WO2013099679A1 - 燃料圧力制御装置および同装置を用いた燃料供給装置 - Google Patents
燃料圧力制御装置および同装置を用いた燃料供給装置 Download PDFInfo
- Publication number
- WO2013099679A1 WO2013099679A1 PCT/JP2012/082683 JP2012082683W WO2013099679A1 WO 2013099679 A1 WO2013099679 A1 WO 2013099679A1 JP 2012082683 W JP2012082683 W JP 2012082683W WO 2013099679 A1 WO2013099679 A1 WO 2013099679A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- fuel
- pressure
- diaphragm
- chamber
- regulating chamber
- Prior art date
Links
Images
Classifications
-
- 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
- F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
- F02M69/02—Pumps peculiar thereto
-
- 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
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/0011—Constructional details; Manufacturing or assembly of elements of fuel systems; Materials therefor
- F02M37/0023—Valves in the fuel supply and return system
- F02M37/0029—Pressure regulator in the low pressure fuel system
-
- 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
- F02M59/12—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps having other positive-displacement pumping elements, e.g. rotary
- F02M59/14—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps having other positive-displacement pumping elements, e.g. rotary of elastic-wall type
-
- 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
- F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
- F02M69/46—Details, component parts or accessories not provided for in, or of interest apart from, the apparatus covered by groups F02M69/02 - F02M69/44
- F02M69/54—Arrangement of fuel pressure regulators
Definitions
- the present invention relates to a fuel pressure control device used to regulate the fuel going from a fuel pump to injection, and a fuel supply device using the same.
- a fuel pressure control device is a device interposed in a path from a fuel pump mounted on a motorcycle to an injector, and a structure using an accumulator is often adopted.
- the chamber space is partitioned by a diaphragm urged by a urging member, and pressure regulation is made to communicate with the above-described path on the urging direction side across the diaphragm.
- a structure is used in which an accumulator is provided as a chamber, and a valve closing structure is provided at the inlet / outlet portion of the pressure adjusting chamber to stop the inflow as the pressure adjusting chamber reaches a predetermined pressure.
- the fuel pressure control device disclosed in Patent Document 1 introduces fuel into the pressure regulating chamber when the fuel pressure decreases, and closes the pressure regulating chamber to maintain the pressure when the pressure regulating chamber reaches a predetermined fuel pressure. It has a structure that continues pressure regulation by displacement.
- This fuel pressure control device suppresses excess pressure by the displacement of the diaphragm when the fuel pressure rises. By the way, even motorcycles tend to use fuels of considerably high pressure.
- the fuel pressure control device has a higher ability to suppress the excess pressure of the fuel as the fuel pressure from the fuel pump becomes higher.
- the structure that suppresses the excess pressure by the displacement of the diaphragm has a capability in the back pressure chamber in the closed space. Limited.
- a dedicated damper that is, a pulsation damper that absorbs pulsation is additionally used to compensate for pulsation absorption performance.
- the present invention has been made in view of such a problem, and the object of the present invention is to provide a pressure adjusting device that can sufficiently cope with an overpressure fuel without imposing a burden on the diaphragm with only one accumulator structure. It is another object of the present invention to provide a fuel pressure control device capable of sufficiently absorbing fuel pulsation and a fuel supply device using the same.
- a fuel pressure control apparatus configured such that an accumulator is divided by a diaphragm that is displaced by receiving fuel pressure, and a chamber space is defined by the diaphragm, and opens to the path side across the diaphragm.
- An accumulator body that constitutes a pressure regulating chamber and a back pressure chamber that allows the diaphragm to be displaced, a first biasing member that biases the diaphragm toward the pressure regulating chamber, and the diaphragm receives the fuel pressure in the pressure regulating chamber
- release means for escaping the excessive pressure fuel in the pressure regulating chamber to the outside of the pressure regulating chamber when displaced to a predetermined value or more.
- the release means includes a fuel passage provided so as to communicate between the pressure regulating chamber and the back pressure chamber, and is disposed in the fuel passage between the pressure regulating chamber and the back pressure chamber.
- opening means for opening the fuel, and a lead-out part for leading the fuel from the opened check valve out of the pressure regulating chamber.
