EP1767771B1 - Pompe d'alimentation en combustible à haute pression - Google Patents

Pompe d'alimentation en combustible à haute pression Download PDF

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Publication number
EP1767771B1
EP1767771B1 EP20060121057 EP06121057A EP1767771B1 EP 1767771 B1 EP1767771 B1 EP 1767771B1 EP 20060121057 EP20060121057 EP 20060121057 EP 06121057 A EP06121057 A EP 06121057A EP 1767771 B1 EP1767771 B1 EP 1767771B1
Authority
EP
European Patent Office
Prior art keywords
cam
camshaft
supply pump
fuel supply
pressure fuel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
EP20060121057
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German (de)
English (en)
Other versions
EP1767771A1 (fr
Inventor
Masashi Suzuki
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
Denso Corp
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Filing date
Publication date
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Publication of EP1767771A1 publication Critical patent/EP1767771A1/fr
Application granted granted Critical
Publication of EP1767771B1 publication Critical patent/EP1767771B1/fr
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B1/00—Multi-cylinder machines or pumps characterised by number or arrangement of cylinders
    • F04B1/04—Multi-cylinder machines or pumps characterised by number or arrangement of cylinders having cylinders in star- or fan-arrangement
    • F04B1/0404—Details or component parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/04—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by special arrangement of cylinders with respect to piston-driving shaft, e.g. arranged parallel to that shaft or swash-plate type pumps
    • F02M59/06—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by special arrangement of cylinders with respect to piston-driving shaft, e.g. arranged parallel to that shaft or swash-plate type pumps with cylinders arranged radially to driving shaft, e.g. in V or star arrangement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • F02M59/102—Mechanical drive, e.g. tappets or cams
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/16—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps characterised by having multi-stage compression of fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B1/00—Multi-cylinder machines or pumps characterised by number or arrangement of cylinders
    • F04B1/04—Multi-cylinder machines or pumps characterised by number or arrangement of cylinders having cylinders in star- or fan-arrangement
    • F04B1/0404—Details or component parts
    • F04B1/0413—Cams

