JP3815324B2 - Fuel pressurizing pump for internal combustion engines - Google Patents

Fuel pressurizing pump for internal combustion engines Download PDF

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Publication number
JP3815324B2
JP3815324B2 JP2001400183A JP2001400183A JP3815324B2 JP 3815324 B2 JP3815324 B2 JP 3815324B2 JP 2001400183 A JP2001400183 A JP 2001400183A JP 2001400183 A JP2001400183 A JP 2001400183A JP 3815324 B2 JP3815324 B2 JP 3815324B2
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fuel
cylinder
plunger
seal member
pressure
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JP2003201934A (en
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直樹 山本
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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Priority to JP2001400183A priority Critical patent/JP3815324B2/en
Priority to EP20020026932 priority patent/EP1323919B1/en
Priority to DE60234240T priority patent/DE60234240D1/en
Publication of JP2003201934A publication Critical patent/JP2003201934A/en
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    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/0265—Pumps feeding common rails
    • 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
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • 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
    • F02M59/442—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 means preventing fuel leakage around pump plunger, e.g. fluid barriers
    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • 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
    • F04B53/00—Component parts, details or accessories not provided for in, or of interest apart from, groups F04B1/00 - F04B23/00 or F04B39/00 - F04B47/00
    • F04B53/04—Draining
    • 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
    • F04B53/00—Component parts, details or accessories not provided for in, or of interest apart from, groups F04B1/00 - F04B23/00 or F04B39/00 - F04B47/00
    • F04B53/16—Casings; Cylinders; Cylinder liners or heads; Fluid connections
    • F04B53/162—Adaptations of cylinders
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/31—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements
    • F02M2200/315—Fuel-injection apparatus having hydraulic pressure fluctuations damping elements for damping fuel pressure fluctuations
    • 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

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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)

Description

【０００１】
【発明の属する技術分野】
本発明は、内燃機関の燃料加圧ポンプに関し、特に、燃料加圧ポンプ内に設けられ、燃料の漏洩を防止するシール部材の耐久性を向上させる技術に関する。
【０００２】
【従来の技術】
