JP2012082849A - Electromagnetic drive mechanism, solenoid valve using the electromagnetic drive mechanism and variable flow rate high-pressure fuel supply pump having solenoid inlet valve using the solenoid valve - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electromagnetic drive mechanism that can adjust a stroke of a rod with high accuracy, is reduced in the lowering of a magnetic force and prevents an anchor from separating from the rod, and to provide a solenoid valve using the electromagnetic drive mechanism, and a variable flow rate high-pressure fuel supply pump equipped with a solenoid inlet valve comprising the solenoid valve.SOLUTION: In the process of fixing an anchor 31d to a rod 31b disposed at one end and determining a stroke (movable range) of the rod 31d in accordance with the connecting position of the anchor 31d and the rod 31b, the anchor 31d is press-fitted into the rod 31b, the positions of the anchor 31d and the rod 31b are fixed while adjusting a stroke amount by a connector, and the stroke is determined by the fixed position of the connector. Thus, the stroke of the rod 31b can be easily determined by the fitting work of the connector. Since the tolerance of each portion can be absorbed by adjusting a fitting state of the connector, the stroke of the rod 31b can be appropriately controlled even if the accuracy of each component is unfavorable.

Description

  The present invention relates to an electromagnetic valve and an electromagnetic drive mechanism used for an electromagnetic suction valve of a variable flow type high pressure fuel supply pump.

  The conventional high-pressure fuel supply pump described in Japanese Patent No. 3902388 includes an electromagnetic suction valve that adjusts the amount of high-pressure fuel supplied to the fuel injection valve. When the coil of the electromagnetic suction valve is not energized, the suction valve is open due to the biasing force of the spring. When the coil is energized, the suction valve can be closed by the magnetic force generated in the electromagnetic suction valve. Therefore, the opening / closing motion of the intake valve can be controlled by the presence / absence of energization of the coil, thereby controlling the supply amount of the discharged fuel.

Japanese Patent No. 3902388

  In the configuration of the electromagnetic drive mechanism used for the electromagnetic suction valve according to this prior art, since the plunger and the anchor are an integrally cut product or an integrally processed product by caulking, the stroke of the plunger rod and the magnetic gap between the anchor and the fixed core are reduced. It was difficult to set the dimensions accurately. For this reason, there has been a problem that the stroke or responsiveness of the plunger rod of the electromagnetic drive mechanism is not uniform. An object of the present invention is to eliminate this problem by enabling the plunger rod stroke and the size of the magnetic gap between the anchor and the fixed core to be set simultaneously.

  In order to achieve the above object, the present invention provides an adjuster which is fixed on the rod on the fixed core side of the anchor of the electromagnetic drive mechanism and fixes the position of the anchor and the rod.

  According to the present invention configured as described above, the stroke of the plunger rod and the magnetic gap of the electromagnetic drive mechanism can be set with high accuracy. Therefore, when used for an electromagnetic suction valve of a high-pressure fuel pump, it is possible to achieve both improvement in responsiveness and improvement in discharge amount control accuracy.

It is a longitudinal cross-sectional view of the high pressure fuel supply pump by 1st Example with which this invention was implemented. 1 is an enlarged longitudinal sectional view of an electromagnetic intake valve of a high-pressure fuel supply pump according to a first embodiment in which the present invention is implemented, showing a state where the electromagnetic intake valve is in an open state. 1 is an enlarged longitudinal sectional view of an electromagnetic intake valve of a high-pressure fuel supply pump according to a first embodiment in which the present invention is implemented, and shows a state where the electromagnetic intake valve is in a closed state. It is another longitudinal cross-sectional view of the high-pressure fuel supply pump by 1st Example with which this invention was implemented. 1 is a system diagram including a high-pressure fuel supply pump according to a first embodiment in which the present invention is implemented. It is the figure which showed the assembly method of the electromagnetic suction valve of the high-pressure fuel supply pump by 1st Example by which this invention was implemented. FIG. 6 is an enlarged longitudinal sectional view of an electromagnetic suction valve of a high-pressure fuel supply pump according to a second embodiment in which the present invention is implemented, showing a state where the electromagnetic suction valve is in an open state. FIG. 6 is an enlarged longitudinal sectional view of an electromagnetic intake valve of a high-pressure fuel supply pump according to a second embodiment in which the present invention is implemented, showing a state where the electromagnetic intake valve is in a closed state. FIG. 6 is a system diagram including a high-pressure fuel supply pump according to a second embodiment in which the present invention is implemented. It is the figure which showed the assembly method of the electromagnetic suction valve of the high pressure fuel supply pump by 2nd Example by which this invention was implemented. FIG. 6 is an enlarged longitudinal sectional view of an electromagnetic intake valve of a high pressure fuel supply pump according to a third embodiment in which the present invention is implemented, showing a state in which the electromagnetic intake valve is in an open state. FIG. 6 is an enlarged longitudinal sectional view of an electromagnetic intake valve of a high pressure fuel supply pump according to a third embodiment in which the present invention is implemented, showing a state where the electromagnetic intake valve is in a closed state.

  Hereinafter, the present invention will be described in detail based on embodiments shown in the drawings.

  A first embodiment will be described with reference to FIGS.

  The pump housing 1 is provided with a cup-shaped recess 11 </ b> A for forming the pressurizing chamber 11. A cylinder 6 is fitted into the opening of the recess 11A (pressurizing chamber 11). The end of the cylinder 6 is pressed against the stepped portion 16 </ b> A provided at the opening of the pressurizing chamber 11 of the pump housing 1 by the holder 7 by screwing the holder 7 with the screw portion 1 b.

  The cylinder 6 and the pump housing 1 are pressed against each other by a stepped portion 16A to form a fuel seal portion by metal contact. The cylinder 6 is provided with a through hole (also referred to as a sliding hole) of the plunger 2 at the center. The plunger 2 is loosely fitted in the through hole of the cylinder 6 so as to be able to reciprocate. A seal ring 62 is attached to the outer periphery of the holder 7 at a position on the side opposite to the pressurizing chamber 11 of the screw portion 1b. The seal ring 62 forms a seal portion so that fuel does not leak between the outer periphery of the holder 7 and the inner peripheral wall of the recess 11 </ b> A of the pump housing 1.

  A double cylindrical portion of an inner cylindrical portion 71 and an outer cylindrical portion 72 is formed on the side of the holder 7 opposite to the cylinder 6. A plunger seal device 13 is held on the inner cylindrical portion 71 of the holder 7, and the plunger seal device 13 forms an annular low-pressure chamber 10 f between the inner periphery of the holder 7 and the peripheral surface of the plunger 2. The fuel reservoir 67 captures fuel leaking from the sliding surfaces of the plunger 2 and the cylinder 6.