- the fuel passage and the check valve are provided in the diaphragm, the opening means is provided in the back pressure chamber, and the lead-out portion is formed by opening a part of the back pressure chamber.
- the invention of claim 5 employs a configuration in which the fuel pump and the accumulator body are integrally connected at a position where the discharge port of the fuel pump and the pressure regulating chamber of the accumulator body face each other.
- the excess fuel pressure is released outside the pressure adjusting chamber.
- pressure can be adjusted without imposing a burden on the diaphragm.
- absorption of pulsation due to fuel injection is performed by a diaphragm that is displaced while maintaining a predetermined fuel pressure, so that fuel pressure regulation and pulsation absorption can be stably performed.
- the diaphragm sufficiently absorbs the pulsation in the fuel pressure range until the predetermined displacement is reached, so that it is not necessary to separately use a damper as in the prior art.
- the back pressure chamber of the diaphragm has a structure that allows fuel to escape, so even if the diaphragm is damaged and vapor or other volatile components in the fuel leak from the pressure control chamber to the back pressure chamber, It does not leak inside, and is excellent in terms of safety.
- the fuel pressure control device integrally with the fuel pump, a small-sized fuel supply device having high pressure regulation performance and pulsation absorption performance can be provided.
- the fuel pressure control device and the fuel pump are connected at a position where the discharge port of the fuel pump and the pressure regulating chamber of the accumulator body face each other, the negative pressure generated at the discharge port of the fuel pump contributes to the discharge performance. It is possible to prevent the influence, and fuel can be supplied to the injector at a stable fuel pressure.
- FIG. 1 is a side view showing a motorcycle equipped with a fuel pressure control device and a fuel supply device according to an embodiment of the present invention.
- the perspective view which shows a fuel pressure control apparatus with the fuel pump integrally connected with the apparatus.
- Sectional drawing which follows the AA line in FIG. 2 which shows the internal structure of the fuel pressure control apparatus. Sectional drawing explaining the behavior which adjusts the fuel of a fuel pressure control apparatus, or absorbs fuel pulsation.
- FIG. 1 shows a schematic side view of a motorcycle equipped with a fuel pressure control device of the present invention.
- An arrow F in FIG. 1 indicates the front direction of the motorcycle, and an arrow R indicates the rear direction of the motorcycle.
- the motorcycle has a main frame member extending in the front-rear direction, for example, a main tube member 1 (only a part is shown).
- a front wheel 5 is suspended from a front end of the main tube member 1 via a front fork 3
- a rear wheel 9 is suspended from a rear end of the main tube member 1 via a swing arm member 7.
- the fuel tank 11 and the seat 12 are installed on the main tube member 1 in order from the front side.
- An acceleration / deceleration system (not shown) such as a brake pedal and a throttle grip is provided on one side (right side) sandwiching the main tube member 1, and a speed change system (not shown) such as a clutch lever and shift pedal is provided on the opposite side (left side). ) Is provided.
- an internal combustion engine for example, a reciprocating engine 13 in which a piston 13a is reciprocally mounted is installed.
- a short pipe member 15 (intake pipe member) and a throttle valve device 17 are connected to the intake side of the engine 13, and these connect between an intake side port (not shown) of the engine 13 and an air cleaner (not shown).
- An intake passage is configured.
- the short pipe member 15 is provided with a fuel supply device 21.
- the fuel supply device 21 integrally connects, for example, a fuel pump 20 and a pressure regulator 61 which is a fuel pressure control device, an electronically controlled injector 19, a motor unit 25 for driving the fuel pump 20, and the like. It has a structure assembled. 2 shows the entire fuel supply device 21 and the internal structure (dotted line portion), and FIG. 3 shows cross sections of the fuel supply device 21 (cross sections taken along the line AA in FIG. 2). Has been.
- the motor unit 25 is configured, for example, by incorporating a DC motor 27 in a motor case 27a.
- the output part of the DC motor 27 is connected to the plunger 39 via a cam mechanism 29 (conversion mechanism) that converts rotational motion into reciprocating motion.