筒内に燃料を直接噴射する筒内直噴式内燃機関においては、燃料ポンプにより燃料タンクから燃料噴射弁（インジェクタ）に圧送される燃料の圧力を十分に高い圧力（例えば、５〜１５ＭＰａ）まで加圧する必要があるため、カムシャフトに連結された機械式の燃料加圧ポンプを併用するものが知られている。かかる燃料加圧ポンプは、機関の吸・排気弁用のカムシャフトに追加されたポンプ駆動用カムによってシリンダ内でプランジャを往復動作させ、シリンダ端部に形成される加圧室の容積を変化させることにより燃料を加圧するのである。
【０００３】
この種の燃料加圧ポンプを備えた燃料供給装置は、燃料の漏洩を防止するためのシール部材と余剰燃料を燃料タンクへ戻すリターン通路を有しており、また、前記シール部材がポンプ吐出行程中の圧力変動の影響を直接受けないように、シール部材近傍に形成される燃料溜り部と前記リターン通路とを連通させて加圧室からの圧力を逃がすようにしている。
【０００４】
一方、前記リターン通路を廃止したいわゆるリターンレス式の燃料供給装置も従来から提案されている（特開２０００−１１０６８５号公報参照）。
【０００５】
【発明が解決しようとする課題】
しかし、このようなリターンレス式の燃料供給装置においては、リターン通路を介して圧力を逃がす（開放する）ことができないため、ポンプ吐出行程中の圧力変動の影響をシール部材が直接受けることになり、シール部材の耐久性が著しく低下してしまうという問題がある。
【０００６】
また、前記シール部材近傍に形成される燃料溜り部に燃料が循環せずに常時滞留することになるため、機関からの熱やプランジャの往復動に伴う摺動発熱によって燃料温度が上昇し、シール部における潤滑液膜厚さが小さくなってしまいシール部材の摩耗、熱劣化が加速するという問題もある。
そこで、本発明はこのような問題に着目してなされたものであり、リターンレス式の燃料供給装置においても、シール部材の耐久性を確保して燃料の漏洩を確実に防止できる内燃機関の燃料加圧ポンプを提供することを目的とする。
【０００７】
【課題を解決するための手段】
上記目的を達成するため、本発明に係る内燃機関の燃料加圧ポンプは、シリンダと、該シリンダに摺動可能に嵌合され、その往復動によって前記シリンダの一端部に形成される加圧室内の燃料を加圧するプランジャと、前記加圧室に燃料を供給する燃料供給通路と、前記シリンダと前記プランジャとが摺動する摺動部外の位置で、シリンダ内周面とプランジャの外周面との間をシールするシール部材と、前記シリンダ、前記プランジャ及び前記シール部材によって形成される燃料溜り部と、該燃料溜り部と前記燃料供給通路とを連通する連通路と、前記シリンダと前記プランジャとが摺動する摺動部に、前記シリンダと前記プランジャとの嵌合隙間よりも部分的に大きな隙間を形成する第２の燃料溜り部と、該第２の燃料溜り部と前記燃料供給通路とを連通する第２の連通路と、を備え、前記燃料溜り部と前記第２の燃料溜り部は、前記加圧室から離れるほどその容積が大きくなるよう形成されることを特徴とする。
【０００８】
ここで、前記第２の燃料溜り部を前記シリンダの軸方向に複数備えるように構成してもよい。
【０００９】
また、前記燃料溜り部が、前記シール部材の外径よりも大きな外径を有するよう形成されるようにしてもよい。
【００１０】
【発明の効果】
本発明に係る内燃機関の燃料加圧ポンプによれば、シール部材に対して加圧室側に形成される燃料溜り部と、これと燃料供給通路を連通する連通路を備えるので、リターン通路を有さない燃料加圧ポンプにおいても、ポンプ吐出行程に発生する圧力を燃料供給通路に開放することができ、シール部材に伝達される燃料圧力の変動を抑制できる。これにより、シール部材の耐久性を効果的に向上させることができ、より長い期間に亘ってシール性を維持できる。
【００１１】
また、前記燃料溜り部の燃料が前記燃料供給通路を介して循環するため、燃料溜り部に燃料が滞留するような事態を回避でき、燃料溜り部（すなわち、シール部材近傍）の燃料の温度上昇によって生じるシール部材の熱劣化や異常な摩耗を防止できる。
更に、シリンダとプランジャとが摺動する摺動部に、シリンダとプランジャとの嵌合隙間よりも部分的に大きな隙間を形成する第２の燃料溜り部と、これと燃料供給通路を連通する第２の連通路を備えるので、前記燃料溜り部に加えて、かかる第２の燃料溜り部を介しても、発生した圧力を燃料供給通路に開放できるので、前記シール部材への燃圧変動の伝達をより効果的に抑制できる。
そして、特に、前記燃料溜り部と前記第２の燃料溜り部は、機関に近い側の加圧室から離れるほどその容積が大きく形成されるので、機関からシール部材へと伝達される熱の冷却効果を向上させることができ、シール部材への機関からの熱伝達を更に効果的に抑制できる。
【００１２】
ここで、請求項２に係る発明のように、前記第２の燃料溜り部をシリンダ軸方向に複数備えるようにすれば、各燃料溜り部において、発生した圧力を燃料供給通路に開放できるので、前記シール部材への燃圧変動の伝達を更に効果的に抑制できる。また、燃料加圧ポンプが機関のシリンダヘッドに取り付けられる場合においては、該シリンダヘッドからの熱がポンプボディ（ポンプハウジング）を介してシール部材へと伝達されることになるが、その熱伝達経路となるポンプボディと燃料とが接触する面積を増大させることになり、シール部材への機関からの熱伝達についても効果的に抑制できる。
【００１３】
また、請求項３に係る発明によれば、前記燃料溜り部が前記シール部材の外径よりも大きな外径を有するよう形成されるので、シリンダとプランジャとの摺動部長さを可能な限り確保してプランジャ倒れを防止すると共に、燃料溜り部の容積を増加させて前記シール部材への燃料圧力変動の低減効果（ダンピング効果）及び機関側から伝達される熱の冷却効果をより効果的に発揮できる。
【００１４】
【発明の実施の形態】
以下、本発明の実施の形態を添付図面に基づいて説明する。
図１は、本発明の一実施形態を示す内燃機関の燃料供給装置の概略構成図である。図に示すように、この燃料供給装置１は、燃料タンク２と、低圧燃料ポンプユニット３と、燃料加圧ポンプ４と、インジェクタ５と、エンジンコントロールユニット（ＥＣＵ）６と、を備えて構成される。なお、低圧燃料ポンプユニット３と燃料加圧ポンプ４とは低圧燃料通路７により接続されており、燃料加圧ポンプ４とインジェクタ５とは高圧燃料通路８により接続されている。
