JP2001214835A - Fuel injection valve and internal combustion engine mounted with this valve - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a fuel injection valve for reducing bouncing of a valve element without being influenced by reduction in viscosity of fuel even if dimensional accuracy of the valve element, a housing and guide clearance is not severely controlled. SOLUTION: In this fuel injection valve having a fuel injection hole 2, a valve seat 3 arranged in the vicinity of the fuel injection hole, the valve element 4 for opening and closing a fuel passage between the valve element and the valve seat, a spring 12 for generating force for pressing the valve element to the valve seat and a driving means for driving the valve element, not only an interlocking member 13 separate from the valve element is interposed between the valve element 4 and the spring 12 but also a spring part 17 is arranged in an upper part of the valve element 4 to thereby absorb collision energy of the valve element 4 and the valve seat 3 to reduce the bouncing of the valve element 4.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fuel injection valve,
In particular, the present invention relates to a fuel injection valve mounted on an internal combustion engine and suitable for controlling a fuel supply amount, and an internal combustion engine equipped with the same.

[0002]

2. Description of the Related Art A fuel injection valve includes a fuel injection hole, a valve seat disposed in the vicinity thereof, a valve body slidably supported in an axial direction at a position facing the valve seat, and a spring. Is provided.
The spring generates a force that presses the valve body toward the valve seat.

In a state where the valve seat and the valve body are in contact with each other by the spring force, the fuel passage is closed, so that no fuel is injected from the fuel injection hole. When the valve element slides in the axial direction and moves away from the valve seat by driving means using electromagnetic force or fuel pressure, the fuel passage is opened,
Fuel is injected from the fuel injection holes. As described above, in the fuel injection valve, the fuel supply amount is controlled by switching the position of the valve element.

Here, when switching the position of the valve element,
A collision between the valve seat and the valve body or a collision between the stroke restricting means and the valve body on the opposite side of the valve seat in the axial direction occurs. The behavior of the valve body bouncing during the collision (hereinafter referred to as bouncing) may cause a slight variation in the fuel injection amount, so it is desirable to reduce bouncing.

[0005] As a conventional technique for reducing the honing, there is Japanese Patent Application Laid-Open No. Hei 8-189439. this is,
By forming a fuel throttle passage in the gap between the valve element and the housing that supports the valve element, and by applying viscous resistance to the valve element, it is possible to reduce the speed at which the valve element collides with the valve seat and reduce bouncing. Is what you do.

[0006]

However, in the above-mentioned prior art, when the size of the gap between the valve body and the housing slightly changes, the viscous resistance force acting on the valve body greatly changes. Therefore, when the processing dimensions of the valve element and the housing vary, or when the central axis of the valve element deviates from the central axis of the housing in the range of the guide gap, a sufficient viscous resistance cannot be obtained.

[0007] Therefore, in order to obtain a stable bouncing reduction effect, there has been a problem that it is necessary to strictly control the dimensional accuracy of the valve element, the housing, the guide gap and the like. Further, even when the viscosity of the fuel decreases due to an increase in the fuel temperature, there is a problem that a sufficient viscous resistance cannot be obtained.

SUMMARY OF THE INVENTION An object of the present invention is to solve the above-mentioned problems and to provide a stable bouncing reduction effect even when the viscosity of the fuel is reduced without strictly controlling the dimensional accuracy of the valve element, the housing, and the guide clearance. It is to get.

[0009]

According to the present invention, there is provided a valve seat disposed near a fuel injection hole.
A valve body that opens and closes a fuel passage by contacting and separating with the valve seat;
An interlocking member for pressing the valve body against the valve seat via a spring portion, wherein the spring portion has a ring-shaped member having a notch formed in an inner diameter portion.

[0010] The distal end portion of the interlocking member may be reciprocally inserted into the inner diameter portion of the ring-shaped member, and the spring portion may have a valve body-side distal end tube wall of the interlocking member. A structure in which a ring-shaped thin portion is formed in the circumferential direction may be used. Further, the spring portion may have a structure in which a distal end portion of the interlocking member on the valve body side comes into contact with the valve body by line contact.

The spring portion is provided with an annular convex portion on one of the opposing surfaces of the valve body and the interlocking member and a concave portion on the other, and is surrounded by the convex portion and the concave portion. Alternatively, a structure in which a fuel damper chamber is formed may be provided, or at least one of opposing surfaces of the interlocking member and the valve body may be subjected to a surface treatment for increasing hardness.

