the stopper and the valve section face each other, the area of a portion in each of the plurality of fuel passage holes that does not overlap the valve part is greater than the area of a portion that overlaps the valve part.

Description

[Technical field]

[0001] The present invention relates to an electromagnetic intake valve and a fuel supply pump. [Background technology]

[0002] An example of a high-pressure fuel supply pump is described in Patent Document 1. The high-pressure fuel supply pump described in Patent Document 1 includes an electromagnetic intake valve. When the electromagnetic intake valve is in an unenergized state, that is, when no current is applied to the electromagnetic coil, a valve body is biased by the biasing force of a spring, and the valve body is in an open state. On the other hand, when current is applied to the electromagnetic coil, a magnetic attraction force is generated, and the valve body moves against the biasing force of the spring, and the electromagnetic intake valve is in a closed state. In this way, the electromagnetic intake valve opens and closes depending on whether or not current is applied to the electromagnetic coil, thereby controlling the amount of high-pressure fuel supplied. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2012-251658 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the electromagnetic intake valve of the high-pressure fuel supply pump described in Patent Document 1, when the electromagnetic coil is not energized, the electromagnetic intake valve may close due to the fluid force of fuel that flows back from the pressurizing chamber. This causes fuel to be discharged from the pump even if the electromagnetic intake valve is opened to prevent fuel from being discharged from the pump. This results in a problem that the discharge amount of the pump cannot be controlled.

[0005] In consideration of the above problems, an object of the present invention is to provide an electromagnetic intake valve and a fuel supply pump that can prevent the valve from closing due to the fluid force of the fuel when the electromagnetic coil is in a non-energized state. [Means for solving the problem]

[0006] In order to solve the above problems and achieve the present object, the electromagnetic intake valve includes a valve portion that opens when de-energized and opens and closes a fuel inlet opening, and a stopper having a bottom portion that abuts against the valve portion when the valve portion opens the fuel inlet opening, and a side wall portion that faces the side peripheral surface of the valve portion. The bottom portion of the stopper has a plurality of fuel passage holes. In the direction in which the valve portion and the bottom portion of the stopper face each other, At least a portion of each fuel passage hole overlaps with the valve portion, The area of ​​the plurality of fuel passage holes that does not overlap with the valve portion is larger than the area of ​​the portion that overlaps with the valve portion.

[0007] The fuel supply pump of the present invention includes a body having a pressurizing chamber, a plunger supported by the body so as to be capable of reciprocating motion and adapted to increase and decrease the volume of the pressurizing chamber by the reciprocating motion, and a plunger for discharging fuel into the pressurizing chamber. Solenoid suction valve It is equipped with. Effect of the Invention

[0008] According to the electromagnetic intake valve having the above-described structure, when the electromagnetic coil is in a non-energized state, the valve can be prevented from being closed by the fluid force of the fuel. Problems, configurations and effects other than those described above will become apparent from the following description of the embodiments. [Brief description of the drawings]

[0009] [Figure 1] 1 is an overall configuration diagram of a fuel supply system using a high-pressure fuel supply pump according to a first embodiment of the present invention. [Diagram 2] 1 is a vertical sectional view (part 1) of a high-pressure fuel supply pump according to a first embodiment of the present invention. [Diagram 3] FIG. 2 is a vertical sectional view (part 2) of the high-pressure fuel supply pump according to the first embodiment of the present invention. [Figure 4] 1 is a horizontal cross-sectional view of a high-pressure fuel supply pump according to a first embodiment of the present invention, as viewed from above. FIG. [Diagram 5] 1 is an exploded cross-sectional view of an electromagnetic intake valve in a high-pressure fuel supply pump according to a first embodiment of the present invention. [Figure 6]2 is an enlarged cross-sectional view of the electromagnetic intake valve in the high-pressure fuel supply pump according to the first embodiment of the present invention, showing the electromagnetic intake valve in an open state. FIG. [Figure 7] 2 is an enlarged cross-sectional view of the electromagnetic intake valve in the high-pressure fuel supply pump according to the first embodiment of the present invention, showing the state in which the electromagnetic intake valve is closed. FIG. [Figure 8] 2 is a view of an electromagnetic intake valve in the high-pressure fuel supply pump according to the first embodiment of the present invention, as viewed from the pressurization chamber side in the opening / closing direction. FIG. [Figure 9] 13 is a view of a solenoid intake valve in a high-pressure fuel supply pump according to a second embodiment of the present invention, as viewed from the pressurization chamber side in the opening / closing direction. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] 1. First embodiment Hereinafter, a high-pressure fuel supply pump according to a first embodiment of the present invention will be described. Note that the same reference numerals are used to denote common members in the various drawings.

[0011] [Fuel supply system] First, a fuel supply system using a high-pressure fuel supply pump according to this embodiment will be described with reference to FIG. FIG. 1 is an overall configuration diagram of a fuel supply system using a high-pressure fuel supply pump according to this embodiment.

[0012] 1, the fuel supply system includes a high-pressure fuel supply pump 100, an ECU (Engine Control Unit) 101, a fuel tank 103, a common rail 106, and a plurality of injectors 107. The components of the high-pressure fuel supply pump 100 are integrally incorporated into a body 1.

[0013] Fuel in a fuel tank 103 is pumped up by a feed pump 102 that is driven based on a signal from an ECU 101. The pumped up fuel is pressurized to an appropriate pressure by a pressure regulator (not shown) and sent to a low-pressure fuel intake port 51 of a high-pressure fuel supply pump 100 through a low-pressure pipe 104.

[0014] The high-pressure fuel supply pump 100 pressurizes fuel supplied from a fuel tank 103 and sends it under pressure to a common rail 106. A plurality of injectors 107 and a fuel pressure sensor 105 are attached to the common rail 106. The plurality of injectors 107 are attached in accordance with the number of cylinders (combustion chambers), and inject fuel according to a drive current output from an ECU 101. The fuel supply system of this embodiment is a so-called direct injection engine system in which the injector 107 injects fuel directly into the cylinders of the engine.

[0015] The fuel pressure sensor 105 outputs the detected pressure data to the ECU 101. The ECU 101 calculates an appropriate fuel injection amount (target fuel injection duration) and an appropriate fuel pressure (target fuel pressure) based on engine state quantities (e.g., crank rotation angle, throttle opening, engine speed, fuel pressure, etc.) obtained from various sensors.

[0016] Furthermore, the ECU 101 controls the driving of the high-pressure fuel supply pump 100 and the multiple injectors 107 based on the calculation results of the fuel pressure (target fuel pressure) etc. That is, the ECU 101 has a pump control unit that controls the high-pressure fuel supply pump 100 and an injector control unit that controls the injectors 107.