Definitions

  • the present invention relates to a high-pressure fuel supply pump according to the preamble of claim 1, that pressurizes fuel by reciprocating a plunger with rotation of a cam provided on a camshaft.
  • the present invention is suitably applied to a high-pressure fuel supply pump of a common rail (high-pressure fuel accumulation pipe) fuel injection device of a diesel engine.
  • a common rail fuel injection device of a diesel engine draws fuel from a fuel tank with a feed pump and pressurizes the drawn fuel with a high-pressure fuel supply pump.
  • the fuel injection device pressure-feeds the high-pressure fuel into a common rail with the high-pressure fuel supply pump.
  • the high-pressure fuel pressure-fed into the common rail is injected into a cylinder of the engine from an injector.
  • a known high-pressure fuel supply pump is structured such that the central axis of the cam is deviated from the central axis of the camshaft as described in JP-A-2002-310039 , for example.
  • the fuel supply pump reciprocates a plunger with the use of a cam ring revolving in accordance with rotation of the cam.
  • JP-A-2002-310039 describes a technology for reducing abrasion or seizing of the cam and the cam ring by forming a concave portion on an outer peripheral wall of the cam in an area, to which a reaction force of the fuel pressure-feeding operation of the plunger is not applied, for introducing a lubricating fluid (fuel) in the cam chamber to a space between the cam and the cam ring.
  • the camshaft as a component of the high-pressure fuel supply pump has sliding faces that are provided on both sides of the cam and slide on bearing metals attached to a housing. Problems such as abrasion or seizing of the sliding faces of the camshaft can be caused by an increase in a bearing stress at the sliding faces.
  • DE 102 08 574 A shows a radial piston pump for a fuel injection device, which comprises a camshaft including a cam with its center being deviated from the rotational center of the camshaft for reciprocating a plunger in order to pressurize fuel.
  • a camshaft including a cam with its center being deviated from the rotational center of the camshaft for reciprocating a plunger in order to pressurize fuel.
  • One end of the camshaft as well as the cam is supported by a bush bearing.
  • continuous grooves are formed between the bearings and the cam and/or the camshaft.
  • a high-pressure fuel supply pump has a camshaft, a cam, a housing and a plunger.
  • the cam is provided on the camshaft such that a central axis of the cam is deviated from a central axis of the camshaft.
  • the cam rotates with the camshaft.
  • the housing is formed with a cam chamber for accommodating the camshaft and with a fuel pressurization chamber for pressurizing fuel.
  • the plunger reciprocates due to the rotation of the cam to pressurize and to pressure-feed the fuel suctioned into the fuel pressurization chamber.
  • the camshaft is rotatably held by a bearing formed in the housing at sliding faces formed on the camshaft on both sides of the cam.
  • the fuel supply pump is formed with a lubricating passage for introducing the fuel in the cam chamber into a space between at least one of the sliding faces and the bearing.
  • the lubricating passage has two ends such that one of the two ends on the cam side communicates with the cam chamber and the other one of the two end is blocked.
  • the fuel in the cam chamber as a lubricating fluid can be introduced into the space between the sliding face of the camshaft and the bearing through the lubricating passage.
  • friction between the sliding face of the camshaft and the bearing is reduced, and abrasion or seizing can be inhibited.
  • a common rail fuel injection system of a vehicular diesel engine 1 having a high-pressure fuel supply pump 4 according to a first example embodiment of the present invention is illustrated.
  • the four-cylinder engine 1 has injectors 2 mounted to respective cylinders. Each injector 2 injects fuel when the injector 2 opens.
  • the fuel is supplied from a common rail 3, which is common to the cylinders, to the injectors 2.
  • the high-pressure fuel supply pump 4 pressurizes the fuel drawn from a fuel tank 5 to high pressure and supplies the fuel to the common rail 3.
  • the common rail 3 accumulates and stores the high-pressure fuel.
  • the fuel pressure in the common rail 3 defines injection pressure of the injectors 2.
  • An electronic control unit (ECU) 6 as a controller of the high-pressure fuel supply pump 4 controls the high-pressure fuel supply pump 4 to regulate the fuel pressure in the common rail 3.
  • the ECU 6 controls various parts of the engine 1 such as the injectors 2 or the high-pressure fuel supply pump 4.
  • the ECU 6 reads in output signals of sensors attached to the various parts of the engine 1 for sensing operation states of the engine 1.
  • a pressure sensor 7 for sensing the pressure in the common rail 3 is attached to the common rail 3.
  • a rotation speed sensor 8 as a rotation cycle sensor is provided for sensing rotation of a crankshaft that outputs power of the engine 1.
  • the ECU 6 maintains suitable operation of the engine 1 by controlling the injectors 2 and the high-pressure fuel supply pump 4 based on the signals of the sensors 7, 8 and the like.
  • Fig. 2 is a longitudinal sectional view showing the high-pressure fuel supply pump 4 according to the present embodiment.
  • Fig. 3 is a sectional view showing the high-pressure fuel supply pump 4 of Fig. 2 taken along the line III-III.
  • a camshaft 11 is rotated by the engine 1.
  • the camshaft 11 is accommodated in two housings 12 made of an aluminum and cylinder blocks 20 as housings.