  The plunger seal device 13 also prevents the lubricating oil from entering the annular low pressure chamber 10f as a fuel reservoir from the cam 5 side described later.

  The outer cylindrical portion 72 formed on the side of the holder 7 opposite to the cylinder 6 is inserted into a mounting hole 100 </ b> A formed in the engine block 100. A seal ring 61 is attached to the outer periphery of the annular protrusion 11 </ b> B of the pump housing 1. The seal ring 61 prevents lubricating oil from leaking into the atmosphere from the mounting hole 100A and prevents water from entering from the atmosphere.

  The diameter of the holder 7 is configured so that the portion of the seal ring 61 is larger than the portion of the seal ring 62. This is effective in increasing the mounting area when mounting the pump housing 1 to the engine block and reducing the swinging phenomenon of the pump body.

  The lower end surface 101A of the pump housing 1 is in contact with the mounting surface around the mounting hole 100A of the engine block. An annular protrusion 11B is formed at the center of the lower end surface 101A of the pump housing 1.

  The annular protrusion 11B is loosely fitted in the mounting hole 100A of the engine block 100 and has an outer diameter substantially the same as the outer diameter of the outer cylindrical portion 72 of the holder 7, but the pump body swings with the annular protrusion 11B and the lower end surface. Consider taking 101A.

  The plunger 2 is formed such that the diameter of the small-diameter portion 2b extending from the cylinder to the counter-pressure chamber side is smaller than the diameter of the large-diameter portion 2a that slides on the cylinder 6. As a result, the outer diameter of the plunger seal device 13 can be reduced, and a space for forming the double cylindrical portions 71 and 72 in the holder 7 can be secured in this portion. A spring receiver 15 is fixed to the distal end portion of the small-diameter portion 2b of the plunger 2 having a small diameter. A spring 4 is provided between the holder 7 and the spring receiver 15.

  One end of the spring 4 is attached to the inside of the outer peripheral cylindrical portion 72 around the inner peripheral cylindrical portion 71 of the holder 7. The other end of the spring 4 is disposed outside a spring receiver 15 made of a bottomed cylindrical metal.

  The cylindrical portion 31A of the tappet 3 is loosely fitted to the inner peripheral portion of the mounting hole 100A. A lower end 21 </ b> A of the plunger 2 is in contact with the inner surface of the bottom 31 </ b> B of the tappet 3. A rotating roller 3A is attached to the center of the bottom 31B of the tappet 3. The roller 3A is pressed against the surface of the cam 5 under the force of the spring 4. As a result, when the cam 5 rotates, the tappet 3 and the plunger 2 reciprocate up and down along the profile of the cam 5. When the plunger 2 reciprocates, the pressurizing chamber side end 2B of the plunger 2 enters and exits the pressurizing chamber 11. When the pressurizing chamber side end 2B of the plunger 2 enters the pressurizing chamber 11, the fuel in the pressurizing chamber 11 is pressurized to a high pressure and discharged to the high pressure passage. Further, when the pressurizing chamber side end 2 </ b> B of the plunger 2 is retracted from the pressurizing chamber 11, fuel is sucked into the pressurizing chamber 11 from the suction passage 30 a. The cam 5 is rotated by an engine crankshaft or overhead camshaft.

  When the cam 5 is the three-leaf cam (three cam peaks) shown in FIG. 1, the plunger 2 reciprocates three times when the crankshaft or the overhead camshaft makes one rotation. In the case of a 4-cycle engine, the crankshaft rotates twice in one combustion stroke. In the case of the three-leaf cam, when the cam 5 is rotated by the crankshaft, the cam is reciprocated six times during one combustion cycle (basically, the fuel injection valve injects fuel once into the cylinder) six times. Pressurize and discharge.

  A damper cover 14 is fixed to the head of the pump housing 1. The damper cover 14 is provided with a joint 101 and forms a low-pressure fuel port 10a. A filter 102 is mounted inside the joint 101. A pressure pulsation reducing mechanism 9 for reducing fuel pressure pulsation is accommodated in the low pressure chambers 10 b and 10 c formed between the damper cover 14 and the pump housing 1. The pressure pulsation reducing mechanism 9 is provided with low pressure chambers 10b and 10c on the upper and lower surfaces, respectively.

  The discharge port 12 is formed by a joint 103 fixed to the pump housing 1 by screwing or welding.

  The fuel includes a fuel passage from the low pressure fuel port 10a-low pressure chamber 10b-low pressure chamber 10c-suction passage 30a-pressurization chamber 11-discharge port 12 of the joint 101, low pressure chamber 10c-low pressure fuel passage 10e-annular low pressure passage 10h. -The groove 7a provided in the holder 7-the annular low pressure chamber 10f is also communicated. As a result, when the plunger 2 reciprocates, the volume of the annular low pressure chamber 10f increases / decreases, and fuel flows back and forth between the low pressure chamber 10c and the annular low pressure chamber 10f. As a result, the heat of the fuel in the annular low pressure chamber 10f heated by the sliding heat of the plunger, 2 and the cylinder 6 is heat-exchanged with the fuel in the low pressure chamber 10c and cooled.

  An electromagnetic suction valve 30 is provided in the suction passage 30 a at the inlet of the pressurizing chamber 11. A suction valve assembly 31 is provided in the electromagnetic suction valve 30. The spring 33 is biased in the direction to open the suction port 30A. Thereby, the electromagnetic suction valve 30 communicates the suction passage 30a and the pressurizing chamber 11 in a non-energized state.

  A discharge valve unit 8 is provided at the outlet of the pressurizing chamber 11. The discharge valve unit 8 includes a discharge valve seat 8a, a discharge valve 8b that contacts and separates from the discharge valve seat 8a, a discharge valve spring 8c that biases the discharge valve 8b toward the discharge valve seat 8a, a discharge valve 8b, and a discharge valve seat 8a. The discharge valve seat 8a and the discharge valve holder 8d are joined by welding 8e at a contact portion to form an integral unit.

  A stepped portion 8f that forms a stopper that restricts the stroke of the discharge valve 8b is provided inside the discharge valve holder 8d.