[0017] The high-pressure fuel supply pump 100 has a pressure pulsation reducing mechanism 9, a solenoid intake valve 3 which is a variable displacement mechanism, a relief valve mechanism 4 (see FIG. 2), and a discharge valve 8. The fuel that flows in from a low-pressure fuel intake port 51 reaches the intake port 335a of the solenoid intake valve 3 through the pressure pulsation reducing mechanism 9 and the intake passage 10b.

[0018] The fuel that flows into the electromagnetic intake valve 3 passes through the valve portion 339, flows through an intake passage 1a formed in the body 1, and then flows into the pressurized chamber 11. A plunger 2 is slidably held in the pressurized chamber 11. The plunger 2 reciprocates by power transmitted by a cam 91 (see FIG. 2) of the engine.

[0019] In the pressurization chamber 11, fuel is sucked in through the electromagnetic intake valve 3 during the downward stroke of the plunger 2, and the fuel is pressurized during the upward stroke. When the fuel pressure in the pressurization chamber 11 exceeds a set value, the discharge valve 8 opens and the high-pressure fuel is pumped through a discharge passage 12a to a common rail 106. The discharge of fuel by the high-pressure fuel supply pump 100 is controlled by opening and closing the electromagnetic intake valve 3. The opening and closing of the electromagnetic intake valve 3 is controlled by an ECU 101.

[0020] [High pressure fuel supply pump] Next, the configuration of the high-pressure fuel supply pump 100 will be described with reference to FIGS. Fig. 2 shows a vertical cross-sectional view (part 1) of the high-pressure fuel supply pump 100 taken along a cross section perpendicular to the horizontal direction, and Fig. 3 shows a vertical cross-sectional view (part 2) of the high-pressure fuel supply pump 100 taken along a cross section perpendicular to the horizontal direction. Also, Fig. 4 shows a horizontal cross-sectional view of the high-pressure fuel supply pump 100 taken along a cross section perpendicular to the vertical direction.

[0021] 2 to 4, the body 1 of the high-pressure fuel supply pump 100 is provided with the above-mentioned suction passage 1a and a mounting flange 1b. This mounting flange 1b is in close contact with a fuel pump mounting portion 90 of an engine (internal combustion engine) and is fixed with a plurality of bolts (screws) (not shown). In other words, the high-pressure fuel supply pump 100 is fixed to the fuel pump mounting portion 90 by the mounting flange 1b.

[0022] 2, an O-ring 93, which is a specific example of a seat member, is interposed between the fuel pump mounting portion 90 and the body 1. This O-ring 93 prevents engine oil from passing between the fuel pump mounting portion 90 and the body 1 and leaking to the outside of the engine (internal combustion engine).

[0023] In addition, a cylinder 6 that guides the reciprocating motion of the plunger 2 is attached to the body 1 of the high-pressure fuel supply pump 100. The cylinder 6 is formed in a cylindrical shape, and its outer periphery is press-fitted into the body 1. The body 1 and the cylinder 6 form a pressurizing chamber 11 together with the electromagnetic intake valve 3, the plunger 2, and a discharge valve 8 (see FIG. 4).

[0024] The body 1 is provided with a fixing portion 1c that engages with the axial center of the cylinder 6. The fixing portion 1c of the body 1 presses the cylinder 6 upward (upward in FIG. 2). This makes it possible to prevent the fuel pressurized in the pressurizing chamber 11 from leaking from between the upper end surface of the cylinder 6 and the body 1.

[0025] A tappet 92 is provided at the lower end of the plunger 2. The tappet 92 converts the rotational motion of a cam 91 attached to the camshaft of the engine into vertical motion and transmits it to the plunger 2. The plunger 2 is biased toward the cam 91 by a spring 16 via a retainer 15. This causes the plunger 2 to be pressed against the tappet 92. The tappet 92 reciprocates in accordance with the rotation of the cam 91. The plunger 2 reciprocates together with the tappet 92, changing the volume of the pressurizing chamber 11.

[0026] In addition, a seal holder 17 is disposed between the cylinder 6 and the retainer 15. The seal holder 17 is formed in a cylindrical shape into which the plunger 2 is inserted, and has a sub-chamber 17a at its upper end portion on the cylinder 6 side. In addition, the seal holder 17 holds a plunger seal 18 at its lower end portion on the retainer 15 side.

[0027] The plunger seal 18 is in slidable contact with the outer periphery of the plunger 2. When the plunger 2 reciprocates, the plunger seal 18 seals the fuel in the auxiliary chamber 17a to prevent the fuel from flowing into the inside of the engine. The plunger seal 18 also prevents lubricating oil (including engine oil) that lubricates the sliding parts in the engine from flowing into the inside of the body 1.

[0028] 2, the plunger 2 reciprocates up and down. When the plunger 2 descends, the volume of the pressurizing chamber 11 increases, and when the plunger 2 ascends, the volume of the pressurizing chamber 11 decreases. That is, the plunger 2 is disposed so as to reciprocate in a direction that increases and decreases the volume of the pressurizing chamber 11.

[0029] The plunger 2 has a large diameter portion 2a and a small diameter portion 2b. When the plunger 2 reciprocates, the large diameter portion 2a and the small diameter portion 2b are located in the sub-chamber 17a. Therefore, the volume of the sub-chamber 17a increases and decreases as the plunger 2 reciprocates.

[0030] The sub-chamber 17a communicates with the low-pressure fuel chamber 10 through a fuel passage 10c (see FIG. 4). When the plunger 2 descends, fuel flows from the sub-chamber 17a to the low-pressure fuel chamber 10. When the plunger 2 ascends, fuel flows from the low-pressure fuel chamber 10 to the sub-chamber 17a. This makes it possible to reduce the amount of fuel flowing into and out of the pump during the suction stroke or return stroke of the high-pressure fuel supply pump 100. As a result, the pressure pulsation generated inside the high-pressure fuel supply pump 100 can be reduced.

[0031] The body 1 is also provided with a relief valve mechanism 4 that communicates with the pressurized chamber 11. The relief valve mechanism 4 opens when some problem occurs in the common rail 106 or a component beyond it, causing the common rail 106 to exceed a predetermined pressure. As a result, the fuel in the discharge passage 12a returns to the pressurized chamber 11.

[0032] The relief valve mechanism 4 has a relief spring 41, a relief valve holder 42, a relief valve 43, and a seat member 44. One end of the relief spring 41 abuts against the body 1, and the other end abuts against the relief valve holder 42. The relief valve holder 42 engages with the relief valve 43. The urging force of the relief spring 41 acts on the relief valve 43 via the relief valve holder 42.

[0033] The relief valve 43 is pressed by the urging force of the relief spring 41. This blocks the fuel passage of the seat member 44. The fuel passage of the seat member 44 communicates with the discharge passage 12a. The relief valve 43 comes into contact (closes in close contact) with the seat member 44, thereby blocking the movement of fuel between the pressurizing chamber 11 (upstream side) and the seat member 44 (downstream side).

