JP7024071B2 - Fuel supply pump - Google Patents

Description

The present invention relates to a fuel supply pump.

Conventionally, various proposals have been made regarding the flow path structure connecting the suction valve and the pressurizing chamber. Among them, for example, Japanese Patent Application Laid-Open No. 2010-169080 discloses a structure in which a plurality of through holes are provided in the circumferential direction of a stopper member of a suction valve to form a flow path to a pressurizing chamber. Further, Japanese Patent Application Laid-Open No. 2013-512399 discloses a structure in which an annular gap is provided on the outer periphery of the suction valve stopper to form a flow path to the pressurizing chamber.

Japanese Unexamined Patent Publication No. 2010-169080

Special Table 2013-512399 Gazette

In recent years, high output, low fuel consumption, and low cost of internal combustion engines have been energetically promoted. In response to this, fuel supply pumps are strongly required to have a large flow rate of discharged fuel corresponding to high output and low fuel consumption, high pressure, improvement of its control accuracy, and reduction of processing man-hours corresponding to cost reduction. There is. Among them, the suction valve is one of the most important parts in satisfying these required performances, and its performance improvement is an important issue. Therefore, as an example corresponding to increasing the flow rate of the discharged fuel and improving the flow rate control accuracy, a flow path structure as shown in Patent Document 1 can be mentioned. In this structure, a sufficient cross-sectional area of the flow path is secured by providing a plurality of through holes so that the pressure loss does not increase before and after the flow path even when the flow rate of the discharged fuel is increased.

However, in this case, the processing man-hours increase with the number of through holes, and the cost may increase. Further, as an example of securing the flow path cross-sectional area with a simpler structure, there is a flow path structure as shown in Patent Document 2. In this structure, a sufficient flow path cross-sectional area is secured by making the outer circumference of the suction valve stopper an annular passage. On the other hand, since the suction valve stopper needs to have a function of regulating the displacement of the valve body, it needs to be fixed to the pump body or the like. At this time, since a repeated load is continuously applied due to a collision of the valve body or the like, the suction valve stopper is required to have sufficient impact resistance.

However, the structure of Patent Document 2 does not disclose the method, and there is a possibility that the function as a suction valve stopper cannot be sufficiently fulfilled.

An object of the present invention is to provide a fuel supply pump capable of improving durability while suppressing manufacturing costs.

In order to achieve the above object, the fuel supply pump of the present invention includes a suction valve and a suction valve stopper that regulates the movement of the suction valve in the valve opening direction, and the suction valve stopper is attached to the suction valve. It has a disk-shaped portion having facing convex portions and a plurality of plate-shaped portions that support the disk-shaped portion, and the angle of the plate-shaped portion with respect to the radial direction of the disk-shaped portion is 10 ° to 60 °. There is .

According to the present invention, it is possible to provide a fuel supply pump capable of improving durability while suppressing manufacturing costs. Issues, configurations and effects other than those described above will be clarified by the following description of the embodiments.

It is a figure which shows the specific example of a fuel supply pump main body. It is a figure which shows an example of the whole structure of a fuel supply system. It is a figure which shows the fixed state of the mounting root part (plunger internal combustion engine side mechanism). It is a detailed cross-sectional view (vertical cross-sectional view at the time of valve opening) of a suction valve A. It is a detailed sectional view (45 degree sectional view at the time of valve opening) of a suction valve A. It is a detailed sectional view (when the valve is closed) of a suction valve A. It is a top view of the suction valve stopper. It is a side view of a suction valve stopper. It is a figure which shows the forging streamline of a protrusion.

Hereinafter, the configuration and operation of the fuel supply pump according to the embodiment of the present invention will be described with reference to the drawings. In each figure, the same reference numerals indicate the same parts.

In this embodiment, although it partially overlaps with the above-mentioned purpose, a suction valve stopper having sufficient durability against an impact force, which can secure a sufficient flow path cross-sectional area with a simple structure with few processing man-hours, and The purpose is to provide a low-cost fuel supply pump to which it is applied.

(overall structure)
FIG. 2 is a diagram (schematic diagram) showing an example of the overall configuration of a fuel supply system including a fuel supply pump to which the present invention is applicable. Using this figure, first, the configuration and operation of the entire system will be described.

In FIG. 2, a portion surrounded by a broken line indicates the main body of the fuel supply pump 1, and it is shown that the mechanism and parts shown in the broken line are integrally incorporated in the pump body 1P. Fuel is sent from the fuel tank 20 to the pump body 1P via the feed pump 21, and pressurized fuel is sent from the pump body 1P to the injector 24 side. The engine control unit 27 (ECU: Engine Control Unit) as a control unit takes in the pressure of fuel from the pressure sensor 26 and controls the feed pump 21, the electromagnetic coil 43 in the pump body 1P, and the injector 24 in order to optimize the pressure.

In FIG. 2, first, the fuel in the fuel tank 20 is pumped by the feed pump 21 based on the control signal S1 from the engine control unit 27 (control unit), pressurized to an appropriate feed pressure, and passed through the suction pipe 28 to supply the fuel. It is sent to the low pressure fuel suction port 10a (suction joint) of 1. The fuel that has passed through the low-pressure fuel suction port 10a reaches the suction port 31b of the electromagnetic suction valve 300 that constitutes the capacity variable mechanism via the pressure pulsation reduction mechanism 9 and the suction passage 10d.

The pressure pulsation reduction mechanism 9 communicates with the annular low-pressure fuel chamber 7a whose pressure is variable in conjunction with the plunger 2 that reciprocates by the cam 93 (FIG. 3) of the engine, so that the suction port of the electromagnetic suction valve 300 is used. The pulsation of the fuel pressure sucked into 31b is reduced.

The fuel that has flowed into the suction port 31b of the electromagnetic suction valve 300 passes through the suction valve 30 and flows into the pressurizing chamber 11. The valve position of the suction valve 30 is determined by controlling the electromagnetic coil 43 in the pump body 1P based on the control signal S2 from the engine control unit 27 (control unit). In the pressurizing chamber 11, the cam 93 (FIG. 3) of the engine gives the plunger 2 a power to reciprocate.

Due to the reciprocating motion of the plunger 2, fuel is sucked from the suction valve 30 in the descending stroke of the plunger 2, the sucked fuel is pressurized in the ascending stroke of the plunger 2, and the pressure sensor 26 is attached via the discharge valve mechanism 8. Fuel is pumped to the common rail 23. After that, the injector 24 injects fuel into the engine based on the control signal S3 from the engine control unit 27 (control unit).

