JP7077212B2 - High pressure fuel pump - Google Patents

Description

The present invention relates to a high pressure fuel pump.

A high-pressure fuel pump for increasing the pressure of fuel is widely used in a direct injection type internal combustion engine that injects fuel directly into the combustion chamber of the internal combustion engine. As a background technique of this high pressure fuel pump, there is a high pressure fuel pump described in Japanese Patent Application Laid-Open No. 2017-14920.

In paragraph 0046, this high-pressure fuel pump states, "From the viewpoint of controllability of the solenoid valve, it is necessary to increase the magnetic attraction force of the mover to improve the responsiveness and at the same time to keep the stroke amount of the mover constant. In order to improve the suction force, it is necessary that the distance between the mover and the stopper (x in FIG. 5 (A)) is short over the entire facing surface while the mover is moving, so that it is as shown in FIG. 5 (A). On the inner peripheral side of the tilt start portion of the mover, a flat surface portion is formed up to the inner peripheral side side surface, and on the inner peripheral side of the stopper tilt start portion, a flat surface portion is formed up to the inner peripheral side side surface. (However, as shown in FIG. 5A, it is permitted to create an R portion for the purpose of chamfering at the connection portion from the flat surface portion to the inner peripheral side side surface). By providing such a flat surface portion, the stroke (x + y in FIG. 5A) is also stable. ”It is described that the stroke amount of the mover is important.

Japanese Unexamined Patent Publication No. 2017-14920

In the high-pressure fuel pump of the above background technique, the dimensional variation of the stroke amount is determined by stacking the component dimensions. Therefore, the high-pressure fuel pump, which is a complicated mechanism, tends to have a large dimensional variation in the stroke amount, and as a result, the performance variation of the high-pressure fuel pump becomes large.

An object of the present invention is to provide a high pressure fuel pump capable of reducing variations in fuel supply performance.

In order to achieve the above object, the high-pressure fuel pump of the present invention has a first fixing member which is an outer core and an abutting portion which is abutted against an axial end portion of the first fixing member. It has a gap forming portion in which a gap is formed in the axial direction between the ring member to be press-fitted into the fixing member and the end portion on the opposite side of the abutting portion of the ring member, and is press-fitted into the ring member. The second fixing member which is a fixing core, the butt welding portion which fixes the axial end portion of the first fixing member and the abutting portion of the ring member, and the first one with respect to the gap. On the side of the fixing member, the lap fixing portion which is a lap welding in which the ring member and the second fixing member are fixed in a state of overlapping in the radial direction, and the side of the second fixing member of the first fixing member. A third fixing member which is a rod guide arranged on the opposite side to the above, a press-fitting portion for fixing the first fixing member and the third fixing member, and a plurality of adjusting rings having different axial thicknesses are selected from the above. With an adjustment ring disposed between the first fixing member and the third fixing member, the gap is greater than the increase in axial thickness for two of the plurality of adjustment rings. The stroke amount D1 is adjusted by the press-fitting depth of the third fixing member into the first fixing member and the axial thickness of the adjusting ring, and the second fixing member is press-fitted into the ring member by the press-fitting depth of the second fixing member. The electromagnetic valve dimension D2 from the fixing member to the surface of the first fixing member on the adjustment ring side is specified .

According to the present invention, it is possible to reduce variations in fuel supply performance. Issues, configurations and effects other than those described above will be clarified by the following description of the embodiments.

It is the whole cross-sectional view which shows the high pressure fuel pump of this Example cut in the axial direction of a plunger. It is an overall sectional view which shows the high pressure fuel pump of this Example cut in the direction perpendicular to the axial direction of a plunger, and is the sectional view at the center of the intake port shaft and the center of the discharge port shaft of fuel. It is an overall cross-sectional view of the high pressure fuel pump of this embodiment at an angle different from FIG. 1, and is the cross-sectional view at the center of a suction joint shaft. It is an enlarged view of the vertical sectional view of the electromagnetic suction valve mechanism of the high pressure fuel pump of this Example. It is a figure which shows the whole structure of the system including the high pressure fuel pump of this Example. It is the figure which added the weld part to the figure which enlarged the vertical sectional view of the electromagnetic suction valve mechanism of the high pressure fuel pump of this Example. It is a figure which shows the increment of the axial thickness of the adjustment ring used for the high pressure fuel pump of this Example.