According to the present invention, the spring energy of the simple structure absorbs the collision energy between the valve element and the valve seat and the collision energy between the valve element and the stopper, thereby reducing the valve element bouncing and providing a precise injection amount. There is an operational effect that enables control.

[0013]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to the drawings. FIG. 1 shows an embodiment of the fuel injection valve of the present invention.

The nozzle 1 is provided with a fuel injection hole 2 and a valve seat 3. The valve element 4 includes a movable iron core 5, a rod 6, and a ball 7, and is supported so as to be slidable in the axial direction of the rod 6. At a position facing the shoulder portion 8 of the rod 6, a stopper 9 as a stroke regulating means is provided.

The valve body 4 can slide in a range from a lower end position where the ball 7 contacts the valve seat 3 to an upper end position where the shoulder portion 8 contacts the stopper 9. Valve body 4
The movable core 5 and the inner core 10
An air gap is provided between them. The fuel is supplied from the fuel supply port 16 and guided to the fuel injection hole 2.

A spring adjuster 11 is fixed in the inner core 10. The spring 12 is provided in a compressed state with the lower end of the spring adjuster 11 as a fixed end. An interlocking member 13 slidable in the axial direction is provided between the spring 12 and the valve body 4.

The spring force is transmitted through the interlocking member 13
The power is transmitted to the valve element 4, and the valve element 4 is pressed against the valve seat 3.
In this state, since the fuel passage is closed, fuel injection from the fuel injection holes 2 is not performed.

A coil 15 is provided in a space surrounded by the inner core 10 and the outer core 14. When a current is applied to the coil 15, the inner core 10, the movable core 5, and the outer core 14 constitute a magnetic circuit, the movable core 5 is attracted to the inner core 10 by electromagnetic force, and the valve body 4 moves to the upper end position. In this state, a gap is formed between the valve body 4 and the valve seat 3, so that the fuel passage is opened and fuel is injected from the fuel injection hole 2.

As described above, the function of the fuel injection valve is changed by switching the reciprocating position of the valve element 4.
The fuel passage formed by the ball 7 and the valve seat 3 is opened and closed, whereby the fuel supply amount is controlled.

Here, when the position of the valve element 4 is switched, a collision between the valve element 4 and the valve seat 3 and a collision between the valve element 4 and the stopper 9 occur. Since the bouncing of the valve element 4 at the time of the collision may cause a slight variation in the fuel injection amount, it is desirable to reduce the bouncing.

Therefore, according to the present invention, not only is the interlocking member 13 slidable in the axial direction provided between the spring 12 and the valve element 4, but also the spring section is provided between the valve element 4 and the interlocking member 13. 17 are provided. As shown in FIG. 1, the cross-sectional shape of the spring portion 17 taken along the line AA ′ is a ring shape having a notch in the inner diameter portion.

Here, referring to FIGS.
An example of the mechanism by which the bouncing of the valve element 4 is reduced during the valve closing operation by the action of the spring portion 17 will be described.

FIG. 2 is a diagram showing a process of taking out only the valve seat 3, the valve body 4, the stopper 9, the spring 12, and the interlocking member 13 from the fuel injection valve and transiting from the valve-opening holding state to the valve-closing holding state. These are shown in the order of middle (a) to (e).

(A) In the "valve open holding state", the valve body 4 is held at the upper end position by electromagnetic force. (B) In “valve body movement”, the electromagnetic force is cut off, and the valve body 4 and the interlocking member 13 move in the direction of the valve seat 3 by the force of the spring 12.

(C) "Valve-valve collision" indicates the moment when the valve 4 and the valve seat 3 collide. (D) “Immediately after collision” shows a state in which the interlocking member 13 jumps upward due to the impact due to the collision. (E) In holding the valve closed, the interlocking member 13 returns to the state of contacting the valve body 4 again.

FIG. 3 shows this state by comparing (A) the displacement waveform of the conventional valve body with (B) the displacement waveform of the interlocking member 13 and the valve body 4 of the present invention. Interlocking member 13 and spring 1
The natural frequency of the sub-vibration system consisting of 7 is set to a value that matches or is close to the frequency of the impact force due to the collision.