The discharge valve mechanism 8 provided at the outlet of the pressurizing chamber 11 urges the discharge valve seat 8a, the discharge valve 8b that comes into contact with and separates from the discharge valve seat 8a, and the discharge valve 8b toward the discharge valve seat 8a. It is composed of a valve spring 8c and the like. According to the discharge valve mechanism 8, the discharge valve 8b opens when the internal pressure of the pressurizing chamber 11 is higher than the pressure on the discharge passage 12a side on the downstream side of the discharge valve 8b and overcomes the drag force determined by the discharge valve spring 8c. , The pressurized fuel is pumped and supplied from the pressurizing chamber 11 to the discharge passage 12a side.

Further, the electromagnetic suction valve 300 of FIG. 2 is composed of a suction valve 30, a rod 35 for controlling the position of the suction valve 30, an anchor portion 36, a suction valve spring 33, a rod urging spring 40, an anchor portion urging spring 41 and the like. To. According to this mechanism, the suction valve 30 is urged in the valve closing direction by the suction valve spring 33, and is urged in the valve opening direction by the rod urging spring 40 via the rod 35. Further, the anchor portion 36 is urged in the valve closing direction by the anchor portion urging spring 41. The valve position of the suction valve 30 is controlled by driving the rod 35 by the electromagnetic coil 43.

In this way, in the fuel supply pump 1, the electromagnetic coil 43 in the pump body 1P is controlled by the control signal S2 given to the electromagnetic suction valve 300 by the engine control unit 27 (control unit), and the fuel supply pump 1 is transferred to the common rail 23 via the discharge valve mechanism 8. The fuel flow rate is discharged so that the fuel to be pumped becomes the desired supply fuel.

Further, in the fuel supply pump 1, the relief valve 100 communicates between the pressurizing chamber 11 and the common rail 23. The relief valve 100 is a valve mechanism arranged in parallel with the discharge valve mechanism 8. In the relief valve 100, when the pressure on the common rail 23 side rises above the set pressure of the relief valve 100, the relief valve 100 opens and the fuel is returned to the pressurizing chamber 11 of the fuel supply pump 1, so that the fuel is returned to the common rail 23. Prevents abnormally high pressure conditions.

The relief valve 100 forms a high-pressure flow path 110 that communicates the discharge passage 12a on the downstream side of the discharge valve 8b in the pump body 1P with the pressurizing chamber 11. The discharge valve 8b is provided so as to bypass the high pressure flow path 110.

The high-pressure flow path 110 is provided with a relief valve 102 that limits the flow of fuel from the discharge flow path to the pressurizing chamber 11 in only one direction. The relief valve 102 is pressed against the relief valve seat 101 by the relief spring 105 that generates a pressing force, and the pressure difference between the pressure chamber 11 and the high pressure flow path 110 is determined by the relief spring 105. When the above is achieved, the relief valve 102 is set to separate from the relief valve seat 101 and open.

As a result, when the common rail 23 becomes abnormally high pressure due to a failure of the electromagnetic suction valve 300 of the fuel supply pump 1, the differential pressure between the high pressure flow path 110 and the pressurizing chamber 11 becomes equal to or higher than the valve opening pressure of the relief valve 102. The relief valve 102 is opened, and the fuel having an abnormally high pressure is returned from the high pressure flow path 110 to the pressurizing chamber 11, and the high pressure portion piping such as the common rail 23 is protected.

FIG. 1 is a diagram showing a specific example of a pump body 1P mechanically integrally configured. As shown in FIG. 1, a plunger 2 that reciprocates (in this case, moves up and down) by the cam 93 (FIG. 3) of the engine in the height direction at the center of the drawing is arranged in the cylinder 6 and in the cylinder 6 above the plunger. The pressurizing chamber 11 is formed in.

Further, the mechanism on the electromagnetic suction valve 300 side is arranged on the left side of the center of the drawing, and the discharge valve mechanism 8 is arranged on the right side of the center of the drawing. Further, in the upper part of the drawing, a low pressure fuel suction port 10a, a pressure pulsation reduction mechanism 9, a suction passage 10d, and the like are arranged as a mechanism on the fuel suction side. Further, a plunger internal combustion engine side mechanism (mounting root portion 150) is shown in the lower center of FIG. 1.

Since the plunger internal combustion engine side mechanism is a portion embedded and fixed in the internal combustion engine main body as shown in FIG. 3, it is referred to as a mounting root portion (150) here. The relief valve 100 is not shown in the display cross section of FIG. The relief valve 100 can be displayed in a display cross section at another angle, but since it is not directly related to the present invention, the description and display are omitted.

A detailed description of each part of FIG. 2 will be described later, and first, the mounting of the mounting root portion will be described with reference to FIG. FIG. 3 shows a state in which the mounting root portion 150 (plunger internal combustion engine side mechanism) is embedded in the internal combustion engine main body and fixed. However, in FIG. 3, since the attachment root portion 150 is mainly described, the description of other parts is omitted.

In FIG. 3, 90 shows a thick portion of the cylinder head of an internal combustion engine. The cylinder head 90 of the internal combustion engine is formed with a mounting hole 95 for mounting a mounting root in advance. The mounting root portion mounting hole 95 has a diameter of two steps according to the shape of the mounting root portion 150, and the mounting root portion 150 is fitted and arranged in the root portion mounting hole 95.

Then, the mounting root portion 150 is airtightly fixed to the cylinder head 90 of the internal combustion engine. In the airtight fixed arrangement example of FIG. 3, the fuel supply pump is brought into close contact with the plane of the cylinder head 90 of the internal combustion engine by using the flange 1e provided on the pump body 1P, and is fixed by a plurality of bolts 91. Further, the mounting flange 1e is welded to the pump body 1P at the welded portion 1f on the entire circumference to form an annular fixed portion. Alternatively, the pump body 1P and the mounting flange 1e may be integrated.

In this embodiment, laser welding is used for welding the welded portion 1f. Further, the O-ring 61 is fitted into the pump body 1P for the sealing between the cylinder head 90 and the pump body 1P, and prevents the engine oil from leaking to the outside.

The mounting root portion 150, which is airtightly and fixedly arranged in this way, is a tappet that converts the rotational motion of the cam 93 mounted on the camshaft of the internal combustion engine into vertical motion and transmits it to the plunger 2 at the lower end of the small diameter portion 2b of the plunger 2. 92 is provided. The plunger 2 is crimped to the tappet 92 by a spring 4 via a retainer 15. As a result, the plunger 2 is reciprocated up and down along with the rotational movement of the cam 93.