  In a state where there is no fuel differential pressure in the pressurizing chamber 11 and the discharge port 12, the discharge valve 8b is pressed against the discharge valve seat 8a by the urging force of the discharge valve spring 8c and is closed. Only when the fuel pressure in the pressurizing chamber 11 becomes higher than the fuel pressure in the discharge port 12, the discharge valve 8 b opens against the discharge valve spring 8 c, and the fuel in the pressurization chamber 11 opens the discharge port 12. After that, high pressure is discharged to the common rail as the high pressure fuel volume chamber 23. When the discharge valve 8b is opened, it comes into contact with the discharge valve stopper 8f, and the stroke is limited. Accordingly, the stroke of the discharge valve 8b is appropriately determined by the discharge valve stopper 8d. As a result, the stroke is too large, and the fuel discharged at high pressure to the discharge port 12 due to the delay in closing the discharge valve 8b can be prevented from flowing back into the pressurizing chamber 11 again, and the decrease in efficiency of the high pressure pump is suppressed. it can. In addition, when the discharge valve 8b repeats opening and closing movements, the discharge valve 8b is guided on the inner peripheral surface of the discharge valve holder 8d so as to move only in the stroke direction. By doing so, the discharge valve unit 8 becomes a check valve that restricts the direction of fuel flow.

  The outer periphery of the cylinder 6 is held by the holder 7, and the screw threaded on the outer periphery of the holder 7 is screwed into the screw threaded on the pump main body, thereby fixing the cylinder 6 to the pump housing 1 at the screw portion 1b. The plunger 2 includes a large diameter portion 2a and a small diameter portion 2b. The cylinder 6 holds the plunger 2 as a pressurizing member so as to be slidable up and down at the large diameter portion 2a. At the lower end of the plunger 2, a retainer 15 that converts the rotational motion of the cam 5 into vertical motion and transmits it to the plunger 2 is fixed to the plunger 2 by fitting, and the plunger 2 is fixed by a spring 4 via the retainer 15. It is pressed against the inner surface of the bottom of the tappet 3. Thereby, the plunger 2 can be moved up and down with the rotational movement of the cam 5. Further, the small diameter portion 2b of the plunger 2 is sealed by a plunger seal device 13 on the lower side of the cylinder 6 in the figure, thereby preventing gasoline (fuel) from leaking from the high pressure fuel supply pump into the internal combustion engine. At the same time, the lubricating oil (or engine oil) that lubricates the sliding portion of the internal combustion engine is prevented from flowing into the pump housing 1.

  With these configurations, the pressurizing chamber 11 includes the electromagnetic suction valve 30, the discharge valve unit 8, the plunger 2, the cylinder 6, and the pump housing 1.

  The fuel is introduced from the fuel tank 20 by the low pressure fuel supply pump 21 through the suction pipe 28 to the low pressure fuel port 10a of the pump. The low pressure fuel supply pump 21 adjusts the intake fuel to the low pressure fuel port 10a to a constant pressure by a signal from the engine control unit 27 (hereinafter referred to as ECU).

  Further, the high-pressure fuel pressurized in the pressurizing chamber 11 of the high-pressure fuel supply pump is supplied from the discharge port 12 to the high-pressure fuel volume chamber 23. A high pressure fuel injection valve 24 and a pressure sensor 26 are mounted in the high pressure fuel volume chamber 23. The high-pressure fuel injection valve 24 is mounted according to the number of cylinders of the internal combustion engine, and injects fuel into the combustion chamber of the internal combustion engine based on a signal from the ECU 27.

  Next, the electromagnetic suction valve 30 for adjusting the amount of fuel discharged at high pressure will be described with reference to FIGS.

  The intake valve assembly 31 includes a rod 31b having a valve 31a formed at one end thereof, a stroke restricting member 31c that is press-fitted and fixed substantially at the center in the axial direction of the rod 31b, an anchor 31d that is press-fitted to the position of the stroke restricting member 31c, An adjuster 31e that adjusts the positions of the anchor 31d and the stroke limiting member 31c and functions as a retainer for the anchor 31d by being laser-welded to the rod 31b at the welding fixing portion 31f is provided.

  The stroke limiting member 31c, the anchor 31d, and the adjuster 31e are fixed to the rod 31b. The stroke limiting member 31c and one end surface of the anchor 31d, and the other end surface of the anchor 31d and the adjuster 31e are mutually in the axial direction. Touching. As a result, the anchor 31d is fixed in a sandwich state between the stroke limiting member 31c and the adjuster 31e.

  The intake valve assembly 31 is disposed in a cylindrical space formed inside the intake valve housing 301. A guide 34 is fixed to the inner peripheral portion of the cylindrical space inside the intake valve housing 301. The rod 31b passes through a hole formed in the center of the guide 34. The guide 34 is located between the valve 31a and the stroke limiting member 31c, and supports the reciprocating motion of the rod 31b.

  Between the guide 34 and the valve 31a, a valve seat member 32A that is press-fitted and fixed to the intake valve housing 301 is provided.

  The valve seat member 32 </ b> A has a valve seat (valve seat) 32 at the end, and is disposed so that the seat surface of the valve 31 a faces the seat surface of the valve seat (valve seat) 32.

  The valve seat member 32A has a through hole in the center, and a rod 31b is disposed through the hole.

  When the anchor 31d is sucked by the fixed core 35 and the rod 31b makes a maximum stroke toward the fixed core 35, the seat surface of the valve 31a and the seat surface of the valve seat (valve seat) 32 come into contact to block the fuel passage. At this time, a slight clearance is formed between the fixed core 35 and the anchor 31d, and the fixed core 35 and the anchor 31d are kept in a non-contact state. As a result, the end face of the fixed core 35 or the end face of the anchor 31d is not worn, and no collision noise is generated at the time of contact, so that a long-life and quiet solenoid valve can be obtained.

  The spring 33 is disposed between the end surface of the adjuster 31e and the inner bottom surface of the fixed core 35. The urging force of the spring 33 pushes the anchor 31d toward the anti-fixed core 35 via the adjuster 31e. The stroke restricting member 31c is in contact with a guide 34 as a restricting member that restricts the stroke of the anchor 31d (rod 31b) to the anti-fixed core 35 side. In a non-energized state where the input voltage from the ECU is not applied to the coil 36 via the terminal 37, the rod 31b of the intake valve assembly 31 is shown in FIG. 1 or FIG. Stroke in the right direction of the drawing, and the valve 31a is open. A gap existing between the valve 31a and the valve seat 32 is a movable range of the valve 31a, and this is a stroke.

  When the plunger 2 is in the intake stroke (while moving from the top dead center position to the bottom dead center position) due to the rotation of the cam 5, the input voltage from the ECU is not applied. Since the valve 31 a is open, the fuel flows into the pressurizing chamber 11 as the volume of the pressurizing chamber 11 increases. The amount of displacement of the intake valve assembly 31 in the valve opening direction is regulated by the guide 34, and no further valve opening is performed.