For example, the mass of the interlocking member is 0.3 to 1.
5 (g), the spring constant of the spring portion is 100 to 1000 (k
gf / mm) is preferable, but not limited thereto. Thereby, the sub-vibration system works as a dynamic vibration absorber. That is, only the interlocking member 13 is greatly jumped up by the impact force, and the bouncing of the valve body 4 is reduced.

FIG. 4 shows the state of spraying immediately after the valve is closed by comparing the conventional spray (A) with the spray of the present invention (B). In the conventional waveform of FIG. 3A, bouncing occurs even after the valve is closed, so that secondary and tertiary injections are performed even after the valve is closed as shown in FIG. Could cause significant variations.

On the other hand, as shown in FIG. 3B, when the bouncing after closing the valve is small or completely absent, FIG.
After the valve is closed, the fuel is not injected, so that precise injection amount control is possible.

Next, the effect of reducing stress due to the notch of the spring portion 17 in the present invention will be described. The spring portion 17 is supported in the vicinity of its outer peripheral portion, and is displaced in the axial direction by bending deformation so as to function as a spring. The force generated by the spring 12 and the interlocking member 1
Due to the inertial force of 3, the vicinity of the inner diameter of the spring portion 17
A load of about 2 to 10 (kgf) is applied.

When there is no notch near the inner diameter of the spring portion 17, the stress near the inner diameter becomes extremely high due to the above-mentioned load, and it becomes difficult to ensure durability. If the thickness is increased to reduce the stress, the spring constant of the spring portion 17 becomes too high, and the bouncing reduction effect is lost.

Therefore, in the spring portion of the present embodiment, a notch is provided near the inner diameter portion. When the notch is provided, the stress acting on the inner diameter portion of the spring portion 17 is reduced. Therefore, it is possible to realize a durable spring portion with low stress while reducing the thickness and setting an appropriate spring constant, and reduce bouncing.

Here, the effect of stabilizing the spring constant by the three-point support of the spring portion 17 will be described. In the present embodiment, there are three cutouts in the spring portion 17. If four notches are provided, the interlocking member 13 and the spring portion 17 need to contact each other at four positions.

If there is no contact at any one point, the spring constant becomes lower than the set value by that amount, and the bouncing reduction effect becomes unstable. In order to make contact at four locations, it is necessary to strictly control the flatness of the spring portion 17, which increases the manufacturing cost.

On the other hand, when two notches are provided, the interlocking member 13 and the spring portion 17 come into contact with each other at two places. In this case, since the support state of the interlocking member 13 is not stable, the interlocking member 13 is likely to fall down, causing a problem such as abrasion of the rubbing portion.

In the present embodiment, the cutouts of the spring portion 17 are three places, so that the contact portion between the interlocking member 13 and the spring portion 17 is also three places. As a result, even if the flatness of the spring portion 17 is slightly varied, the interlocking member 13 and the spring portion 17 always come into contact with each other at three points, and a spring constant as designed is always obtained.

Therefore, a stable bouncing reduction effect can be obtained at low cost without strictly controlling the flatness of the spring portion 17. Further, since the interlocking member 13 is supported at three points, the supporting state is stable, and the interlocking member 1 is supported.
3 is less likely to fall down and wear of the rubbing portion can be prevented.

In order to form the spring portion 17 at low cost, press working is preferable. In this case, it is difficult to strictly control the flatness of the spring portion 17, but if there are three notches, strict flatness control itself is unnecessary, and press working can be applied. .

In this embodiment, the interlocking member is guided by the spring member. That is, the spring portion 17
The lower end portion of the interlocking member 13 is fitted to the inner diameter of. As a result, the interlocking member 13 is guided by the spring portion 17, so that relative displacement between the two is less likely to occur. Therefore, the spring constant of the spring portion 17 is stabilized, and the bouncing reduction effect is also stabilized.

As described above, the bouncing reduction mechanism described with reference to FIGS. 2 and 3 does not use the viscous drag force of the fuel by providing a throttle passage for the fuel or the like. It is absorbed by exercise.

Therefore, it is not necessary to strictly control the dimensions of parts in order to provide a throttle path for fuel and the like. Further, even when the fuel viscosity decreases due to an increase in the fuel temperature, a stable bouncing reduction effect can be obtained.