Hereinafter, the configuration and operation of the high-pressure fuel 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, in addition to the object of the above invention, the outer core (first fixing member) and the ring member are butt-welded, and the ring member and the fixing core (second fixing member) are provided with a gap. By forming and fixing by lap welding, the variation in dimensions from the adjustment ring to the fixed core (second fixing member) is reduced, and the gap between the fixing core (second fixing member) and the anchor part (movable core) is reduced. The purpose is to narrow the range of use of the adjustment ring thickness.

(overall structure)
First, the configuration and operation of the system will be described with reference to the overall configuration diagram of the engine system shown in FIG. The portion surrounded by the broken line indicates the main body of the high-pressure fuel pump 100 (fuel supply pump), and the mechanism / component shown in the broken line indicates that the pump body 1 is integrally incorporated.

The fuel in the fuel tank 20 is pumped by the feed pump 21 based on a signal from the engine control unit 27 (hereinafter referred to as an ECU). This fuel is pressurized to an appropriate feed pressure and sent to the low pressure fuel suction port 10A of the fuel supply pump through the suction pipe 28.

The fuel that has passed through the suction joint 51 (see FIG. 2) from the low-pressure fuel suction port 10A is the suction port 31B of the electromagnetic suction valve mechanism 300 that constitutes a capacity variable mechanism via the metal damper 9 (pressure pulsation reduction mechanism) and the suction passage 10B. To.

The fuel that has flowed into the electromagnetic suction valve mechanism 300 passes through the suction valve 30 and flows into the pressurizing chamber 11. The cam 93 (see FIG. 1) of the engine (internal combustion engine) gives the plunger 2 the 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, and the fuel is pressurized in the ascending stroke. Fuel is pressure-fed to the common rail 23 to which the pressure sensor 26 is mounted via the discharge valve mechanism 400. Then, the injector 24 injects fuel into the engine based on the signal from the ECU 27. This embodiment is a fuel supply pump applied to a so-called direct injection engine system in which the injector 24 injects fuel directly into the cylinder cylinder of the engine.

The fuel supply pump discharges a desired fuel flow rate of the supplied fuel by a signal from the ECU 27 to the electromagnetic suction valve mechanism 300.

Next, the configuration of the fuel supply pump will be described with reference to FIGS. 1 to 4. FIG. 1 shows a vertical sectional view of the fuel supply pump, and FIG. 2 is a horizontal sectional view of the fuel supply pump as viewed from above. Further, FIG. 3 is a vertical cross-sectional view of the fuel supply pump as viewed from a direction different from that of FIG. FIG. 4 is an enlarged view of the electromagnetic suction valve mechanism 300.

As shown in FIG. 1, the fuel supply pump is attached to a metal damper 9, a pump body 1 (pump body) in which a damper accommodating portion 1A accommodating the metal damper 9 is formed, and a damper accommodating portion. A damper cover 14 that covers 1A and holds the metal damper 9 between the pump body 1 and a holding member 9A that is fixed to the damper cover 14 and holds the metal damper 9 from the opposite side to the damper cover 14 are provided. There is. The holding member 9A is arranged between the metal damper 9 and the pump body 1 and holds the metal damper 9 from the side of the pump body 1.

The fuel supply pump is in close contact with the fuel supply pump mounting portion 90 of the internal combustion engine by using the mounting flange 1B (see FIG. 2) provided on the pump body 1 and is fixed by a plurality of bolts.

As shown in FIG. 1, an O-ring 91 is fitted into the pump body 1 for a seal between the fuel supply pump mounting portion 90 and the pump body 1 to prevent engine oil from leaking to the outside.

A cylinder 6 that guides the reciprocating motion of the plunger 2 and forms a pressurizing chamber 11 together with the pump body 1 is attached to the pump body 1. Further, an electromagnetic suction valve mechanism 300 for supplying fuel to the pressurizing chamber 11 and a discharge valve mechanism 400 (see FIG. 2) for discharging fuel from the pressurizing chamber 11 to the discharge passage are provided.