【００１５】
前記低圧燃料ポンプユニット３は、燃料タンク２内に設置され、フィードポンプ３１と、燃料フィルタ３２と、低圧プレッシャーレギュレータ３３と、を含んで構成されている。
フィードポンプ３１は燃料タンク２内の燃料を吐出し、燃料フィルタ３２はフィードポンプ３１により吐出された燃料をろ過する。また、低圧プレッシャーレギュレータ３３は低圧燃料通路７にバイパスして設けられており、燃料の圧力を一定の低圧に調整する。
【００１６】
前記燃料加圧ポンプ４は、図１、２に示すように、ポンプ本体４１と、電磁制御弁４２と、吐出チェック弁４３と、を含んで構成されている。
ポンプ本体４１は、機関（エンジン）のシリンダヘッド等に取り付けられるポンプハウジング４４を有しており、該ポンプハウジング４４には、円筒状のシリンダ４４１が形成されている。
【００１７】
このシリンダ４４１には、円柱状のプランジャ４５が摺動可能に嵌合されており、シリンダ４４１の上部（図で見て上側）の閉塞端の内壁面と該プランジャ４５の頂面４５ａとによって加圧室４４２が画成される。前記プランジャ４５に接続するタペット４６は、リターンスプリング４７によって、ポンプ駆動用カム９ａが形成された機関の吸・排気弁駆動用のカムシャフト９側に常時付勢されており、該カムシャフト９が回転することにより、プランジャ４５が矢印方向（Ｙ−Ｙ'）に往復動して加圧室４４２内の燃料を加圧する。
【００１８】
また、前記ポンプハウジング４４には、前記低圧燃料通路７に接続する燃料供給通路４４３と前記高圧燃料通路８に接続する燃料吐出通路４４４とが形成されており、該燃料供給通路４４３及び燃料吐出通路４４は、それぞれ連通部４４５、４４６により前記加圧室４４２に連通している。
前記燃料供給通路４４３と加圧室４４２とを連通する連通部４４５は、前記電磁制御弁４２により開閉される。すなわち、リターンスプリング４２３の付勢力により弁体４２１が着座している閉弁状態からソレノイド４２２に通電することにより弁体４２１を前記付勢力に抗して移動させて開弁状態とする。
【００１９】
また、前記燃料吐出通路４４４内には、該燃料吐出通路４４４と加圧室４４２とを連通する連通部４４６を開閉する吐出チェック弁４３が設けられており、前記加圧室４４２内の燃圧が前記高圧燃料通路８内の燃圧よりも高くなったときに開弁状態となる。
更に、前記シリンダ４４１の開放端側、すなわち、前記加圧室４４２と反対側には、該シリンダ４４１よりも大きな径を有し、かつ、シリンダ４４１と同軸の補助シリンダ４４７が連続して形成されており、この補助シリンダ４４７内にはシール部材４８が配設されている（なお、前記シリンダ４４１と補助シリンダ４４７とを併せて、単にシリンダと表現する場合もある）。
【００２０】
前記シール部材４８は、例えば、ゴム製のシールリップ４８ａと該シールリップ４８ａが取り付けられる支持部材４８ｂとからなり、支持部材４８ｂを前記補助シリンダ４４７の内周面に対して固定し、シールリップ４８ａを前記プランジャ４５の外周面に圧接させることにより、シリンダ内周面（補助シリンダ４４７の内周面）とプランジャ４５の外周面との間をシールし、該シール部材４８よりも加圧室４４２側からの燃料の漏洩を防止すると共に、カムシャフト９側からの潤滑油のシリンダ４４１内への浸入を防止している。そして、図に示すように、前記シリンダ４４１、プランジャ４５及びシール部材４８によって燃料溜り部４４８が形成される。
【００２１】
また、前記シリンダ４４１とプランジャ４５が摺動する摺動部には、シリンダ４４１とプランジャ４５の嵌合隙間よりも部分的に大きな隙間を有するように第２の燃料溜り部４４９が形成されている。なお、かかる第２の燃料溜り部４４９は、図３（ａ）に示すように、シリンダ４４１側に設けた溝部４４１ａとプランジャ４５の外周面によって形成するよう構成してもよく、図３（ｂ）に示すように、プランジャ４５側に設けた溝部４５ａとシリンダ４４１の内周壁によって形成するよう構成してもよい。更に、図３（ｃ）に示すように、シリンダ４４１、プランジャ４５双方に設けた溝部４４１ａ、４５ａによって形成するよう構成してもよい。
【００２２】
そして、本実施形態の特徴的な構成として、前記ポンプハウジング４４には、前記燃料溜り部４４８と燃料供給通路４４３とを連通する第１の連通路４５０及び前記第２の燃料溜り部４４９と燃料供給通路４４３とを連通する第２の連通路４５１が形成されている。
前記インジェクタ５は、機関の各気筒に設けられており、所定の噴射タイミングで送信されるパルス信号に応じて開弁制御され、燃圧調整された燃料を各気筒の燃焼室内に噴射供給する。なお、噴射されずに残った余剰燃料は、リリーフ通路１０、リリーフバルブ１１を介して燃料タンク２に戻される。
【００２３】
前記エンジンコントロールユニット６は、前記高圧燃料通路８に設けられた燃圧センサ１３を含む各種センサからの入力信号に基づく所定の演算処理により燃料噴射制御等の各種制御を実行する。従って、前記フィードポンプ３１、電磁制御弁４２、インジェクタ５は、エンジンコントロールユニット６からの制御信号によって駆動される。
【００２４】
次に、以上のように構成された燃料供給装置の動作について説明する。
燃料タンク２内の燃料は、前記低圧燃料ポンプユニット３より低圧に調整されて低圧燃料通路７に送り出される。
前記カムシャフト９のプロフィールによりプランジャ４５が下降（矢印Ｙ'方向）する吸入行程では、前記電磁制御弁４２が開弁するように制御され、前記燃料供給通路４４３を介して加圧室４４２内に低圧燃料が送り込まれる。このとき、加圧室４４２内に送り込まれる燃圧よりも前記高圧燃料通路８内の燃圧の方が高いため、吐出チェック弁４３は閉弁状態となる。
【００２５】
一方、プランジャ４５が上昇（矢印Ｙ方向）する吐出行程では、前記電磁制御弁４２が閉弁するように制御される（すなわち、電磁制御弁４２のソレノイド４２２への通電を停止する）。なお、電磁制御弁４２の開弁時期を調節することにより燃料加圧ポンプ４から吐出される燃料の量を調整する。