  In this state, the plunger 2 finishes the suction stroke and shifts to the compression stroke (while moving from the bottom dead center to the top dead center). When the plunger 2 moves to the compression stroke, the valve 31a is still opened due to the biasing force of the spring 33. Therefore, in this state, even if the volume of the pressurizing chamber 11 decreases with the compression movement of the plunger 2, the fuel in the pressurizing chamber 11 passes through the valve 31a in the valve opening state again to the suction passage 30a (low pressure chamber 10c). Therefore, the pressure in the pressurizing chamber does not increase. This process is called a return process (also called a spill process). At this time, a valve opening direction force due to the biasing force of the spring 33 and a valve closing direction force due to the fluid force generated when the fuel flows backward from the pressurizing chamber 11 to the low pressure chamber 10c act on the valve 31a. In order to keep the valve 31a open during the returning process, the biasing force of the spring 33 is set larger than the fluid force.

  In this state, when an input voltage from the ECU 27 is applied to the coil 36 via the terminal 37, a current flows through the coil 36. The waveform of the flowing current is determined by the resistance value and inductance value of the coil 36. This electric current generates a magnetic force attracting each other between the anchor 31d and the fixed core 35. When this magnetic force becomes larger than the urging force of the spring 33, the intake valve assembly 31 starts a valve closing motion on the left side in the drawing. When the valve 31a and the valve seat 32 come into contact with each other, the movement is stopped and the valve 31a is closed. However, there is a clearance between the anchor 31d and the fixed core 35 so that they do not come into contact with each other. Is set. After the valve 31 a is closed, the fuel pressure in the pressurizing chamber 11 increases with the upward movement of the plunger 2. When the pressure in the discharge port 12 or higher is reached, high pressure discharge of the fuel remaining in the pressurization chamber 11 is performed via the discharge valve unit 8, and pressurized fuel is supplied to the high pressure fuel volume chamber 23. This stroke is referred to as a discharge stroke. That is, the compression stroke by the plunger 2 includes a return stroke and a discharge stroke.

  In the discharge stroke, the input voltage from the ECU 27 can be released after the supply of pressurized fuel is started. This is because when the pressure in the pressurizing chamber 11 becomes equal to or higher than the pressure of the discharge port 12, a force acts on the valve 31 a in the valve closing direction due to the pressure in the pressurizing chamber 11, and becomes larger than the biasing force of the spring 33. Because. Thereby, the power consumption in the coil 36 can be suppressed.

  The amount of high-pressure fuel to be discharged can be controlled by controlling the timing (valve closing timing) at which the input voltage to the coil 36 is applied. If the timing of applying the input voltage (valve closing timing) is advanced, the ratio of the return stroke during the compression stroke is small and the ratio of the discharge stroke is large. That is, the amount of fuel returned to the suction passage 30a (low pressure chamber 10c) is small, and the amount of fuel discharged at high pressure is large. On the other hand, if the timing for applying the input voltage is delayed, the ratio of the return stroke during the compression stroke is large and the ratio of the discharge stroke is small. That is, the amount of fuel returned to the suction passage 30a (low pressure chamber 10c) is large, and the amount of fuel discharged at high pressure is small. The timing for releasing the input voltage is based on a command from the ECU.

  When the plunger 2 finishes the pressurization stroke and starts the suction stroke, the volume of the pressurization chamber 11 starts increasing again, and the pressure in the pressurization chamber 11 decreases. The valve 31a starts the valve opening movement to the right in the figure by the urging force of the spring 33, and after moving by the stroke, the stroke limiting member 31c contacts the guide 34 and stops the valve opening movement. Then, the fuel flows into the pressurizing chamber 11 from the low pressure chamber 10c through 30a.

  In this structure, the management of the stroke of the valve 31a is very important. If the stroke is too large, a longer time is required after the input voltage from the ECU 27 is applied and until the valve 31a starts the valve closing motion, contacts the valve seat 32 and is completely closed. Further, since the distance between the anchor 31d and the fixed core 35 is increased, the generated magnetic force is reduced. For this reason, the responsiveness is insufficient during high-speed operation of the internal combustion engine (during high-speed cam rotation), the intake valve cannot be closed at the target timing, and the amount of fuel discharged at high pressure cannot be controlled. Problems arise. If the stroke is too small, the orifice effect at this portion becomes large, and pressure loss occurs. For example, when the temperature of the fuel is high, such as 60 ° C., and when the internal combustion engine is operating at high speed (during high-speed rotation of the cam), the fuel flows in this portion when the fuel flows from the low pressure chamber 10c to the pressurizing chamber 11 during the intake stroke. It vaporizes and the fuel that can be pressurized to high pressure decreases. As a result, there has been a problem that the volume efficiency of the high-pressure fuel supply pump is reduced. Further, during the returning process, during high-speed operation of the internal combustion engine (during high-speed rotation of the cam), fluid force generated in the valve 31a (force in the valve closing direction generated by fuel flowing back from the pressurizing chamber 11 to the low-pressure chamber 10c). Becomes larger. Then, the valve 31a closes at an unexpected timing during the returning process, and there arises a problem that the amount of fuel discharged at high pressure cannot be controlled.

  The above-mentioned problem becomes particularly remarkable when the high-pressure pressurizing capacity of the high-pressure fuel pump is large as follows. In the intake stroke, when the fuel flows from the low pressure chamber 10c into the pressurizing chamber 11, the flow velocity at the stroke portion of the valve 31a increases, and during the returning process, the flow of fuel flowing from the pressurizing chamber 11 to the low pressure chamber 10c is increased. This is because it gets faster.

(1) When the diameter of the large-diameter portion 2a of the plunger 2 is large: φ10 or more, for example (2) When the lift of the cam 5 is large: For example, 5.5 mm lift or more (3) The number of cam leaves is large Case: Four-leaf cam or more When the high-pressure pressurization capacity of the high-pressure fuel pump is large, there are the following advantages. When the internal combustion engine is stopped and after a sufficiently long time has elapsed, the pressure in the high-pressure fuel volume chamber 23 is atmospheric pressure. When starting the internal combustion engine in this state, the crankshaft and the camshaft are rotated (camshaft: ˜100 r / min) by the driving force of the starter and the like, and the high-pressure fuel pump starts high-pressure pressurization of the fuel, The pressure in chamber 23 increases. When the pressure in the high-pressure fuel volume chamber 23 reaches the target pressure, fuel is injected from the high-pressure fuel injection valve 24 into the cylinder of the internal combustion engine. When the high-pressure pressurization capacity of the high-pressure fuel pump is increased, the pressure increase time for increasing the pressure in the high-pressure fuel volume chamber 23 from the atmospheric pressure to the target pressure can be shortened, and the time required for starting the internal combustion engine can be shortened. it can. For these reasons, it is desirable that the high-pressure pressurization capacity of the high-pressure fuel pump is large. In this case, the management of the stroke of the valve 31a is very important. Therefore, in the structure of this patent, it decided to assemble as shown below.