It is preferable that the shape of the lower end surface of the interlocking member 13 be chamfered as shown in FIG. As a result, the portion of the spring portion 17 to which the load is applied is kept constant, so that the spring force is stabilized.

At least one of the outer peripheral portion of the interlocking member 13, the inner peripheral portion of the inner core 10, and the inner peripheral portion of the movable iron core 5 has a surface such as quenched, nitrided or plated. It is desirable to perform processing to prevent sliding wear. However,
It is not limited to this.

Similarly, at least one of the abutting surfaces of the interlocking member 13 and the spring portion 17 is desirably subjected to surface treatment such as quenching, nitriding, and plating to prevent impact abrasion. It is not something to be done.

The bouncing reduction mechanism shown in FIGS. 2 and 3 is an example, and the bouncing may be reduced by a different mechanism depending on the shape of the spring load, the fuel passage, the magnetic circuit, the stopper, and the like.

For example, when the electromagnetic force is cut off from the valve-open holding state, the valve element 4 is separated from the interlocking member 13 and the valve element 4 is moved to the valve seat 3 with a slight gap therebetween. May collide. Further, when the valve element 4 attempts to rebound from the valve seat 3, the interlocking member 13 collides with the valve element 4 with a slight delay, so that bouncing may be reduced.

Note that the natural frequency of the sub-vibration system including the interlocking member 13 and the spring portion 17 does not necessarily need to be set to a value close to the frequency of the impact force. Any value may be set as long as the bouncing of the valve element 4 is reduced.

The frictional force between the interlocking member 13 and the inner core 10 may be used as a damping force for reducing bouncing. Also in this case, since the viscosity of the fuel is not used, a stable bouncing reduction effect can be obtained even if the viscosity of the fuel decreases. In this case, the spring portion 17 functions to enhance a synergistic effect.

When it is not necessary to consider much the decrease in fuel viscosity, the outer periphery of the interlocking member 13 and the inner iron core 10 are not required.
The viscous resistance of the fuel sandwiched between the two may be used to reduce bouncing. The interlocking member 13 can be made relatively long in the axial direction by utilizing the space of the fuel passage.
A large and stable viscous drag force of the fuel can be obtained. In this case as well, the spring portion 17 has an effect of enhancing the synergistic effect.

Next, an example of a mechanism for reducing the bouncing of the valve element 4 during the valve opening operation will be described with reference to FIGS. FIG. 5 shows a process of taking out only the valve seat 3, the valve body 4, the stopper 9, the spring 12, and the interlocking member 13 from the fuel injection valve and transiting from the closed valve holding state to the open valve holding state (a). ) To (e).

(A) In the “valve-closed holding state”, the valve element 4 is pressed against the valve seat 3 by the force of the spring 12. (B) In “valve body movement”, the electromagnetic force acts, and the valve body 4 and the interlocking member 13 move upward. (C) In “valve element-stopper collision”, the valve element 4 that has moved upward and the stopper 9 collide.

(D) Immediately after the collision, the interlocking member 13 jumps upward due to inertia, and the valve element 4 and the interlocking member 13 are temporarily separated from each other. Therefore, bouncing is reduced. (E) In holding the valve open, the interlocking member 13 returns to the state of contacting the valve body 4 again.

FIG. 6 is a graph showing how the bouncing is reduced by the mechanism shown in FIG. 5 and the like, in which time is plotted on the horizontal axis and displacement of the valve body is plotted on the vertical axis.
In a conventional fuel injection valve having no interlocking member 13, FIG.
As shown in (A), large bouncing of the valve body 4 is observed at the stroke end. On the other hand, in the fuel injection valve of the present invention having the interlocking member 13, as shown in FIG. 6B, the bouncing of the valve element 4 can be reduced or the bouncing can be completely eliminated.

In FIG. 6, the time at which the electromagnetic force is cut off and the valve element starts to move from the valve opening position to the valve closing position is called Tp. When you want to inject a small amount of fuel, Tp
Will be shortened. In the case of the conventional structure, the valve starts to move while the valve is bouncing near the valve opening position.

As in the case of Tp = t1 in FIG.
If the electromagnetic force is cut off when the valve body has a negative speed, a valve displacement waveform as shown in FIG. Before the valve element shuts off the electromagnetic force, the time required to reach the valve closing position is short because the valve element already has a negative speed.