As shown in FIG. 1, the cylinder 6 is press-fitted with the pump body 1 on the outer peripheral side thereof, and further, in the fixing portion 6A, the body is deformed to the inner peripheral side to press the cylinder 6 upward in the figure, and the cylinder 6 is pressed. The fuel pressurized in the pressurizing chamber 11 is sealed on the upper end surface of the cylinder so as not to leak to the low pressure side.

A tappet 92 is provided at the lower end of the plunger 2 to convert the rotational motion of the cam 93 (cam mechanism) attached to the camshaft of the internal combustion engine into vertical motion and transmit it to the plunger 2. The plunger 2 is crimped to the tappet 92 by a spring 4 via a retainer 15. As a result, the plunger 2 can be reciprocated up and down 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 drawing of the cylinder 6. As a result, when the plunger 2 slides, the fuel in the sub chamber 7A is sealed and prevented from flowing into the internal combustion engine. 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 1.

As shown in FIG. 2, a suction joint 51 is attached to the side surface of the pump body 1 of the fuel supply pump. The suction joint 51 is connected to a low-pressure pipe that supplies fuel from the fuel tank 20 of the vehicle, from which fuel is supplied to the inside of the fuel supply pump. The suction filter 52 (see FIG. 3) 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 absorbed into the fuel supply pump by the flow of fuel.

As shown in FIG. 1, the fuel that has passed through the low-pressure fuel suction port 10A reaches the suction port 31B of the electromagnetic suction valve mechanism 300 via the metal damper 9 and the suction passage 10B (low-pressure fuel flow path).

The electromagnetic suction valve mechanism 300 will be described in detail with reference to FIG. The coil portion includes a first yoke 42, an electromagnetic coil 43, a second yoke 44, a bobbin 45, a terminal 46 (see FIG. 1), 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 control unit side.

As for the coil portion, the hole portion at the center of the first yoke 42 is press-fitted into the outer core (first fixing member) 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 (second fixing member) 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 and the connector 47 are made of high-strength heat-resistant resin in consideration of strength characteristics and heat resistance characteristics. .. Copper is used for the electromagnetic coil 43, and brass plated with metal is used for the terminal 46.

In this way, a magnetic circuit is formed by the outer core (first fixing member) 38, the first yoke 42, the second yoke 44, the fixed core (second fixing member) 39, and the anchor portion 36, and a current is applied to the electromagnetic coil 43. When given, a magnetic attraction force is generated between the fixed core (second fixing member) 39 and the anchor portion 36, and a force attracted to each other is generated. In the outer core (first fixing member) 38, almost all of the magnetic flux is fixed by making the axial portion where the fixing core (second fixing member) 39 and the anchor portion 36 generate magnetic attraction with each other as thin as possible. Since it passes between the core (second fixing member) 39 and the anchor portion 36, the magnetic attraction force can be efficiently obtained.

The solenoid mechanism portion includes a rod 35 which is a movable portion, an anchor portion 36, a rod guide (third fixing member) 37 which is a fixing portion, an outer core (first fixing member) 38, and a fixing core (second fixing member) 39. Then, it is composed of 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 (third fixing member) 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 restricted.

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 (third fixing member) 37 is inserted in the radial direction on the inner peripheral side of the hole of the pump body 1 (fuel supply pump body) into which the suction valve 30 is inserted, and in the axial direction, the suction valve seat. The structure is such that the outer core (first fixing member) 38, which is abutted against one end of the 32 and is welded and fixed to the pump body 1, is sandwiched between the pump body 1. Like the anchor portion 36, the rod guide (third fixing member) 37 is also provided with a through hole 37A penetrating in the axial direction, so that the anchor portion 36 can move freely and smoothly in the fuel chamber on the anchor portion side. It is configured so that the pressure does not hinder the movement of the anchor portion 36.

The outer core (first fixing member) 38 has a thin-walled cylindrical shape on the side opposite to the portion to be welded to the pump body 1 (fuel supply pump body), and the ring member 60 (see FIG. 6) is on the outer peripheral side thereof. Is fixed by welding in the form of being inserted.