Further, the plunger seal 13 held at the lower end of the inner circumference of the seal holder 7 is installed in a state where the plunger seal 13 is slidably in contact with the outer periphery of the plunger 2 at the lower portion in the figure of the cylinder 6 in the annular low pressure fuel chamber 7a. The structure is such that the fuel can be sealed even when the plunger 2 slides, and the fuel is prevented from leaking to the outside. At the same time, it prevents the lubricating oil (including the engine oil) that lubricates the sliding portion in the internal combustion engine from flowing into the pump body 1P.

In the mounting root portion 150 which is airtightly fixedly arranged as shown in FIG. 3, the plunger 2 inside the mounting root portion 150 reciprocates in the cylinder 6 as the internal combustion engine rotates. The function of each part accompanying this reciprocating motion will be described by returning to FIG. In FIG. 1, the pump body 1P has a cylinder 6 having a bottomed tubular shape at an end (upper side in FIG. 1) so as to guide the reciprocating motion of the plunger 2 and form a pressurizing chamber 11 inside. It is attached.

Further, the pressurizing chamber 11 has an annular groove 6a on the outer peripheral side and an annular groove 6a so as to communicate with the electromagnetic suction valve 300 for supplying fuel and the discharge valve mechanism 8 for discharging fuel from the pressurizing chamber 11 to the discharge passage. A plurality of communication holes 6b for communicating the groove 6a and the pressurizing chamber are provided.

The cylinder 6 is press-fitted and fixed to the pump body 1P at its outer diameter, and is sealed by a press-fitting portion cylindrical surface so that the fuel pressurized from the gap between the pump body 1P and the pump body 1P does not leak to the low pressure side. Further, the cylinder 6 has a small diameter portion 6c on the outer diameter on the pressurizing chamber side. When the fuel in the pressurizing chamber 11 is pressurized, the cylinder 6 exerts a force on the low pressure fuel chamber 10 side, but by providing the pump body 1P with a small diameter portion 1a, the cylinder 6 is released to the low pressure fuel chamber 10 side. It is preventing that. By bringing the surfaces into contact with each other in a plane in the axial direction, in addition to sealing the cylindrical surface (contact cylindrical surface) of the press-fitting portion between the pump body 1P and the cylinder 6, it also functions as a double seal.

A damper cover 14 is fixed to the head of the pump body 1P. A suction joint 51 is provided on the damper cover 14, and forms a low-pressure fuel suction port 10a. The fuel that has passed through the low-pressure fuel suction port 10a passes through the suction filter 52 fixed inside the suction joint 51, and reaches the suction port 31b of the electromagnetic suction valve 300 via the pressure pulsation reduction mechanism 9 and the suction passage 10d.

The suction filter 52 in the suction joint 51 has a role of preventing foreign matter existing between the fuel tank 20 and the low pressure fuel suction port 10a from being sucked into the fuel supply pump by the flow of fuel.

Since the plunger 2 has a large diameter portion 2a and a small diameter portion 2b, the volume of the annular low pressure fuel chamber 7a increases or decreases due to the reciprocating motion of the plunger. The increase / decrease in volume is communicated with the low-pressure fuel chamber 10 by the fuel passage 1d (FIG. 3). A fuel flow is generated from the fuel chamber 10 to the annular low pressure fuel chamber 7a. This makes it possible to reduce the fuel flow rate inside and outside the pump during the suction stroke or the return stroke of the pump, and has a function of reducing pulsation.

The low-pressure fuel chamber 10 is provided with a pressure pulsation reducing mechanism 9 that reduces the pressure pulsation generated in the fuel supply pump from spreading to the suction pipe 28 (FIG. 2). When the fuel once flowing into the pressurizing chamber 11 is returned to the suction passage 10d through the suction valve 30 in the open valve state again for capacity control, the pressure returned to the low pressure fuel chamber 10 by the fuel returned to the suction passage 10d. Pulsation occurs.

However, the pressure pulsation reducing mechanism 9 provided in the low pressure fuel chamber 10 is formed of a metal damper in which two corrugated disk-shaped metal plates are bonded together on the outer periphery thereof and an inert gas such as argon is injected inside. The pressure pulsation is absorbed and reduced by the expansion and contraction of this metal damper. Reference numeral 9a is a mounting bracket for fixing the metal damper to the inner peripheral portion of the pump body 1P, and since it is installed on the fuel passage, a plurality of holes are provided so that the fluid can freely move to and from the front and back of the mounting bracket 9a. I have to.

The discharge valve mechanism 8 provided at the outlet of the pressurizing chamber 11 has a discharge valve seat 8a, a discharge valve 8b that is in contact with and separated from the discharge valve seat 8a, and a discharge valve spring that urges the discharge valve 8b toward the discharge valve seat 8a. 8c, the discharge valve holder 8d accommodating the discharge valve 8b and the discharge valve seat 8a, and the discharge valve seat 8a and the discharge valve holder 8d are joined by welding at the contact portion 8e to form an integrated discharge valve mechanism 8. Is forming. A stepped portion is provided inside the discharge valve holder 8d to form a discharge valve stopper 8f (stopper) that regulates the stroke of the discharge valve 8b.

In FIG. 1, when there is no fuel differential pressure between the pressurizing chamber 11 and the fuel discharge port 12, the discharge valve 8b is crimped to the discharge valve seat 8a by the urging force of the discharge valve spring 8c to be in a closed state. Only when the fuel pressure in the pressurizing chamber 11 becomes higher than the fuel pressure in the fuel discharge port 12, the discharge valve 8b opens against the discharge valve spring 8c, and the fuel in the pressurizing chamber 11 is the fuel discharge port. High pressure is discharged to the common rail 23 via 12. When the discharge valve 8b is opened, it comes into contact with the discharge valve stopper 8f and the stroke is limited.

Therefore, the stroke of the discharge valve 8b is appropriately determined by the discharge valve stopper 8f. As a result, it is possible to prevent the fuel discharged at high pressure to the fuel discharge port 12 from flowing back into the pressurizing chamber 11 due to the delay in closing the discharge valve 8b due to the stroke being too large, and the efficiency of the fuel supply pump is reduced. Can be suppressed. Further, when the discharge valve 8b repeats the valve opening and closing movements, the discharge valve 8b is guided by the inner peripheral surface of the discharge valve holder 8d so as to move only in the stroke direction. By doing so, the discharge valve mechanism 8 becomes a check valve that limits the flow direction of the fuel.