  A method of assembling the electromagnetic suction valve 30 will be described with reference to FIG. First, the valve seat 32 is press-fitted and fixed to the suction valve housing 301 from the lower side in the drawing, and the guide 34 is pressed from the upper side in the drawing. Next, a member in which the valve 31a and the rod 31b are integrated is inserted from the lower side in the figure. The stroke limiting member 31c is fitted and fixed to the rod 31b. At this time, fitting jigs 351 and 352 are used. When the guide 34 is fitted to the rod 31b by the fitting jig 352 from the upper side in the drawing, the valve 31a collides with the receiving surface 351b of the fitting jig 351 by the fitting load. When the fitting is further continued, the stroke limiting member 31c collides with the guide 34 and continues to apply the fitting load until the valve seat 32 contacts the receiving surface 351a. The stroke of the valve 31a is determined by the height of the step between the receiving surface 351a and the receiving surface 351b. The anchor 31d is fitted to the rod 31b by the fitting jig 351 and the fitting jig 353. At this time, the anchor 31d is fitted until it comes into contact with the stroke limiting member 31c. Thereafter, the adjuster 31e is fitted and fixed to the rod 31b by the fitting jig 351 and the fitting jig 354. At this time, the adjuster 31e is fitted until it comes into contact with the anchor 31d, and then completely fixed by laser welding. By doing so, the stroke can be determined by the fitting work before laser welding, and if the thickness X of the bulb 31a is strictly controlled, the tolerance of other parts can be absorbed by the fitting position. Thereby, even if the precision of each component is bad, a stroke can be managed appropriately. Further, the welding fixing portion 31f is laser-welded to completely fix the rod 31b and the adjuster 31e. Since fixing by laser welding can be performed without applying external force to each component, it is possible to avoid the problem that the stroke determined by fitting and fixing changes.

  After fitting the ring 302 to the suction valve housing 301 with a fitting jig (not shown), the fixed core 35 is fitted to the ring 302. The clearance between the anchor 31d and the fixed core 35 is determined by the fitting position of the fixed core 35 to the fitting 302. After the fitting, the welding fixing portions 302a and 302b are completely welded by laser welding. The spring 33 is housed in the inner cylindrical portion of the fixed core 35, and the depth of the inner cylindrical portion is processed so as to have an appropriate set length.

  The clearance must be set larger than the stroke of the valve 31a. If the clearance is smaller than the stroke of the valve 31a, the input voltage from the ECU 27 is applied and the valve 31a starts to close, and then the anchor 31d collides with the fixed core 35. The valve 31a and the seat 35 contact each other. The intake valve cannot be completely closed. If the clearance is too large, a sufficient magnetic force cannot be obtained even if an input voltage from the ECU 27 is applied to the coil 36. Therefore, the amount of fuel discharged at high pressure can be controlled when the intake valve assembly 31 cannot be closed or the responsiveness deteriorates and the internal combustion engine operates at high speed (when the cam rotates at high speed). The problem of not being able to occur will occur.

  During the intake stroke and the return stroke, the input voltage from the ECU 27 is not applied to the coil 36, and the valve 31a is opened by the intake valve spring. At this time, the stroke limiting member 31c is in contact with the guide 34 and restricts the position of the valve 31a in the valve opening direction. Since the sliding motion is repeated with the guide 34 and the rod 31b, high hardness is required from the viewpoint of durability, and the material of these parts is martensitic stainless steel with high hardness. When an input voltage from the ECU 27 is applied to the coil 36, a magnetic field is generated around the coil 36. A magnetic flux is generated in the magnetic circuit surrounding the magnetic field, and a magnetic force attracting each other between the anchor 31d and the fixed core 35 is generated. It is known that martensitic stainless steel, which is a material of the guide 34, is a magnetic material that generates a magnetic flux when placed in a magnetic field. Therefore, the stroke limiting member 31c needs to be a nonmagnetic material. If the stroke limiting member 31c is a magnetic material, a flow of magnetic flux is also generated between the stroke limiting member 31c and the guide 34, and a magnetic force attracting each other is generated. This magnetic force urges the valve 31a in the valve opening direction, so that the valve 31a cannot be closed. When the pressurization stroke ends and the suction stroke starts, the intake valve assembly 31 starts the valve opening movement to the left in the figure by the biasing force of the spring 33. Then, the stroke limiting member 31c collides with the guide 34 to stop the movement. This collision is generated by the urging force of the spring 33, and the collision energy is very small. For this reason, high hardness is not required in this collision portion. Therefore, in this embodiment, austenitic stainless steel, which is a nonmagnetic material, is used as the material of the stroke limiting member 31c.

  The generated magnetic force becomes stronger as the magnetic flux flowing through the magnetic attraction surface S of the anchor 31d and the fixed core 35 increases. Therefore, if a magnetic circuit in which the magnetic field generated around the coil 36 passes only through the magnetic attraction surface S of the anchor 31d and the fixed core 35 and does not pass through other portions, a large magnetic force can be obtained. . As shown in FIG. 2, the magnetic circuit through which the flow of magnetic flux passes is five members of an anchor 31d, a suction valve housing 301, a yoke 38, a connector holder 303, and a fixed core 35. The material of these five members is a magnetic material. It was. In addition, the ring 302 and adjuster 31e, which are members in the vicinity of the magnetic circuit, are non-magnetic. If the ring 302 and the adjuster 31e are magnetic bodies, the magnetic flux generated by the magnetic field generated around the coil 36 passes through these members, and as a result, the magnetic flux passing through the magnetic circuit is reduced. Then, the magnetic force which generate | occur | produces in the anchor 31d and the fixed core 35 is insufficient, and the problem that the valve 31a cannot be closed occurs.

  The suction valve assembly 31 repeats the valve closing motion and the valve opening motion.

  The valve opening motion is moved by the spring 33, and the stroke limiting member 31c and the guide 34 collide to end. When the stroke limiting member 31c and the guide 34 collide, the stroke limiting member 31c stops moving, and the anchor 31d and the adjuster 31e also stop moving. At this time, since the valve 31a and the rod 31b try to continue the valve opening movement due to inertia, the rod 31b is located at the fitting portion between the stroke limiting member 31c, the anchor 31d, the adjuster 31e and the rod 31b, and the rod 31b is located on the right side in the figure. Shearing force works in the direction to escape. Since the rod 31b is pulled out by this shearing force only with the fixing force by fitting, the adjuster 31e is welded and fixed to the rod 31b by the welding fixing portion 31f by laser welding.