- a cam mechanism 29 conversion mechanism
- the diaphragm type pump unit 49 includes a diaphragm chamber 51 formed on the suction side of the sleeve 37, a diaphragm 53 provided so as to close the diaphragm chamber 51, and a central portion of the diaphragm 53 at the end of the plunger 39. It has a fixture 55 for fixing.
- the diaphragm chamber 51 communicates with the suction valve 57 through a passage 57a.
- the injector 19 is assembled to a connection port 33c formed in the pump body 33.
- an accumulator 65 composed of a circular diaphragm 63 is used for the pressure regulator 61.
- the accumulator 65 is detachably connected to the discharge side end of the pump body 33.
- the pressure regulator 61 as a whole has a passage 33b (from the discharge port 44 formed on the outlet side of the discharge valve 43 serving as the discharge end of the plunger-type pump unit 35 to the base of the injector 19, that is, the connection port 33a ( Route).
- the accumulator 65 (pressure regulator 61) does not impose an excessive burden on the diaphragm 63, and sufficiently regulates the fuel discharged from the plunger-type pump unit 35, or pulsation of fuel accompanying the fuel injection of the injector 19 Ingenuity to absorb is given.
- Reference numeral 69 denotes an accumulator body connected to the discharge-side end face of the pump body 33 so as to cover the entire end face
- reference numeral 71 denotes a chamber space of the accumulator body 69 formed on the end face facing the pump body 33. is there.
- the accumulator main body 69 is connected to the diaphragm chamber 51 via the suction passage 57a and the suction valve 57, and to the return connection 59a and the return valve 59 which are also communicated via the return passage 59a.
- a connection port 74b is provided.
- the fuel in the fuel tank 11 is guided from the suction connection port 74a to the diaphragm pump unit 49, or surplus fuel that is not sucked by the plunger pump unit 35 is returned from the return connection port 74b to the fuel tank 11.
- Reference numerals 76 a and 76 b indicated by two-dot chain lines in FIG. 3 indicate hoses for connecting the suction connection port body 74 a and the return connection port body 74 b to the fuel tank 11.
- the chamber space 71 inside the accumulator main body 69 is a space in which, for example, a peripheral wall concentric with the discharge port 44 forms a cylindrical shape.
- a diaphragm 63 is assembled in the chamber space 71 so as to partition the chamber space 71 into the discharge port 44 side and the opposite side.
- the diaphragm 63 is urged toward the discharge port 44 by a spring member 75 as first urging means.
- a pressure regulating chamber 77 opening to the passage side 33b is formed on the passage 33b (path) side across the diaphragm 63, and a back pressure chamber 67 allowing displacement of the diaphragm 63 is formed on the opposite side.
- a spring member 75 is installed in the back pressure chamber 67.
- the discharge port 44 is opened to the pressure regulating chamber 77, and the passage 33b extending from the connection port portion 33c (portion where the injector end is assembled) communicates.
- the fuel entry / exit part of the pressure regulating chamber 77 is arranged in the middle of the path toward the injector 18.
- the fuel is introduced from the plunger type pump unit 35 into the pressure regulating chamber 77, is stored up to a predetermined fuel pressure by the displacement of the diaphragm 63, and is supplied to the injector 19.
- the pressure regulating chamber 77 is formed so as to face the discharge port 44 of the plunger-type pump unit 35, and the accumulator 65 and the plunger-type pump unit 35 are connected to each other at the opposite position.
- a release mechanism 78 (corresponding to the release means of the present application) is provided.
- the release mechanism 78 includes a fuel passage 79 communicating between the pressure regulating chamber 77 and the back pressure chamber 67, and a regulating valve 81 that closes the fuel passage 79 as the fuel pressure in the pressure regulating chamber 77 increases (the reverse of the present application).
- an opening device 80 for opening the closed regulating valve 81 when the fuel pressure in the pressure regulating chamber 77 exceeds a predetermined fuel pressure and the diaphragm 63 is displaced above a predetermined value (opening of the present application).
- a deriving portion 84 for deriving fuel from the open regulating valve 81 to the outside of the pressure regulating chamber 77.
- the release mechanism 78 is configured by installing the fuel passage 79 and the regulating valve 81 on the diaphragm 73, and installing the releaser 80 on the back pressure chamber 67.