(Structure of electromagnetic suction valve)
Next, the structure on the electromagnetic suction valve 300 side, which is the main part of the present invention, will be described with reference to FIGS. 1, 4A and 4B. 4A and 4B show a detailed cross-sectional view (when the valve is opened) of the suction valve portion A. Here, FIG. 4A shows a vertical sectional view, and FIG. 4B shows a 45-degree sectional view.

First, the structure on the electromagnetic suction valve 300 side will be described. The structure on the electromagnetic suction valve 300 side is mainly composed of a suction valve portion A composed mainly of the suction valve 30, a solenoid mechanism portion B mainly composed of a rod 35 and an anchor portion 36, and an electromagnetic coil 43. The coil portion C will be roughly described.

First, the suction valve portion A includes a suction valve 30, a suction valve stopper 32, and a suction valve urging spring 33.
Of these, the seat member 31 is cylindrical and has a suction valve seat portion 31a in the inner peripheral side axial direction and a plurality of suction ports 31b radially around the axis of the cylinder.

The suction valve stopper 32 is arranged between the pressurizing chamber 11 and the suction valve 30, and has a disc-shaped portion 32d that overlaps with the suction valve 30 in the suction valve axial direction, and a plate-shaped suction chamber side from the disc-shaped portion 32d. It has a plurality of plate-shaped portions 32 m (protruding portions) protruding toward it.

Here, the suction valve stopper 32 regulates the movement of the suction valve 30 in the valve opening direction (direction in which the suction valve 30 is separated from the seat member 31). The plurality of plate-shaped portions 32m support the disk-shaped portion 32d.
Since the plate-shaped portion 32m is substantially linear, the impact force from the suction valve 30 is transmitted substantially linearly from the base to the tip of the plate-shaped portion 32m. This makes it possible to prevent cracks from occurring in the plate-shaped portion 32 m.

A fixing portion 32c (fixing surface) is provided on the outermost periphery of the plate-shaped portion 32m, and is fitted and held in the inner peripheral cylindrical surface of the housing portion 31c at this portion. A support portion 32n (support surface) is provided on the end surface perpendicular to the fixed portion 32c.

Then, the first flow path 32e (FIG. 4B) is formed between the outer peripheral side surface of the disk-shaped portion 32d and the housing portion 31c arranged on the outer peripheral side of the outer peripheral side surface of the disk-shaped portion 32d. The first flow path 32e is connected to the second flow path 32f on the pressure chamber side of the disc-shaped portion 32d from the side surface of the pressure chamber, and the first flow path 32e and the second flow path 32f are continuously connected by the housing portion 31c. Form to connect. Further, the plurality of fixing portions 32c are configured to be located on the pressure chamber side with respect to the suction valve side surface of the disc-shaped portion 32d.

By adopting this configuration, it is possible to form a flow path without performing hole drilling with a large number of man-hours, and at the same time, the suction valve stopper 32 can be fixed to the housing portion 31c, which is advantageous from the viewpoint of cost reduction. be.

The suction valve urging spring 33 is arranged on the inner peripheral side of the suction valve stopper 32 and on the spring holding portion 32h, which is a small diameter portion for partially stabilizing one end of the spring coaxially. The suction valve 30 is arranged between the suction valve seat portion 31a and the suction valve stopper 32. The suction valve urging spring 33 is a compression coil spring, and is installed so that the urging force acts in the direction in which the suction valve 30 is pressed against the suction valve seat portion 31a. The spring is not limited to the compression coil spring, and may be in any form as long as it can obtain an urging force, and may be a leaf spring having an urging force integrated with the suction valve.

By configuring the suction valve portion A in this way, in the suction stroke of the pump, the fuel that has passed through the suction port 31b and entered the inside passes between the suction valve 30 and the suction valve seat portion 31a, and is a suction valve. It passes through the outer peripheral side of the 30 and between the plate-shaped portions 32 m (first flow path 32e) adjacent to the suction valve stopper 32 in the circumferential direction, passes through the passages of the pump body 1P and the cylinder, and fuels to the pressurizing chamber. Inflow.

FIG. 5 shows a detailed cross-sectional view (when the valve is closed) of the suction valve portion A.

In the discharge stroke of the pump, the suction valve 30 functions as a check valve to prevent backflow of fuel to the inlet side by contact-sealing the suction valve seat portion 31a.

The amount of movement of the suction valve 30 in the axial direction is finitely regulated by the suction valve stopper 32.
This is because if the amount of movement is too large, the reverse flow rate increases due to the response delay when the suction valve 30 is closed, and the performance as a pump deteriorates. The regulation of the movement amount can be specified by the axial shape dimensions of the suction valve seat portion 31a, the suction valve 30, and the suction valve stopper 32, and the fixed position.

As shown in FIGS. 4A and 6A, the suction valve stopper 32 has a disc-shaped portion 32d having a convex portion 32b facing the suction valve 30. When the suction valve 30 is open, the downstream side surface 30 of the suction valve 30 comes into contact with the convex portion 32b, so that the movement in the axial direction is restricted. As shown in FIG. 6A, the convex portion 32b is formed so as to be convex on the upstream side (valve closing direction) on the facing surface 32o of the suction valve stopper 32 facing the downstream side surface 30a of the suction valve 30. The convex portion 32b reduces the contact area between the downstream side surface 30 of the suction valve 30 and the facing surface 32o of the suction valve stopper 32. As a result, when the valve is changed from the open state to the closed state, the downstream side surface 30a of the suction valve 30 is easily separated from the facing surface 32o of the suction valve stopper 32, and the valve closing responsiveness can be improved. If the annular protrusion 32b is absent, the contact area becomes large, so that a large squeeze force acts between the downstream side surface 30a of the suction valve 30 and the facing surface 32o of the suction valve stopper 32, and the suction valve 30 has a large squeeze force. The downstream side surface 30a is difficult to separate from the facing surface 32o of the suction valve 32.

Since the suction valve 30, the suction valve seat portion 31a, and the suction valve stopper 32 repeatedly collide with each other during operation, martensitic stainless steel having high strength, high hardness, and excellent corrosion resistance is heat-treated.