A rod urging spring 40 is arranged on the inner peripheral side of the fixed core (second fixing member) 39 with a small diameter portion as a guide, the rod 35 comes into contact with the suction valve 30, and the suction valve 30 is the suction valve seat portion. An urging force is applied in the direction separated from 31A (valve seat member 31), that is, in the valve opening direction of the suction valve 30.

The anchor portion urging spring 41 inserts a direction end into a central bearing portion 37B having a cylindrical diameter provided on the center side of the rod guide (third fixing member) 37 to maintain coaxiality, and the rod brim portion 35A direction to the anchor portion 36. It is arranged to give an energizing force to. The movement amount of the anchor portion 36 is set to be larger than the movement amount 30B of the suction valve 30. This is because the suction valve 30 is surely closed.

Since the rod 35 and the rod guide (third fixing member) 37 slide on each other and the rod 35 repeatedly collides with the suction valve 30, the martensitic stainless steel is heat-treated in consideration of hardness and corrosion resistance. use. Magnetic stainless steel is used for the anchor portion 36 and the fixed core (second fixing member) 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 and the solenoid mechanism portion. The suction valve urging spring 33 configured in the suction valve portion, the rod urging spring 40 configured in the solenoid mechanism portion, 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.

As shown in FIG. 2, the discharge valve mechanism 400 provided at the outlet of the pressurizing chamber 11 directs the discharge valve seat 401, the discharge valve 402 that is in contact with and separated from the discharge valve seat 401, and the discharge valve 402 toward the discharge valve seat 401. It is composed of a discharge valve spring 403 for urging and a discharge valve stopper 404 for determining a stroke (moving distance) of the discharge valve 402. The discharge valve stopper 404 and the pump body 1 are joined by welding at the contact portion 410 to shut off the fuel from the outside.

When there is no fuel differential pressure between the pressurizing chamber 11 and the discharge valve chamber 12A, the discharge valve 402 is crimped to the discharge valve seat 401 by the urging force of the discharge valve spring 403 to be in a closed state. Only when the fuel pressure in the pressurizing chamber 11 becomes higher than the fuel pressure in the discharge valve chamber 12A does the discharge valve 402 open against the discharge valve spring 403. Then, the high-pressure fuel in the pressurizing chamber 11 is discharged to the common rail 23 via the discharge valve chamber 12A, the fuel discharge passage 12B, and the fuel discharge port 12.

When the discharge valve 402 is opened, it comes into contact with the discharge valve stopper 404 and the stroke is limited. Therefore, the stroke of the discharge valve 402 is appropriately determined by the discharge valve stopper 404. As a result, it is possible to prevent the fuel discharged at high pressure into the discharge valve chamber 12A from flowing back into the pressurizing chamber 11 due to the delay in closing the discharge valve 402 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 402 repeats the valve opening and closing movements, the discharge valve 402 is guided by the outer peripheral surface of the discharge valve stopper 404 so as to move only in the stroke direction. By doing so, the discharge valve mechanism 400 becomes a check valve that limits the flow direction of the fuel.

The pressurizing chamber 11 is composed of a pump body 1 (pump housing), an electromagnetic suction valve mechanism 300, a plunger 2, a cylinder 6, and a discharge valve mechanism 400.

When the plunger 2 moves in the direction of the cam 93 due to the rotation of the cam 93 and is in the suction stroke state, 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 port 31B in this stroke, the suction valve 30 is opened. The fuel passes through the opening 30A (see FIG. 5) of the suction valve 30 and flows into the pressurizing chamber 11.

