WO2004040121A1

WO2004040121A1 - Fuel supply pump and tappet structure body

Info

Publication number: WO2004040121A1
Application number: PCT/JP2003/013688
Authority: WO
Inventors: Nobuo Aoki; Kazuya Kubota; Takeshi Terada; Noriyuki Kobayashi
Original assignee: Bosch Automotive Systems Corporation
Priority date: 2002-10-29
Filing date: 2003-10-27
Publication date: 2004-05-13
Also published as: EP1557558A1; KR20050042081A; AU2003275677A1; KR100674772B1; EP1557558A4; EP1557558B1

Abstract

A fuel supply pump with a large fuel discharge amount and a tappet structure body that are suitably used for a accumulated pressure-type fuel injection device that mechanically intensifies pressure. In a tappet structure body with a pass-through hole and a fuel supply pump with a spring seat, a penetration portion through which a lubricant or a fuel for lubrication passes is provided by cooperation of the tappet structure body and the spring seat. The penetration portion is provided between a spring-holding chamber for holding a spring used when a plunger is pulled down and a cam chamber for receiving a cam for lifting/lowering the plunger.

Description

Description Fuel pump and tut structure Technical field

The present invention relates to a fuel supply pump and a tappet structure. In particular, for example, the present invention relates to a fuel supply pump and a tap structure suitable for a pressure-accumulating fuel injection device that mechanically increases a large flow rate of fuel by using a pressurized biston. Background art

Conventionally, various types of pressure-accumulating fuel injection devices (CRS: Common Rail System) using accumulators (common rails) have been proposed to efficiently inject high-pressure fuel in diesel engines and the like.

For example, as shown in FIG. 25, Japanese Patent Application Laid-Open No. 6-933936 discloses a first fuel injection system in charge of the main injection in order to easily switch the pressure of the accumulator according to the operating conditions of the engine. Equipped with a pressure accumulator 2 36 and a second pressure accumulator 2 78 that is responsible for pilot injection, respectively, and switching over these pressure accumulators 2 3 6 and 2 7 8 by the switching device 28 6 to inject fuel Pressure-accumulation type fuel injection device that implements the following has been proposed.

Also, Japanese Patent No. 2885076 discloses a method for increasing the pressure of fuel between an accumulator and a fuel injection valve in order to obtain an optimum injection pressure for engine performance. An accumulator type fuel injection device provided with a pressure piston and a cylinder chamber has been proposed.

More specifically, as shown in FIG. 26, an accumulator 395, a fuel supply oil passage 360, a control oil passage 361, a fuel injection control switching valve 362, a cylinder chamber 3 8 3 for accommodating the pressure-increasing piston 3 7 8, 7 0~1 2 0 MP a ( about 7 0 0~1 2 0 0 kgf / cm 2) increasing to raise the fuel pressure to a degree Pressure piston 3 7 8, hydraulic circuit 3 6 3, switching valve for piston operation (3-way solenoid valve for pressure booster) 3 6 4 And a controller (not shown) are disclosed.

However, the accumulator type fuel injection device disclosed in Japanese Patent Application Laid-Open No. 6-93939 needs to be provided with two types of accumulators and a switching device therefor, which makes the accumulator type fuel injection device complicated. There was a problem that it would be larger and larger. Also, in such a pressure accumulating type fuel injection device, when the cam and the plunger of the fuel supply pump are driven at high speed, the lubricating oil cannot freely flow between the spring holding chamber and the cam chamber. As a result, there was a problem that the lubricating oil hindered the operation of the plunger, and it was not possible to sufficiently pressurize a large amount of fuel.

On the other hand, in the accumulator type fuel injection device disclosed in Japanese Patent No. 2885076, a multi-stage pressure injection is provided by providing an intensifier piston between the accumulator and the fuel injection valve. A pressurized pump that supplies high-pressure fuel to the accumulator has been proposed as well, and the pressurized pump is a conventional pressurized pump of the accumulator type fuel injection device, and is connected to the booster piston. No mention is made of pressurized pumps intended to supply large volumes of high pressure fuel.

Therefore, the inventors of the present invention have conducted intensive studies and as a result, by providing a communication portion between the spring holding chamber and the cam chamber, the lubricating oil or the lubricating fuel can freely flow between the cam and the cam. It has been found that even when the plunger is driven at high speed, a large amount of fuel oil can be sufficiently pressurized.

That is, according to the present invention, even when the cam and the plunger in the fuel supply pump are driven at a high speed to increase the fuel discharge amount, the lubricating oil or the lubricating fuel does not hinder the operation of the plunger. It is an object of the present invention to provide a fuel supply pump capable of sufficiently pressurizing the fuel, and a tail structure suitable for the fuel supply pump. Disclosure of the invention

[1] According to the present invention, in a fuel supply pump including a tappet structure and a spring seat, a spring holding chamber for holding a spring used when pulling down a plunger, and a cam for raising and lowering the plunger Accommodates A fuel supply pump provided with a communication portion for allowing a lubricating oil or a lubricating fuel to pass between the cam chamber and a cam chamber for providing the lubricating oil or the lubricating fuel can be provided, and the above-described problems can be solved. That is, when the plunger rises to pressurize the fuel, the lubricating oil or the lubricating fuel present in the spring holding chamber can be quickly and smoothly moved to the cam chamber via the communicating portion. . On the other hand, when the plunger descends to take in the fuel, the lubricating oil or the lubricating fuel present in the cam chamber can be quickly and smoothly moved to the spring holding chamber via the communicating portion. Therefore, even when the plunger is driven at a high speed by driving the cam and the plunger at a high speed, for example, by rotating the cam at 1,500 rpm or more at a high speed, the spring holding chamber and the cam chamber are connected to each other. Since the lubricating oil or the lubricating fuel can flow freely between the spaces, the lubricating oil or the lubricating fuel does not hinder the high-speed operation of the plunger, and a large amount of fuel can be pressurized.

[2] Further, in configuring the fuel supply pump of the present invention, the spring seat includes a spring holding portion for holding a spring used when pulling down the plunger of the fuel supply pump, and the plunger. And a plunger mounting portion for stopping the lubricating oil, and a through hole for passing lubricating oil or fuel for lubrication is preferably provided around the plunger mounting portion as a part of the communication portion.

With such a configuration, even when the plunger is driven at a high speed, the lubricating oil or the lubricating fuel can be more smoothly supplied between the spring side and the cam side through the passage hole of the spring seat. You can go back and forth.