It is desirable that the material of the suction valve stopper is martensitic stainless steel having a carbon content of 0.25% or more, and the hardness after quenching is HRC52 or more. An austenitic stainless steel material is used for the suction valve spring 33 in consideration of corrosion resistance. Regarding the method of fixing the suction valve stopper 32, the plurality of fixing portions 32c are press-fitted into the inner peripheral surface of the housing portion 31c.

As a result, the structure of the suction valve portion A can be simplified by consolidating a plurality of functions into the suction valve stopper 32 and effectively utilizing the space. At the same time, by forming the suction valve stopper 32 by forging processing, which requires less processing man-hours than cutting processing or grinding processing, the processing man-hours can be reduced, which is advantageous from the viewpoint of cost reduction.

Further, regarding the arrangement of the fixing portions 32c, a plurality of fixing portions 32c are arranged at predetermined intervals in the circumferential direction on the outer peripheral side of the outermost peripheral end portion of the outer peripheral side surface of the disk-shaped portion 32d (see FIG. 6A). The two flow paths 32f are formed on the outer peripheral side of the outermost peripheral end portion of the outer peripheral side surface of the disk-shaped portion 32d. Further, the outermost peripheral end portion of the outer peripheral side surface of the disk-shaped portion 32d is configured to be located on the outer peripheral side of the outermost peripheral end portion of the outer peripheral surface of the suction valve 30.

The outermost diameter of the suction valve 30 may be larger than the outermost diameter of the disc-shaped portion 32d. By doing so, it is possible to prevent the fuel flow from the pressurizing chamber 11 from directly hitting the suction valve 30 and increasing the fluid force in the valve closing direction to cause an erroneous closing valve. As a result, it is possible to improve the flow rate control accuracy.

Next, the solenoid mechanism unit B will be described. The solenoid mechanism portion B includes a rod 35 which is a movable portion, an anchor portion 36, a rod guide 37 which is a fixed portion, an outer core 38, a fixed core 39, a rod urging spring 40, and an anchor portion urging spring 41.

The rod 35 and the anchor portion 36, which are movable portions, are configured as separate members. The rod 35 is slidably held on the inner peripheral side of the rod guide 37 in the axial direction, and the inner peripheral side of the anchor portion 36 is slidably held on the outer peripheral side of the rod 35. That is, both the rod 35 and the anchor portion 36 are configured to be slidable in the axial direction within a range geometrically regulated.

The anchor portion 36 has one or more through holes 36a penetrating in the axial direction of the component in order to move freely and smoothly in the axial direction in the fuel, and the restriction of movement due to the pressure difference between the front and rear of the anchor portion is eliminated as much as possible. ..

The rod guide 37 is inserted radially into the inner peripheral side of the hole into which the suction valve of the pump body 1P is inserted, and is abutted against one end of the suction valve seat in the axial direction and welded to the pump body 1P. It is configured to be sandwiched between the fixed outer core 38 and the pump body 1P. Similar to the anchor portion 36, the rod guide 37 is also provided with a through hole 37a that penetrates in the axial direction, and the pressure of the fuel chamber on the anchor portion side causes the movement of the anchor portion so that the anchor portion can move freely and smoothly. It is configured so as not to interfere.

The outer core 38 has a thin-walled cylindrical shape on the side opposite to the portion to be welded to the fuel supply pump main body, and is welded and fixed by inserting the fixing core 39 on the inner peripheral side thereof. A rod urging spring 40 is arranged on the inner peripheral side of the fixed core 39 with a small diameter portion as a guide, and the rod 35 comes into contact with the suction valve 30 and the suction valve is separated from the suction valve seat portion 31a, that is, suction. Gives urging force in the valve opening direction.

The anchor portion urging spring 41 is arranged to give an urging force to the anchor portion 36 in the direction of the rod brim portion 35a while maintaining coaxiality by inserting a direction end into a central bearing portion 37b having a cylindrical diameter provided on the center side of the rod guide 37. It is supposed to be. The amount of movement of the anchor portion 36 is set to be larger than the amount of movement of the suction valve 30. This is because the suction valve 30 is surely closed.

Since the rod 35 and the rod guide 37 slide on each other and the rod 35 repeatedly collides with the suction valve 30, martensitic stainless steel treated with heat treatment is used in consideration of hardness and corrosion resistance. Magnetic stainless steel is used for the anchor portion 36 and the fixed core 39 to form a magnetic circuit, and austenitic stainless steel is used for the rod urging spring 40 and the anchor portion urging spring 41 in consideration of corrosion resistance.

According to the above configuration, three springs are organically arranged in the suction valve portion A and the solenoid mechanism portion B. The suction valve urging spring 33 configured in the suction valve portion A, the rod urging spring 40 configured in the solenoid mechanism portion B, and the anchor portion urging spring 41 correspond to this. In this embodiment, coil springs are used for all springs, but any spring can be configured as long as it can obtain urging force.

Finally, the configuration of the coil portion C will be described. The coil portion C includes a first yoke 42, an electromagnetic coil 43, a second yoke 44, a bobbin 45, a terminal 46, and a connector 47. An electromagnetic coil 43 in which a copper wire is wound a plurality of times on a bobbin 45 is arranged so as to be surrounded by a first yoke 42 and a second yoke 44, and is molded and fixed integrally with a connector which is a resin member. Each end of the two terminals 46 is energized and connected to both ends of the copper wire of the coil. Similarly, the terminal 46 is also molded integrally with the connector so that the remaining end can be connected to the engine engine control unit side.

In the coil portion C, the hole portion at the center of the first yoke 42 is press-fitted into the outer core 38 and fixed. At that time, the inner diameter side of the second yoke 44 is configured to be in contact with or close to the fixed core 39 with a slight clearance.

Both the first yoke 42 and the second yoke 44 are made of magnetic stainless steel in order to form a magnetic circuit and in consideration of corrosion resistance, and the bobbin 45 uses a high-strength heat-resistant resin in consideration of strength characteristics and heat resistance characteristics.

By configuring the solenoid mechanism portion B and the coil portion C as described above, a magnetic circuit is formed by the outer core 38, the first yoke 42, the second yoke 44, the fixed core 39, and the anchor portion 36, and a current is applied to the coil. Is applied, a magnetic attraction force is generated between the fixed core 39 and the anchor portion 36, and a force attracted to each other is generated. In the outer core 38, by making the axial portion where the fixed core 39 and the anchor portion 36 generate magnetic attraction with each other as thin as possible, almost all of the magnetic flux passes between the fixed core 39 and the anchor portion 36. , The magnetic attraction force can be obtained efficiently.