On the other hand, if the electromagnetic force is cut off when the valve body has a positive speed, as in the case of Tp = t2 in FIG. 6A, as shown in FIG. It becomes a valve displacement waveform.
It takes a long time to reach the valve closing position by the time required to reverse the speed of the valve element from positive to negative.

The bouncing does not always occur in the same way, but the period and the amplitude change. Therefore, even if the electromagnetic force is cut off at the same time, the speed of the valve body at that time differs for each operation. As a result, the time for closing the valve varies,
There was a possibility that a slight variation was caused in the injection amount.

According to the present invention, as shown in FIG. 6B, since the bouncing is small or not at all, the valve body always starts to move from the state where it is stopped at the valve opening position toward the valve closing position. Therefore, the time for closing the valve is constant, and the same T
The injection amount becomes constant with respect to p, and precise injection amount control becomes possible.

As described above, according to the present invention, the bouncing of the valve element 4 can be reduced without reducing the machining accuracy of parts such as the valve element 4 and the nozzle 1 of the fuel injection valve. Can be precisely controlled.

FIG. 7 is a view showing another embodiment of the spring portion 17 in the present invention. In FIG. 7, the spring portion 17 is formed as a part of the valve body 4. Other configurations are the same as those in FIG. Since the spring portion 17 is formed as a part of the valve body 4, there is no need to separately prepare a spring for the auxiliary vibration system. Therefore, the number of parts is small and the effect of reducing bouncing can be obtained at low cost.

Next, another embodiment of the spring portion 17 of the present invention will be described with reference to FIG. In this example, the distal end of the interlocking member 13 is reduced in diameter to reduce rigidity and provide a spring effect. When it is desired to prevent a processing strain from remaining in the movable iron core 5 by processing the spring part in the movable iron core 5 and to deteriorate the magnetic characteristics, as shown in FIG. Can be used.

Next, referring to FIG. 9, the spring portion 17 of the present invention will be described.
Another embodiment will be described. As shown in the figure, in this example, the constricted portion of the interlocking member 13 is a spring portion 17.
By making the area of the abutting surface of the interlocking member 13 and the valve body 4 larger than that of FIG. 8 and reducing the surface pressure, the interlocking member 13 has a spring effect while preventing collision abrasion. Can be.

Next, another embodiment of the spring portion 17 of the present invention will be described with reference to FIG. The spring portion 17 of this example functions as a spring when the deformation portion 19 is bent and deformed with the support portion 18 as a support point.

In the case of setting a weak spring constant with the spring utilizing the axial compressive deformation of the member shown in FIGS. 8 and 9, the thickness of the member becomes too thin to secure the strength. There are cases. In the example of FIG. 10, since the bending deformation of the deformable portion 19 is used, a relatively weak spring constant can be set while securing the wall thickness.

Next, another embodiment of the spring portion 17 according to the present invention will be described with reference to FIG. This example is shown in FIG.
However, as shown in the figure, as shown in the figure, an annular convex portion 20 is provided on the valve body 4 and an annular convex portion is provided on the outer periphery of the lower end portion of the interlocking member 13 to form the concave portion 21 on the end face. The fuel damper chamber 22 is formed between them.

During operation of the fuel injection valve, the interlocking member 13
However, by bouncing away from the valve body 4 and colliding with the valve body 4 again, bouncing of the valve body 4 may occur. In this example, when the interlocking member 13 recollides with the valve body 4,
The fuel trapped in the fuel damper chamber 22 flows through the throttle passage 23.
, The viscous drag force can be exerted. Therefore, the valve body 4 due to the re-collision of the interlocking member 13
Bouncing can be prevented.

Next, another embodiment of the spring portion 17 of the present invention will be described with reference to FIG. Interlocking member 1
The lower end of 3 is a curved surface, and the butting surface of the valve body 4 with the interlocking member 13 is a flat surface. Thereby, the interlocking member 13 and the valve body 4
A spring effect due to hertz contact with the spring can be obtained.

In the example of FIG. 12, since the interlocking member 13 and the valve body 4 are in linear contact with each other, they are more likely to contact in the circumferential direction more uniformly than in the case of surface contact, so that the spring force is less likely to fluctuate. Thus, a stable bouncing reduction effect can be obtained.