After the plunger 2 finishes the inhalation stroke, the plunger 2 shifts to an ascending motion and shifts to a compression stroke. Here, the electromagnetic coil 43 remains in a non-energized state, and no magnetic urging force acts on it. The rod urging spring 40 is set to have a necessary and sufficient urging force to keep the suction valve 30 open in a non-energized state. The volume of the pressurizing chamber 11 decreases with the compression movement of the plunger 2. In this state, the fuel once sucked into the pressurizing chamber 11 is sucked again through the opening 30A of the suction valve 30 in the opened state. Since it is returned to the passage 10B, 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 ECU 27 is applied to the electromagnetic suction valve mechanism 300, a current flows through the electromagnetic coil 43 via the terminal 46. Then, a magnetic attraction force acts between the fixed core (second fixing member) 39 and the anchor portion 36, whereby the magnetic urging force overcomes the urging force of the rod urging spring 40 and the rod 35 is removed from the suction valve 30. Move away. Therefore, 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 10B. 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 via the discharge valve mechanism 400 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 mechanism 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 becomes small and the ratio of the discharge stroke becomes large. That is, less fuel is returned to the suction passage 10B, 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 in the compression stroke becomes large and the ratio of the discharge stroke becomes small. That is, more fuel is returned to the suction passage 10B, and less fuel is discharged at high pressure. The energization timing to the electromagnetic coil 43 is controlled by a command from the ECU 27.

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

As shown in FIG. 1, a metal damper 9 is installed in the low pressure fuel chamber 10 to reduce the pressure pulsation generated in the fuel supply pump from spreading to the suction pipe 28 (fuel pipe). When the fuel once flowing into the pressurizing chamber 11 is returned to the suction passage 10B through the suction valve 30 (suction valve body) in the opened state again for capacity control, the low-pressure fuel is reduced by the fuel returned to the suction passage 10B. Pressure pulsation occurs in the chamber 10. However, the metal damper 9 provided in the low-pressure fuel chamber 10 is formed of a metal diaphragm 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.

The plunger 2 has a large diameter portion 2A and a small diameter portion 2B, and the volume of the sub chamber 7A increases or decreases due to the reciprocating motion of the plunger 2. The sub chamber 7A communicates with the low pressure fuel chamber 10 by the fuel passage 10C (see FIG. 3). When the plunger 2 is lowered, a fuel flow is generated from the sub chamber 7A to the low pressure fuel chamber 10, and when the plunger 2 is raised, a fuel flow is generated from the low pressure fuel chamber 10 to the sub 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 the pressure pulsation generated inside the fuel supply pump.

Next, the relief valve mechanism 200 shown in FIG. 2 and the like will be described.

The relief valve mechanism 200 includes a relief body 201, a relief valve 202, a relief valve holder 203, a relief spring 204, and a spring stopper 205. The relief body 201 is provided with a tapered seat portion. In the relief valve 202, the load of the relief spring 204 is applied via the relief valve holder 203, is pressed against the seat portion of the relief body 201, and shuts off the fuel in cooperation with the seat portion. The valve opening pressure of the relief valve 202 is determined by the load of the relief spring 204. The spring stopper 205 is press-fitted and fixed to the relief body 201, and is a mechanism for adjusting the load of the relief spring 204 according to the press-fitting and fixing position.

Here, when the fuel in the pressurizing chamber 11 is pressurized and the discharge valve 402 is opened, the high-pressure fuel in the pressurizing chamber 11 passes through the discharge valve chamber 12A and the fuel discharge passage 12B from the fuel discharge port 12. It is discharged. The fuel discharge port 12 is formed in a discharge joint (not shown), and the discharge joint is welded and fixed to the pump body 1 at a welded portion to secure a fuel passage.

When the pressure of the fuel discharge port 12 becomes abnormally high due to a failure of the electromagnetic suction valve mechanism 300 of the high-pressure fuel pump and becomes larger than the set pressure of the relief valve mechanism 200, the abnormally high-pressure fuel enters the pressurizing chamber via the relief passage 210. Relieved to 11.

Hereinafter, the problems to be solved by the high-pressure fuel pump 100 of this embodiment will be described in detail with reference to FIG. FIG. 6 is a view in which a welded portion is added to an enlarged vertical cross-sectional view of the electromagnetic suction valve mechanism 300 of the high-pressure fuel pump 100 according to the embodiment of the present invention.

The configuration of the electromagnetic suction valve mechanism 300 of this embodiment includes an outer core (first fixing member) 38, a fixing core (second fixing member) 39, and a ring member 60. Further, the clearance between the fixed core (second fixing member) 39 and the anchor portion 36, that is, the dimensional variation of the stroke amount D1 is selected (adjusted) by the adjusting ring 61 having various thicknesses.