  • the camshaft 11 is held by bearing metals as bearings 13 provided in the two housings 12 at sliding faces 11 a such that the camshaft 11 can rotate in a sliding manner.
  • a cam 14 has a circular profile and is integrally formed with the camshaft 11. The center of the cam 14 is deviated from the rotation center of the camshaft 11.
  • the cam 14 slidably contacts a cam bush 16, which is fitted into a cam ring 15, at a cam sliding face 14a.
  • the cam 14 rotates around the rotation central axis of the camshaft 11.
  • the two sliding faces 11 a are formed on the camshaft 11 on both sides of the cam 14.
  • the cam ring 15 does not rotate but evolves around the rotation central axis of the camshaft 11 due to the rotation of the cam 14.
  • a trochoid feed pump 17 is driven by the camshaft 11.
  • the feed pump 17 draws the fuel from the fuel tank 5 and pressure-feeds the fuel to a suction metering valve (not shown).
  • the feed pump 17 is incorporated in the high-pressure fuel supply pump 4.
  • the feed pump 17 communicates with a cam chamber 27 surrounded and formed by the two housings 12 and the two cylinder blocks 20, a clearance between the two sliding faces 11 a of the camshaft 11 and the bearings 13 and a clearance between the cam sliding face 14a of the cam 14 and the cam bush 16 as a bearing.
  • These clearances are invariably filled with the fuel so that the fuel exerts a lubricating effect as a lubricating fluid.
  • An oil seal 18 prevents flowing out of the lubricating fluid supplied from the feed pump 17 to the clearance between the sliding faces 11a and the bearings 13.
  • the cam 14 and the cam ring 15 rotate and revolve in the cam chamber 27.
  • the plunger 19 reciprocates in a cylinder 20a formed in the iron cylinder block 20 defining the housing.
  • the cam ring 15 pushes up the plunger 19 through its revolving movement.
  • a fuel pressurization chamber 21 is formed in the cylinder 20a.
  • the fuel is suctioned from the feed pump 17 through the fuel metering valve and a fuel inlet passage 21 a and is pressurized in the fuel pressurization chamber 21 to high pressure through the reciprocation of the plunger 19.
  • a fuel suction valve 23 has a check valve 23a. The check valve 23a prevents a backflow of the fuel into the fuel inlet passage 21 a when the fuel is pressurized in the fuel pressurization chamber 21.
  • a fuel discharge passage 24 is connected to the fuel pressurization chamber 21.
  • a fuel discharge valve 25 is provided downstream of the fuel discharge passage 24 with respect to the fuel flow.
  • the fuel discharge valve 25 has a ball-shaped valve 25a, a tapered seat 25b, on which the valve 25a can be seated, and a spring 25c for biasing the valve 25a to the tapered seat 25b.
  • the valve 25a is normally seated on the tapered seat 25b. If the pressure of the fuel entering from the fuel discharge passage 24 becomes equal to or higher than the fuel pressure in a fuel passage 26a, the valve 25a separates from the tapered seat 25b.
  • the fuel flows through the fuel passage 26a of a connector 26 screwed to a connection hole 20b of the cylinder block 20 and flows into the common rail 3.
  • the two fuel discharge valves 23 open in turn in each half rotation of the camshaft 11.
  • a lubricating passage 11 b is formed on the sliding face 11 a of the camshaft 11 for introducing the lubricating fluid to the sliding face 11a.
  • the lubricating passage 11 b is formed on the sliding face 11 a of the camshaft 11 in an area, to which a reaction force due to the fuel pressure-feeding operation of the plunger 19 is not applied. In this area, the clearance between the sliding face 11a and the bearing metal 13 is large. Accordingly, the lubricating fluid resides in the clearance, so the lubricating fluid can be held in the sliding passage 11 b.
  • the area, to which the reaction force is not applied, will be explained in reference to Fig. 4 .
  • the cam 14 rotates in accordance with the rotation of the camshaft 11.
  • the cam function starts at a point E and ends at a rising point F as shown in Fig. 4 .
  • There is a delay area C of the fuel pressure-feeding operation due to a delay in valve closing of the fuel suction valve 23 and the like.
  • reaction force is not applied to an area A (approximately a half of the circumference of the camshaft 11) of the sliding face 11a of the camshaft 11 and an area B (approximately a half of the circumference of the cam 14) of the cam 14. Centers of the area A and the area B are slightly deviated from each other but the areas A, B approximately face each other.
  • the lubricating passage 11 b is formed in the area A of the sliding face 11 a, to which the reaction force is not applied. Since the pressure applied to the sliding face 11 a by the bearing 13 is uneven, the lubricating passage 11 b should be preferably formed at the substantially center of the area A.
  • the cam 14 rotates due to the rotation of the camshaft 11 and the cam ring 15 revolves due to the rotation of the cam 14.
  • the cam ring 15 moves in a radial direction of the camshaft 11 due to the revolution of the cam ring 15 and pushes up the plunger 19.
  • the check valve 23a of the fuel suction valve 23 closes and the fuel in the fuel pressurization chamber 21 is pressurized.
  • the pressurized fuel flows into the fuel discharge passage 24. If the pressure of the pressurized fuel exceeds the fuel pressure in the fuel passage 26a, the fuel separates the valve 25a from the tapered seat 25b and is accumulated in the common rail 3 through the fuel passage 26a.