Next, another embodiment of the spring portion 17 of the present invention will be described with reference to FIG. In this example, the lower end of the interlocking member 13 is sharpened, and a ring-shaped spring portion 17 is provided between the movable iron core 5 and the rod portion 6. Since the ring-shaped spring portion 17 can be processed as a single item before assembly, dimensional control such as thickness can be easily performed. Therefore, there is an advantage that the spring characteristics can be easily managed.

Next, another embodiment of the spring portion 17 according to the present invention will be described with reference to FIG. Interlocking member 1
A spring portion 17 separate from the movable core 5 is provided so as to also serve as the axial sliding guide 3. The material of the movable core 5 can be selected by giving priority to magnetic properties without considering the wear resistance of the inner periphery of the movable core 5.

The spring portions shown in FIGS. 13 and 14 are preferably made of metal, but may be made of resin as long as durability can be ensured. Resins are advantageous when relatively weak spring constant settings are required.

An embodiment of an internal combustion engine equipped with a fuel injection valve according to the present invention will be described with reference to FIG. FIG. 15 is a schematic diagram of an internal combustion engine configured using any one of the fuel injection valves described with reference to FIGS.

The internal combustion engine 100 includes a piston 101, a cylinder 102, an intake valve 103, an exhaust valve 104, a spark plug 105, and a fuel injection valve 106. The intake valve 103 is opened and closed in accordance with the reciprocation of the piston 101, and air is introduced into the cylinder 102.

Fuel is supplied to the fuel injection valve 106 from a fuel supply system such as a tank and a pump (not shown). By the operation of the engine control unit and the fuel injection valve drive circuit, current is supplied to the fuel injection valve 106, and fuel injection suitable for the operation state of the internal combustion engine is performed. The mixture is ignited and burned by the ignition plug 105. The air after combustion is discharged by opening the exhaust valve 104.

As described above, when the internal combustion engine is configured by using the fuel injection valves described with reference to FIGS. 1 to 14, it is possible to precisely control the fuel supply amount, and therefore, the fuel consumption, output and exhaust characteristics are excellent. The internal combustion engine can be obtained.

Although FIG. 1 shows the means for driving the valve element 4 in the axial direction using electromagnetic force, the use of another drive means does not impair the effects of the present invention. . For example, the present invention can be applied to a case in which a pressure difference is created above and below the valve element 4 using fuel pressure to drive the valve element 4 in the axial direction.

In FIG. 1, the movable range of the valve body 4 in the axial direction is determined by the stopper 9. However, the movable range of the valve body 4 is limited by the lower end surface of the inner core 10 instead of the stopper 9. Needless to say, the effects of the present invention can also be obtained in such a case.

[0078]

As described above, according to the present invention, by devising and devising a spring portion interposed between the valve body and the valve seat, the dimensional accuracy of the components constituting the fuel injection valve can be reduced. That is, the collision energy between the valve element and the valve seat and the collision energy between the valve element and the stopper can be absorbed without increasing the cost, and the valve element bouncing can be reduced. This makes it possible to obtain a fuel injection valve capable of precise injection amount control.

[Brief description of the drawings]

FIG. 1 is a sectional view showing one embodiment of a fuel injection valve of the present invention.

FIG. 2 is a schematic diagram illustrating a valve closing operation of a fuel injection valve according to the present invention.

FIG. 3 is a graph showing displacements of a valve body and an interlocking member during a valve closing operation of a fuel injection valve according to the present invention in comparison with a conventional valve body displacement.

FIG. 4 is a schematic diagram showing a state of spraying of a fuel injection valve in the present invention in comparison with a conventional spray.

FIG. 5 is a schematic view showing a valve opening operation of a fuel injection valve according to the present invention.

FIG. 6 is a graph showing the displacement of the valve element and the interlocking member during the valve opening operation of the fuel injection valve in the present invention, in comparison with the conventional valve element displacement.

FIG. 7 is a cross-sectional view showing another embodiment of the present invention.

FIG. 8 is a sectional view showing still another embodiment of the present invention.

FIG. 9 is a sectional view showing still another embodiment of the present invention.

FIG. 10 is a sectional view showing still another embodiment of the present invention.

FIG. 11 is a sectional view showing still another embodiment of the present invention.

FIG. 12 is a sectional view showing still another embodiment of the present invention.