[0034] When the pressure of the fuel in the common rail 106 and the components beyond it becomes high, the fuel on the seat member 44 side presses the relief valve 43. This causes the relief valve 43 to move against the biasing force of the relief spring 41. As a result, the relief valve 43 opens, and the fuel in the discharge passage 12a returns to the pressurizing chamber 11 through the fuel passage of the seat member 44. Therefore, the pressure that opens the relief valve 43 is determined by the biasing force of the relief spring 41.

[0035] In addition, although the relief valve mechanism 4 in this embodiment is connected to the pressurization chamber 11, this is not limited thereto, and for example, it may be connected to a low pressure passage (such as the low pressure fuel intake port 51 or the intake passage 10b).

[0036] As shown in Fig. 3, a low-pressure fuel chamber 10 is provided in a body 1 of high-pressure fuel supply pump 100. An intake joint 5 is attached to a side surface of low-pressure fuel chamber 10. The intake joint 5 is connected to a low-pressure pipe 104 through which fuel supplied from a fuel tank 103 passes. The fuel in the fuel tank 103 is supplied from the intake joint 5 to the inside of high-pressure fuel supply pump 100.

[0037] The intake joint 5 has a low-pressure fuel intake port 51 connected to the low-pressure pipe 104, and an intake passage 52 communicating with the low-pressure fuel intake port 51. An intake filter 53 is disposed in the intake passage 52. The intake filter 53 removes foreign matter present in the fuel and prevents the foreign matter from entering the high-pressure fuel supply pump 100. The fuel that has passed through the intake passage 52 reaches the intake port 335a (see FIG. 2) of the solenoid intake valve 3 via the pressure pulsation reducing mechanism 9 provided in the low-pressure fuel chamber 10 and the intake passage 10b (see FIG. 2).

[0038] 2, the low-pressure fuel chamber 10 is provided with a low-pressure fuel passage 10a and an intake passage 10b. The intake passage 10b is connected to an intake port 335a of the electromagnetic intake valve 3. The fuel that has passed through the low-pressure fuel passage 10a reaches the intake port 335a of the electromagnetic intake valve 3 via the intake passage 10b.

[0039] The low-pressure fuel flow passage 10a is provided with a pressure pulsation reduction mechanism 9. When the fuel that has flowed into the pressurizing chamber 11 passes through the open electromagnetic intake valve 3 again and is returned to the intake passage 10b, pressure pulsation occurs in the low-pressure fuel chamber 10. The pressure pulsation reduction mechanism 9 reduces the pressure pulsation generated in the high-pressure fuel supply pump 100 from spreading to the low-pressure piping 104.

[0040] The pressure pulsation reduction mechanism 9 has a metal diaphragm damper made of two corrugated disk-shaped metal plates bonded together at their peripheries. An inert gas such as argon is injected into the metal diaphragm damper. The metal diaphragm damper absorbs or reduces pressure pulsations by expanding and contracting.

[0041] 4, the discharge valve 8 is connected to the outlet side of the pressurizing chamber 11. The discharge valve 8 has a discharge valve seat 81 communicating with the pressurizing chamber 11, a valve body 82 moving toward and away from the discharge valve seat 81, a discharge valve spring 83 biasing the valve body 82 toward the discharge valve seat 81, and a discharge valve stopper 84 determining the stroke (movement distance) of the valve body 82.

[0042] The discharge valve 8 also has a plug 85 that prevents fuel from leaking to the outside. A discharge valve stopper 84 is press-fitted into the plug 85. The plug 85 is joined to the body 1 by welding at a welded portion 86. The discharge valve 8 communicates with a discharge valve chamber passage 87 that is opened and closed by a valve element 82. The discharge valve chamber passage 87 is formed in the body 1, and communicates with the fuel discharge port 12b via a horizontal hole formed in the body 1 and extending in the horizontal direction.

[0043] A discharge joint 12 is inserted into a horizontal hole formed in the body 1. The discharge joint 12 has the above-mentioned discharge passage 12a communicating with the horizontal hole, and a fuel discharge port 12b which is one end of the discharge passage 12a. The fuel discharge port 12b of the discharge joint 12 communicates with a common rail 106. The discharge joint 12 is fixed to the body 1 by welding at a welded portion 12c.

[0044] When there is no difference in fuel pressure (fuel pressure difference) between the pressurizing chamber 11 and the discharge valve chamber passage 87, the valve body 82 is pressed against the discharge valve seat 81 by the biasing force of the discharge valve spring 83. This causes the discharge valve 8 to be in a closed state. When the fuel pressure in the pressurizing chamber 11 becomes greater than the fuel pressure in the discharge valve chamber passage 87, the valve body 82 moves against the biasing force of the discharge valve spring 83. This causes the discharge valve 8 to be in an open state.

[0045] When the discharge valve 8 is closed, the (high pressure) fuel in the pressurizing chamber 11 passes through the discharge valve 8 and reaches the discharge valve chamber passage 87. The fuel that has reached the discharge valve chamber passage 87 is then discharged into the common rail 106 (see FIG. 1) through the fuel discharge port 12b of the discharge joint 12. With the above-mentioned configuration, the discharge valve 8 functions as a check valve that limits the flow direction of the fuel.

[0046] [Solenoid suction valve] Next, the configuration of the electromagnetic intake valve 3 will be described with reference to FIGS. FIG. 5 is an exploded cross-sectional view of the electromagnetic intake valve of the high-pressure fuel supply pump 100. As shown in FIG.

[0047] As shown in FIG. 2, the electromagnetic suction valve 3 is made up of a coil unit 31, an anchor unit 32, a valve body unit 33, and a stopper .

[0048] (coil unit) The coil unit 31 has a base member 311 that fits into the anchor unit 32 , an electromagnetic coil 312 fixed to the base member 311 , and a terminal member 313 connected to the electromagnetic coil 312 .

[0049] The base member 311 is molded from a resin material or the like. A bobbin 315 is joined to the base member 311. The bobbin 315 and the base member 311 form a fitting hole 316 into which a housing 321 (described later) of the anchor unit 32 is fitted. The electromagnetic coil 312 is wound around the bobbin 315. The electromagnetic coil 312 is disposed so as to go around the anchor unit 32 fitted into the fitting hole 316.

[0050] A portion of the terminal member 313 is embedded in the base member 311. A portion of the terminal member 313 is electrically connected to the electromagnetic coil 312. Meanwhile, the other portion of the terminal member 313 is exposed to the outside. The other portion of the terminal member 313 enables connection between the terminal member 313 and the outside (power source). That is, a current flows through the electromagnetic coil 312 via the terminal member 313.

[0051] (Anchor unit) As shown in FIG. 5, the anchor unit 32 includes a housing 321 , an anchor guide 322 , a magnetic core 323 , an anchor 324 , an anchor sleeve 325 , and an anchor sleeve biasing spring 326 .