そして、電磁制御弁４２が閉弁した後は、プランジャ４５の上昇に伴い加圧室４４２内の燃料が加圧されるため、吐出チェック弁４３が開弁して高圧燃料が吐出され、高圧燃料通路８を介してインジェクタ５に送られる。
【００２６】
かかる吐出行程において、前記加圧室４４２内で発生する圧力（波）は、図４に示すように、シリンダ４４１とプランジャ４５との嵌合隙間で形成されるオリフィスを通って、減衰されながらシール部材４８まで伝達される。なお、図４において、燃料供給通路４４３（入口部）の燃圧がＰ１、加圧室４４２内の燃圧がＰ２、第２の燃料溜り部４４９よりも加圧室４４２側のシリンダ４４１とプランジャ４５との摺動部（嵌合隙間内）の燃圧がＰ３、第２の燃料溜り部４４９よりもカムシャフト９側のシリンダ４４１とプランジャ４５との摺動部（嵌合隙間内）の燃圧がＰ４、燃料溜り部４４８内の燃圧がＰ５である。
【００２７】
ここで、本実施形態においては、上述したように、燃料溜り部４４８と燃料供給通路４４３とを連通する第１の連通路４５０を備えるので、加圧室４４２内で発生した圧力波が（低圧の）燃料供給通路４４３へと開放され、かかる第１の連通路４５０を備えずに燃料溜り部４４８が閉塞端となっている場合（Ｐ４→Ｐ５'）に比べ、圧力低減効果が大きい（Ｐ４→Ｐ５）。
【００２８】
これにより、加圧室４２２内で発生する圧力変動のシール部材４８への影響を効果的に抑制することができ、シール部材４８の耐久性を向上させることができる。
なお、前記燃料溜り部４４８の容積を大きくすることで、ダンピング効果によって更に大きな圧力低減効果を得ることが可能となる。この場合は、図５に示すように、燃料溜り部４４８の径Ｄをシール部材４８の外径Ｄｓよりも大きくして容積を増やすようにする。このようにして燃料溜り部４４８の容積を増やせば、シリンダ４４１とプランジャ４５との摺動部長さＬを確保してプランジャ４５倒れによるシリンダ４４１及びプランジャ４５の摩耗等を防止しつつ、前記圧力低減効果を向上させることができる。
【００２９】
また、前記燃料溜り部４４８内の燃料が滞留することなく循環するようになるので、シール部材４８近傍における燃料温度の上昇を防止でき、燃料温度の上昇に伴う不具合（シール部材４８の熱劣化、シールリップ４８ａの異常摩耗等）を回避できる。
更に、本実施形態においては、シリンダ４４１とプランジャ４５との摺動部に設けられる第２の燃料溜り部４４９と前記燃料供給通路４４３とを連通する第２の連通路４５１を備えるので、かかる部分においても前記圧力波が燃料供給通路４４３に開放され、かかる第２の連通路４５１を備えない場合（Ｐ３→Ｐ４'）よりも圧力低減効果が大きい（Ｐ３→Ｐ４）。
【００３０】
これにより、シール部材４８への前記圧力変動の影響をより効果的に抑制することができ、シール部材４８の耐久性を更に向上させることができる。
なお、以上の説明で用いた燃料加圧ポンプ４は、シリンダ４４１、プランジャ４５及びシール部材４８で形成される燃料溜り部４４８の他に、シリンダ４４１とプランジャ４５との摺動部に形成される第２の燃料溜り部４４９を１つ有する構成のものであるが、図６に示すように、シリンダ４４１とプランジャ４５との摺動部に、前記第２の燃料溜り部を複数有する構成としてもよい。この場合、各燃料溜り部（４４９ａ〜４４９ｃ）と燃料供給通路４４３とを連通するように、それぞれの連通路（４５１ａ〜４５１ｃ）が形成される。
【００３１】
このようにすれば、前記圧力波が各燃料溜り部（４４９ａ〜４４９ｃ）を介して燃料供給通路４４３に開放されるので、前記圧力低減効果をより向上させることができる。また、シリンダヘッド（図示省略）からの熱のシール部材４８への熱伝達経路となるポンプハウジング４４が、燃料と接する面積を増加させることができるので、機関の熱に対する冷却効果が向上し、シール部材４８の熱劣化を抑制できる。これにより、シール部材４８の耐久性をより向上させることができる。
【００３２】
更に、図７に示すように、前記燃料溜り部４４８及び複数の第２の燃料溜り部（４４９'ａ〜４４９'ｃ）の容積を、加圧室４４２から離れるほど大きくするようにしてもよい。なお、図７では、シリンダ４４１側に設けた溝部４４１ａの溝深さｄを、加圧室４４２から離れるほど大きくするようにしているが、これに限られるものではなく、溝部４４１ａの幅ｗを、加圧室４４２から離れるほど大きくするようにしてもよいし、また、溝部をプランジャ４５側に設けるようにしてもよい。
【００３３】
このようにすれば、前記圧力低減効果及び冷却効果を更に向上させることができ、シール部材４８の耐久性を更に効果的に向上させることができる。
【図面の簡単な説明】
【図１】本発明の実施形態に係る燃料供給装置の概略構成図である。
【図２】図１に示す燃料供給装置を構成する燃料加圧ポンプの断面図である。
【図３】シリンダとプランジャとの摺動部に形成される第２の燃料溜り部を示す図である。
【図４】燃料加圧ポンプ内の各部における燃圧を示す図である。
【図５】燃料溜り部の径Ｄをシール部材の外径Ｄｓより大きくして容積を増やした燃料加圧ポンプの断面図である。
【図６】第２の燃料溜り部を複数備える燃料加圧ポンプの断面図である。
【図７】第２の燃料溜り部の容積が、加圧室から離れるほど大きくなる燃料加圧ポンプの断面図である。
【符号の説明】
４ … 燃料加圧ポンプ
９ａ … ポンプ駆動用カム
４１ … ポンプ本体
４２ … 電磁制御弁
４３ … 吐出チェック弁
４５ … プランジャ
４８ … シール部材
４４１ … シリンダ
４４２ … 加圧室
４４３ … 燃料供給通路
４４８ … 燃料溜り部
４４９ … 第２の燃料溜り部
４５０ … 第１の連通路
４５１ … 第２の連通路[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a fuel pressurization pump for an internal combustion engine, and more particularly to a technique for improving the durability of a seal member provided in the fuel pressurization pump and preventing leakage of fuel.