- the lead-out portion 84 is formed as an opening in which a part of the side wall of the back pressure chamber 67 is opened, for example.
- the lead-out portion 84 communicates with the return connection port body 74 b, whereby the fuel is guided out of the pressure regulating chamber 77.
- the regulator valve 81 is provided with a cylindrical valve chamber member 83 at the center of the diaphragm 63 to form a fuel passage 79 that allows the pressure regulating chamber 77 and the back pressure chamber 67 to communicate with each other.
- the regulating valve 81 includes a ball 85 as a valve body, a spring member 87 (return: corresponding to the second urging member of the present application) that urges the ball 85, and the ball 85.
- a valve seat member 89 that is in contact with and away from the fuel.
- the fuel passage 79 is allowed to flow in the direction from the back pressure chamber 67 to the pressure regulating chamber 77 while the pressure in the pressure regulating chamber 77 is increased.
- the opening tool 80 is constituted by a pin member 86 protruding from the center of the bottom surface of the back pressure chamber 67, for example.
- the distal end portion of the pin member 86 is detachably inserted into the valve hole of the valve seat member 89, for example.
- On the outer peripheral surface on the distal end side of the pin member 86 for example, a plurality of escape grooves 86a (shown by a two-dot chain line only in FIG. 3) are formed.
- the pin member 86 is set to come into contact with the lower surface of the ball 85 closing the valve hole of the valve seat member 89 when the fuel pressure in the pressure regulating chamber 77 reaches a predetermined pressure (pressure suitable for fuel injection). (Valve closed).
- the structure that allows the fuel with excessive pressure to escape allows the diaphragm 63 to absorb pressure and pulsation associated with fuel injection without imposing an excessive burden on the diaphragm 63. This behavior is shown in FIGS. 4 (a) to (e).
- the fuel in the fuel tank 11 is sucked from the suction connection port body 74 a by the pump operation performed by the diaphragm 53 of the diaphragm pump unit 49 and guided to the plunger pump unit 35. Subsequently, the fuel is pressurized in the pressurizing chamber 45 at the sleeve end by the reciprocating motion of the plunger 39 of the plunger pump unit 35, and is led out from the discharge valve 43 to the pressure regulator 61 through the discharge port 44 at the end of the pump body 33. Is done. At this time, surplus fuel that is not sucked by the plunger type pump unit 35 returns from the diaphragm type pump unit 49 to the fuel tank 11 through the return connection port 74b.
- the fuel in the discharge port 44 is introduced into the pressure regulating chamber 77.
- the ball 85 contacts the valve seat member 89 and closes the valve hole of the valve seat member 89.
- the diaphragm 63 follows the plunger operation while the fuel passage 79 is closed, and is displaced against the elastic force of the spring member 75, and accumulates in the pressure regulating chamber 77 while pressurizing the fuel. .
- the excessive pressure fuel in the pressure regulating chamber 77 passes through the groove portion 86a (not shown in FIG. 4) on the outer peripheral surface of the pin member 86. To be introduced. Subsequently, the excess pressure fuel is returned from the outlet 84 of the back pressure chamber 67 to the fuel tank 11 through the return connection port 74b (outside the pressure regulating chamber 77). Due to the relief of the excess fuel pressure, the fuel in the pressure regulating chamber 77 is maintained at a predetermined fuel pressure as shown in FIG. By repeating the introduction of the fuel and the release of the excess fuel pressure, the fuel in the pressure regulating chamber 77 is kept at a predetermined fuel pressure without imposing an excessive burden on the diaphragm 73.
- the diaphragm 63 returns by the amount of injected fuel derived from the pressure regulating chamber 77 (due to a decrease in the volume of the pressure regulating chamber 77), as shown in FIG. ), The fuel pressure in the pressure regulating chamber 77 is kept. Thereby, the pulsation accompanying the fuel injection is absorbed while the function of the diaphragm 63 is sufficiently exhibited.
- any excessive fuel pressure can be adjusted without imposing an excessive burden on the diaphragm 63.