The thickness dimension of the adjusting ring 61 is measured before assembling, and as a result of measuring the dimensions of other parts and the like, the adjusting ring 61 is combined so that the stroke amount D1 becomes constant. Here, the factors that determine the thickness of the adjusting ring 61 include the solenoid valve dimension D2 from the outer core (first fixing member) 38 to the fixing core (second fixing member) 39, and the dimensional variation of the solenoid valve dimension D2. The larger the value, the larger the range taken by the axial thickness dimension of the adjusting ring 61, which leads to the problem that many variations of the thickness dimension of the adjusting ring 61 must be manufactured.

The present inventors have found a method for reducing the dimensional variation of the solenoid valve dimension D2 in order to reduce the variation of the adjusting ring 61. As a method for reducing the dimensional variation of the solenoid valve dimension D2 in FIG. 6, in this embodiment, the welding between the outer core (first fixing member) 38 and the ring member 60 is butt welded 62, and the ring member 60 and the fixing core ( The welding between the second fixing members) 39 was made into a superposition welding 63.

Specifically, the ring member 60 has an abutting portion that is abutted against the axial end portion (step portion) of the outer core (first fixing member) 38, and is press-fitted into the outer core (first fixing member) 38. To. The fixed core (second fixing member) 39 has a gap forming portion 39A in which a gap is formed in the axial direction between the abutting portion of the ring member 60 and the end portion on the opposite side, and is press-fitted into the ring member 60. To. The butt welding 62 (butt fixing portion) fixes the axial end portion (step portion) of the outer core (first fixing member) 38 and the abutting portion of the ring member 60. In the superposition welding 63 (superposition fixing portion), the ring member 60 and the fixing core (second fixing member) 39 have diameters on the outer core (first fixing member) 38 side with respect to the gap of the gap forming portion 39A. Fix in a state where they overlap in the direction.

Here, although it is specified as butt welding 62 and lap welding 63, it can be applied to other than welding. Conventionally, the solenoid valve dimension D2 is determined by the dimensions of the outer core (first fixing member) 38, the fixing core (second fixing member) 39, and the ring member 60, but superposition welding 63 is adopted. Therefore, the solenoid valve dimension D2 can be directly specified. As a result, it is possible to narrow the range taken by the axial thickness dimension of the adjusting ring 61, and it is possible to reduce the variation of the thickness dimension of the adjusting ring 61.

Here, the fixed core (second fixing member) 39 may or may not be a magnetic core. Further, the embodiment of the present invention is effective as a method for reducing the dimensional variation of the solenoid valve dimension D2 regardless of the presence or absence of the adjusting ring 61. Although the solenoid valve dimension D2 is specified as a solenoid valve, it can be applied to other than the solenoid valve. In this embodiment, the outer core (first fixing member) 38 and the rod guide (third fixing member) 37 are fixed by the press-fitting portion 64, and the outer core (first fixing member) 38 and the rod guide (third) are further fixed in the axial direction. The adjustment ring 61 is present between the fixing member) 37, but it is not always necessary to take this configuration.

In this embodiment, the rod guide (third fixing member) 37 is arranged on the side opposite to the side of the fixing core (second fixing member) 39 of the outer core (first fixing member) 38. The press-fitting portion 64 fixes the outer core (first fixing member) 38 and the rod guide (third fixing member) 37. Thereby, the dimensional variation of the stroke amount D1 can be adjusted. This point is particularly effective when the adjusting ring 61 does not exist.

Further, the fixed core (second fixing member) 39 is composed of a magnetic core that attracts the anchor portion 36 (movable core). The rod 35 is driven by suction of the anchor portion 36 (movable core). The adjusting ring 61 is arranged between the outer core (first fixing member) 38 and the rod guide (third fixing member) 37, and the axial thickness determines the axial position of the tip of the rod 35 on the pressurizing chamber side. Set. The adjusting ring 61 is selected from a plurality of adjusting rings having different axial thicknesses. Thereby, the dimensional variation of the stroke amount D1 can be roughly adjusted.