[0002]
[Prior art]
In an in-cylinder direct injection internal combustion engine that directly injects fuel into a cylinder, the pressure of fuel pumped from a fuel tank to a fuel injection valve (injector) by a fuel pump is increased to a sufficiently high pressure (for example, 5 to 15 MPa). Since it is necessary to pressurize, what uses a mechanical fuel pressurization pump connected with the camshaft is known. Such a fuel pressurizing pump reciprocates a plunger in a cylinder by a pump driving cam added to a camshaft for an intake / exhaust valve of the engine, thereby changing the volume of a pressurizing chamber formed at the end of the cylinder. This pressurizes the fuel.
[0003]
A fuel supply device including this type of fuel pressurizing pump has a seal member for preventing leakage of fuel and a return passage for returning excess fuel to the fuel tank, and the seal member serves as a pump discharge stroke. In order not to be directly affected by the pressure fluctuation inside, the fuel reservoir formed in the vicinity of the seal member and the return passage are communicated to release the pressure from the pressurizing chamber.
[0004]
On the other hand, a so-called returnless type fuel supply apparatus that eliminates the return path has also been proposed (see Japanese Patent Application Laid-Open No. 2000-110585).
[0005]
[Problems to be solved by the invention]
However, in such a returnless type fuel supply device, the pressure cannot be released (released) through the return passage, so that the seal member is directly affected by the pressure fluctuation during the pump discharge stroke. There is a problem that the durability of the seal member is significantly lowered.
[0006]
Further, since the fuel always stays in the fuel reservoir portion formed in the vicinity of the seal member without circulating, the fuel temperature rises due to the heat from the engine or the sliding heat generated by the reciprocating movement of the plunger. There is also a problem in that the lubricant film thickness at the portion is reduced and wear and thermal deterioration of the seal member are accelerated.
Therefore, the present invention has been made paying attention to such a problem, and even in a returnless fuel supply device, a fuel for an internal combustion engine that can ensure the durability of the seal member and reliably prevent fuel leakage. An object is to provide a pressure pump.
[0007]
[Means for Solving the Problems]
In order to achieve the above object, a fuel pressurizing pump for an internal combustion engine according to the present invention includes a cylinder and a pressurizing chamber which is slidably fitted to the cylinder and is formed at one end of the cylinder by reciprocating movement thereof. a plunger for pressurizing the fuel, a fuel supply passage for supplying the fuel to the pressurizing chamber, in the position of the sliding outer of said cylinder and said plunger slides, the cylinder inner peripheral surface and the outer peripheral surface of the plunger A seal member that seals between, a fuel reservoir formed by the cylinder, the plunger, and the seal member, a communication passage that communicates the fuel reservoir and the fuel supply passage, the cylinder, and the plunger A second fuel reservoir that forms a gap that is partially larger than the fitting clearance between the cylinder and the plunger, and the second fuel reservoir and the fuel supply. Comprising a second communicating path which communicates the passage, a second fuel reservoir and the fuel reservoir, the volume increasing distance from said pressurizing chamber and said Rukoto formed to be larger .
[0008]
Here, a plurality of the second fuel reservoirs may be provided in the axial direction of the cylinder .
[0009]
Further, the fuel reservoir may also be formed to have an outer diameter greater than the outer diameter of the sealing member.
[0010]
【The invention's effect】
According to the fuel pressurizing pump of the internal combustion engine according to the present invention, the fuel reservoir portion formed on the pressurizing chamber side with respect to the seal member and the communication passage communicating with the fuel supply passage are provided. Even in the fuel pressurizing pump that does not have the pressure, the pressure generated in the pump discharge stroke can be released to the fuel supply passage, and the fluctuation of the fuel pressure transmitted to the seal member can be suppressed. Thereby, durability of a sealing member can be improved effectively and a sealing performance can be maintained over a longer period.
[0011]
Further, since the fuel in the fuel reservoir circulates through the fuel supply passage, it is possible to avoid a situation in which fuel stays in the fuel reservoir, and the temperature of the fuel in the fuel reservoir (that is, in the vicinity of the seal member) rises. It is possible to prevent thermal deterioration and abnormal wear of the seal member caused by the above.
Further , a second fuel reservoir portion that forms a gap partially larger than a fitting gap between the cylinder and the plunger in the sliding portion where the cylinder and the plunger slide, and a second fuel reservoir portion that communicates with the fuel supply passage. since obtain Bei the second communication path, in addition to the fuel reservoir, such even through the second fuel reservoir, since the pressure generated can be opened to the fuel supply passage, the transfer of the fuel pressure fluctuation to the sealing member Can be suppressed more effectively.
In particular, since the volume of the fuel reservoir and the second fuel reservoir increases as the distance from the pressurizing chamber closer to the engine increases, the cooling of heat transmitted from the engine to the seal member is reduced. The effect can be improved, and the heat transfer from the engine to the seal member can be further effectively suppressed.
[0012]
Here, as in the invention according to claim 2, if the second fuel reservoir to comprise a plurality in the axial direction of the cylinder, each fuel reservoir, since the pressure generated can be opened to the fuel supply passage, Transmission of fuel pressure fluctuations to the seal member can be more effectively suppressed. When the fuel pressurizing pump is attached to the cylinder head of the engine, heat from the cylinder head is transmitted to the seal member via the pump body (pump housing). As a result, the area of contact between the pump body and the fuel is increased, and the heat transfer from the engine to the seal member can be effectively suppressed.
[0013]
Further, the invention according to claim 3, since the fuel reservoir is formed to have an outer diameter greater than the outer diameter of the seal member, as far as possible the sliding portion length of the cylinder and the plunger secured In addition to preventing the plunger from collapsing, the volume of the fuel reservoir is increased, and the effect of reducing the fluctuation of the fuel pressure to the seal member (damping effect) and the cooling effect of the heat transmitted from the engine side are more effectively exhibited. it can.