- the absorption of fuel pulsation accompanying fuel injection is performed by the diaphragm 63 that is displaced while maintaining the fuel pressure, so that it is possible to stably adjust the fuel pressure and absorb the pulsation.
- the diaphragm 63 sufficiently absorbs fuel pulsation in the fuel pressure range until a predetermined displacement is reached, so that it is not necessary to separately use a dedicated damper as in the prior art.
- the pressure regulator 61 that is a single product having a single accumulator structure and exerts sufficient pressure regulation performance and pulsation absorption performance without imposing a burden on the diaphragm 63. For this reason, in the engine 13 using the fuel of a considerably high pressure, the fuel injection system can be downsized and the cost can be reduced.
- the structure for releasing the excessive fuel pressure is such that the fuel passage 79 communicating between the pressure regulating chamber 77 and the back pressure chamber 67, the regulating valve 81 (check valve), and the opening for opening the closed regulating valve 81 are opened. It is only necessary to combine the tool 80 (opening means) and the deriving portion 84 for deriving excess fuel pressure from the opened regulating valve 81 to the outside of the pressure regulating chamber 77, and the structure is simple.
- the pressure regulator 61 is configured by installing the fuel passage 79 and the regulating valve 81 in the diaphragm 63, installing the opening member 80 in the back pressure chamber 67, and forming the lead-out portion 84 in the back pressure chamber 67.
- the space of the regulator 61 can be efficiently used, and the pressure regulator 61 can be downsized.
- the back pressure chamber 67 has a structure that allows fuel to escape, even if the diaphragm 63 is damaged, volatile components contained in the fuel such as vapor may leak from the pressure regulating chamber 77 to the back pressure chamber 67. , It does not leak into the atmosphere, and it can be made an excellent structure in terms of safety.
- the fuel supply device 21 integrally connected to the pressure regulator 61 and the fuel pump 20 is small and has high pressure regulation performance and pulsation absorption performance, its effect is great. Moreover, since the pressure regulator 61 and the fuel pump 20 are connected at a position where the discharge chamber 44 and the pressure regulating chamber 77 face each other, the negative pressure generated at the discharge port 44 of the fuel pump 20 does not affect the discharge performance.
- the fuel can be supplied to the injector 19 at a stable fuel pressure.
- the present invention is not limited to one embodiment, and various modifications may be made without departing from the spirit of the present invention.