[3] In configuring the fuel supply pump of the present invention, it is preferable that a plurality of through holes are provided in the spring sheet, and the through holes are radially or semi-radially arranged around the plunger mounting portion.

With such a configuration, the communicating portion can be easily and reliably formed between the spring seat and the tappet structure regardless of the phase of assembling the spring sheet.

[4] Further, in configuring the fuel supply pump of the present invention, the tut structure includes a roller and a roller body, and the roller body includes a communication portion. It is preferable that a passage hole for passing the lubricating oil or the lubricating fuel is provided as the portion.

With this configuration, even when the plunger is driven at a high speed, the lubricating fuel flows more smoothly between the spring side and the cam side through the passage hole of the mouthpiece body. be able to.

[5] Further, in configuring the fuel supply pump of the present invention, it is preferable to provide a plurality of passage holes in the roller body and arrange the passage holes in a peripheral direction of the roller body.

With such a configuration, the communication portion can be easily and reliably formed between the tappet structure and the spring seat, regardless of the assembly phase of the tappet structure.

[6] Further, in configuring the fuel supply pump of the present invention, a passage hole for passing lubricating oil or lubricating fuel is provided in the roller body as a part of the communication portion, and the upper surface of the roller body is provided. It is preferable that a conduction path for allowing the lubricating oil or the lubricating fuel to pass is provided at a location including the opening of the passage hole. With such a configuration, the communication portion can be easily and reliably formed via the roller body regardless of the phase in which the tap structure is assembled.

[7] Further, in configuring the fuel supply pump of the present invention, a passage hole for passing lubricating oil or lubricating fuel is provided in the roller body as a part of the communication portion, and the passage hole is formed in the roller body. It is preferable to provide a conduction path for passing the lubricating oil or the lubricating fuel at a location including the lower opening.

With this configuration, the communicating portion can be easily and reliably formed via the roller body irrespective of the mounting phase of the tut structure.

[8] Further, in configuring the fuel supply pump of the present invention, it is preferable to employ a fuel lubrication system that uses a part of the fuel oil as the lubricating fuel and to allow the communication portion to pass the lubricating fuel.

With this configuration, even if the fuel to be pressurized in a large amount and the lubricating oil fuel amount as a lubricating component are mixed, the efficiency of exhaust gas purification may be reduced because they are the same component. Absent. [9] In configuring the fuel supply pump of the present invention, a fuel having a flow rate per unit time of 500 to 1,500 liters / hour is pressurized to a value of 50 MPa or more. Is preferably used for a pressure accumulating type fuel injection device.

By using such a pressure-accumulation type fuel injection device, it is possible to easily pressurize a large amount of fuel, so that fuel injection at a multi-stage pressure can be easily carried out. Combustion efficiency can be increased.

[10] Further, another aspect of the present invention is a tap structure including a roller and a roller body, wherein the lubricating oil or the fuel for lubrication is passed through the roller body. The hole structure is such that the hole is provided so as to penetrate from the upper surface of the roller body to a non-roller portion, for example, a side surface portion.

That is, when the plunger rises to pressurize the fuel, it is not closed by the roller, and the lubricating oil or the lubricating twist in the spring holding chamber is quickly and smoothly supplied through the passage hole. Can move to cam chamber. On the other hand, when the plunger descends to take in fuel, the lubricating oil or lubricating fuel present in the cam chamber is quickly and smoothly transferred to the spring holding chamber through the passage hole provided in the roller body. You can move.

Therefore, with such a tappet structure, the cam and the plunger can be driven at a high speed by using the fuel supply pump. For example, the cam and the plunger can be rotated at a high speed of 1,500 rpm or more. Even when the motor is driven at high speed, the lubricating oil or fuel does not hinder the high-speed operation of the cam and the plunger, and as a result, seizure with the camshaft is reduced. Become. BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a side view of a fuel supply pump according to the present invention having a partial cutout.

FIG. 2 is a cross-sectional view of the fuel supply pump of the present invention.

FIGS. 3A and 3B are a perspective view and a sectional view, respectively, of the housing. FIGS. 4A and 4B are a perspective view and a side view of the plunger, respectively. FIG. 5 is a diagram provided to explain a fuel intake valve and a fuel discharge valve.

FIG. 6 is a perspective view of the spring seat.

(A) and (b) of FIG. 7 are a plan view and a sectional view of the spring seat, respectively.

FIGS. 8 (a) to 8 (c) are views provided to explain the mounting structure of the plunger.

FIGS. 9 (a) and 9 (b) are views provided to explain a fuel intake valve.

FIG. 10 is a sectional view of the fuel intake valve.

FIG. 11 is a diagram provided to explain a system of a mechanical pressure-accumulation type fuel injection device.

FIG. 12 is a diagram provided to explain the structure of the proportional control valve.

FIG. 13 is a diagram provided to explain the structure of a pressure accumulating fuel injection device of a mechanical pressure increasing type.

FIG. 14 is a view conceptually showing a method of increasing the pressure of fuel by a mechanical pressure accumulating type fuel injection device.

Figure 1 5 is a _c Fig. 1 6 is a view for explaining the injection timing chart high pressure fuel, (a) ~ (c) is Ru FIG der provided to illustrate the tappet structure (Part 1 ).

FIG. 17 is a diagram provided to explain another tappet structure (part 2). Figure 18 is a diagram provided to explain another tappet structure (part 3). Figure 19 is a diagram provided to explain another tappet structure (part 4). FIG. 20 is a diagram provided to explain another tappet structure (part 5). FIG. 21 is a perspective view provided to explain a roller body.

FIGS. 22 (a) and 22 (b) are views provided for explaining the roller body.

FIG. 23 is a diagram provided to explain another roller body (part 1). FIG. 24 is a diagram provided to explain another roller body (part 2). FIG. 25 is a diagram provided to explain the structure of a conventional pressure-accumulation fuel injection device. FIG. 26 is a diagram provided to explain the structure of another conventional accumulator-type fuel injection device. BEST MODE FOR CARRYING OUT THE INVENTION

[First Embodiment]

The first embodiment is a fuel supply pump 50 including a specific spring sheet 10 and a tappet structure 6 as illustrated in FIGS. 1 and 2, wherein a spring sheet 10 is provided. Force A spring holding part 12 for holding a spring 68 used to lower the plunger 54 of the fuel supply pump 50, and a plunger mounting part 1 for mounting the tip part 55 of the plunger 54. And a through hole 16 is provided around the plunger mounting portion 14. Further, the tappet structure 6 includes a roller 29 and a roller body 28. A passage hole 30b is provided in the roller body 28, and a communication portion for allowing the lubricating oil or the lubricating fuel to pass through in cooperation with the spring seat 10 and the tut structure 6. Pump for fuel supply formed with 5 It is 0.