[0014]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.
FIG. 1 is a schematic configuration diagram of a fuel supply device for an internal combustion engine showing an embodiment of the present invention. As shown in the figure, the fuel supply device 1 includes a fuel tank 2, a low pressure fuel pump unit 3, a fuel pressurization pump 4, an injector 5, and an engine control unit (ECU) 6. The The low pressure fuel pump unit 3 and the fuel pressurization pump 4 are connected by a low pressure fuel passage 7, and the fuel pressurization pump 4 and the injector 5 are connected by a high pressure fuel passage 8.
[0015]
The low-pressure fuel pump unit 3 is installed in the fuel tank 2 and includes a feed pump 31, a fuel filter 32, and a low-pressure pressure regulator 33.
The feed pump 31 discharges the fuel in the fuel tank 2, and the fuel filter 32 filters the fuel discharged by the feed pump 31. The low pressure regulator 33 is provided by-passing the low pressure fuel passage 7 and adjusts the fuel pressure to a constant low pressure.
[0016]
As shown in FIGS. 1 and 2, the fuel pressurizing pump 4 includes a pump body 41, an electromagnetic control valve 42, and a discharge check valve 43.
The pump body 41 has a pump housing 44 attached to a cylinder head or the like of an engine (engine), and a cylindrical cylinder 441 is formed in the pump housing 44.
[0017]
A cylindrical plunger 45 is slidably fitted to the cylinder 441, and is added by the inner wall surface of the closed end of the upper portion (upper side in the drawing) of the cylinder 441 and the top surface 45a of the plunger 45. A pressure chamber 442 is defined. The tappet 46 connected to the plunger 45 is always urged by the return spring 47 toward the intake / exhaust valve drive camshaft 9 side of the engine in which the pump drive cam 9a is formed. By rotating, the plunger 45 reciprocates in the arrow direction (YY ′) to pressurize the fuel in the pressurizing chamber 442.
[0018]
The pump housing 44 includes a fuel supply passage 443 connected to the low pressure fuel passage 7 and a fuel discharge passage 444 connected to the high pressure fuel passage 8. The fuel supply passage 443 and the fuel discharge passage are connected to the pump housing 44. 44 communicates with the pressurizing chamber 442 through communication portions 445 and 446, respectively.
A communication portion 445 that communicates the fuel supply passage 443 and the pressurizing chamber 442 is opened and closed by the electromagnetic control valve 42. That is, by energizing the solenoid 422 from the closed state in which the valve body 421 is seated by the urging force of the return spring 423, the valve body 421 is moved against the urging force to open the valve.
[0019]
A discharge check valve 43 that opens and closes a communication portion 446 that communicates between the fuel discharge passage 444 and the pressurization chamber 442 is provided in the fuel discharge passage 444, and the fuel pressure in the pressurization chamber 442 is reduced. When the fuel pressure in the high pressure fuel passage 8 becomes higher, the valve is opened.
Further, an auxiliary cylinder 447 having a diameter larger than that of the cylinder 441 and coaxial with the cylinder 441 is continuously formed on the open end side of the cylinder 441, that is, on the side opposite to the pressurizing chamber 442. A sealing member 48 is disposed in the auxiliary cylinder 447 (the cylinder 441 and the auxiliary cylinder 447 may be simply expressed as a cylinder).
[0020]
The seal member 48 includes, for example, a rubber seal lip 48a and a support member 48b to which the seal lip 48a is attached. The support member 48b is fixed to the inner peripheral surface of the auxiliary cylinder 447, and the seal lip 48a. Is pressed against the outer peripheral surface of the plunger 45 to seal between the inner peripheral surface of the cylinder (the inner peripheral surface of the auxiliary cylinder 447) and the outer peripheral surface of the plunger 45, and is closer to the pressurizing chamber 442 than the seal member 48. The leakage of fuel from the camshaft 9 and the intrusion of lubricating oil into the cylinder 441 from the camshaft 9 side are prevented. As shown in the figure, a fuel reservoir 448 is formed by the cylinder 441, the plunger 45 and the seal member 48.
[0021]
Further, a second fuel reservoir 449 is formed in the sliding portion where the cylinder 441 and the plunger 45 slide so as to have a gap partially larger than the fitting clearance between the cylinder 441 and the plunger 45. . As shown in FIG. 3A, the second fuel reservoir 449 may be formed by a groove 441a provided on the cylinder 441 side and an outer peripheral surface of the plunger 45, as shown in FIG. ), The groove 45a provided on the plunger 45 side and the inner peripheral wall of the cylinder 441 may be used. Further, as shown in FIG. 3 (c), the grooves 441a and 45a provided in both the cylinder 441 and the plunger 45 may be formed.
[0022]
As a characteristic configuration of the present embodiment, the pump housing 44 includes a first communication passage 450 that communicates the fuel reservoir portion 448 and the fuel supply passage 443, and the second fuel reservoir portion 449 and the fuel. A second communication path 451 communicating with the supply path 443 is formed.
The injector 5 is provided in each cylinder of the engine, and is controlled to open according to a pulse signal transmitted at a predetermined injection timing and injects and supplies fuel whose fuel pressure is adjusted into the combustion chamber of each cylinder. The surplus fuel remaining without being injected is returned to the fuel tank 2 via the relief passage 10 and the relief valve 11.