  • the fuel accumulated in the common rail 3 is supplied to the injectors 2. If the camshaft 11 rotates further to enter an area, in which the cam 14 does not exert the cam function, the plunger 19 existing at the rising point due to the revolution of the cam ring 15 descends due to the biasing force of the spring 22 (toward the center of the camshaft 11), and the fuel is suctioned into the fuel pressurization chamber 21 through the fuel inlet passage 21 a and the check valve 23a. Thus, the cycle of one rotation of the camshaft 11 ends.
  • the high-pressure fuel supply pump 4 of the present embodiment is a two-cylinder type. Therefore, the two plungers 19 pressurize and pressure-feed the fuel in turn in each half rotation of the camshaft 11.
  • the cam 14 is formed integrally with the camshaft 11 at approximately the center of the camshaft 11.
  • the camshaft 11 rotates in a direction shown by an arrow mark in Fig. 5(b) .
  • the profile of the cam 14 is a circular shape.
  • the central axis of the cam 14 is deviated from the rotation central axis of the camshaft 11 by a predetermined distance. Therefore, the cam 14 rotates around the rotation central axis of the camshaft 11.
  • the diameters of the two sliding faces 11 a are smaller than the diameter of the cam 14.
  • Manufacturing clearance grooves 11c are formed on the camshaft 11 on both sides of the cam 14.
  • the manufacturing clearance grooves 11c are necessary for finish processing of the sliding faces 11a. Improvement (lowering) of surface roughness of the sliding faces 11a is necessary because of the function of the sliding faces 11 a. Therefore, grinding process of the sliding faces 11a is performed.
  • a grindstone as a manufacturing tool has to be moved in a range wider than the entire width of the sliding face 11 a. In such a case, the grindstone contacts the end face of the cam 14.
  • the manufacturing clearance groove 11c having a predetermined width is formed. With the manufacturing clearance groove 11c, the grinding process can be performed over the entire width of the sliding face 11a while averting the contact between the grindstone and the end face of the cam 14.
  • the lubricating fluid is introduced to the lubricating passages 11 b formed on the two sliding faces 11a to reduce the friction between the sliding faces 11a and the bearings 13. Thus, abrasion and seizing can be inhibited. Since the lubricating passages 11 b are formed on both of the sliding faces 11a, the lubricating effect is exerted over the entire width of the sliding faces 11a. Thus, the present invention can be applied to a large capacity high-pressure fuel supply pump or a multi-cylinder high-pressure fuel supply pump.
  • the lubricating passage 11 b extends at a slant with respect to the rotation central axis of the camshaft 11 as shown in Fig. 5(a) .
  • inertia due to fluctuation in the rotation speed of the camshaft 11 is applied to the lubricating fluid in the lubricating passage 11 b.
  • the rotation speed of the camshaft 11 fluctuates due to the fluctuation of the rotation speed of the engine 1.
  • the lubricating fluid is forced to flow along the slanted lubricating passages 11 b. This is a screw effect.
  • lubricating performance between the sliding faces 11a and the bearings 13 is further improved.
  • Each lubricating passage 11 b is a concave portion (groove) having a section in the shape of a cornered character C.
  • the concave portion 11b is formed through a milling process. Process for eliminating burrs is applied to the edge between the concave portion 11b and the sliding face 11 a. An end of the concave portion 11 b opens into and communicates with the manufacturing clearance groove 11c. The other end is blocked. It is because the state in which the circumference of the camshaft 11 is hermetically blocked by the oil seal 18 cannot be maintained if the other end is also opened.
  • the lubricating passages 11 b are formed in the shape of the concave portions on the sliding faces 11a of the camshaft 11, the lubricating fluid can be surely held in the concave portions 11b. Thus, the friction can be further reduced. Since the ends of the concave portions 11 b open into and communicate with the manufacturing clearance grooves 11c, the lubricating fluid smoothly flows into the concave portions 11 b through the manufacturing clearance grooves 11 c. Thus, the friction can be further reduced.
  • a camshaft 11 according to a second example embodiment of the present invention is shown in Fig. 6 .
  • the camshaft 11 of the second example embodiment is formed with two concave portions 11 b extending along the same slant direction like the first example embodiment. Since the two concave portions 11 b are set at the same slant direction, the machining process of the two concave portions 11 b can be performed by moving the camshaft 11, which is placed as a processed object of the machining process, in only one direction perpendicular to the slant direction of the concave portions 11 b.
  • the first and second example embodiments can shorten the processing time and reduce the manufacturing cost.
  • the slant direction of the concave portions 11 b of the second example embodiment shown in Fig. 6 is different from that of the first example embodiment shown in Fig. 5 .
  • the concave portions 11 b extend diagonally right down in Fig. 5(a) .
  • the concave portions 11 b extend diagonally right up in Fig. 6(a) .
  • the direction of the slant is arbitrarily chosen in accordance with restrictions of the facility for performing the machining process of the concave portions 11 b.
  • Fig. 7 shows a camshaft 11 according to a third example embodiment of the present invention
  • Fig. 8 shows a camshaft 11 according to a fourth example embodiment of the present invention