- a release mechanism that pushes up the ball with a pin member having a groove on the outer peripheral surface is adopted as the release means. You may make it escape.
- the present invention is applied to a motorcycle.
- the present invention is not limited to this, and may be applied to other vehicles such as a four-wheeled vehicle.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
- Reciprocating Pumps (AREA)
- Supply Devices, Intensifiers, Converters, And Telemotors (AREA)
Abstract
Description
この燃料圧力制御装置では、特許文献1に開示されているように、室空間を付勢部材で付勢されるダイヤフラムにより区画し、ダイヤフラムを挟んだ付勢方向側に上記経路と連通する調圧室としたアキュームレータを設け、この調圧室の入出部に、調圧室が所定圧力になるにしたがい流入を止める閉弁構造を設けた構造が用いられる。つまり、特許文献1に開示の燃料圧力制御装置は、燃料圧力が減少するときには調圧室内に燃料が導入され、調圧室内が所定の燃料圧力になると閉弁して圧力を保持し、ダイヤフラムの変位で調圧を続ける構造を有している。
ところで、自動二輪車でも、かなり高圧の燃料が用いられる傾向にある。
燃料圧力制御装置は、燃料ポンプからの燃料の圧力が高くなると、燃料の過剰圧力を抑える能力も高くなるが、ダイヤフラムの変位で過剰圧力を抑える構造は、その能力が閉空間の背圧室で制限される。しかも、ダイヤフラムに過度の負担が強いられるので、燃料脈動の吸収は安定して行われにくくなる。そのため、多くの場合、特許文献1にも開示されているように、別途、専用のダンパー、すなわち脈動を吸収するパルセーションダンパを併用して、脈動の吸収性能を補うことが行われている。
本発明はこのような課題に鑑みてなされたものであり、その目的とするところは、一つのアキュームレータ構造だけで、ダイヤフラムに負担を強いずに、過剰圧力の燃料に十分に対応し得る調圧ができ、さらには燃料の脈動の吸収が十分に行える燃料圧力制御装置および同装置を用いた燃料供給装置を提供することにある。
請求項4の発明は、燃料供給装置であって、請求項1ないし請求項3のいずれか一つに記載の燃料供給装置のアキュームレータ本体に、燃料ポンプを一体的に連結する構成を採用したことを特徴とする。
図1は、本発明の燃料圧力制御装置を据え付けた自動二輪車の概略的な側面図を示している。図1中の矢印Fは自動二輪車のフロント方向を示し、矢印Rは自動二輪車のリア方向を示している。
図2には、燃料供給装置21の全体および内部構造(点線部分)が示され、図3には、燃料供給装置21の各部の断面(図2中のA-A線に沿う断面)が示されている。
リリース機構78は、調圧室77と背圧室67との間を連通する燃料通路79と、調圧室77の燃料の圧力の上昇にしたがい燃料通路79を閉じるレギュレート弁81(本願の逆止弁に相当)と、調圧室77の燃料圧力が所定の燃料圧力以上になりダイヤフラム63が所定値以上に変位するとき、上記閉じたレギュレート弁81を開かせる開放具80(本願の開放手段に相当)と、開放したレギュレート弁81から燃料を調圧室77外へ導出させる導出部84とを有して構成される。
すなわち、レギュレート弁81は、燃料通路79に、弁体であるボール85と、同ボール85を付勢するスプリング部材87(戻し用:本願の第二付勢部材に相当)と、上記ボール85と接離する弁座部材89とを設けて構成されており、燃料通路79に背圧室67から調圧室77へ向かう方向への燃料の流通を許容する一方、調圧室77の圧力が上昇するにしたがい燃料通路79を閉じる逆止弁としての機能を有している。このように逆止弁を閉じながらダイヤフラム63が変位することにより、調圧室77にプランジャ式ポンプ部35から燃料が導入される。
今、燃料タンク11、各ポンプ部35,49、プレッシャレギュレータ61の各部は、燃料で満たされているとする。
この状態で、モータ部25が作動し、同モータ部25の駆動力で、ダイヤフラム式ポンプ部49、プランジャ式ポンプ部35が駆動されるとする。
このとき、プランジャ式ポンプ部35で吸い込まれない余剰燃料は、ダイヤフラム式ポンプ部49から、リターン用接続口体74bを通り、燃料タンク11へ戻る。
このような燃料の導入、過剰燃料圧力の逃がしの繰り返しにより、調圧室77の燃料は、ダイヤフラム73に過大な負担を強いずに、所定の燃料圧力に保持され続ける。
例えば、上記一実施形態では、リリース手段として、外周面に溝部を有するピン部材でボールを押し上げるリリース機構を採用したが、これに限らず、それ以外の機構や構造で、過剰燃料圧力の燃料を逃がすようにしてもよい。
また、上記一実施形態では、本発明を自動二輪車に適用した例を挙げたが、これに限らず、四輪車など他の車両に適用してもよい。
19 インジェクタ
20 燃料ポンプ
21 燃料供給装置
44 吐出口
61 プレッシャレギュレータ(燃料圧力制御装置)
63 ダイヤフラム
65 アキュームレータ
67 背圧室
69 アキュームレータ本体
75 スプリング部材(第一付勢部材)
77 調圧室
78 リリース機構(リリース手段)
79 燃料通路
81 レギュレート弁(逆止弁)
84 導出部
86 ピン部材(開放手段)
87 スプリング部材(第二付勢部材)
Claims (5)
- 内燃機関の燃料ポンプからインジェクタへ至る経路に介装可能なアキュームレータで構成される燃料圧力制御装置であって、
前記アキュームレータは、
燃料圧力を受けて変位するダイヤフラムと、
前記ダイヤフラムにより室空間が区画され、当該ダイヤフラムを挟んで前記経路側に開口する調圧室と、前記ダイヤフラムの変位を許容する背圧室とを構成するアキュームレータ本体と、
前記ダイヤフラムを前記調圧室側へ付勢する第一付勢部材と、