[0023]
The engine control unit 6 executes various controls such as fuel injection control by predetermined arithmetic processing based on input signals from various sensors including a fuel pressure sensor 13 provided in the high-pressure fuel passage 8. Therefore, the feed pump 31, the electromagnetic control valve 42, and the injector 5 are driven by a control signal from the engine control unit 6.
[0024]
Next, the operation of the fuel supply apparatus configured as described above will be described.
The fuel in the fuel tank 2 is adjusted to a lower pressure than the low pressure fuel pump unit 3 and sent out to the low pressure fuel passage 7.
In the intake stroke in which the plunger 45 is lowered (in the direction of the arrow Y ′) by the profile of the camshaft 9, the electromagnetic control valve 42 is controlled to open and enters the pressurizing chamber 442 through the fuel supply passage 443. Low pressure fuel is fed. At this time, since the fuel pressure in the high-pressure fuel passage 8 is higher than the fuel pressure sent into the pressurizing chamber 442, the discharge check valve 43 is closed.
[0025]
On the other hand, in the discharge stroke in which the plunger 45 moves up (in the direction of arrow Y), the electromagnetic control valve 42 is controlled to close (that is, the energization of the solenoid 422 of the electromagnetic control valve 42 is stopped). The amount of fuel discharged from the fuel pressurizing pump 4 is adjusted by adjusting the opening timing of the electromagnetic control valve 42.
After the electromagnetic control valve 42 is closed, the fuel in the pressurizing chamber 442 is pressurized as the plunger 45 is lifted, so that the discharge check valve 43 is opened and high pressure fuel is discharged. It is sent to the injector 5 through the passage 8.
[0026]
In this discharge stroke, the pressure (wave) generated in the pressurizing chamber 442 is sealed while being attenuated through an orifice formed by a fitting gap between the cylinder 441 and the plunger 45 as shown in FIG. It is transmitted to the member 48. In FIG. 4, the fuel pressure in the fuel supply passage 443 (inlet part) is P1, the fuel pressure in the pressurizing chamber 442 is P2, and the cylinder 441 and the plunger 45 on the pressurizing chamber 442 side from the second fuel reservoir 449 The fuel pressure of the sliding part (within the fitting gap) is P3, the fuel pressure of the sliding part (within the fitting gap) between the cylinder 441 and the plunger 45 on the camshaft 9 side of the second fuel reservoir 449 is P4, The fuel pressure in the fuel reservoir 448 is P5.
[0027]
Here, in the present embodiment, as described above, since the first communication passage 450 that communicates the fuel reservoir 448 and the fuel supply passage 443 is provided, the pressure wave generated in the pressurizing chamber 442 is (low pressure). The pressure reduction effect is greater than when the fuel reservoir 448 is opened to the fuel supply passage 443 and the fuel reservoir 448 is closed (P4 → P5 ′) without the first communication passage 450 (P4). → P5).
[0028]
Thereby, the influence of the pressure fluctuation generated in the pressurizing chamber 422 on the seal member 48 can be effectively suppressed, and the durability of the seal member 48 can be improved.
By increasing the volume of the fuel reservoir 448, it is possible to obtain a greater pressure reduction effect due to the damping effect. In this case, as shown in FIG. 5, the diameter D of the fuel reservoir 448 is made larger than the outer diameter Ds of the seal member 48 to increase the volume. If the volume of the fuel reservoir 448 is increased in this way, the pressure reduction can be achieved while ensuring the sliding length L between the cylinder 441 and the plunger 45 and preventing wear of the cylinder 441 and the plunger 45 due to the plunger 45 falling. The effect can be improved.
[0029]
Further, since the fuel in the fuel reservoir 448 circulates without stagnation, an increase in the fuel temperature in the vicinity of the seal member 48 can be prevented, and a problem associated with the increase in the fuel temperature (thermal deterioration of the seal member 48, Abnormal wear or the like of the seal lip 48a can be avoided.
Further, in the present embodiment, since the second fuel reservoir 449 provided in the sliding portion between the cylinder 441 and the plunger 45 is provided with the second communication passage 451 that communicates the fuel supply passage 443, such a portion is provided. Also, the pressure wave is opened to the fuel supply passage 443, and the pressure reduction effect is larger than when the second communication passage 451 is not provided (P3 → P4 ′) (P3 → P4).
[0030]
Thereby, the influence of the pressure fluctuation on the seal member 48 can be more effectively suppressed, and the durability of the seal member 48 can be further improved.
The fuel pressurizing pump 4 used in the above description is formed at a sliding portion between the cylinder 441 and the plunger 45 in addition to the fuel reservoir portion 448 formed by the cylinder 441, the plunger 45 and the seal member 48. Although it has the structure which has one 2nd fuel pool part 449, as shown in FIG. 6, as a structure which has two or more said 2nd fuel pool parts in the sliding part of the cylinder 441 and the plunger 45, as shown in FIG. Good. In this case, the respective communication passages (451a to 451c) are formed so as to communicate the fuel reservoirs (449a to 449c) and the fuel supply passage 443.
[0031]
In this way, the pressure wave is opened to the fuel supply passage 443 via the fuel reservoirs (449a to 449c), so that the pressure reduction effect can be further improved. In addition, since the pump housing 44 serving as a heat transfer path from the cylinder head (not shown) to the heat sealing member 48 can increase the area in contact with the fuel, the cooling effect on the heat of the engine is improved, and the seal Thermal degradation of the member 48 can be suppressed. Thereby, the durability of the seal member 48 can be further improved.