[0052] The housing 321 is formed in a cylindrical shape with a bottom. The housing 321 has a housing main body 321a and a joint protrusion 321b provided on the outer periphery of the opening side of the housing main body 321a. The joint protrusion 321b is continuous in the circumferential direction of the housing main body 321a. The joint protrusion 321b fits into a fitting hole provided in the body 1 (see FIG. 2). The coil unit 31 abuts against an end face of the joint protrusion 321b facing the bottom side of the housing main body 321a.

[0053] The anchor guide 322 is disposed in the housing main body 321a. The anchor guide 322 is formed in a substantially cylindrical shape. The anchor guide 322 has a large diameter portion 322a fixed to the bottom of the housing main body 321a, and a small diameter portion 322b that is continuous with the large diameter portion 322a and has a smaller diameter than the large diameter portion 322a.

[0054] The magnetic core 323 is disposed in the housing body 321a. The magnetic core 323 is formed in a cylindrical shape, and its outer periphery is in contact with the inner periphery of the housing body 321a. The large diameter portion 322a of the anchor guide 322 is fitted into one axial end portion of the magnetic core 323 (the end portion on the bottom side of the housing body 321a). The inner periphery of the magnetic core 323, excluding the one end portion, faces the outer periphery of the small diameter portion 322b of the anchor guide 322 at a predetermined distance. The other axial end portion of the magnetic core 323 faces the anchor 324.

[0055] The anchor 324 and the anchor sleeve 325 are integrally assembled to form the movable part 320. The movable part 320 is movably disposed within the housing main body 321a. The anchor 324 is formed on a cylinder. The outer periphery of the anchor 324 is slidably engaged with the inner periphery of the housing main body 321a. One axial end of the anchor 324 faces the other end of the magnetic core 323.

[0056] The anchor sleeve 325 has a fixed cylinder portion 328 press-fitted and fixed to the inner periphery of the anchor 324, and an abutment portion 329 continuous with the fixed cylinder portion 328. The inner periphery of the fixed cylinder portion 328 slidably engages with the outer periphery of the small diameter portion 322b of the anchor guide 322. One axial end of the fixed cylinder portion 328 is disposed inside the anchor 324. The abutment portion 329 continues with the other axial end of the fixed cylinder portion 328. The abutment portion 329 is formed in a disk shape with an outer diameter larger than the outer diameter of the fixed cylinder portion 328. The abutment portion 329 has a through hole 329a formed therein, which communicates with a cylindrical hole of the fixed cylinder portion 328.

[0057] The anchor sleeve biasing spring 326 is fitted between the outer periphery of the small diameter portion 322b of the anchor guide 322 and the inner periphery of the magnetic core 323. One end of the anchor sleeve biasing spring 326 abuts against the large diameter portion 322a of the anchor guide 322. The other end of the anchor sleeve biasing spring 326 abuts against the fixed cylinder portion 328 of the anchor sleeve 325.

[0058] The anchor sleeve biasing spring 326 biases the movable part 320 in a direction away from the magnetic core 323. Therefore, when no magnetic attractive force is acting between the anchor 324 and the magnetic core 323, a clearance is generated between the anchor 324 and the magnetic core 323. On the other hand, when a magnetic attractive force is acting between the anchor 324 and the magnetic core 323, the movable part 320 moves against the biasing force of the anchor sleeve biasing spring 326. As a result, the anchor 324 of the movable part 320 comes into contact with the magnetic core 323.

[0059] When movable part 320 moves in a direction away from magnetic core 323, it presses valve member 332, described later, of valve body unit 33. This causes valve portion 339 of valve member 332 to move away from suction valve seat 331, described later, to open the fuel inlet opening. As a result, solenoid suction valve 3 is in an open state. Hereinafter, the direction in which movable part 320 moves away from magnetic core 323 is referred to as the valve opening direction. In other words, anchor sleeve biasing spring 326 biases movable part 320 in the valve opening direction.

[0060] (Valve unit) The valve body unit 33 has an intake valve seat 331, a valve member 332, a spring holder 333, and an intake valve biasing spring 334. The intake valve seat 331 is formed in a substantially cylindrical shape. The intake valve seat 331 has a large diameter seat portion 335 and a small diameter seat portion 336 continuous with the large diameter seat portion 335. The large diameter seat portion 335 is press-fitted and fixed into the body 1. The small diameter seat portion 336 is press-fitted and fixed into the inner periphery of the housing 321 (housing main body 321a) of the anchor unit 32.

[0061] An intake port 335a is formed in the large diameter seat portion 335, which extends from the outer periphery to the inner periphery. The intake port 335a communicates with the intake passage 10b (see FIG. 2) in the low pressure fuel chamber 10. The end face of the large diameter seat portion 335 opposite to the small diameter seat portion 336 side forms a seating surface 335b on which a valve portion 339 of the valve member 332, which will be described later, is seated. The seating surface 335b is formed in a plane perpendicular to the axial direction of the large diameter seat portion 335.

[0062] Furthermore, an inner periphery guide portion 337 is provided on the inner periphery of the large diameter seat portion 335. The inner periphery guide portion 337 is formed in a disk shape having a plane perpendicular to the axial direction of the large diameter seat portion 335. The inner periphery guide portion 337 has a through hole through which a rod portion 338 (described later) of the valve member 332 passes. The inner periphery guide portion 337 slidably holds the rod portion 338 of the valve member 332.

[0063] The valve member 332 has a rod portion 338 formed in a cylindrical shape, and a valve portion 339 connected to one axial end of the rod portion 338. The rod portion 338 is disposed within the suction valve seat 331. An intermediate portion of the rod portion 338 is slidably held by an inner peripheral guide portion 337 of the suction valve seat 331. The other axial end of the rod portion 338 engages with a contact portion 329 of the anchor sleeve 325 within the suction valve seat 331. The valve portion 339 faces a seating surface 335b of the suction valve seat 331.

[0064] The valve portion 339 is formed in a disk shape with a diameter larger than the diameter of the inner periphery of the large diameter seat portion 335. The valve portion 339 has a valve portion seating surface 339a and a contact surface 339b. The valve portion seating surface 339a faces the seating surface 335b of the suction valve seat 331. The contact surface 339b is the surface opposite to the valve portion seating surface 339a.

[0065] The valve portion seating surface 339a is formed in a plane perpendicular to the valve opening direction (valve closing direction). When the solenoid suction valve 3 is in a closed state, the valve portion seating surface 339a abuts against the seating surface 335b of the suction valve seat 331. That is, the valve portion seating surface 339a abuts against the seating surface 335b of the suction valve seat 331, so that the valve portion 339 is seated on the seating surface 335b of the suction valve seat 331.

[0066] Abutment surface 339b of valve portion 339 is tapered so as to become convex toward the center. When electromagnetic suction valve 3 is in an open state, this abutment surface 339b abuts against bottom portion 341 (described later) of stopper 34. In addition, abutment surface 339b is provided with engagement protrusion 339c that engages with engagement hole 341a (described later) of stopper 34.