  • the camshaft 11 of the third or fourth example embodiment is formed with two concave portions 11 b extending in opposite directions substantially symmetrically across the cam 14. Since the slant dictions of the two concave portions 11 b are set symmetrically across the cam 14, the ends of the concave portions 11 b can be opened on the same horizontal line at two positions distant from the central line of the camshaft 11 by a predetermined distance into the manufacturing clearance grooves 11c as shown in Fig. 7(a) or 8(a) . Thus, the lubrication of the sliding faces 11a at the two positions can be performed in the same state.
  • the slant directions (positional relationship) of the concave portions 11 b of the third example embodiment shown in Fig. 7 are different from those of the fourth example embodiment shown in Fig. 8 .
  • the slant directions may be chosen arbitrarily in accordance with the restrictions of the facility for performing the machining process of the concave portions 11 b like the first and second example embodiments.
  • Figs. 9 to 12 show camshafts 11 according to fifth to eight example embodiments of the present invention respectively.
  • the camshaft 11 of each one of the fifth to eighth example embodiments is formed with a concave portion 11 b on either one of two sliding faces 11 a.
  • a common structure of the camshaft 11 is the same as that of each one of the first to fourth example embodiments.
  • a sufficient lubricating effect can be obtained even though the concave portion 11 b is formed at only one position of the sliding face 11a depending on, e.g., a capacity or the number of the cylinder(s) of the high-pressure fuel supply pump.
  • the number of the groove(s) may be arbitrarily selected in accordance with the capacity or the number of the cylinder(s) of the high-pressure fuel supply pump.
  • the camshaft 11 of the fifth example embodiment shown in Fig. 9 or the sixth example embodiment shown in Fig. 10 is formed with the concave portion 11 b on the sliding face 11a on the left hand in Fig. 9(a) or 10(a) .
  • An end of the concave portion 11 b opens into the manufacturing clearance groove 11c, and the other end is blocked for the same reason as in the first to fourth example embodiments.
  • the slant direction (positional relationship) of the concave portion 11 b is different between the fifth and sixth example embodiments shown in Figs. 9 and 10 .
  • the slant direction of the concave portion 11 b may be arbitrarily selected in accordance with the restrictions of the facility for performing the machining process of the concave portion 11 b as in the first and second example embodiments.
  • the camshaft 11 according to the seventh example embodiment shown in Fig. 11 or the eighth example embodiment shown in Fig. 12 is formed with the concave portion 11b on the sliding face 11a on the right hand in Fig. 11(a) or 12(a) having the smallest diameter.
  • the concave portion 11 b formed on the sliding face 11a which has the smallest diameter and receives large bearing stress, is effective in inhibition of the abrasion and seizing.
  • An end of the concave portion 11 b opens into the manufacturing clearance groove 11c, and the other end is blocked for the same reason as the first to fourth example embodiments.
  • the slant direction of the concave portion 11 b differs between the seventh and eighth example embodiments.
  • the slant direction may be arbitrarily selected in accordance with the restrictions of the facility for performing the machining process of the concave portion 11 b.
  • Figs. 13 , 14 and 15 show the camshafts 11 of the ninth, tenth and eleventh example embodiments of the present invention respectively.
  • a common structure of the camshaft 11 is similar to that of the camshaft 11 according to each one of the first to fourth example embodiments.
  • a chamfer 11b as a concave portion is formed by partly cutting the outer periphery of at least one of the sliding faces 11a along a horizontal direction.
  • at least one lubricating passage is formed on the camshaft 11 as shown in Fig. 13 , 14 or 15 .
  • the lubricating passage extends along the rotation central axis of the camshaft 11.
  • An end of the chamfer 11 b opens into the manufacturing clearance groove 11c and the other end is blocked.
  • the chamfer 11b is formed by the milling process or cutting process. Process for eliminating burrs is applied to an edge between the chamfer 11 b and the sliding face 11a.
  • the chamfer 11 b is formed through simple process for chamfering a part of the outer periphery of the sliding face 11a. Accordingly, the machining process is easy and the manufacturing cost can be reduced compared to the process for forming the concave portion such as the groove. Since the end of the chamfer 11 b opens into and communicates with the manufacturing clearance groove 11c, the lubricating fluid smoothly flows into the chamfer 11 b through the manufacturing clearance groove 11c. Thus, the friction can be further reduced.
  • the chamfers 11 b are formed on both of the sliding faces 11a on both sides of the cam 14. Since the chamfers 11 b are formed on both of the sliding faces 11a, the lubricating effect can be exerted throughout the entire width of the sliding faces 11 a.
  • the present invention can be applied to the large capacity high-pressure fuel supply pump or the multi-cylinder high-pressure fuel supply pump.
  • the chamfer 11 b is formed only on the sliding face 11 on the left hand of Fig. 14(a) .
  • the chamfer 11 b is formed only on the sliding face 11 a on the right hand of Fig. 15(a) .
  • Even only one chamfer 11 b can exert a sufficient lubricating effect, depending on the capacity or the number of the cylinder(s) of the high-pressure fuel supply pump.
  • the number of the chamfer(s) may be selected in accordance with the capacity or the number of the cylinder(s) of the high-pressure fuel supply pump.