[0032]
Further, as shown in FIG. 7, the volumes of the fuel reservoir 448 and the plurality of second fuel reservoirs (449′a to 449′c) may be increased as the distance from the pressurizing chamber 442 increases. . In FIG. 7, the groove depth d of the groove portion 441a provided on the cylinder 441 side is increased as the distance from the pressurizing chamber 442 increases. However, the present invention is not limited to this, and the width w of the groove portion 441a is increased. Further, the distance from the pressurizing chamber 442 may be increased, or the groove may be provided on the plunger 45 side.
[0033]
In this way, the pressure reduction effect and the cooling effect can be further improved, and the durability of the seal member 48 can be further effectively improved.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram of a fuel supply apparatus according to an embodiment of the present invention.
FIG. 2 is a cross-sectional view of a fuel pressurizing pump constituting the fuel supply device shown in FIG.
FIG. 3 is a view showing a second fuel reservoir formed in a sliding portion between a cylinder and a plunger.
FIG. 4 is a diagram showing the fuel pressure at each part in the fuel pressurizing pump.
FIG. 5 is a cross-sectional view of a fuel pressurizing pump in which the volume is increased by making the diameter D of the fuel reservoir larger than the outer diameter Ds of the seal member.
FIG. 6 is a cross-sectional view of a fuel pressurizing pump including a plurality of second fuel reservoirs.
FIG. 7 is a cross-sectional view of a fuel pressurizing pump in which the volume of a second fuel reservoir increases as the distance from the pressurizing chamber increases.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 4 ... Fuel pressurization pump 9a ... Pump drive cam 41 ... Pump main body 42 ... Electromagnetic control valve 43 ... Discharge check valve 45 ... Plunger 48 ... Seal member 441 ... Cylinder 442 ... Pressurization chamber 443 ... Fuel supply passage 448 ... Fuel reservoir Part 449 ... second fuel reservoir 450 ... first communication path 451 ... second communication path

Claims (3)

シリンダと、
該シリンダに摺動可能に嵌合され、その往復動によって前記シリンダの一端部に形成される加圧室内の燃料を加圧するプランジャと、
前記加圧室に燃料を供給する燃料供給通路と、
前記シリンダと前記プランジャとが摺動する摺動部外の位置で、シリンダ内周面とプランジャの外周面との間をシールするシール部材と、
前記シリンダ、前記プランジャ及び前記シール部材によって形成される燃料溜り部と、
該燃料溜り部と前記燃料供給通路とを連通する連通路と、
前記シリンダと前記プランジャとが摺動する摺動部に、前記シリンダと前記プランジャとの嵌合隙間よりも部分的に大きな隙間を形成する第２の燃料溜り部と、
該第２の燃料溜り部と前記燃料供給通路とを連通する第２の連通路と、
を備え、
前記燃料溜り部と前記第２の燃料溜り部は、前記加圧室から離れるほどその容積が大きくなるよう形成されることを特徴とする内燃機関の燃料加圧ポンプ。A cylinder,
A plunger that is slidably fitted to the cylinder and pressurizes fuel in a pressurizing chamber formed at one end of the cylinder by reciprocation thereof;
A fuel supply passage for supplying fuel to the pressurizing chamber;
A seal member that seals between the inner peripheral surface of the cylinder and the outer peripheral surface of the plunger at a position outside the sliding portion where the cylinder and the plunger slide;
A fuel reservoir formed by the cylinder, the plunger and the seal member;
A communication passage communicating the fuel reservoir and the fuel supply passage;
A second fuel reservoir that forms a gap partially larger than a fitting gap between the cylinder and the plunger in a sliding portion where the cylinder and the plunger slide;
A second communication passage communicating the second fuel reservoir and the fuel supply passage;
With
The fuel pressurizing pump for an internal combustion engine, wherein the fuel reservoir and the second fuel reservoir are formed so that their volumes increase with distance from the pressurizing chamber . 前記第２の燃料溜り部を前記シリンダの軸方向に複数備えることを特徴とする請求項１記載の内燃機関の燃料加圧ポンプ。 2. The fuel pressurizing pump for an internal combustion engine according to claim 1 , wherein a plurality of the second fuel reservoirs are provided in the axial direction of the cylinder . 前記燃料溜り部は、前記シール部材の外径よりも大きな外径を有するよう形成されることを特徴とする請求項１又は請求項２記載の内燃機関の燃料加圧ポンプ。 3. The fuel pressurizing pump for an internal combustion engine according to claim 1 , wherein the fuel reservoir is formed to have an outer diameter larger than an outer diameter of the seal member .
JP2001400183A 2001-12-28 2001-12-28 Fuel pressurizing pump for internal combustion engines Expired - Lifetime JP3815324B2 (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP2001400183A JP3815324B2 (en) 2001-12-28 2001-12-28 Fuel pressurizing pump for internal combustion engines
EP20020026932 EP1323919B1 (en) 2001-12-28 2002-12-03 Fuel pump
DE60234240T DE60234240D1 (en) 2001-12-28 2002-12-03 Fuel pump

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2001400183A JP3815324B2 (en) 2001-12-28 2001-12-28 Fuel pressurizing pump for internal combustion engines

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JP3815324B2 true JP3815324B2 (en) 2006-08-30

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JP6098481B2 (en) * 2013-11-12 2017-03-22 株式会社デンソー High pressure pump
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JP2003201934A (en) 2003-07-18
EP1323919A3 (en) 2005-08-17
EP1323919B1 (en) 2009-11-04
DE60234240D1 (en) 2009-12-17
EP1323919A2 (en) 2003-07-02

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