According to the above configuration of the fuel supply pump according to the present embodiment, each operation of suction, return, and discharge in the operation of the pump operates as follows.

First, the inhalation process will be described. In the suction stroke, the plunger 2 moves in the direction of the cam 93 (the plunger 2 descends) due to the rotation of the cam 93 in FIG. That is, the position of the plunger 2 has moved from the top dead center to the bottom dead center. When in the suction stroke state, for example, to explain with reference to FIG. 1, the volume of the pressurizing chamber 11 increases and the fuel pressure in the pressurizing chamber 11 decreases. When the fuel pressure in the pressurizing chamber 11 becomes lower than the pressure in the suction passage 10d in this stroke, the fuel passes near the suction valve 30 in the open state, and the communication hole 1b provided in the pump body 1P and the cylinder It passes through the annular groove 6a and the communication hole 6b as the outer peripheral passage and flows into the pressurizing chamber 11.

In the suction stroke, the electromagnetic coil 43 remains in a non-energized state and no magnetic urging force is applied. Therefore, the suction valve 30 is in a state of being pressed against the rod 35 by the urging force of the rod urging spring 40, and remains open.

Next, the return process will be described. In the return stroke, the plunger 2 moves in the ascending direction due to the rotation of the cam 93 in FIG. That is, the position of the plunger 2 has begun to move from the bottom dead center to the top dead center. At this time, the volume of the pressurizing chamber 11 decreases with the compression motion after suction in the plunger 2, but in this state, the fuel once sucked into the pressurizing chamber 11 passes through the suction valve 30 in the valve-opened state again. Since it is returned to the suction passage 10d, the pressure in the pressurizing chamber does not increase. This process is called a return process.

In this state, when a control signal from the engine control unit 27 (control unit) is applied to the electromagnetic suction valve 300, the return stroke is shifted to the discharge stroke. When a control signal is applied to the electromagnetic suction valve 300, a magnetic attraction force is generated in the coil portion C, which acts on each portion.

In this state, a magnetic circuit is formed by the outer core 38, the first yoke 42, the second yoke 44, the fixed core 39, and the anchor portion 36, and when a current is applied to the coil, magnetism is formed between the fixed core 39 and the anchor portion 36. A suction force is generated, and a force that attracts each other is generated. When the anchor portion 36 is sucked by the fixed core 39 which is the fixing portion, the rod 35 moves in the direction away from the suction valve 30 by the locking mechanism between the anchor portion 36 and the rod brim portion 35a. At this time, as shown in FIG. 5, the suction valve 30 is closed by the urging force of the suction valve urging spring 33 and the fluid force caused by the fuel flowing into the suction passage 10d.

After the valve is closed, the fuel pressure in the pressurizing chamber 11 rises with the ascending motion of the plunger 2, and when the pressure exceeds the pressure of the fuel discharge port 12, high-pressure fuel is discharged through the discharge valve mechanism 8 to the common rail 23. Will be supplied. This process is called a discharge process.

That is, the compression stroke (upward stroke from the lower start point to the upper start point) of the plunger 2 consists of a return stroke and a discharge stroke. Then, by controlling the energization timing of the electromagnetic suction valve 300 to the electromagnetic coil 43, the amount of high-pressure fuel discharged can be controlled. If the timing of energizing the electromagnetic coil 43 is advanced, the ratio of the return stroke in the compression stroke is small and the ratio of the discharge stroke is large. That is, less fuel is returned to the suction passage 10d, and more fuel is discharged at high pressure. On the other hand, if the timing of energization is delayed, the ratio of the return stroke is large and the ratio of the discharge stroke is small during the compression stroke. That is, more fuel is returned to the suction passage 10d, and less fuel is discharged at high pressure. The energization timing to the electromagnetic coil 43 is controlled by a command from the engine control unit 27 (control unit).

With the above configuration, by controlling the energization timing to the electromagnetic coil 43, the amount of fuel discharged at high pressure can be controlled to the amount required by the internal combustion engine.

The suction, return, and discharge operations described above are performed in an extremely fast cycle. When the suction valve 30 and the suction valve stopper 32 collide frequently, the collision frequency reaches several hundred times per second, and the impact load at this time is received by the support portion 32n of the suction valve stopper 32. It greatly affects the durability performance of the suction valve stopper 32.

FIG. 6A shows a plan view of the suction valve stopper for explaining the thickness and shape, and FIG. 6B shows a side view of the suction valve stopper. The flow path cross-sectional area of the second flow path 32f shown in FIG. 4B is smaller than that of the first flow path 32e by the amount of the plate-shaped portion 32m, and contributes greatly to the pressure loss. Therefore, the distance H between the base portion of the convex portion 32b and the support portion 32n satisfies the following inequality (1) with respect to the thickness t of the base portion of the convex portion 32b, thereby contributing to the pressure loss. A sufficient opening area of the large second flow path 32f can be secured, and pressure loss can be reduced.

That is, the distance H between the surface 32dS of the disc-shaped portion 32d facing the suction valve 30 and the tip of the plate-shaped portion 32m is larger than 1.4 times the thickness t of the disc-shaped portion 32d.

Here, if the plate-shaped portion 32 m has a stepped shape (crank shape), stress is concentrated on a portion having a small curvature at the time of collision of the suction valve 30, and the stress-concentrated portion is liable to be damaged in the durability test. Further, during forging, cracks are likely to occur in a portion having a small curvature, which can also be a factor of deteriorating durability test performance.

Therefore, it is desirable that the plate-shaped portion 32m has a substantially linear shape in which the angle difference θ with the support portion 32n is within the range of the following inequality equation (2).

In other words, the angle (angle difference θ) of the plate-shaped portion 32m with respect to the radial direction of the disc-shaped portion 32d is 10 ° to 60 °.

By doing so, stress concentration at the time of collision of the suction valve 30 can be avoided, and the durability performance is improved. In addition, it is possible to prevent the occurrence of cracks during forging.

In order to improve the valve closing responsiveness of the suction valve 30, it is effective to form a plurality of notched portions 32p in the convex portions 32b formed in a substantially annular shape. That is, it is preferable that the convex portion 32b has an annular shape and has a plurality of notched portions 32p. As a result, it is possible to prevent the spring holding portion 32h from becoming a negative pressure and deteriorating the valve closing responsiveness of the suction valve 30.