  • the chamfer 11 b formed on the sliding face 11 a on the right hand of Fig. 15(a) is effective in the inhibition of the abrasion and seizing of the sliding face 11 a, which has the smallest diameter and receives the large bearing stress.
  • Figs. 16 , 17 and 18 show the camshafts 11 according to the twelfth, thirteenth and fourteenth example embodiments of the present invention respectively.
  • the camshaft 11 according to the twelfth, thirteenth or fourteenth example embodiment is formed with a lubricating passage on the sliding face 14a of the cam 14 sliding on the bush 16 in the area, to which the reaction force of the fuel pressure-feeding operation is not applied, in addition to the lubricating passage 11 b formed on the camshaft 11 according to the first example embodiment shown in Fig. 5 .
  • the area, to which the reaction force of the fuel pressure-feeding operation of the cam 14 is not applied, is the area B shown in Fig. 4 .
  • the common structure of the camshaft 11 is the same as the camshaft 11 of each one of the above-described embodiments.
  • the present invention can be applied to a large capacity multi-cylinder high-pressure fuel supply pump.
  • the camshaft 11 according to the twelfth example embodiment shown in Fig. 16 is formed with a chamfer 14b as a lubricating passage on the sliding face 14a of the cam 14 sliding on the cam bush 16.
  • the chamfer 14b extends along the rotation axis of the cam 14 and opens on both ends of the cam 14.
  • the machining process of the chamfer 14b is the same as that of the ninth, tenth or eleventh embodiment shown in Fig. 13 , 14 or 15 .
  • the camshaft 11 according to the thirteenth or fourteenth example embodiment shown in Fig. 17 or 18 is formed with a concave portion 14b as a lubricating passage on the sliding face 14a of the cam 14 sliding on the cam bush 16.
  • the concave portion 14b is formed at a slant with respect to the rotation axis of the cam 14 and opens at the both ends of the cam 14.
  • the machining process of the concave portion 14b is the same as that of the first to fourth example embodiments shown in Figs. 5 to 8 .
  • the slant direction (positional relationship) of the concave portion 14b differs between the thirteenth and fourteenth example embodiments shown in Figs. 17 and 18 .
  • the slant direction may be arbitrarily selected in accordance with the restrictions of the facility for performing the machining process of the concave portion 14b.
  • Figs. 19 , 20 and 21 show the camshafts 11 according to fifteenth, sixteenth and seventeenth example embodiments of the present invention respectively.
  • the camshaft 11 of the fifteenth, sixteenth or seventeenth example embodiments is formed with a lubricating passage on the sliding face 14a of the cam 14 sliding on the cam bush 16 in an area, to which the reaction force of the fuel pressure-feeding operation is not applied, in addition to the lubricating passage 11 b formed on the camshaft 11 according to the ninth example embodiment shown in Fig. 13 .
  • the area, to which the reaction force of the fuel pressure-feeding operation of the cam 14 is not applied, is the area B shown in Fig. 4 .
  • the common structure of the camshaft 11 is the same as that of each one of the above-described embodiments.
  • the lubrication of all the sliding faces 11 a, 14a of the camshaft 11 is improved by forming the lubricating passages 11 b, 14b on the sliding face 11 a of the camshaft 11 and the sliding face 14a of the cam 14. Therefore, the present invention can be applied to a large capacity multi-cylinder high-pressure fuel supply pump.
  • the camshaft 11 according to the fifteenth example embodiment shown in Fig. 19 is formed with a chamfer 14b as a lubricating passage on the sliding face 14a of the cam 14 sliding on the cam bush 16.
  • the chamfer 14b extends along the rotation central axis of the cam 14 and opens at both ends of the cam 14.
  • the machining process of the chamfer 14b is similar to that of the ninth, tenth or eleventh embodiment shown in Fig. 13 , 14 or 15 .
  • the camshaft 11 according to the sixteenth or seventeenth example embodiment shown in Fig. 20 or 21 is formed with the concave portion 14b as the lubricating passage on the sliding face 14a of the cam 14 sliding on the bush 16.
  • the concave portion 14b is formed at a slant with respect to the rotation central axis of the cam 14 and opens at the both ends of the cam 14.
  • the machining process of the concave portion 14b is similar to that of the first to fourth example embodiments shown in Figs. 5 to 8 .
  • the slant direction of the concave portion 14b is different between the sixteenth and seventeenth example embodiments shown in Figs. 20 and 21 .
  • the slant direction may be arbitrarily selected in accordance with the restrictions of the facility for performing the machining process of the concave portion 14b.
  • the lubricating passage is formed on the sliding face of the camshaft or the sliding face of the cam.
  • the lubricating passage may be formed on the bearing of the housing, more preferably, on the bearing in the area, to which the reaction force of the fuel pressure-feeding operation of the plunger is not applied. Even in this case, similar effects are obtained.
  • the present invention is applied to the high-pressure fuel supply pump used in the common rail fuel injection device of the vehicular diesel engine.
  • the present invention may be applied to a high-pressure fuel supply pump used in a fuel injection device of a gasoline engine or a high-pressure fuel supply pump used in a device other than the vehicle.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Details Of Reciprocating Pumps (AREA)
  • Reciprocating Pumps (AREA)