Hereinafter, the fuel supply pump 50 will be described in detail by dividing it into components and the like.

1. Basic form of fuel supply pump

Although the basic form of the fuel supply pump is not particularly limited, for example, it is preferable to include a fuel supply pump 50 as shown in FIGS. 1 and 2. That is, the fuel supply pump 50 includes, for example, a pump housing 52, a barrel (cylinder) 53, a plunger 54, a spring seat 10, a tap structure 6, and a cam 60. And preferably

A plunger 54 reciprocates inside the barrel 53 accommodated in the pump housing 52 in response to the rotational movement of the cam 60, and a fuel compression chamber 74 for pressurizing the introduced fuel. Is formed. Therefore, the fuel pressure-fed from the feed pump 64 can be efficiently pressurized to high-pressure fuel in the fuel compression chamber 74 by the plunger 54.

In the example of the fuel supply pump 50, the pump housing 52 includes, for example, a pair of barrels (cylinders) 53 and a plunger 54. In order to achieve this, it is also preferable to increase the number to two or more sets.

(1) Pump housing

The pump housing 52 is a housing that houses a barrel (cylinder) 53, a plunger 54, a tappet structure 6, and a cam 60, as illustrated in FIGS. 1 and 2.

Therefore, as shown in FIGS. 3 (a) and (b), the pump housing 52 has a shaft hole 92a that opens in the left-right direction and cylindrical spaces 92b, 922 that open in the vertical direction. It is preferable that each has c.

Further, as shown in FIG. 3 (b), it is preferable that the pump housing 52 further have through holes 97, 98 which open in the side direction of the cylindrical spaces 92b, 92c. . That is, the through holes 97 and 98 are formed by, for example, stepped holes composed of three large, medium and small holes 97 a to 97 c and 98 a to 98 c having different diameters. The guide pins 99 are press-fitted into the holes 97a and 98a, and the positioning accuracy of the guide pins is ensured. The holes 9f b and 98b are formed by inserting the leading ends of the guide pins 99 into the holes 97c and 97c, respectively, in order to press-fit the tips of the guide pins 99 into the holes 97c and 98c. It has the function of guiding to 9 8 c. In addition, holes 9 7a, 9

8a is formed as a threaded portion into which guide pins 9 and 9 are screwed.

It is preferable that the tip of the 99 is press-fitted.

(2) Plunger barrel

The plunger barrel 53 is a casing for supporting the plunger 54, as illustrated in FIGS. 1 and 2, and the fuel compression for pressurizing a large amount of fuel to a high pressure by the plunger 54. Chamber (pump chamber) 7 4 You. Therefore, it is preferable that the plunger barrel 53 is mounted on the upper openings of the cylindrical spaces 92b, 92c of the pump housing 52.

When the type of fuel supply pump provided with a plunger barrel is an in-line type or a radial type, the form of the plunger barrel can be appropriately changed according to each type.

(3) Plunger

The plunger 54 is a main element for pressurizing the fuel in the fuel compression chamber 74 in the plunger barrel 53 to a high pressure, as illustrated in FIGS. Therefore, it is preferable that the plunger 54 is arranged to be able to move up and down in the plunger barrel 53 mounted in the cylindrical spaces 92b and 92c of the pump housing 52.

Further, as shown in FIGS. 4 and 5, the plunger 54 preferably has a pressurizing section 54 a for entering and exiting the fuel compression chamber 74. The pressurizing portion 54a is designed to be thinner than the diameter of the plunger barrel 53, and when the pressurizing portion 54a moves to the top dead center, the pressurizing portion 54a and the discharge valve 79 are connected. It is preferable to form a gap between them. The reason for this is that even after the plunger 54 is driven at high speed and a large amount of fuel is pressurized, the pressurizing section 54a does not block the inlet relo The purpose is to pump the fuel smoothly.

The plunger 54 is formed in a round bar shape as a whole so that it can be smoothly driven at a high speed in the plunger barrel 53, and has a flange 5 at an end opposite to the pressurizing section 54a. It is preferred to have 5. That is, it is preferable that a collar portion 55 for locking is provided on the outer peripheral surface of the distal end portion (lower end portion) of the cylindrical plunger 54. The reason for this is that with such a configuration, it is possible to easily and reliably fix to the opening 15 provided in the plunger mounting portion 14.

Further, as shown in FIG. 2, the plunger 54 is constantly urged to the cam side by a plunger return spring 68, and rises in response to the rotation of the cam 60, thereby moving up the fuel compression chamber. Preferably, it is configured to pressurize the fuel in 74. In the fuel supply pump according to the first embodiment, it is preferable that the cam and the plunger are driven at a high speed to pressurize a large amount of fuel. Specifically, it is preferable to set the rotation speed of the cam and the plunger to a value within the range of 1,500 to 4,000 rpm. Further, in consideration of the gear ratio, it is preferable that the rotation speed of the cam and the plunger be a value within a range of 1 to 5 times the rotation speed of the engine.

(4) Fuel compression chamber

The fuel compression chamber 74 is a small chamber formed in the plunger barrel 53 together with the plunger 54, as shown in FIGS. Therefore, in the fuel compression chamber 74, the fuel that has quantitatively flowed in through the fuel supply valve 73 can be efficiently and massively pressurized by driving the plunger 54 at a high speed. Even when the plunger 54 is driven at a high speed in this way, a spring sheet roller body described later is provided with a lubricating oil or a lubricating fuel so as not to hinder the high-speed operation of the plunger 54. It is preferable that through holes are provided, and the respective through holes communicate with each other.

On the other hand, after the pressurization by the plunger 54 is completed, the pressurized fuel is supplied to the common rail 106 shown in FIG. 11 via the fuel discharge valve 79.

(5) Spring seat

As illustrated in FIGS. 6 and 7 (a) to (b), the spring seat 1 includes a spring holding portion 12 for holding a spring used when pulling down a plunger of a fuel supply pump; In the spring seat 10 provided with a plunger mounting portion 14 for locking the plunger, and around the plunger mounting portion 14, a passage hole 16 for passing lubricating oil or fuel for lubrication is provided. Is preferred.