[0067] The spring holder 333 is formed in a cylindrical shape. The spring holder 333 has a flange against which one end of the suction valve biasing spring 334 abuts. The spring holder 333 is press-fitted and fixed to the end of the rod portion 338 opposite the valve portion 339 side. In other words, the spring holder 333 is assembled integrally with the valve member 332. The valve member 332 and the spring holder 333 constitute the movable portion 330.

[0068] The length from the guide center, which is the center of the direction in which the rod portion 338 of the inner circumferential guide portion 337 extends (parallel to the valve closing direction and the valve opening direction), to the other end of the rod portion 338 is shorter than the length from the guide center to the tip of the engagement projection 339c of the valve portion 339. The length from the guide center to the other end of the rod portion 338 can be set without being influenced by the size of the suction valve seat 331. By shortening the length from the guide center to the other end of the rod portion 338, the movable portion 330 can be made smaller (reduced). As a result, the responsiveness of the movable portion 330 can be improved.

[0069] Suction valve biasing spring 334 is disposed upstream of inner circumferential guide portion 337 (on the opposite side to pressurizing chamber 11). Suction valve biasing spring 334 is fitted between the inner circumferential portion of small diameter seat portion 336 of suction valve seat 331 and the outer circumferential portion of spring holder 333. One end of suction valve biasing spring 334 abuts against a flange of spring holder 333. The other end of suction valve biasing spring 334 abuts against inner circumferential guide portion 337 of suction valve seat 331.

[0070] Suction valve biasing spring 334 biases valve member 332 in a direction in which valve portion 339 approaches seating surface 335b of suction valve seat 331. Hereinafter, the direction in which valve portion 339 approaches seating surface 335b of suction valve seat 331 is referred to as the valve closing direction. In other words, suction valve biasing spring 334 biases valve member 332 (movable portion 330) in the valve closing direction.

[0071] The biasing force of intake valve biasing spring 334 is set to be smaller than the biasing force of anchor sleeve biasing spring 326. Therefore, when no magnetic attraction force is acting between anchor 324 and magnetic core 323 in anchor unit 32, anchor sleeve biasing spring 326 biases movable parts 320 and 330 in the valve opening direction. As a result, valve part seat surface 339a of valve part 339 moves away from seating surface 335b of intake valve seat 331, opening the fuel introduction opening. This brings solenoid intake valve 3 into an open state.

[0072] (Stopper) The stopper 34 is fixed to the body 1 (see FIG. 2). The stopper 34 is formed in a cylindrical shape with a bottom that is open on the valve member 332 side. Thus, the stopper 34 has a bottom 341. The inner diameter of the stopper 34 is set to be larger than the outer diameter of the valve portion 339. The bottom 341 of the stopper 34 is brought into contact with the valve portion 339, thereby restricting the movement of the movable portion 330 (valve member 332) in the valve opening direction.

[0073] An engagement hole 341a and a plurality of fuel passage holes 341b are formed in a bottom portion 341 of the stopper 34. The engagement hole 341a is provided in the center of the bottom portion 341. The plurality of fuel passage holes 341b are arranged at appropriate intervals around the engagement hole 341a. When the solenoid intake valve 3 is in an open state, an engagement protrusion 339c of the valve portion 339 engages with the engagement hole 341a of the stopper 34, and an abutment surface 339b of the valve portion 339 abuts against the bottom portion 341 of the stopper 34. Therefore, the valve opening stroke (stroke from the closed state to the open state) of the valve member 332 is regulated by the stopper 34.

[0074] [High pressure fuel pump operation] Next, the operation of the high-pressure fuel pump according to this embodiment will be described with reference to FIGS. Fig. 6 is a cross-sectional view showing a state in which the electromagnetic intake valve 3 of the high-pressure fuel supply pump 100 is closed. Fig. 7 is a cross-sectional view showing a state in which the electromagnetic intake valve 3 of the high-pressure fuel supply pump 100 is closed.

[0075] In Fig. 2, when the plunger 2 descends, if the electromagnetic intake valve 3 is open, fuel flows from the intake passage 1a into the pressurized chamber 11. Hereinafter, the stroke in which the plunger 2 descends will be referred to as the intake stroke. On the other hand, when the plunger 2 ascends, if the electromagnetic intake valve 3 is closed, the fuel in the pressurized chamber 11 will be pressurized. As a result, the fuel in the pressurized chamber 11 will pass through the discharge valve 8 and be pumped to the common rail 106 (see Fig. 1). Hereinafter, the stroke in which the plunger 2 ascends will be referred to as the ascending stroke.

[0076] As described above, if the electromagnetic intake valve 3 is closed during the compression stroke, the fuel sucked into the pressurization chamber 11 during the intake stroke is pressurized and discharged toward the common rail 106. On the other hand, if the electromagnetic intake valve 3 is open during the compression stroke, the fuel in the pressurization chamber 11 is pushed back toward the intake passage 1a and is not discharged toward the common rail 106. In this way, the discharge of fuel by the high-pressure fuel supply pump 100 is controlled by opening and closing the electromagnetic intake valve 3. The opening and closing of the electromagnetic intake valve 3 is controlled by the ECU 101.

[0077] During the suction stroke, the volume of pressurization chamber 11 increases, and the fuel pressure in pressurization chamber 11 decreases. This reduces the fluid pressure difference between suction port 335a and pressurization chamber 11 (hereinafter referred to as the "fluid pressure difference across valve portion 339"). When the biasing force of anchor sleeve biasing spring 326 becomes greater than the fluid pressure difference across valve portion 339, movable portions 320, 330 move in the valve opening direction. As a result, as shown in FIG. 6, valve portion 339 moves away from seating surface 335b of suction valve seat 331 to open the fuel introduction opening. This causes solenoid suction valve 3 to enter an open state.

[0078] When the solenoid intake valve 3 is in an open state, fuel in the intake port 335a passes between the valve portion 339 and the intake valve seat 331, and flows into the pressurization chamber 11 through the multiple fuel passage holes 341b in the stopper 34. When the solenoid intake valve 3 is in an open state, the valve portion 339 comes into contact with the stopper 34, so that the position of the valve portion 339 in the valve opening direction is restricted. The gap that exists between the valve portion 339 and the intake valve seat 331 when the solenoid intake valve 3 is in an open state is the movable range of the valve portion 339, which is the valve opening stroke.

[0079] After the suction stroke is completed, the ascending stroke begins. At this time, electromagnetic coil 312 remains in a non-energized state, and no magnetic attraction force acts between anchor 324 and magnetic core 323. Valve member 332 (movable part 330) is subjected to a biasing force in the valve opening direction corresponding to the difference in biasing force between anchor sleeve biasing spring 326 and suction valve biasing spring 334, and a force pressing in the valve closing direction due to a fluid force generated when fuel flows back from pressurizing chamber 11 to low-pressure fuel flow path 10a.