FIG. 13 is a sectional view showing still another embodiment of the present invention.

FIG. 14 is a sectional view showing still another embodiment of the present invention.

FIG. 15 is a schematic diagram showing an embodiment of an internal combustion engine equipped with a fuel injection valve according to the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Nozzle 2 Fuel injection hole 3 Valve seat 4 Valve element 5 Movable iron core 6 Rod 7 Ball 8 Shoulder part 9 Stopper 10 Inner iron core 11 Spring adjuster 12 Spring 13 Interlocking member 14 Outer iron core 15 Coil 16 Fuel supply port 17 Spring part 18 Support part 19 Deformed part 20 Annular convex part 21 Interlocking member end face concave part 22 Fuel damper chamber 23 Throttle passage 100 Internal combustion engine 101 Piston 102 Cylinder 103 Intake valve 104 Exhaust valve 105 Spark plug 106 Fuel injection valve

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Yoshiyuki Tanabe 7-1-1, Omika-cho, Hitachi City, Ibaraki Prefecture Within Hitachi Research Laboratory, Hitachi, Ltd. Address Hitachi, Ltd. Automotive Equipment Group (72) Inventor Atsushi Sekine 2477 Takaba, Hitachinaka, Ibaraki Prefecture Inside Hitachi Car Engineering Co., Ltd. Inside Machinery Research Laboratory, Hitachi (72) Inventor Makoto Yamamon 502, Kandamachi, Tsuchiura City, Ibaraki Prefecture Inside Machinery Research Laboratory, Hitachi Ltd. (72) Motoyuki Abe 502, Kandamachi, Tsuchiura City, Ibaraki Machinery, Hitachi Ltd. Inside the laboratory (72) Inventor Yoshio Okamoto 502 Kandachi-cho, Tsuchiura-shi, Ibaraki Pref. Inside the Machinery Research Laboratory (72) Inventor Masahiro Tsuchiya 502, Kandachi-cho, Tsuchiura-shi, Ibaraki F-term in the Machinery Research Laboratory, Hitachi, Ltd.

Claims (7)

[Claims] 1. A valve seat disposed near a fuel injection hole,
A valve body that opens and closes a fuel passage by contacting and separating with the valve seat;
An interlocking member for pressing the valve body against the valve seat via a spring portion, wherein the spring portion has a ring-shaped member having a notch formed in an inner diameter portion. 2. A valve seat disposed near a fuel injection hole,
A valve body that opens and closes a fuel passage by contacting and separating with the valve seat;
An interlocking member for pressing the valve body against the valve seat via a spring portion, wherein the spring portion has a ring-shaped member having a notch formed in an inner diameter portion, and a tip of the interlocking member is formed in the inner diameter portion. A fuel injection valve having a structure in which a part is inserted so as to be able to reciprocate. 3. A valve seat disposed near a fuel injection hole,
A valve body that opens and closes a fuel passage by contacting and separating with the valve seat;
An interlocking member that presses the valve body against the valve seat via a spring portion, wherein the spring portion has an annular thin portion formed in a circumferential direction of a tube wall at a valve body side tip portion of the interlocking member. The fuel injection valve has a different structure. 4. A valve seat disposed near a fuel injection hole,
A valve body that opens and closes a fuel passage by contacting and separating with the valve seat;
An interlocking member that presses the valve body against the valve seat via a spring portion, wherein the spring portion has a structure in which a valve body-side tip of the interlocking member abuts on the valve body in line contact. valve. 5. A valve seat disposed near a fuel injection hole,
A valve body that opens and closes a fuel passage by contacting and separating with the valve seat;
An interlocking member that presses the valve body against the valve seat via a spring portion, wherein the spring portion provides an annular convex portion on one of the opposing surfaces of the valve body and the interlocking member. A fuel injection valve having a structure in which a concave portion is provided on the other side, and a fuel damper chamber surrounded by the convex portion and the concave portion is formed. 6. A valve seat disposed near a fuel injection hole,
A valve body that opens and closes a fuel passage by contacting and separating with the valve seat;
An interlocking member that presses the valve body against the valve seat via a spring portion, and at least one of opposing surfaces of the interlocking member and the valve body is subjected to a surface treatment for increasing hardness. Being a fuel injection valve. 7. An internal combustion engine equipped with the fuel injection valve according to claim 1.