(5)-1 Spring holding part

The shape of the spring holding portion 12 is not particularly limited as long as a spring used for pulling down the plunger of the fuel supply pump can be easily arranged. For example, FIG. 6 and FIG. As shown in (1), it may be disk-shaped <> or may be a planar body partially protruding in the peripheral direction. Although not shown, it is also preferable to provide a groove or a hook in a part of the spring holding part so that a part of the spring is embedded or locked.

As for the arrangement of the spring holding portion 12, it is preferable that the spring holding portion 12 is provided around the plunger mounting portion 14, as shown in FIGS.

The reason is that the spring can be easily fixed by bringing a coil-shaped spring (not shown) used to pull down the plunger into contact with the surface portion 13 of the spring holding portion 12. This is because the spring can be arranged at an accurate position.

(5) -2 Plunger mounting part

The configuration of the plunger mounting portion is not particularly limited as long as the plunger can be easily locked and the plunger can be lowered. For example, as shown in FIG. A relatively large inlet 15b for sliding the tip of the plunger from the side and a relatively small center hole 15a for locking the plunger tip Is preferred. That is, it is preferable that the width of the inlet 15b in the opening 15 be larger than the diameter of the center hole 15a of the opening 15.

The reason for this is that, with such a configuration, the spring seat and the plunger can be easily centered and locked without further using a specific fixing tool. Therefore, in the fuel supply pump, even when the plunger is driven at a high speed, the displacement between the tappet structure and the plunger can be reduced. In addition, with this configuration, Fig. 8

As shown in (a) to (c), after the flange provided at the tip of the plunger 54 passes through the inlet 15b of the opening 15, the center hole 15a of the opening 15 is formed. In this case, it is locked with the back surface of the plunger mounting portion 14 and does not come off.

In addition, it is preferable that the form of the plunger mounting portion is modified as shown in FIGS. 8 (a) to 8 (c).

Here, FIG. 8 (a) shows an example in which a plunger mounting portion 14 having a dish shape is provided in a region inside the spring holding portion 12 so that a fuel reservoir 16 b is formed. With this configuration, as described later, the spring holding part 12 and the plunger A step 17 can be easily provided between the attachment portion 14 and the side surface. Therefore, even if the position of the passage hole 16 of the spring seat 10 and the passage hole 30b of the roller body 28 are slightly displaced, a fuel reservoir is formed between them, and the plunger is driven at high speed. Even in this case, the lubricating oil or the lubricating fuel can freely flow back and forth, thereby hindering the high-speed driving of the plunger, and a predetermined lubricating effect can be effectively exerted at each location.

Fig. 8 (b) shows an example in which a fuel reservoir 16b is not formed in the inner region of the spring holding portion 12, but a plunger mounting portion 14 is provided to the extent that the plunger can be easily mounted. is there. With this configuration, the thickness of the spring seat can be reduced, so that the handling and processing of the spring seat can be facilitated.

Further, FIG. 8 (c) shows an example in which a plunger mounting portion 14 is provided by being directly extended into an inner region of the spring holding portion 12. With such a configuration, the spring holding portion 12 and the plunger mounting portion 14 can be made substantially flat, and the handling and processing of the spring seat can be facilitated.

In the examples shown in FIGS. 8 (b) and 8 (c), the position of the passage L 3 16 of the spring seat 10 and the passage hole 3 Ob of the roller body 28 is matched to allow communication. Even when the plunger is driven at high speed, the lubricating oil or fuel for lubrication freely moves back and forth and hinders the high-speed operation of the plunger. The effect can be exhibited effectively. In addition, regarding the arrangement of the plunger mounting part 14, FIG. 6 and FIG.

As shown in (b), it is preferable to provide the plunger mounting portion 14 in the region inside the spring holding portion 12.

The reason for this is that, with such a configuration, for example, a cylindrical spring can be held in the spring holding portion 12, and the plunger is locked in the inner region of the spring so that the spring can be easily centered. This is because high-speed driving is possible.

Also, as shown in Fig. 7 (b), adjust the height of the plunger mounting part 14 to set a step 17 between the spring holding part 12 and the side of the plunger mounting part 14. Preferably. In FIG. 7B, the height of the step 17 is represented by a symbol t1.

The reason for this is that if such a step is formed, the spring can be arranged at an accurate position, and the tip of the plunger of the fuel supply pump can be easily accommodated.

It is preferable that the height (t 1) of the step is specifically set to a value of 1 mm or more.

(5) -3 Passage hole

The shape and number of the through holes 16 provided around the plunger mounting portion 14 are not particularly limited, but, for example, it is preferable to provide circular through holes within a range of 1 to 20.

The reason for this is that even if the number of such passage holes is one, by considering the size and arrangement, the communicating part is formed, and the lubricating oil or lubricating fuel existing in the spring holding chamber is removed from the cam chamber. This is because it can be efficiently passed through. On the other hand, if the number of such passage holes exceeds 20, the arrangement in the spring seat may be difficult, or the formation in the spring seat may be difficult. Therefore, the number of the through holes is more preferably set to a value within the range of 2 to 15, and even more preferably to a value within the range of 3 to 10.

It is preferable that the shape of the passage hole is substantially circular, but it is also preferable that the shape of the passage hole is elliptical, square, irregular, or grooved.

Further, as shown in FIGS. 6 and 7 (a), the through holes 16 are preferably arranged radially or semi-radially around the plunger mounting portion 14. In the examples of FIGS. 6 and 7 (a), five through holes 16 are arranged semi-radially with respect to the center point P of the plunger mounting portion 14.

The reason is that the lubricating oil or the lubricating fuel can be passed more quickly through the through holes uniformly arranged in the spring seat. In addition, such an arrangement of the passage holes facilitates formation. Furthermore, by arranging the passage holes in this manner, the restriction on the mounting position of the plunger mounting portion is reduced. However, as shown in FIG. 7 (a), when an opening 15 for inserting the tip of the plunger by sliding it from the side is provided as a plunger mounting portion, the opening 1 It is preferable that a plurality of through holes 16 are arranged in a semi-radial shape avoiding 5.

When the passage hole 16 illustrated in FIGS. 6 and 7 (a) is substantially circular, it is preferable that the diameter of the passage hole 16 be in a range of 0.5 to 12 mm.

The reason is that if the diameter of the passage hole is less than 0.5 mm, it may be difficult to quickly pass the lubricating oil or the lubricating fuel. Therefore, it is difficult to achieve a high-pressure condition of, for example, 50 MPa or more in a pressure accumulating fuel injection device using a piston pressure booster (pressure boosting piston) connected to the fuel supply pump. This is because it may be.