  The valve closing motion is terminated when the intake valve assembly 31 starts the valve closing motion by the magnetic force generated by the input voltage from the ECU 27, and the valve 31a collides with the valve seat 32. When the valve 31a collides with the valve seat 32, the valve 31a and the rod 31b stop moving. At this time, since the stroke limiting member 31c, the anchor 31d, and the adjuster 31e try to continue the valve closing movement due to inertia, the stroke limiting member 31c, the anchor 31d, the adjuster 31e and the rod 31b are fitted to the fitting portion on the left side in the drawing. A shearing force works in the direction of removal. Since a magnetic force generated by an input voltage from the ECU 27 is also generated at the anchor 31d, a shearing force due to this is also generated. Since the rod 31b is pulled out by this shearing force only with the fixing force by fitting, the adjuster 31e is welded and fixed to the rod 31b by the welding fixing portion 31f by laser welding.

  From the above, the adjuster 31e serves to prevent the rod 31b from coming out of the stroke limiting member 31c and the anchor 31d due to the shearing force generated at the end of the valve closing movement and the valve opening movement. In the present invention, as described above, the adjuster 31e is a separate member from the anchor 31d and is a non-magnetic material. If the adjuster 31e is integral with the anchor 31d and this part is a magnetic material, the magnetic flux passes through this part, the magnetic flux passing through the magnetic attraction surface S decreases, and the magnetic force decreases. As a result, there is a problem that the valve 31a cannot be closed.

  As described above, the suction valve assembly 31 repeats the valve opening and closing movements to the left and right in the drawing. Since a minute clearance exists between the rod 31b of the intake valve assembly 31 and the guide 34 and the guide portion 32a of the valve seat 32, the intake valve assembly 31 performs this movement of the valve opening movement and the valve closing movement. It is limited to the direction and is slidably held. The clearances at the two locations are set as follows. If the clearance is too large, the intake valve assembly 31 moves in a direction other than the direction of valve opening / closing, and the anchor 31d and the ring 39 come into contact with each other. As a result, the responsiveness of the valve opening / closing movement becomes poor, and the amount of high-pressure fuel to be discharged does not follow the valve opening / closing of the valve 31a during high-speed operation of the internal combustion engine (during high-speed rotation of the cam). It becomes impossible to control. Therefore, the clearance must be set so that the anchor 31d and the ring 39 do not come into contact with each other. If the clearance is too small, the following problems occur. The valve 31a and the rod 31b are integrally formed, but the perpendicularity of each other always varies within a tolerance range. If the clearance at the two locations is too small, the clearance cannot be absorbed, and the valve 31a is inclined to contact the valve seat 32. Then, the fuel in the pressurizing chamber 11 cannot be pressurized by the plunger 2. Alternatively, a problem such as breakage of the valve 31a and the rod 31b occurs. Therefore, the clearances at the two locations must be large enough to absorb the perpendicularity between the valve 31a and the rod 31b.

  Further, when the intake valve assembly 31 performs a valve opening / closing motion, the rod 31b enters and exits the inside cylindrical portion of the fixed core 35, and the volume increases or decreases. Since the inner cylindrical portion of the fixed core 35 is filled with fuel, the fuel also enters and exits. For this reason, in the two guide portions (the guide portion 34a with the guide 34 and the valve seat 32), the fuel flows in the horizontal direction in the drawing. Must travel back and forth. However, the clearance between the guide portion 32a and the rod 31b between the guide 34 and the valve seat 32 is very small, and sufficient fuel cannot pass therethrough, and the responsiveness of the intake valve assembly 31 in the valve opening motion and valve closing motion. Will be disturbed. Therefore, communication holes 34a and 32b are provided in the guide 34 and the valve seat 32, respectively. By adopting such a structure, it is possible to facilitate the passage of fuel and to ensure the responsiveness of the valve opening / closing movement of the intake valve assembly 31.

  During the three strokes of the intake stroke, the return stroke, and the discharge stroke, fuel constantly enters and exits the suction passage 30a (low pressure chamber 10c), so that periodic pulsation occurs in the fuel pressure. This pressure pulsation is absorbed and reduced by the pressure pulsation reducing mechanism 9 to block propagation of the pressure pulsation from the low-pressure fuel supply pump 21 to the suction pipe 28 to the pump housing 1 and prevent damage to the suction pipe 28. The fuel can be supplied to the pressurizing chamber 11 with a stable fuel pressure. Since the low pressure chamber 10b is connected to the low pressure chamber 10c, the fuel spreads over both surfaces of the pressure pulsation reducing mechanism 9 and effectively suppresses the pressure pulsation of the fuel.

  An annular low pressure chamber 10f exists between the lower end of the cylinder 6 and the plunger seal device 13, and is connected to the low pressure chamber 10c, the low pressure fuel passage 10e, the annular low pressure passage 10h, the groove 7a provided in the holder 7, and the low pressure chamber 10c. Has been. When the plunger 2 repeats the sliding motion in the cylinder 6, the adjuster of the large diameter portion 2a and the small diameter portion 2b repeats the vertical motion in the annular low pressure chamber 10f, and the volume of the annular low pressure chamber 10f changes. In the intake stroke, the volume of the annular low pressure chamber 10f decreases, and the fuel in the annular low pressure chamber 10f flows through the low pressure passage 11e to the low pressure chamber 10c. In the return stroke and the discharge stroke, the volume of the annular low pressure chamber 10f increases, and the fuel in the low pressure chamber 10d flows through the low pressure passage 11e to the annular low pressure chamber 10c.

  Focusing on the low pressure chamber 10c, in the suction stroke, fuel flows from the low pressure chamber 10c into the pressurizing chamber 11, while fuel flows from the annular low pressure chamber 10f into the low pressure chamber 10c. In the return stroke, the fuel flows from the pressurizing chamber 11 to the low pressure chamber 10c, while the fuel flows from the low pressure chamber 10c to the annular low pressure chamber 10f. In the discharge stroke, fuel flows from the low pressure chamber 10c into the annular low pressure chamber 10f. As described above, the annular low pressure chamber 10f has an effect of assisting fuel in and out of the low pressure chamber 10c, and thus has an effect of reducing the pressure pulsation of the fuel generated in the low pressure chamber 10c.

  A second embodiment will be described with reference to FIGS.

  The difference from the first embodiment is that the suction valve 313 is separated from the rod 31b and is separated from the rod 31b, and the valve closing motion limiting member 31g for limiting the movement in the valve closing direction is integrally formed with the rod 31b. Is a point. The drive unit 31 includes a rod 31b, a stroke limiting member 31c, an anchor 31d, an adjuster 31e, a weld fixing unit 31f, and a valve closing motion limiting member 31g. The valve closing spring 33a has one end in contact with the suction valve 313 and the other end in contact with the suction valve holder 39, and biases the suction valve 313 in the valve closing direction. The biasing force of the spring 33 is set larger than the biasing force of the valve closing spring 33a. In a state where the input voltage from the ECU 27 is not applied, the suction valve 313 is in a valve open state. The rest is the same as the first embodiment.