Claims (18)

  1. Pompe (4) d'alimentation en carburant à haute pression, comprenant :
    un arbre à cames (11) ;
    une came (14) qui est disposée sur l'arbre à cames (11) de façon qu'un axe central de la came (14) soit décalé par rapport à un axe central de l'arbre à cames (11), et qui tourne avec l'arbre à cames (11) ;
    un carter (12, 20) pourvu d'une chambre (27) de came servant à recevoir l'arbre à cames (11) et d'une chambre (21) de mise sous pression de carburant pour mettre sous pression le carburant ; et
    un piston (19) qui va et vient du fait de la rotation de la came (14) pour mettre sous pression et pour fournir sous pression le carburant aspiré dans la chambre (21) de mise sous pression de carburant,
    dans laquelle
    l'arbre à cames (11) est tenu de manière à pouvoir tourner par un palier (13) disposé dans le carter sur des faces de coulissement (11a) définies par des surfaces périphériques extérieures de l'arbre à cames (11) de part et d'autre de la came (14), et
    la pompe d'alimentation (4) en carburant à haute pression est pourvue d'un premier passage de lubrification (11b) servant à introduire le carburant, présent dans la chambre (27) de came, dans un espace entre au moins une des faces de coulissement (11a) et le palier (13)
    caractérisée en ce que
    le premier passage de lubrification (11b) a deux extrémités de telle manière qu'une des deux extrémités, du côté de la came (14) communique avec la chambre (27) de came et que l'autre des deux extrémités soit obturée.
  2. Pompe d'alimentation (4) en carburant à haute pression selon la revendication 1, dans laquelle le premier passage de lubrification (11b) est formé sur au moins une des faces de coulissement (11a) de l'arbre à cames (11).
  3. Pompe d'alimentation (4) en carburant à haute pression selon la revendication 1 ou 2, dans laquelle le premier passage de lubrification (11b) s'étend dans une direction inclinée par rapport à un axe central de rotation de l'arbre à cames (11).
  4. Pompe d'alimentation (4) en carburant à haute pression selon l'une quelconque des revendications 1 à 3, dans laquelle le premier passage de lubrification (11b) est créé en formant une partie concave sur la face de coulissement (11a) de l'arbre à cames (11).
  5. Pompe d'alimentation (4) en carburant à haute pression selon la revendication 1 ou 2, dans laquelle le premier passage de lubrification (11b) est créé en formant un chanfrein sur la face de coulissement (11a) de l'arbre à cames (11).
  6. Pompe d'alimentation (4) en carburant à haute pression selon l'une quelconque des revendications 1 à 3, dans laquelle le premier passage de lubrification (11b) est créé en formant une gorge sur la face de coulissement (11a) de l'arbre à cames (11).
  7. Pompe d'alimentation (4) en carburant à haute pression selon l'une quelconque des revendications 1 à 6, dans laquelle le premier passage de lubrification (11b) débouche dans l'une des gorges (11c) de jeu de fabrication formées sur l'arbre à cames (11) de part et d'autre de la came (14).
  8. Pompe d'alimentation (4) en carburant à haute pression selon la revendication 1, dans laquelle le premier passage de lubrification (11b) est formé sur une surface périphérique intérieure du palier (13).
  9. Pompe d'alimentation (4) en carburant à haute pression selon l'une quelconque des revendications 1 à 8, dans laquelle le premier passage de lubrification (11b) est formé dans une zone à laquelle n'est pas appliquée une force de réaction de la manoeuvre de fourniture de carburant sous pression du piston (19).
  10. Pompe d'alimentation (4) en carburant à haute pression selon l'une quelconque des revendications 1 à 9, dans laquelle la came (14) est pourvue d'un second passage de lubrification (14b) sur une face de coulissement (14a) de came définie par une surface périphérique extérieure de la came (14) pour introduire le carburant, présent dans la chambre (27) de came, dans un espace entre la face de coulissement (14a) de came et un élément intermédiaire (16), au moyen duquel la came (14) applique une force au piston (19).
  11. Pompe d'alimentation (4) en carburant à haute pression selon la revendication 10, dans laquelle le second passage de lubrification (14b) s'étend dans une direction inclinée par rapport à un axe central de rotation de la came (14).
  12. Pompe d'alimentation (4) en carburant à haute pression selon la revendication 10 ou 11, dans laquelle le second passage de lubrification (14b) est créé en formant une partie concave sur la face de coulissement (14a) de la came (14).
  13. Pompe d'alimentation (4) en carburant à haute pression selon la revendication 10, dans laquelle le second passage de lubrification (14b) est créé en formant un chanfrein sur la face de coulissement (14a) de la came (14).
  14. Pompe d'alimentation (4) en carburant à haute pression selon la revendication 10 ou 11, dans laquelle le second passage de lubrification (14b) est créé en formant une gorge sur la face de coulissement (14a) de la came (14).
  15. Pompe d'alimentation (4) en carburant à haute pression selon l'une quelconque des revendications 10 à 14, dans laquelle
    le second passage de lubrification (14b) débouche dans les gorges (11c) de jeu de fabrication.
  16. Pompe d'alimentation (4) en carburant à haute pression selon l'une quelconque des revendications 10 à 15, dans laquelle le second passage de lubrification (14b) est formé dans une zone à laquelle n'est pas appliquée une force de réaction d'opération de fourniture de carburant sous pression du plongeur (19).
  17. Pompe d'alimentation (4) en carburant à haute pression selon l'une quelconque des revendications 1 à 16, dans laquelle la première des deux extrémités du passage de lubrification (11b) débouche dans l'une des gorges (11c) de jeu de fabrication formées sur l'arbre à cames (11) de part et d'autre de la came (14).
  18. Dispositif d'injection de carburant à rampe commune pour moteur diesel (1), comprenant une rampe commune et la pompe d'alimentation (4) en carburant à haute pression selon l'une quelconque des revendications 1 à 17, dans lequel la pompe d'alimentation (4) en carburant à haute pression fournit le carburant à haute pression à la rampe commune (3).
EP20060121057 2005-09-22 2006-09-21 Pompe d'alimentation en combustible à haute pression Expired - Fee Related EP1767771B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2005276162A JP4428327B2 (ja) 2005-09-22 2005-09-22 高圧燃料供給ポンプ