[0080] In this state, in order to maintain the solenoid intake valve 3 open, the difference in the biasing forces of the anchor sleeve biasing spring 326 and the intake valve biasing spring 334 is set to be greater than the fluid force. The volume of the pressurization chamber 11 decreases as the plunger 2 rises. Therefore, the fuel that was sucked into the pressurization chamber 11 passes between the valve portion 339 and the intake valve seat 331 again and is returned to the intake port 335a, and the pressure inside the pressurization chamber 11 does not increase. This stroke is called the return stroke.

[0081] In the return stroke, when a control signal from ECU 101 (see FIG. 1) is applied to solenoid intake valve 3, a current flows through electromagnetic coil 312 via terminal member 313. When a current flows through electromagnetic coil 312, a magnetic attraction force acts between magnetic core 323 and anchor 324, and anchor 324 (movable part 320) is attracted to magnetic core 323. As a result, anchor 324 (movable part 320) moves in the valve closing direction (direction away from valve member 332) against the biasing force of anchor sleeve biasing spring 326.

[0082] The clearance between anchor 324 and magnetic core 323 is set to be larger than the valve-opening stroke between valve portion 339 and suction valve seat 331. For example, if the clearance between anchor 324 and magnetic core 323 is made smaller than the valve-opening stroke, anchor 324 will come into contact with magnetic core 323 before valve portion 339 comes into contact with suction valve seat 331. As a result, valve portion 339 and suction valve seat 331 will not come into contact with each other, making it impossible to close solenoid suction valve 3.

[0083] On the other hand, if the clearance between anchor 324 and magnetic core 323 is too large, a sufficient magnetic attraction force cannot be obtained even when current is applied to electromagnetic coil 312, and solenoid intake valve 3 cannot be closed. Even if solenoid intake valve 3 can be closed, the responsiveness of solenoid intake valve 3 deteriorates, making it impossible to control the amount of fuel discharged at high pressure when the internal combustion engine is operating at high speed (when the cam is rotating at high speed). Therefore, the clearance between anchor 324 and magnetic core 323 is appropriately set depending on the number of turns of electromagnetic coil 312, the magnitude of the current passed through electromagnetic coil 312, etc.

[0084] When anchor 324 (movable part 320) moves in the valve closing direction, valve member 332 (movable part 330) is released from the biasing force in the valve opening direction, and moves in the valve closing direction due to the biasing force of suction valve biasing spring 334 and the fluid force caused by fuel flowing into suction passage 10b. Then, as shown in Figure 7, valve part seat surface 339a of valve part 339 comes into contact with seating surface 335b of suction valve seat 331 (valve part 339 seats on seating surface 335b). This brings solenoid suction valve 3 into a closed state.

[0085] After the solenoid intake valve 3 is closed, the fuel in the pressurizing chamber 11 is pressurized as the plunger 2 rises. When the fuel in the pressurizing chamber 11 reaches a predetermined pressure or higher, it passes through the discharge valve 8 and is discharged into the common rail 106 (see FIG. 1). This stroke is called the discharge stroke. In other words, the upward stroke of the plunger 2 from the lower starting point to the upper starting point consists of a return stroke and a discharge stroke. The amount of high-pressure fuel discharged can be controlled by controlling the timing of energization of the solenoid coil 312 of the solenoid intake valve 3.

[0086] If the timing of energizing the electromagnetic coil 312 is advanced, the proportion of the return stroke during the upward stroke becomes smaller and the proportion of the discharge stroke becomes larger. As a result, less fuel is returned to the intake passage 10b and more fuel is discharged at high pressure. On the other hand, if the timing of energizing the electromagnetic coil 312 is delayed, the proportion of the return stroke during the upward stroke becomes larger and the proportion of the discharge stroke becomes smaller. As a result, more fuel is returned to the intake passage 10b and less fuel is discharged at high pressure. In this way, by controlling the timing of energizing the electromagnetic coil 312, the amount of fuel discharged at high pressure can be controlled to the amount required by the engine (internal combustion engine).

[0087] [Configuration of the solenoid suction valve stopper] Next, the detailed structure of the stopper 34 of the above-mentioned electromagnetic suction valve 3 will be described with reference to FIGS. FIG. 8 is a view of the electromagnetic intake valve 3 in the high-pressure fuel supply pump 100 according to the first embodiment, viewed from the pressurizing chamber 11 side.

[0088] The stopper 34 is formed in a cylindrical shape with a bottom. The stopper 34 has a bottom 341 made of a circular plate and a cylindrical side wall 342. An abutment surface 339b of the valve portion 339 abuts against the bottom 341 when the solenoid suction valve 3 is in an open state (see FIG. 6). The side wall 342 faces a side peripheral surface of the valve portion 339. The bottom 341 has an engagement hole 341a, a plurality of fuel passage holes 341b, and a recess 341c.

[0089] As shown in Fig. 8, each of the fuel passage holes 341b is formed in a circular shape. A portion of each fuel passage hole 341b overlaps with the contact surface 339b of the valve portion 339 in the valve opening and closing directions (see Fig. 5). In addition, the center of each fuel passage hole 341b does not overlap with the outer circumferential edge 339d of the valve portion 339.

[0090] The area of ​​the portion of fuel passage hole 341b overlapping with contact surface 339b is smaller than the area of ​​the portion of fuel passage hole 341b that does not overlap with contact surface 339b. This makes it possible to reduce the fluid force of the fuel that passes from pressurizing chamber 11 through multiple fuel passage holes 341b and is applied to contact surface 339b of valve portion 339. As a result, when electromagnetic coil 312 (see FIG. 6) is in a non-energized state, it is possible to prevent solenoid intake valve 3 from being closed by the fluid force of the fuel.

[0091] Also, a part of the fuel passage hole 341b that does not overlap with the abutment surface 339b overlaps with the side wall portion 342. Therefore, a part of the fuel passage hole 341b that does not overlap with the abutment surface 339b is formed by cutting off the side wall portion 342 (see FIG. 5). This makes it possible to suppress an increase in the outer diameter of the bottom portion 341 (stopper 34) and to increase the diameter of the fuel passage hole 341b. As a result, the area of ​​the part of the fuel passage hole 341b that overlaps with the abutment surface 339b can be made smaller than the area of ​​the part of the fuel passage hole 341b that does not overlap with the abutment surface 339b without increasing the outer diameter of the stopper 34. This makes it possible to prevent the electromagnetic intake valve 3 from being closed at an unintended timing and to prevent fuel from being discharged from the high-pressure fuel supply pump 100. That is, it is possible to improve the controllability of the flow rate of fuel discharged by the high-pressure fuel supply pump 100.