  In the intake stroke, when fuel flows from the low pressure chamber 10c into the pressurizing chamber 11, a fluid force acts on the intake valve 313 in the valve opening direction (right direction in the drawing) by the flowing fuel. When the fluid force becomes larger than the urging force of the valve closing spring 33a, the suction valve 313 moves away from the rod 31b and moves to the right in the figure. Since the stroke limiting member 31c is in contact with the guide 34 and the movable range is limited, the drive unit 31 does not move any further. In this way, the gap between the intake valve 313 and the valve seat 32 is larger than the stroke in the intake stroke, and the pressure loss during the intake stroke can be reduced.

  In the return stroke, a force (fluid force) acts on the intake valve 313 in the valve closing direction by the fuel flowing from the pressurizing chamber 11 to the low pressure chamber 10c. Since the valve closing spring 33a also urges the suction valve 313 in the valve closing direction, the suction valve 313 stops moving while being in contact with the rod 31b. At this time, the gap between the intake valve 313 and the valve seat 32 is a stroke.

  In this state, when an input voltage from the ECU 27 is applied to the coil 36 via the terminal 37, a current flows through the coil 36. The waveform of the flowing current is determined by the resistance value and inductance value of the coil 36. This electric current generates a magnetic force attracting each other between the anchor 31d and the fixed core 35. When this magnetic force becomes larger than the biasing force of the spring 33, the drive unit 31 starts to move to the left side in the drawing. When the valve closing motion limiting member 31g and the end of the guide portion 32a come into contact with each other, the motion is stopped. At this time, the suction valve 313 closes in the left direction in the drawing by the biasing force of the valve closing spring 33a and the fluid force in the valve closing direction, and comes into contact with the valve seat 32 to be in the valve closed state. In this state, there is a minute clearance between the suction valve 313 and the tip of the rod 31b, and there is also a clearance between the anchor 31d and the fixed core 35, so that they do not contact each other. Yes. After the intake valve 313 is closed, the fuel pressure in the pressurizing chamber 11 increases with the upward movement of the plunger 2. When the pressure in the discharge port 12 or higher is reached, high pressure discharge of the fuel remaining in the pressurization chamber 11 is performed via the discharge valve unit 8, and pressurized fuel is supplied to the high pressure fuel volume chamber 23.

  When the pressure in the pressurizing chamber 11 becomes equal to or higher than the pressure in the discharge port 12 and the supply of pressurized fuel is started, the input voltage from the ECU 27 can be canceled. At this time, the rod 31b moves to the right by the clearance and contacts the suction valve 313, and transmits the urging force of the spring 33 in the valve opening direction of the suction valve 313, but in the valve closing direction by the pressure in the pressurizing chamber 11. This is because the force acts and becomes larger than the urging force of the spring 33, so that the suction valve does not open during the pressurization stroke. Thereby, the power consumption in the coil 36 can be suppressed.

  A method for assembling the electromagnetic suction valve 30 will be described with reference to FIG. First, the valve seat 32 is press-fitted and fixed to the suction valve housing 301 from the lower side in the drawing, and the guide 34 is pressed from the upper side in the drawing. Next, a member in which the rod 31b and the valve closing motion limiting member 31g are integrated is inserted from the lower side in the figure. The stroke limiting member 31c is fitted and fixed to the rod 31b. At this time, fitting jigs 351 and 352 are used. When the guide 34 is fitted to the rod 31b from the upper side in the drawing by the fitting jig 352, the rod 31b collides with the receiving surface 351b of the fitting jig 351 due to the fitting load. When the fitting is further continued, the stroke limiting member 31c collides with the guide 34 and continues to apply the fitting load until the valve seat 32 contacts the receiving surface 351a. The stroke of the intake valve 313 is determined by the height of the step between the receiving surface 351a and the receiving surface 351b. In this embodiment, the protruding length of the rod 31b from the valve seat 32 is a stroke. The anchor 31d is fitted to the rod 31b by the fitting jig 351 and the fitting jig 353. At this time, the anchor 31d is fitted until it comes into contact with the stroke limiting member 31c. Thereafter, the adjuster 31e is fitted and fixed to the rod 31b by the fitting jig 351 and the fitting jig 354. At this time, the adjuster 31e is fitted until it comes into contact with the anchor 31d, and then completely fixed by laser welding. By doing in this way, a stroke can be determined by the fitting operation before laser welding. In this embodiment, since the length of protrusion of the rod 31b from the valve seat 32 is a stroke, the tolerance of each component has an advantage that the stroke is not affected. Thereby, even if the precision of each component is bad, a stroke can be managed appropriately. Further, the welding fixing portion 31f is laser-welded to completely fix the rod 31b and the adjuster 31e. Since fixing by laser welding can be performed without applying external force to each component, it is possible to avoid the problem that the stroke determined by fitting and fixing changes.

  The characteristics of this embodiment are listed as follows.

  The drive part of the electromagnetic suction valve has an anchor that generates a magnetic force in the closing direction of the electromagnetic suction valve, and a rod between the anchor and the suction valve part. The anchor and the rod are configured as separate members. The stroke (movable range) of the drive unit is determined according to the coupling position of the rod. In the coupling of the anchor and the rod, the anchor is first fixed to the rod by fitting, and the stalk is determined by the position of the fitting and fixing. By doing so, the stroke can be easily determined by the fitting operation, and the tolerance of each part can be absorbed by the fitting position, so that the stroke can be appropriately managed even if the accuracy of each part is poor.

  Thereafter, the anchor and the rod are completely fixed by laser welding. Furthermore, since fixing by laser welding can be performed without applying external force to each component, it is possible to avoid the problem that the stroke determined by fitting and fixing changes. This makes it possible to prevent the drive unit from being damaged by the energy when the drive unit moves in the valve closing direction due to the magnetic force generated, and this movement stops.

  Further, the adjuster of the anchor rod is a separate member as an adjuster, and complete fixing by laser welding is performed by this adjuster. By using a non-magnetic adjuster, the magnetic force passes through other than the magnetic attraction surface and the magnetic attraction force is reduced, so that the problem that the intake valve cannot be closed can be solved.

  In addition, the magnetic force generated when the coil is energized is not reduced, and the anchor can be structured not to be detached from the rod.

  The ring 302 and the fixed core 35 are the same as those in the first embodiment.

  A second embodiment will be described with reference to FIGS.

  The difference from the second embodiment is that the suction valve 313 has a rod portion 303a, and the guide 39a of the suction valve holder 39 restricts the movement of the rod portion 303a only in the direction of the opening / closing valve motion of the suction valve 313. It is. In this way, when the intake valve 313 is seated on the valve seat 32, the intake valve 313 can be brought into close contact without being disturbed, and the responsiveness of the intake valve 313 can be improved.