When the adjusting ring 61 is not used, the position of the tip of the rod 35 on the pressurizing chamber side in the axial direction is set by the press-fitting depth of the press-fitting portion 64. As a result, it is possible to roughly adjust the dimensional variation of the stroke amount D1 while reducing the number of parts.

As shown in FIG. 7, the gap of the gap forming portion 39A is larger than the increase Δt of the axial thickness with respect to any two adjustment rings 61A and 62B among the plurality of adjustment rings. By cooperating with the gap of the gap forming portion 39A and the superposition welding 63 (superposition fixing portion), the dimensional variation of the stroke amount D1 can be finely adjusted.

As described above, according to the present embodiment, since the dimensional variation of the stroke amount D1 is adjusted, the variation in the fuel supply performance can be reduced.

The present invention is not limited to the above-described embodiment, and includes various modifications. For example, the above-described embodiment has been described in detail in order to explain the present invention in an easy-to-understand manner, and is not necessarily limited to the one including all the configurations. Further, it is possible to add / delete / replace a part of the configuration of the embodiment with another configuration.

1 ... Pump body 2 ... Plunger 4 ... Spring 6 ... Cylinder 7 ... Seal holder 9 ... Metal damper 10A ... Low pressure fuel suction port 10B ... Suction passage 10C ... Fuel passage 11 ... Pressurizing chamber 12 ... Fuel discharge port 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 ... Valve seat member 32 ... Suction valve seat 33 ... Suction Valve urging spring 35 ... Rod 36 ... Anchor 37 ... Rod guide (third fixing member)
38 ... Outer core (first fixing member)
39 ... Fixed core (second fixing member)
40 ... Rod urging spring 41 ... Anchor portion urging spring 42 ... First yoke 43 ... Electromagnetic coil 44 ... Second yoke 45 ... Bobbin 46 ... Terminal 47 ... Connector 51 ... Suction joint 52 ... Suction filter 60 ... Ring member 61 ... Adjustment ring 62 ... Butt welding 63 ... Laminated welding 64 ... Press-fitting part D1 ... Stroke amount D2 ... Electromagnetic valve size 90 ... Fuel supply pump mounting part 91 ... O ring 92 ... Tappet 93 ... Cam 100 ... High pressure fuel pump 200 ... Relief valve Mechanism 300 ... Electromagnetic suction valve mechanism 400 ... Discharge valve mechanism

Claims (3)

The first fixing member, which is the outer core ,
A ring member having an abutting portion abutted against an axial end portion of the first fixing member and press-fitted into the first fixing member.
A second fixing member which has a gap forming portion in which a gap is formed in the axial direction between the abutting portion and the end portion on the opposite side of the ring member and is a fixing core press-fitted into the ring member.
A butt welding portion that fixes the axial end portion of the first fixing member and the abutting portion of the ring member, and a butt fixing portion.
A superposition fixing portion, which is a superposition welding in which the ring member and the second fixing member are fixed in a radialally overlapped state on the side of the first fixing member with respect to the gap.
A third fixing member, which is a rod guide arranged on the side opposite to the side of the second fixing member of the first fixing member,
A press-fitting portion for fixing the first fixing member and the third fixing member,
It comprises an adjusting ring selected from a plurality of adjusting rings having different axial thicknesses and arranged between the first fixing member and the third fixing member.
The gap is greater than the increase in axial thickness for two of the plurality of adjustment rings.
The stroke amount D1 is adjusted by the press-fitting depth of the third fixing member into the first fixing member and the axial thickness of the adjusting ring.
A high-pressure fuel pump in which a solenoid valve dimension D2 from the second fixing member to the surface of the first fixing member on the adjustment ring side is specified by the press-fitting depth of the second fixing member into the ring member . In the high-pressure fuel pump according to claim 1 ,
The second fixing member is composed of a magnetic core that attracts the movable core.
The high pressure fuel pump comprises a rod driven by suction of the movable core.
The adjusting ring is a high- pressure fuel pump that sets the position of the tip of the rod on the pressurizing chamber side in the axial direction according to the thickness in the axial direction. In the high-pressure fuel pump according to claim 1 ,
A high-pressure fuel pump in which the position of the tip of the rod on the pressurizing chamber side in the axial direction is set by the press-fitting depth of the press-fitting portion.

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