[0092] When the outer diameter of stopper 34 is increased, the area of ​​bottom portion 341 that comes into contact with the high-pressure fuel on the pressurized chamber 11 side is increased. This increases the force with which stopper 34 pressurizes housing 321 in a direction away from body 1 via suction valve seat 331 (see FIG. 6). As a result, the force applied to the welded portion between housing 321 and body 1 exceeds an allowable value, and housing 321 may come off body 1. Therefore, it is preferable to suppress an increase in the outer diameter of stopper 34.

[0093] In addition, because a portion of the fuel passage hole 341b that does not overlap with the abutment surface 339b is formed by removing the side wall portion 342, there is no need to reduce the overall thickness of the side wall portion 342. This ensures the rigidity of the side wall portion 342 and allows the diameter of the fuel passage hole 341b to be increased. As a result, buckling of the stopper 34 can be prevented when the intake valve seat 331 is press-fitted and fixed to the body 1.

[0094] The outer surface of the bottom 341 faces the pressurizing chamber 11. The recess 341c is provided on the outer surface of the bottom 341. The recess 341c forms a step with the outer edge of the bottom 341. As shown in FIG. 8, the recess 341c is formed in a circular shape concentric with the outer diameter of the bottom 341. This makes it possible to expand the space through which the fuel passes during a reverse flow, that is, when the fuel flows from the pressurizing chamber 11 side to the suction port 335a side. As a result, it is possible to sufficiently secure the fuel passage during a reverse flow, and it is possible to reduce the fluid force of the fuel acting on the valve portion 339.

[0095] Further, the plurality of fuel passage holes 341b are each formed straddling the recess 341c and the outer edge of the bottom 341. This allows the fuel to flow from the fuel passage secured by providing the recess 341c to the plurality of fuel passage holes 341b.

[0096] 2. Second embodiment Next, a high-pressure fuel supply pump according to a second embodiment of the present invention will be described with reference to FIG. FIG. 9 is a view of an electromagnetic intake valve 3A in a high-pressure fuel supply pump according to the second embodiment, as viewed from the pressurizing chamber 11 side.

[0097] The high-pressure fuel supply pump according to the second embodiment has a similar configuration to the high-pressure fuel supply pump 100 according to the first embodiment described above. The high-pressure fuel supply pump according to the second embodiment differs from the high-pressure fuel supply pump 100 in the stopper 134 of the electromagnetic intake valve 3A. Therefore, here, the stopper 134 will be described, and a description of the configuration common to the high-pressure fuel supply pump 100 will be omitted.

[0098] The stopper 134 shown in FIG. 9 is formed in a cylindrical shape with a bottom. The stopper 134 has a bottom 1341 made of a circular plate and a cylindrical side wall 342. The side wall 342 is the same as in the first embodiment. An abutment surface 339b of the valve portion 339 abuts against the bottom 1341 when the electromagnetic intake valve 3A is in an open state. The bottom 1341 has an engagement hole 341a, a plurality of fuel passage holes 1341b, and a recess 341c. The engagement hole 341a and the recess 341c are the same as in the first embodiment.

[0099] Each of the fuel passage holes 1341b is formed in a substantially triangular shape. That is, the fuel passage hole according to the present invention is not limited to a circular shape as in the first embodiment, but may be a substantially triangular shape like the fuel passage hole 1341b, and the shape can be set appropriately. A part of the fuel passage hole 1341b overlaps with the contact surface 339b of the valve portion 339 in the valve opening and closing directions (see FIG. 5).

[0100] The area of ​​the fuel passage hole 1341b overlapping the contact surface 339b is smaller than the area of ​​the fuel passage hole 1341b not overlapping the contact surface 339b. This reduces the fluid force of the fuel that passes through the fuel passage holes 1341b from the pressurizing chamber 11 and is applied to the contact surface 339b of the valve portion 339. As a result, when the electromagnetic coil 312 (see FIG. 6) is in a non-energized state, the electromagnetic intake valve 3A is prevented from being closed by the fluid force of the fuel. This prevents the electromagnetic intake valve 3A from being closed at an unintended timing, causing fuel to be discharged from the high-pressure fuel supply pump. That is, the controllability of the fuel discharge flow rate by the high-pressure fuel supply pump can be improved.

[0101] Also, a portion of the fuel passage hole 1341b that does not overlap with the abutment surface 339b overlaps with the side wall portion 342. Therefore, a portion of the fuel passage hole 1341b that does not overlap with the abutment surface 339b is formed by cutting away the side wall portion 342. This makes it possible to suppress an increase in the outer diameter of the bottom portion 1341 (stopper 134) and to enlarge the fuel passage hole 1341b. As a result, the area of ​​the portion of the fuel passage hole 1341b that overlaps with the abutment surface 339b can be made smaller than the area of ​​the portion of the fuel passage hole 1341b that does not overlap with the abutment surface 339b without increasing the outer diameter of the stopper 134.

[0102] In addition, because a portion of the fuel passage hole 1341b that does not overlap with the abutment surface 339b is formed by removing the side wall portion 342, there is no need to reduce the overall thickness of the side wall portion 342. This ensures the rigidity of the side wall portion 342 and allows the fuel passage hole 1341b to be enlarged. As a result, buckling of the stopper 134 can be prevented when the intake valve seat 331 is press-fitted and fixed to the body 1.

[0103] As described above, the electromagnetic intake valve 3 according to the first embodiment is in an open state when de-energized. The electromagnetic intake valve 3 includes a valve portion 339 that opens and closes the fuel inlet opening, a bottom portion 341 that abuts against the valve portion 339 when the valve portion 339 opens the fuel inlet opening, and a stopper 34 having a side wall portion 342 that faces the side peripheral surface of the valve portion 339. The bottom portion 341 of the stopper 34 has a plurality of fuel passage holes 341b. In the direction in which the valve portion 339 and the bottom portion 341 of the stopper 34 face each other, the area of ​​the portion of the plurality of fuel passage holes 341b that does not overlap with the valve portion 339 is larger than the area of ​​the portion that overlaps with the valve portion 339. This makes it possible to reduce the fluid force of the fuel that is applied to the valve portion 339 through the plurality of fuel passage holes 341b. As a result, when the electromagnetic coil 312 is in a de-energized state, it is possible to prevent the electromagnetic intake valve 3 from being closed by the fluid force of the fuel. Also, in the electromagnetic intake valve 3A according to the second embodiment, in the direction in which the valve portion 339 and the bottom portion 1341 of the stopper 134 face each other, the area of ​​the portions of the multiple fuel passing holes 1341b that do not overlap with the valve portion 339 is larger than the area of ​​the portions that overlap with the valve portion 339. Therefore, the electromagnetic intake valve 3A can be prevented from being closed by the fluid force of the fuel.