Publications (2)

Publication Number Publication Date
EP1767771A1 EP1767771A1 (fr) 2007-03-28
EP1767771B1 true EP1767771B1 (fr) 2008-07-02

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EP (1) EP1767771B1 (fr)
JP (1) JP4428327B2 (fr)
DE (1) DE602006001615D1 (fr)

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US12012917B2 (en) 2020-09-24 2024-06-18 Cummins Inc. Pump housing with relief cut for lobe clearance

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DE102007050808A1 (de) * 2007-10-24 2009-04-30 Robert Bosch Gmbh Hochdruckkraftstoffpumpe
ITMI20072259A1 (it) * 2007-11-30 2009-06-01 Bosch Gmbh Robert Pompa di alta pressione
DE102008017222A1 (de) * 2008-04-04 2009-10-08 Continental Automotive Gmbh Pumpenanordnung zur Förderung eines Fluids
JP5288267B2 (ja) * 2009-03-25 2013-09-11 株式会社デンソー 燃料噴射ポンプ
DE102011079781A1 (de) * 2011-07-26 2013-01-31 Continental Automotive Gmbh Welle und Hochdruckpumpe
CN103047100A (zh) * 2013-01-10 2013-04-17 无锡开普机械有限公司 具有凸轮轴轴套的转子泵
JP6148637B2 (ja) * 2014-04-07 2017-06-14 株式会社丸山製作所 往復動ポンプ
CN104307830B (zh) * 2014-09-29 2016-06-01 温岭市九洲电机制造有限公司 一种清洗机
GB201515435D0 (en) * 2015-09-01 2015-10-14 Delphi Int Operations Lux Srl High pressure fuel pump
CN108457853B (zh) * 2018-04-10 2019-08-20 中国北方发动机研究所(天津) 一种高压泵柱塞自增压润滑结构
DE112022003182T5 (de) * 2021-09-03 2024-04-25 Cummins Inc. Nockenwelle mit profilierten Zapfen zur Verwendung mit einer Kraftstoffpumpe

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JP3852756B2 (ja) * 2001-02-07 2006-12-06 株式会社デンソー 燃料噴射ポンプ
DE10208574A1 (de) * 2001-12-01 2003-06-12 Bosch Gmbh Robert Radialkolbenpumpe
JP3852753B2 (ja) * 2001-12-04 2006-12-06 株式会社デンソー 燃料噴射ポンプ
DE10247645A1 (de) * 2002-10-11 2004-04-22 Robert Bosch Gmbh Radialkolbenpumpe zur Kraftstoffhochdruckversorgung
AT7501U1 (de) * 2003-08-08 2005-04-25 Verdichter Oe Ges M B H Kolbenbolzenlager

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Publication number Priority date Publication date Assignee Title
US12012917B2 (en) 2020-09-24 2024-06-18 Cummins Inc. Pump housing with relief cut for lobe clearance

Also Published As

Publication number Publication date
JP2007085270A (ja) 2007-04-05
EP1767771A1 (fr) 2007-03-28
DE602006001615D1 (de) 2008-08-14
JP4428327B2 (ja) 2010-03-10

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