According to the inventor's experiment, in order to improve the valve closing responsiveness of the suction valve 30, it is desirable to arrange the notch portion 32p at the base of the plate-shaped portion 32m. In this case, when the plate-shaped portion 32m is formed by forging, cracks are likely to occur at the root of the convex portion 32b on the notch portion 32p side.

In order to prevent this, a crushed portion 32q is provided. At this time, by making the plate thickness A of the plate-shaped portion 32 m and the plate thickness B of the crushed portion 32q satisfy the following inequality (3), cracking occurs at the base of the notched portion 32p side of the convex portion 32b. Further, the durability performance at the time of collision between the suction valve 30 and the suction valve stopper 32 can be satisfied.

That is, the plate-shaped portion 32m includes a crushed portion 32q indicating a portion where the plate thickness becomes thin. The minimum value of the plate thickness of the plate-shaped portion 32 m (plate thickness B) is larger than 60% of the maximum value of the plate thickness of the plate-shaped portion 32 m (plate thickness A). The stress in the vicinity of the base of the convex portion 32b is suppressed by the stress in the vicinity of the crushed portion 32q. As a result, it is possible to prevent cracks from being generated at the base of the convex portion 32b.

The suction valve 30 is held by the urging force of the rod 35 and the suction valve urging spring 33. Therefore, when the suction valve urging spring 33 collapses, the reverse flow rate increases due to the response delay when the suction valve 30 closes, and the performance as a pump deteriorates.

Therefore, in order to prevent the suction valve urging spring 33 from collapsing, the distance L from the base of the convex portion 32b to the bottom surface of the spring holding portion 32h is the following inequality with respect to the thickness t of the base of the convex portion 32b (4). ) Is required.

That is, the distance L between the surface 32dS of the disc-shaped portion 32d facing the suction valve 30 and the bottom surface of the spring holding portion 32h (recessed portion) is larger than 0.5 times the thickness t of the disc-shaped portion 32d.

However, if the spring holding portion is deepened, cracks are likely to occur on the outer peripheral portion of the bottom surface of the spring holding portion when the spring holding portion is formed by forging.

Therefore, the spring holding portion 32h is formed by the first inner diameter portion 32s of the inner diameter φD1, the second inner diameter portion 32t of the inner diameter φD2, and the third inner diameter portion 32u of the inner diameter φD3 so as to satisfy the following inequality (5). By setting this, it is possible to form the spring holding portion without generating cracks when forming the spring holding portion by forging. As a result, the durability performance of the urging force by the suction valve urging spring 33 and the durability performance at the time of collision between the suction valve 30 and the suction valve stopper 32 can be satisfied.

In other words, the disc-shaped portion 32d has a spring holding portion 32h (recessed portion) on the surface 32dS facing the suction valve 30. The inner peripheral surface of the spring holding portion 32h (recessed portion) has a first inner diameter portion 32s having the largest inner diameter, a second inner diameter portion 32t having an inner diameter smaller than that of the first inner diameter portion 32s, and a second inner diameter portion 32t, in order of proximity to the convex portion 32b. It has a third inner diameter portion 32u having an inner diameter smaller than that of the second inner diameter portion 32t.

The suction valve urging spring 33 (spring) is arranged on the bottom surface of the spring holding portion 32h (recessed portion) to urge the suction valve 30. The suction valve urging spring 33 is guided by the third inner diameter portion 32u.

FIG. 7 shows a streamline of the plate-shaped portion 32 m. The line connecting the base of the convex portion 32b and the support portion 32n is shown by a two-dot chain line.

The forging line near the central portion in the plate thickness direction from the base of the convex portion 32b to the support portion 32n and the line connecting the convex portion 32b and the support portion 32n are substantially parallel.

In other words, the inclination of the forging line in the central portion between the base of the plate-shaped portion 32m and the tip is equivalent to the inclination of the straight line connecting the base of the convex portion 32b and the tip of the plate-shaped portion 32m. Further, in the cross section of the suction valve stopper 32 having a plane including the axis of the disk-shaped portion 32d, the edge 32mE of the plate-shaped portion 32m on the opposite side of the suction valve 30 is an S-shaped curve.

As shown in the axial sectional views of FIGS. 4A and 4B, the disc-shaped portion 32d of the suction valve stopper 32 of this embodiment has a facing surface 32o. Then, it is desirable that the outermost diameter portion 32p of the facing surface 32o and the most upstream portion 32q of the fixing portion 32c (fixing surface) are configured to be substantially linear. Further, on the downstream surface of the plate-shaped portion 32m, the innermost diameter portion 32q of the support portion 32n (supporting surface) from the downstream side plate-shaped forming portion 32s whose radial position is the same as that of the outermost diameter portion 32p of the facing surface 32o. It is desirable that the diameter is almost linear. Further, the linear shape from the outermost diameter portion 32p of the facing surface 32o to the most upstream portion 32q of the fixing portion 32c (fixing surface) and the most of the support portion 32n (supporting surface) from the downstream side plate-shaped forming portion 32s. It is desirable that the linear shape up to the inner diameter portion 32q is formed so as to be substantially parallel to each other. That is, it is desirable that the plate-shaped portion 32 m is formed with the same thickness so that the upstream surface and the downstream surface are substantially parallel to each other.

As a result, the impact load between the suction valve 30 and the suction valve stopper 32 can be efficiently released from the convex portion 32b toward the support portion 32n, and excessive stress concentration on the plate-shaped portion 32m is avoided to improve durability. I can be satisfied.

In general, if the configuration of this embodiment is used, a sufficient flow path cross-sectional area is secured with a simple structure with few processing man-hours, and an increase in pressure loss is prevented even when the flow rate of the discharged fuel is increased, resulting in high accuracy. It is possible to provide a suction valve stopper that can realize a high flow rate control and satisfy the durability performance against a valve collision, and a low-cost fuel supply pump to which the suction valve stopper is applied.

As described above, according to the present embodiment, it is possible to improve the durability while suppressing the manufacturing cost.

The present invention is not limited to the above-described embodiment, and includes various modifications. For example, the above-described embodiments have been described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the described configurations.