[0104] Furthermore, in the direction in which the valve portion 339 and the bottom portion 341 of the stopper 34 face each other, at least a portion of each fuel passage hole 341b overlaps with the valve portion 339, and the center of each fuel passage hole 341b does not overlap with the outer circumferential edge of the valve portion 339. As a result, the area of ​​the portions of the multiple fuel passage holes 341b that do not overlap with the valve portion 339 is larger than the area of ​​the portions that overlap with the valve portion 339. This prevents the solenoid intake valve 3 from being closed by the fluid force of the fuel.

[0105] Furthermore, the side wall portion 342 of the stopper 34 is cut away at portions that overlap with the multiple fuel passage holes 341b in the direction in which the valve portion 339 and the bottom portion 341 of the stopper 34 face each other. This ensures the rigidity of the side wall portion 342 and makes the fuel passage holes 341b larger. As a result, buckling of the stopper 34 can be prevented when the solenoid intake valve 3 is assembled to the body 1.

[0106] In addition, the bottom 341 of the stopper 34 has a recess 341c on the surface opposite to the surface facing the valve portion 339. The recess 341c forms a step between the outer edge of the bottom 341 and the recess 341c. This makes it possible to expand the space through which the fuel passes during reverse flow, that is, when the fuel passes through the stopper 34 and flows toward the valve portion 339. As a result, it is possible to ensure a sufficient fuel passage during reverse flow, and it is possible to reduce the fluid force of the fuel acting on the valve portion 339.

[0107] Further, the plurality of fuel passage holes 341b are formed across the recess 341c and the outer edge of the bottom 341. This allows the fuel to flow from the fuel passage secured by providing the recess 341c to the plurality of fuel passage holes 341b.

[0108] The present invention is not limited to the embodiment described above and shown in the drawings, and various modifications can be made without departing from the spirit of the invention described in the claims.

[0109] The above-mentioned embodiments have been described in detail to clearly explain the present invention, and are not necessarily limited to those including all of the configurations described. It is also possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. It is also possible to add, delete, or replace a part of the configuration of each embodiment with another configuration. [Explanation of symbols]

[0110] 1...body, 1a...suction passage, 1b...flange, 1c...fixed portion, 2...plunger, 3,3A...electromagnetic suction valve, 4...relief valve mechanism, 5...suction joint, 6...cylinder, 8...discharge valve, 9...pressure pulsation reduction mechanism, 10...low pressure fuel chamber, 11...pressurizing chamber, 12...discharge joint, 31...coil unit, 32...anchor unit, 33...valve body unit, 34,134...stopper, 100...high pressure fuel supply pump, 311...base member, 312...electromagnetic coil, 313...terminal member, 315...bobbin, 316...fitting hole, 320...movable portion, 321...housing, 321a...housing body, 321b...joint protrusion, 322...anchor guide, 322a...large diameter portion, 322b...small diameter portion, 323...magnetic core, 324...anchor, 325...anchor sleeve, 328...fixed cylinder portion, 329...contact portion, 329a...through hole, 330...movable portion, 331...suction valve seat, 332...valve member, 333...spring holder, 335...large diameter seat portion, 335a...suction port, 335b...seating surface, 336...small diameter seat portion, 337...inner peripheral guide portion, 338...rod portion, 339...valve portion, 339a...valve portion seat surface, 339b...contact surface, 339c...engagement protrusion, 339d...outer peripheral edge, 341,1341...bottom portion, 341a...engagement hole, 341b,1341b...fuel passage hole, 341c...recess, 342...side wall portion

Claims

1. An electromagnetic intake valve that is in an open state when de-energized, a valve portion for opening and closing the fuel introduction opening; a stopper having a bottom portion that comes into contact with the valve portion when the valve portion opens the fuel introduction opening, and a side wall portion that faces a side peripheral surface of the valve portion, The bottom of the stopper has a plurality of fuel passage holes, At least a portion of each fuel passage hole overlaps with the valve portion in a direction in which the valve portion and the bottom portion of the stopper face each other, and an area of ​​a portion of each of the fuel passage holes that does not overlap with the valve portion is larger than an area of ​​a portion of the fuel passage holes that overlaps with the valve portion. Solenoid suction valve.

2. An electromagnetic intake valve that is in an open state when de-energized, a valve portion for opening and closing the fuel introduction opening; a stopper having a bottom portion that comes into contact with the valve portion when the valve portion opens the fuel introduction opening, and a side wall portion that faces a side peripheral surface of the valve portion, The bottom of the stopper has a plurality of fuel passage holes, In a direction in which the valve portion and the bottom portion of the stopper face each other, at least a portion of each fuel passage hole overlaps with the valve portion, and a center of each fuel passage hole does not overlap with an outer circumferential edge of the valve portion. Solenoid suction valve.

3. The side wall portion of the stopper is cut away in a portion that overlaps with the plurality of fuel passage holes in a direction in which the valve portion and the bottom portion of the stopper face each other.

3. The electromagnetic intake valve according to claim 1 or 2.

4. The bottom of the stopper has a recess on a surface opposite to a surface facing the valve portion, The recess forms a step between itself and an outer edge of the bottom.

3. The electromagnetic intake valve according to claim 1 or 2.

5. The plurality of fuel passage holes are each formed across the recess and the outer edge portion.

5. The solenoid intake valve according to claim 4.

6. A body having a pressurized chamber; a plunger supported by the body so as to be capable of reciprocating motion, the plunger increasing or decreasing the volume of the pressurizing chamber by reciprocating motion; an electromagnetic intake valve that discharges fuel into the pressurizing chamber, The electromagnetic intake valve is in an open state when de-energized, a valve portion for opening and closing the fuel introduction opening; a stopper having a bottom portion that comes into contact with the valve portion when the valve portion opens the fuel introduction opening, and a side wall portion that faces a side peripheral surface of the valve portion, The bottom of the stopper has a plurality of fuel passage holes, At least a portion of each fuel passage hole overlaps with the valve portion in a direction in which the valve portion and the bottom portion of the stopper face each other, and an area of ​​a portion of each of the fuel passage holes that does not overlap with the valve portion is larger than an area of ​​a portion of the fuel passage holes that overlaps with the valve portion. Fuel supply pump.

7. A body having a pressurized chamber; a plunger supported by the body so as to be capable of reciprocating motion, the plunger increasing or decreasing the volume of the pressurizing chamber by reciprocating motion; an electromagnetic intake valve that discharges fuel into the pressurizing chamber, The electromagnetic intake valve is in an open state when de-energized, a valve portion for opening and closing the fuel introduction opening; a stopper having a bottom portion that comes into contact with the valve portion when the valve portion opens the fuel introduction opening, and a side wall portion that faces a side peripheral surface of the valve portion, The bottom of the stopper has a plurality of fuel passage holes, In a direction in which the valve portion and the bottom portion of the stopper face each other, at least a portion of each fuel passage hole overlaps with the valve portion, and a center of each fuel passage hole does not overlap with an outer circumferential edge of the valve portion. Fuel supply pump.

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