  According to the first to third embodiments described above, at least one of the following problems of the prior art can be solved.

  In the configuration of the conventional electromagnetic intake valve, when the coil is not energized, the drive unit maintains the plunger rod away from the fixed core by the spring force. When the coil is energized, the drive unit moves against the spring force by the magnetic force generated in the drive unit, and the plunger rod is attracted to the fixed core side. When such an electromagnetic drive mechanism is used in, for example, a high-pressure fuel supply pump and the amount of high-pressure fuel is controlled by whether or not the coil is energized, the movement of the intake valve and the drive unit follows even when the internal combustion engine rotates at high speed. Must-have. Therefore, it is necessary to accurately limit the stroke of the drive unit or the intake valve, and a stopper is provided to limit the movement in the valve opening direction and the valve closing direction. If the stroke of the drive unit or the intake valve is too large, the high-speed response is reduced, and the amount of high-pressure fuel cannot be controlled during high-speed operation of the internal combustion engine. If it is too small, the flow passage area at the suction valve portion is small, and this portion becomes like an orifice, and pressure loss occurs inside the high-pressure fuel supply pump. Due to this pressure loss, the fluid force acting on the intake valve increases, causing the intake valve to close at an unexpected timing, and there are various problems that the amount of fuel discharged cannot be adjusted. Further, there is a problem that when the fuel is sucked into the pressurizing chamber, the fuel is vaporized, leading to a decrease in volumetric efficiency of the high-pressure fuel supply pump. Therefore, the stroke must be accurately set to an appropriate value. For this reason, the required accuracy of each part of the solenoid is increased, the assemblability is further deteriorated, and there is a problem that the stroke cannot be managed or difficult at the time of mass production.

  Further, the drive unit moves in the valve closing direction by the generated magnetic force, but there is a problem that the fixed core and the anchor collide with each other due to the energy when the movement stops and are worn or damaged.

  In addition, the magnetic flux generated when the coil is energized passes through other than the magnetic attraction surface of the drive unit, passes through the stopper unit that restricts movement in the valve opening direction or valve closing direction, and the magnetic force decreases. As a result, there was a problem that the intake valve could not be closed.

DESCRIPTION OF SYMBOLS 1 Pump housing 2 Plunger 2a Large diameter part 2b Small diameter part 3 Tappet 5 Cam 6 Cylinder 7 Holder 8 Discharge valve unit 9 Pressure pulsation reduction mechanism 10a Low pressure fuel port 10b, 10c Low pressure chamber 10e Low pressure fuel passage 10f Annular low pressure chamber 11 Pressure chamber 12 Discharge port 13 Plunger seal device 20 Fuel tank 21 Low pressure fuel supply pump 23 High pressure fuel volume chamber 24 High pressure fuel injection valve 26 Pressure sensor 27 Engine control unit (ECU)
30 Electromagnetic intake valve 31a Valve 31b Rod 31c Stroke limiting member 31d Anchor 31e Adjuster 31f Weld fixing part 31g Valve closing motion limiting member 32 Valve seat 33 Spring 33a Valve closing spring 34 Guide 35 Fixed core 36 Coil 313 Intake valve

Claims (12)

A yoke that forms part of the magnetic path,
A rod that reciprocates through the center of the yoke;
A guide fixed inside the yoke and supporting the reciprocating motion of the rod;
An anchor press-fitted from one end of the rod and fixed to the rod;
A fixed core facing the anchor and the clearance,
An electromagnetic coil for supplying a magnetic flux passing through a closed magnetic path formed by the yoke, the fixed core and the anchor, and crossing the magnetic clearance;
A spring that biases the rod toward a position where the clearance is maximized;
In what comprises a regulating member that regulates the stroke of the rod at a position where the clearance is maximized,
An electromagnetic drive mechanism having an adjuster fixed on the rod on the fixed core side of the anchor and fixing a position of the anchor and the rod. In claim 1,
The electromagnetic drive mechanism, wherein the spring is disposed inside the fixed core and between the adjuster and the fixed core. In claim 1,
An electromagnetic drive mechanism in which the adjuster is formed of a nonmagnetic material inside the clearance. In claim 1,
An electromagnetic drive mechanism in which the clearance is larger than the stroke amount of the rod. In claim 1,
The yoke has a cylindrical portion at the center,
The bearing is fixed to the inner periphery of the cylindrical part,
The rod is supported by the bearing;
An electromagnetic drive mechanism in which the bearing functions as the restricting member. The thing of Claim 5 WHEREIN:
An electromagnetic drive mechanism having a stroke limiting member positioned between the anchor and the restricting member and fixed to the rod. The thing of Claim 6 WHEREIN:
An electromagnetic drive mechanism in which at least one of the stroke limiting member and the bearing is made of a non-magnetic material. An electromagnetic valve using the electromagnetic drive mechanism according to any one of claims 1 to 7,
A sheet member fixed to an end of the yoke opposite to the fixed core;
A valve attached to the opposite end of the fixed core of the rod, and the valve seat formed on the seat member by the spring and the valve are urged to open,
When the coil is energized, the anchor strikes the fixed core side against the force of the spring by a magnetic attractive force between the fixed core and the anchor, and the valve seat and the valve come into contact with each other. Solenoid valve controlled to be fully closed. The solenoid valve according to claim 8,
A solenoid valve in which a clearance remains between the fixed core and the anchor when the valve seat and the valve are in contact with each other. A pressurization chamber formed in the pump body, a suction passage for sucking fuel into the pressurization chamber, and a discharge passage for discharging the fuel from the pressurization chamber;
Fuel is sucked and discharged by a plunger that reciprocates in the pressurizing chamber, and includes an electromagnetic suction valve in the suction passage and a discharge valve in the discharge passage,
And a variable flow high-pressure fuel supply pump for controlling the amount of fuel discharged by controlling the timing of opening and closing the electromagnetic suction valve to cut off the communication passage between the suction passage and the pressurizing chamber. ,
10. The electromagnetic valve according to claim 9, wherein the electromagnetic suction valve is mounted on the pump body so that the valve seat and the valve are positioned between the suction passage and the pressurizing chamber. Variable flow high pressure fuel supply pump. The high-pressure fuel supply pump according to claim 10,
A sealed space for accommodating an anchor is formed by the fixed core and the yoke,
The variable flow-type high-pressure fuel supply pump, wherein the sealed space is communicated with the suction passage by a communication hole provided in the valve seat member and the bearing. The high pressure fuel supply pump of claim 11,
The stroke limiting member, the anchor, and the adjuster are variable flow rate high pressure fuel supply pumps that are fixed to the rod on the valve side opposite to the bearing.

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