1 ... Fuel supply pump 1P ... Pump body 1a ... Small diameter part 1b ... Communication hole 1e ... Flange 1f ... Welding part 2 ... Plunger 2a ... Large diameter part 2b ... Small diameter part 6 ... Cylinder 6a ... Groove 6b ... Communication hole 6c ... Small diameter part 7 ... Seal holder 7a ... Circular low pressure fuel chamber 8 ... Discharge valve mechanism 8a ... Discharge valve seat 8b ... Discharge valve 8d ... Discharge valve holder 8e ... Contact portion 8f ... Discharge valve stopper 9 ... Pressure pulsation reduction mechanism 9a ... Mounting bracket 10 ... Low pressure fuel chamber 10a ... Low pressure fuel suction port 10d ... Suction passage 11 ... Pressurization chamber 12 ... Fuel discharge port 12a ... Discharge passage 13 ... Plunger seal 14 ... Damper cover 15 ... Retainer 20 ... Fuel tank 21 ... Feed pump 23 ... Common rail 24 ... Injector 26 ... Pressure sensor 27 ... Engine control unit 28 ... Suction pipe 30 ... Suction valve 31 ... Seat member 31a ... Suction valve Seat section 31b ... Suction port 31c ... Housing section 32 ... Suction valve stopper 32b ... Convex portion 32c ... Fixed Part 32d ... Disc-shaped part 32e ... First flow path 32f ... Second flow path 32h ... Spring holding part 32m ... Plate-shaped part 32n ... Support part 32p ... Notch part 32q ... Crushed part 32s ... First inner diameter part 32t ... First 2 Inner diameter portion 32u ... Third inner diameter portion 33 ... Suction valve spring 35 ... Rod 35a ... Rod brim portion 36 ... Anchor portion 36a ... Through hole 37 ... Rod guide 37a ... Through hole 37b ... Central bearing portion 38 ... Outer core 39 ... Fixed Core 42 ... 1st yoke 43 ... Electromagnetic coil 44 ... 2nd yoke 45 ... Bobbin 46 ... Terminal 47 ... Connector 51 ... Suction joint 52 ... Suction filter 61 ... O ring 90 ... Cylinder head 91 ... Bolt 92 ... Tappet 93 ... Cam 95 ... Mounting root mounting hole 100 ... Relief valve 101 ... Relief valve seat 102 ... Relief valve 110 ... High pressure flow path 150 ... Mounting root

Claims (17)

Inhalation valve and
A suction valve stopper that regulates the movement of the suction valve in the valve opening direction is provided.
The suction valve stopper is
A disk-shaped portion having a convex portion facing the suction valve,
It has a plurality of plate-shaped portions that support the disk-shaped portion, and has.
The angle of the plate-shaped portion with respect to the radial direction of the disk-shaped portion is 10 ° to 60 °.
A fuel supply pump characterized by that. The fuel supply pump according to claim 1 .
The plate-shaped portion is
Equipped with a crushed part that shows the part where the plate thickness becomes thin,
The minimum value of the plate thickness of the plate-shaped portion is
A fuel supply pump characterized in that it is larger than 60% of the maximum value of the plate thickness of the plate-shaped portion. The fuel supply pump according to claim 1.
The convex part is
It has an annular shape and has an annular shape.
A fuel supply pump characterized by having multiple notches. The fuel supply pump according to claim 3 .
The distance H between the surface of the disk-shaped portion facing the suction valve and the tip of the plate-shaped portion is
A fuel supply pump characterized in that it is larger than 1.4 times the thickness t of the disk-shaped portion. The fuel supply pump according to claim 3 .
The notch is
A fuel supply pump characterized by being placed at the base of the plate-shaped portion. The fuel supply pump according to claim 1.
The material of the suction valve stopper is
Martensitic stainless steel with a carbon content of 0.25% or more.
A fuel supply pump characterized by a hardness of HRC52 or higher after quenching. The fuel supply pump according to claim 1.
The disk-shaped part is
It has a recess on the surface facing the suction valve and has a recess.
The inner peripheral surface of the recessed portion is formed in the order of proximity to the convex portion.
The first inner diameter part with the largest inner diameter and
A second inner diameter portion having an inner diameter smaller than that of the first inner diameter portion,
A fuel supply pump characterized by having a third inner diameter portion having an inner diameter smaller than that of the second inner diameter portion. The fuel supply pump according to claim 7 .
The distance L between the surface of the disk-shaped portion facing the suction valve and the bottom surface of the recessed portion is
A fuel supply pump characterized in that it is larger than 0.5 times the thickness t of the disk-shaped portion. The fuel supply pump according to claim 8 .
It is located on the bottom surface of the recess and is provided with a spring that urges the suction valve.
The spring
A fuel supply pump characterized by being guided by the third inner diameter portion. The fuel supply pump according to claim 1.
The forging line passing through the center of the plate thickness of the plate-shaped portion is
A fuel supply pump characterized by a smooth curve. The fuel supply pump according to claim 10 .
The forging line passing through the center of the plate thickness of the plate-shaped portion is
A fuel supply pump characterized by an S-shaped curve. The fuel supply pump according to claim 11 .
The slope of the streamline in the central portion between the base and the tip of the plate-shaped portion is
A fuel supply pump characterized by having the same inclination as a straight line connecting the base of the convex portion and the tip of the plate-shaped portion. The fuel supply pump according to claim 1.
In the cross section of the suction valve stopper by the plane including the axis of the disk-shaped portion,
The edge of the plate-shaped portion opposite to the suction valve is
A fuel supply pump characterized by an S-shaped curve. The fuel supply pump according to claim 2 .
A fuel supply pump characterized in that the stress in the vicinity of the base of the convex portion is suppressed by the stress in the vicinity of the crushed portion. The fuel supply pump according to claim 1.
The disk-shaped portion of the suction valve stopper has a facing surface facing the downstream side surface of the suction valve.
The plate-shaped portion of the suction valve stopper is substantially linear from the outermost diameter portion of the facing surface to the most upstream portion of the fixed portion, which is a press-fitting surface formed at the tip of the plate-shaped portion. A fuel supply pump characterized by being configured as such. The fuel supply pump according to claim 15 .
The suction valve stopper is a valve opening formed at the tip of the plate-shaped portion from the downstream side plate-shaped forming portion having the same radial position as the outermost diameter portion of the facing surface on the downstream surface of the plate-shaped portion. A fuel supply pump characterized in that it is configured so that the innermost diameter of the support, which is the surface for support in the direction, is almost linear. The fuel supply pump according to claim 16 .
The linear shape from the outermost diameter portion of the facing surface to the most upstream portion of the fixed portion and the linear shape from the downstream side plate-shaped forming portion to the innermost inner diameter portion of the support portion are substantially parallel to each other. A fuel supply pump characterized by being formed in such a way.

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