On the other hand, if the diameter of the passage hole exceeds 12 mm, the mechanical strength of the spring seat may be reduced, or the durability may be reduced.

Therefore, it is more preferable that the diameter of the passage hole be in the range of 1 to 1 Omm, and it is more preferable that the diameter be in the range of 1.5 to 6 mm.

It is also preferable to change the diameter of each of the plurality of passage holes. The reason for this is that by providing a mixture of relatively large diameter through holes and relatively small diameter through holes, the relatively large diameter through holes allow rapid passage of lubricating oil or fuel for lubrication. It is because it can be made to. On the other hand, by providing a relatively small diameter passage hole, the amount and speed of the passage of the lubricating oil or the lubricating fuel can be more finely adjusted, and such a relatively small diameter passage hole can be used. If so, restrictions on their formation and arrangement are reduced.

Therefore, as an example, it is preferable to provide a relatively large through-hole having a diameter of 2.5 mm or more and a relatively small through-hole having a diameter of less than 2.5 mm in a mixed manner.

Further, it is also preferable to provide a relatively large through hole having a diameter of 2.5 mm or more in the plunger mounting portion and a relatively small through hole having a diameter of less than 2.5 mm in the spring holding portion.

(6) Touch structure The structure of the tappet structure is not particularly limited as long as the communication portion can be formed in cooperation with the spring seat, but, for example, the same content as that of the second embodiment described later is used. can do. Therefore, the description here is omitted.

(7) Cam

The cam 60 is a main element for changing the rotational motion of the motor into a vertical motion of the plunger 54 via the tap structure 6, as exemplified in FIGS. Therefore, it is preferable that the cam 60 is rotatably passed through the shaft through-hole 92a via a bearing. And it is configured to rotate by driving of a diesel engine (camshaft 3).

On the outer peripheral surface of the cam 60, two cam portions 3a, 3b located below the cylindrical spaces 92b, 92c of the pump housing 52 and arranged in parallel at a predetermined interval in the axial direction are provided. It is preferably provided on the body.

Preferably, the cam portions 3a and 3b are arranged in parallel with each other at a predetermined interval in the circumferential direction.

(8) Fuel intake valve and fuel discharge valve

It is preferable that the fuel intake valve and the fuel discharge valve be arranged as illustrated in FIG. 5 and be configured as illustrated in FIGS. 9 to 10.

That is, as shown in FIG. 10, the fuel intake valve 73 preferably has a valve body 19 and a valve body 20 provided with a flange 20 b at the tip. As shown in FIG. 10, the valve body 19 has a cylindrical fuel suction chamber 19a that opens downward, and a fuel suction hole 1 for sucking fuel into the fuel suction chamber 19a. Preferably 9b is provided.

Further, the fuel discharge valve 79 also preferably has a valve body and is housed in a part of the pump housing. It is preferable that the spring is always energized in the valve closing direction by a spring, and the pressurized fuel is supplied to the common rail by opening and closing the valve.

As shown in FIG. 9, the fuel intake valve 73 and the fuel discharge valve 79 are composed of a valve body 19, a valve body 20 operably mounted inside the valve body 19, and a valve body. A fuel suction chamber 19 a provided inside the body 19, a fuel suction hole 19 b, and a partial force of the valve body 20 and the valve body 19, that is, a seat portion 23 in contact with each other. It is preferable that a plurality of fuel suction holes 19b are provided and the fuel suction holes 19b are arranged non-radially with respect to the fuel suction chamber 19a.

The reason for this is that such a fuel intake valve is extremely accurate with respect to the fuel supply pump, for example, even if the flow rate per unit time is about 500 to 1,500 liter hours. This is because it can be supplied quantitatively.

Similarly, with a fuel discharge valve having such a configuration, for example, a fuel with a flow rate per unit time of about 500 to 1,500 liters Z hours with respect to an accumulator (common rail) is used. Even if there is, it can be supplied very accurately and quantitatively.

(9) Lubrication system

The lubrication system of the fuel supply pump is not particularly limited. It is preferable to employ a fuel lubrication system that uses a part of the fuel oil as a lubricating component (lubricating oil fuel).

The reason is that when the cam and plunger are driven at high speed to pressurize a large amount of fuel, even if the sealing performance is improved, some of the fuel leaked from the fuel pressurizing chamber and the spring holding chamber This is because the existing lubricating components may be easily mixed. In other words, by adopting a fuel lubrication system, even if the fuel to be pressurized in large quantities and the amount of lubricating oil fuel as a lubricating component are partially mixed, the exhaust gas purification performance will be reduced because they are the same component. On the other hand, it is possible to effectively prevent the lubricating component from becoming oxidized.

2. Accumulation type fuel injection device

Further, it is preferable that the fuel supply pump of the first embodiment is a part of a pressure-accumulation type fuel injection device 100 of a mechanical pressure increasing type having the following configuration.

That is, as exemplified in FIG. 11, the fuel supply pump 103 is composed of a fuel tank 102 and a feed pump (low pressure pump) 10 for supplying the fuel of the fuel tank 102. 4, the fuel supply pump (high pressure pump) 103, and the fuel Pump 106 as a pressure accumulator for accumulating fuel pumped from the fuel supply pump 103, a piston pressure increasing device (pressure boosting piston) 108, and a fuel injection device 110 And is preferably composed of

(1) Fuel tank

The volume and configuration of the fuel tank 102 illustrated in FIG. 11 take into account, for example, the ability to circulate fuel with a flow rate per unit time of about 500 to 1,500 liters Z hours. It is preferable to determine

(2) Feed pump, proportional control valve, and fuel supply pump

The feed pump 104 pumps the fuel (light oil) in the fuel tank 102 to the fuel supply pump 103 as shown in FIG. 11, and the feed pump 104 and the fuel supply It is preferable that a filter 105 is interposed between the pump 105 and the pump. The feed pump 104 has, for example, a gear pump structure, is attached to an end of a cam, and is directly connected to a cam shaft via a gear drive or through an appropriate gear ratio. It is preferred that

In addition, the fuel pumped through the feed pump 104 and the filter 105 through the proportional control valve (FMU) 120 for adjusting the injection amount as shown in FIG. It is preferably supplied to the fuel supply pump 103. The proportional control valve 120 can proportionally control the position of the anchor 125 by controlling the amount of current flowing through the coil 124 under the control of an electronic control unit (ECU) described later, for example. Is preferably controlled. That is, by controlling the position of the piston 127 at the tip of the anchor 125 in correspondence with the position of the anchor 125, a slit 122 provided in the piston 127 is provided, By changing the fuel passage area with the fuel supply unit 129, it is possible to control the fuel supplied to a suction valve (not shown) of the fuel supply pump 103.