前記ダイヤフラムが前記調圧室の燃料圧力を受けて所定値以上に変位するとき、前記調圧室の過剰圧力の燃料を調圧室外へ逃がすリリース手段と
を具備したことを特徴とする。 - 請求項1に記載の燃料圧力制御装置であって、
前記リリース手段は、
前記調圧室と前記背圧室との間を連通するように設けられた燃料通路と、
前記燃料通路内であって前記調圧室と前記背圧室との間に介在する逆止弁と、
前記逆止弁を前記ダイヤフラムの付勢方向と反対側に付勢する第二付勢部材と、
前記ダイヤフラムが前記調圧室の燃料圧力を受けて所定値以上変位するとき、前記逆止弁を開かせる開放手段と、
前記開放した逆止弁からの燃料を調圧室外へ導出させる導出部とを有して構成される ことを特徴とする。 - 請求項2に記載の燃料圧力制御装置であって、
前記燃料通路および前記逆止弁は、前記ダイヤフラムに設けられ、
前記開放手段は、前記背圧室に設けられ
前記導出部は、前記背圧室の一部を開放して形成されることを特徴とする。 - 燃料供給装置であって、
請求項1ないしは請求項3のいずれか一つに記載の燃料圧力制御装置と、
前記燃料圧力制御装置の前記アキュームレータ本体と一体的に連結された燃料ポンプと
を具備してなることを特徴とする。 - 請求項4に記載の燃料供給装置であって、
前記燃料ポンプと前記アキュームレータ本体とは、前記燃料ポンプの吐出口と前記アキュームレータ本体の前記調圧室が対向する位置で一体的に連結されることを特徴とする。
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201280064918.1A CN104066969B (zh) | 2011-12-28 | 2012-12-17 | 燃料压力控制装置及使用该装置的燃料供给装置 |
BR112014015888A BR112014015888A8 (pt) | 2011-12-28 | 2012-12-17 | dispositivo de controle de pressão de combustível, e, aparelho de suprimento de combustível |
PH12014501452A PH12014501452A1 (en) | 2011-12-28 | 2014-06-23 | Fuel pressure control device and fuel supply apparatus using same |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2011288702A JP6072411B2 (ja) | 2011-12-28 | 2011-12-28 | 燃料圧力制御装置および同装置を用いた燃料供給装置 |
JP2011-288702 | 2011-12-28 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2013099679A1 true WO2013099679A1 (ja) | 2013-07-04 |
Family
ID=48697171
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2012/082683 WO2013099679A1 (ja) | 2011-12-28 | 2012-12-17 | 燃料圧力制御装置および同装置を用いた燃料供給装置 |
Country Status (6)
Country | Link |
---|---|
JP (1) | JP6072411B2 (ja) |
CN (1) | CN104066969B (ja) |
BR (1) | BR112014015888A8 (ja) |
MY (1) | MY167936A (ja) |
PH (1) | PH12014501452A1 (ja) |
WO (1) | WO2013099679A1 (ja) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP6545006B2 (ja) * | 2015-06-08 | 2019-07-17 | 株式会社ミクニ | 燃料ポンプの制御装置及び制御方法 |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5171525A (ja) * | 1974-11-16 | 1976-06-21 | Lucas Electrical Co Ltd | |
JPH0914097A (ja) * | 1995-06-29 | 1997-01-14 | Aisin Seiki Co Ltd | 燃料圧力制御装置 |
JP2001099068A (ja) * | 1999-10-01 | 2001-04-10 | Keihin Corp | 負圧式燃料供給装置 |
JP2007146669A (ja) * | 2005-11-24 | 2007-06-14 | Keihin Corp | 燃料供給圧力調整装置 |
JP2011080389A (ja) * | 2009-10-06 | 2011-04-21 | Hitachi Automotive Systems Ltd | 高圧燃料供給ポンプ |
Family Cites Families (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4430472A1 (de) * | 1994-08-27 | 1996-02-29 | Bosch Gmbh Robert | Druckregelventil |
DE10046736B4 (de) * | 2000-09-21 | 2006-04-13 | Siemens Ag | Druckregler |
-
2011
- 2011-12-28 JP JP2011288702A patent/JP6072411B2/ja active Active
-
2012
- 2012-12-17 MY MYPI2014701622A patent/MY167936A/en unknown
- 2012-12-17 WO PCT/JP2012/082683 patent/WO2013099679A1/ja active Application Filing
- 2012-12-17 BR BR112014015888A patent/BR112014015888A8/pt not_active IP Right Cessation