Further, as shown in FIG. 12, the fuel supplied from the feed pump 104 is pressure-fed to the proportional control valve 120 and the fuel supply pump 103, and the proportional control valve It is preferable that the fuel tank is returned to the fuel tank 102 through an overflow valve (OFV) 134 provided in parallel with the fuel tank 120. And, in addition, some fuel has an orifice mounted on the overflow valve 1 3 4 It is preferably pumped to the bearing (not shown) of the fuel supply pump 103 via 136 and used as fuel lubricating oil for the bearing.

The fuel supply pump 103 is a device for pressurizing the fuel supplied from the feed pump 104 to a high pressure, as described above. After the fuel is pressurized, the fuel is supplied to the common rail 106 via the high pressure passage 107. Preferably, it is configured to be pumped to

(3) High pressure passage

Further, as shown in FIG. 11, it is preferable to provide a one-way valve (not shown) at the outlet of the fuel supply pump 103, or at a common rail 106 described later and the fuel supply pump 103.

The reason for this is that such a one-way valve allows only the supply of fuel from the fuel supply pump 103 to the common rail 106. Therefore, backflow when the electromagnetic control valve is opened can be effectively prevented, and a decrease in the pressure in the common rail 106 can be effectively prevented.

(4) Common rail

Further, as shown in FIG. 11, a plurality of injectors (injection valves) 110 are connected to the common rail 106, and the fuel accumulated at a high pressure by the common rail 106 is supplied from each injector 110 to the internal combustion engine ( (Not shown). Although not shown, each of these injectors 110 is an I DU

Preferably, the discharge rate is controlled via an (IDU: Injector Driving Unit). Such an IDU is an electronic control unit as a control device described later.

(ECU: Electrical Control Iing Unit) and is driven by the drive signal of this ECU.

ing.

Further, the side edge of the common rail 106, is connected to a pressure detector 1 17, sending the pressure detection signal obtained by such a pressure detector 1 17 to the ECU preferably _c ie, ECU, the pressure detector Upon receiving the pressure detection signal from 117, it is preferable to control an electromagnetic control valve (not shown) and control the drive of the IDU according to the detected pressure. (5) Piston booster

As shown in Fig. 13, the piston pressure booster (pressure boosting piston) includes a cylinder 1555, a mechanical piston 54, a pressurizing chamber 1558, and a solenoid valve 17 0, a circulation path 1557, and a mechanical piston 1554 having a pressure receiving section 152 having a relatively large area, and a pressurizing section 1556 having a relatively small area. Is preferred.

That is, the mechanical piston 15 54 accommodated in the cylinder 15 5 is moved by being pressed by the fuel having the common rail pressure in the pressure receiving portion 15 2, and the common rail pressure of the pressurizing chamber 15 58, for example, The fuel having a pressure of about 300 MPa is pressurized by the pressurizing section 156 having a relatively small area to a value within the range of 150 MPa to 300 MPa. Is preferred.

In addition, a large amount of fuel having a common rail pressure is used to pressurize the mechanical piston 154, but after pressurization, the fuel is returned to the fuel tank, etc. via the electromagnetically driven overflow valve 170. Is preferred. That is, most of the fuel having the common rail pressure is returned to the fuel tank or the like together with the fuel flowing out of the electromagnetic valve 180 of the fuel injection device after pressurizing the mechanical piston 154, and is returned to the mechanical type again. Preferably, it is used to pressurize bistone 154.

On the other hand, the fuel whose pressure has been increased by the pressurizing unit 156 is sent to a fuel injection device (fuel injection nozzle) 163, where it is efficiently injected and burned.

Therefore, by providing the piston pressure increasing device in this manner, the mechanical piston can be effectively pressed by the fuel having the common rail pressure without excessively increasing the size of the common rail.

That is, as shown in the schematic diagram of Fig. 14, the mechanical piston is provided with a relatively large area pressure receiving part and a relatively small area pressure part, and the stroke of the mechanical piston is taken into consideration. By doing so, the pressure loss can be reduced, and the fuel having the common rail pressure can be efficiently increased to a desired value. More specifically, the fuel (pressure: p1, volume: V1, work: W1) from the common rail is received by the pressure receiving portion having a relatively large area, and pressurized with a relatively small area. Mechanical biston with section Thus, higher pressure fuel (pressure: p2, volume: V2, work: W2) can be obtained.

(6) Fuel injection device

(6) — 1 Basic structure

Further, the form of the fuel injection device (fuel injection nozzle) 110 is not particularly limited. For example, as shown in FIG. A nozzle body 163 having a surface 164 and an injection hole 165 formed on the downstream side of the valve body abutting portion of the seating surface 164. It is preferable that the fuel supplied from the upstream side of the seating surface 164 be guided to the injection hole 165 during the lift.

Further, in such a fuel injection nozzle system 16 6, the needle valve body 16 2 is constantly urged toward the seating surface 16 4 by a spring 16 1 or the like, and the needle valve body 16 2 It is preferable to use a solenoid valve that opens and closes by switching between energization and non-energization of the solenoid 180.

(6) — 2 Injection timing chart

Regarding the high-pressure fuel injection timing chart, as shown in FIG. 15, it is preferable to show a fuel injection chart having a two-stage injection state as shown by a solid line A.

The reason is that the two-stage injection timing chart can be achieved by the combination of the common rail pressure and the pressure increase in the piston pressure increase device (pressure increase piston), thereby increasing the fuel combustion efficiency. At the same time, it is possible to purify exhaust gas.

According to the present invention, it is also preferable to show a fuel injection chart as shown by a dotted line B in FIG. 15 by a combination of the common rail pressure and the pressure increase in the piston pressure increasing device (pressure increasing piston).

In the case where the piston pressure increasing device (增 -pressure piston) is not used, that is, the conventional injection timing chart is a one-stage injection timing chart of a low injection amount as shown by a dotted line C in FIG.

(7) Operation Next, operations of the fuel supply pump 103, the piston pressure increasing device (pressure increasing piston) 108 and the fuel injection valve 110 in the first embodiment will be described. That is, as shown in FIG. 11, when the fuel injection device (fuel injection nozzle system) 166 is operated, the fuel in the fuel tank 102 is supplied from the feed pump 104 to the fuel supply pump 103. It is preferable to supply high-pressure fuel from the fuel supply pump 103 to the high-pressure passage 107 under pressure.

Next, as shown in Fig. 13, the pressure is accumulated at about 50 MPa by the common rail 106, and further, between the fuel injection valve 110 and the piston pressure increasing device (pressure boosting piston) 108 For example, it is preferable to pressurize under a high pressure condition of 150 MPa or more.

[Second embodiment]

The second embodiment is a tappet structure 6 including a roller 29 and a roller body 28 as illustrated in FIGS. 16 (a) to (c). The tap structure 6 is provided with a passage hole 30b for allowing the lubricating oil or the lubricating fuel to pass therethrough from the upper surface portion of the roller body 28 to the non-roller portion. . Hereinafter, the basic structure of the tap structure 6 and the mouthpiece body 28 having the passage hole 30b will be specifically described with reference to the drawings as appropriate.

1. Basic structure

The tappet structure 6 is basically composed of a shell 27, a roller body 28, and a roller 29, as shown in FIGS. 16 (a) to (c). It is preferable that the camshaft 3 and the cam 60 connected to the camshaft 3 move up and down by the rotational motion. FIGS. 17 and 18 show modified examples of the tap structure 6 including the shell 27 and the spring sheet 10, and FIGS. Modifications of the tappet structure 6 are shown below, but each can be suitably used.

Here, the shell 27 is formed by a cylindrical body which is open in the vertical direction and has an outer peripheral surface that fits the peripheral surfaces of the cylindrical spaces 92b, 92c of the pump housing 52 shown in FIG. It is preferred that In addition, an opening (slit portion) 27a through which a guide pin passes is provided in the upper part of the peripheral wall of the shell 27, and is formed as a through hole extending in the axial direction of the shell 27. Preferably. The reason is that when the tappet structure 6 moves up and down, the guide pin and the opening 27a cooperate to prevent the operation direction of the tappet structure 6 from shifting so that the cylindrical space 92b, This is because it can move up and down along the axis of 9 2 c.

Further, it is preferable that a first protrusion 27 b for regulating the upward movement of the roller body 28 is provided on the inner peripheral surface of the shell 27. Further, it is preferable that a second projection 27 c for guiding the outer periphery of the spring 68 be provided on the inner peripheral surface of the shell 27. The reason for this is that it is not necessary for the roller pod 28 to have a function of restricting the radial movement of the spring seat 26, and the shape of the roller body 28 can be simplified.

On the other hand, it is preferable that the roller 29 is rotatably supported on a roller receiver 30a having a carbon treatment on its entire surface, for example, a carbon coating film. The roller 29 is configured to receive the rotational force of the cam 60 communicating with the camshaft 3. The reason for this is that the carbon treatment applied to the roller receiver 30a can control the sliding state between the roller 29 and the roller receiver 30a. This is because the rotational force of the cam 60 can be transmitted to the roller receiver 30a, which is a part of the lower lab 28, and can be efficiently converted to the reciprocating motion of the plunger.

Therefore, with the tappet structure 6 configured as described above, the tappet structure 6 can reciprocate repeatedly and at high speed over a long period of time in response to the rotation of the cam 60 communicating with the camshaft 3.

2. Roller body

(1) Basic configuration

As shown in FIGS. 16 (a) to 16 (c), the roller body 28 has a body 30 and is mounted in the shell 27, and has a flat circular shape made entirely of bearing steel. It is preferably formed by a block-like body. 21 to 24 show modified examples of the roller body 28, which can be suitably used. Further, as shown in FIG. 16A, the pod body 30 is provided with a roller receiver 30 a having an inner peripheral surface adapted to the outer peripheral surface of the roller 29. At the center of the upper surface of the body 30, a contact portion 30 c with the plunger 54 is protruded from the body. Further, it is preferable that a sheet receiving portion 30 d for receiving the spring seat 26 project from the peripheral portion of the body main body 30.

(2) Passing hole

(2)-1 Number and shape

The number and shape of the through holes provided in the roller body are not particularly limited, but, for example, it is preferable to provide 1 to 10 circular through holes.

The reason for this is that even if the number of such passage holes is one, the size and arrangement of the holes allow for efficient transmission of the lubricating oil or lubricating fuel on the spring side to the cam side. It is. On the other hand, if the number of such passage holes exceeds 10, the arrangement in the roller body may be difficult or the formation may be difficult.

Therefore, it is more preferable to set the number of the through holes to a value in the range of 2 to 8, and more preferably to a value in the range of 2 to 6.

When passing holes are provided in the spring seat located above the roller body, the number of passing holes in the roller body should be equal to or less than the number of passing holes in the spring seat. preferable.

(2) — 2 placement

Further, it is preferable that the passage holes 30b provided in the roller body 28 are radially arranged around the roller body as illustrated in FIG. 16 (b) and FIG. In the example shown in FIG. 16 (b), the two through holes 3 Ob are arranged symmetrically with respect to the central projection 30c. The reason for this is that, with such a configuration, a communicating portion can be easily formed between the tappet structure and the spring seat regardless of the mounting phase. Therefore, even with a large amount of fuel, it is possible to more quickly pass through the through hole 3 Ob as a part of the communication portion.

In addition, this arrangement of the passage holes facilitates formation of the passage holes. Further, by arranging the passage holes in this manner, the reduction in the mechanical strength of the roller pod is reduced.

In addition, regarding the arrangement of the through holes 30b, as illustrated in FIG. 16 (b) and FIG. 21, the through holes 3Ob are moved from the upper surface of the roller body 28 to the non-roller portion, for example, the side surface. It is preferable to provide the portion so as to penetrate obliquely.

The reason for this is that if the passage holes 30b are arranged as described above, they will not be closed by the operation of the rollers. Therefore, even when the cam and the plunger are driven at a high speed, the lubricating oil or the lubricating fuel can freely flow between the spring holding chamber and the cam chamber through such a passage hole. Can be.

(2) — 3 diameter

Further, the diameter of the through-hole 3 Ob shown in FIGS. 16 (b) and 21 is preferably determined in consideration of the amount of fuel passing per unit time, etc., but the through-hole 30b is substantially In the case of a circular shape, the diameter is preferably in the range of 0.5 to 12 mm.

The reason for this is that if the diameter of the passage hole is less than 0.5 mm, it may be difficult to freely move the lubricating oil or the lubricating fuel back and forth. Therefore, it is difficult to achieve a high-pressure condition of, for example, 50 MPa or more in a pressure accumulating fuel injection device using a piston pressure booster (pressure boosting piston) connected to the fuel supply pump. Because it becomes.