- 2012-12-17 CN CN201280064918.1A patent/CN104066969B/zh active Active
-
2014
- 2014-06-23 PH PH12014501452A patent/PH12014501452A1/en unknown
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5171525A (ja) * | 1974-11-16 | 1976-06-21 | Lucas Electrical Co Ltd | |
JPH0914097A (ja) * | 1995-06-29 | 1997-01-14 | Aisin Seiki Co Ltd | 燃料圧力制御装置 |
JP2001099068A (ja) * | 1999-10-01 | 2001-04-10 | Keihin Corp | 負圧式燃料供給装置 |
JP2007146669A (ja) * | 2005-11-24 | 2007-06-14 | Keihin Corp | 燃料供給圧力調整装置 |
JP2011080389A (ja) * | 2009-10-06 | 2011-04-21 | Hitachi Automotive Systems Ltd | 高圧燃料供給ポンプ |
Also Published As
Publication number | Publication date |
---|---|
CN104066969A (zh) | 2014-09-24 |
CN104066969B (zh) | 2016-09-14 |
PH12014501452A1 (en) | 2014-10-08 |
JP2013136990A (ja) | 2013-07-11 |
BR112014015888A2 (pt) | 2017-06-13 |
BR112014015888A8 (pt) | 2017-07-04 |
JP6072411B2 (ja) | 2017-02-01 |
MY167936A (en) | 2018-10-04 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US9353716B2 (en) | High-pressure fuel pump device | |
US20150151629A1 (en) | Fuel storage device | |
US9353709B2 (en) | Evaporative fuel treatment apparatus | |
US20130276724A1 (en) | Work apparatus having a fuel pump | |
CN106257039A (zh) | 用于升压发动机中的曲轴箱通风的方法 | |
KR101787595B1 (ko) | 직접분사식 가솔린 엔진용 고압연료펌프 | |
US10273917B2 (en) | Fuel injection device | |
WO2013099679A1 (ja) | 燃料圧力制御装置および同装置を用いた燃料供給装置 | |
JP6225480B2 (ja) | 蒸発燃料パージ装置 | |
JP5985190B2 (ja) | 内燃機関の燃料噴射装置 | |
US8066030B2 (en) | Fuel conveying device | |
WO2012164650A1 (ja) | プレッシャレギュレータ | |
US9303601B2 (en) | Evaporative fuel treatment apparatus | |
CN101255828A (zh) | 化油器的加速器装置 | |
TW200302315A (en) | Fuel supply device | |
JP2013127220A (ja) | 燃料供給装置 | |
JP3899609B2 (ja) | 燃料供給装置 | |
JPH09158806A (ja) | 4行程内燃機関用膜型気化器 | |
JPS598664B2 (ja) | 内燃機関用気化器 | |
JP2688830B2 (ja) | 2サイクル内燃機関の分離給油装置 | |
JP2001099008A (ja) | 負圧式燃料供給装置 | |
JP2015121141A (ja) | 汎用エンジンの燃料供給装置 | |
CN104066970A (zh) | 内燃机的燃料供给装置 | |
JPS59201956A (ja) | 内燃機関用気化器 | |
JPS59215945A (ja) | ダイヤフラム式気化器のための吸引式プライマ−ポンプ |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 12862966 Country of ref document: EP Kind code of ref document: A1 |
|
WWE | Wipo information: entry into national phase |
Ref document number: IDP00201403728 Country of ref document: ID |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
REG | Reference to national code |
Ref country code: BR Ref legal event code: B01A Ref document number: 112014015888 Country of ref document: BR |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 12862966 Country of ref document: EP Kind code of ref document: A1 |
|
ENP | Entry into the national phase |
Ref document number: 112014015888 Country of ref document: BR Kind code of ref document: A2 Effective date: 20140626 |