On the other hand, if the diameter of the passage hole exceeds 12 mm, the mechanical strength of the roller body may be reduced, or the durability may be reduced.

Therefore, it is more preferable that the diameter of the passage hole be in the range of 1 to 10 mm, and it is more preferable that the diameter of the through hole be in the range of 2 to 6 mm.

(3) Conduction path Further, as illustrated in FIGS. 21 and 22 (a) to (b), the above-described passage hole 30b is provided so as to penetrate from the upper surface of the roller body 28 to the non-roller portion. At the same time, it is preferable to provide a conductive path 33 for allowing the lubricating oil or the lubricating fuel to pass through the upper surface of the roller body 28, including the opening of the passage hole 3Ob.

The reason for this is that by forming the conduction path in this way, it is possible to effectively prevent the accumulation of the lubricating oil or the lubricating fuel on the upper surface of the roller body 28, and as a result This is because even if the cam and plunger are driven at a high speed with the fuel flowing freely, a large amount of fuel oil can be sufficiently pressurized.

Further, as illustrated in FIGS. 21 and 22 (a) to (b), the above-described passage hole 30b is provided so as to penetrate from the upper surface of the roller body 28 to the non-roller portion. In addition, it is preferable to provide a conduction path 35 for passing the lubricating oil or the lubricating fuel at a location including the lower opening of the passage hole 3 Ob.

The reason for this is that by forming such a conduction path, it is possible to effectively prevent accumulation of lubricating oil or lubricating fuel on the lower side of the roller body 28, and as a result, This is because a large amount of fuel oil can be sufficiently pressurized even when the cam and the plunger are driven at high speed with free flow of lubricating fuel.

Therefore, even if the cam and the plunger of the fuel supply pump are driven at high speed by forming a conduction path in the vertical direction of the roller body to increase the fuel discharge amount, the lubricating oil Alternatively, the fuel can be sufficiently pressurized without the lubricating fuel interfering with the operation of the plunger.

3. Contact surface

It is preferable that both or one of the contact surfaces of the roller body and the plunger have a curved surface structure.

More specifically, although not shown, both or one of the contact surfaces of the roller body 28 and the plunger 54 shown in FIGS. 8 (a) to 8 (c) may be compared. For example, it is preferable to use a curved surface structure having a radius of curvature in the range of 30 mm to 2,000 mm.

The reason for this is that by introducing such a curved surface structure, even when the cam and plunger are driven at high speed, the uneven load between the plunger and the roller body is prevented, and seizure or breakage occurs. This is because it is possible to improve the durability of the plunger and the like by preventing the problem. That is, the durability of the plunger and the like can be improved even when the cam and the plunger in the fuel supply pump are driven at a high speed in order to correspond to the pressure accumulating type fuel injection device of the pressure increasing type. The fuel can be sufficiently pressurized. Industrial applicability

As described above, according to the fuel supply pump of the present invention, by providing the predetermined communication portion, even when the plunger is driven at high speed, the space between the spring holding chamber and the cam chamber can be lubricated or lubricated. The fuel can be passed quickly and smoothly. In particular, by cooperating the spring seat and the tappet structure having a specific passage hole, even a large amount of lubricating oil or lubricating fuel can be passed quickly and smoothly.

Therefore, the fuel supply pump according to the present invention is a pressure accumulating type fuel injection device (APCRS: (Amp lifi) that mechanically increases the pressure of fuel through a piston or the like using a large flow rate of fuel together with the common rail. It can be suitably used as a fuel supply pump used in the edPiston Common Rail System)).

Further, according to the tappet structure of the present invention, by providing the predetermined passage hole, the pressure pulsation caused by the high-speed driving of the plunger is reduced, and even if a large amount of lubricating fuel is used, the tappet can be quickly and smoothly. You can now pass.

Therefore, even when the tappet structure of the present invention is used for a fuel supply pump of a pressure-accumulation type fuel injection device for mechanically increasing the pressure of a large amount of fuel, a large amount of fuel can be passed through a predetermined passage hole. Since the lubricating oil or fuel can freely move between the spring side and the cam side, these lubricating oils or lubricating fuels are The plunger can now be easily driven at high speed without disturbing the operation of the plunger.

Claims

The scope of the claims

1. In a fuel supply pump equipped with a tap structure and a spring sheet,

Communication for passing lubricating oil or lubricating fuel between the spring holding chamber for holding the spring used to lower the plunger and the cam chamber for housing the cam for raising and lowering the plunger A fuel supply pump characterized by having a section.

2. The spring seat includes: a spring holding portion for holding a spring used when pulling down a plunger of the fuel supply pump; and a plunger mounting portion for locking the plunger. 2. The fuel according to claim 1, wherein a passage hole for allowing lubricating oil or lubricating fuel to pass therethrough is provided around the plunger mounting portion as a part of the communication portion. Supply pump.

3. The fuel supply pump according to claim 2, wherein a plurality of the through holes are provided, and the through holes are radially or semi-radially arranged around the plunger mounting portion.

4. The tappet structure includes a roller and a roller body, and the roller body is provided with a through hole for passing lubricating oil or lubricating fuel as a part of the communication portion. The fuel supply pump according to any one of claims 1 to 3, characterized in that:

5. The fuel supply pump according to claim 4, wherein a plurality of passage holes are provided in the roller body, and the passage holes are arranged in a peripheral direction of the roller body.

6. The roller body is provided with a passage hole for passing a lubricating oil or a fuel for lubrication as a part of the communication portion, and a portion including an opening of the passage hole on the upper surface of the roller body. 6. The fuel supply device according to claim 4, wherein a conduction path for passing lubricating oil or lubricating fuel is provided. Supply pump.

7. The roller body is provided with a passage hole for passing lubricating oil or lubricating fuel as a part of the communication portion, and a lubricating oil or a lubricating oil is provided in a portion including an opening below the passage hole. The fuel supply pump according to any one of claims 4 to 6, wherein a conduction path for allowing the lubricating fuel to pass therethrough is provided.

8. A fuel lubrication system in which a part of fuel oil is used as a lubricating fuel, and wherein the communication portion allows the lubricating fuel to pass therethrough. The fuel supply pump according to claim 1.

9. It is characterized in that it is used in a pressure-accumulation type fuel injection device for pressurizing a fuel whose flow rate per unit time is 500 to 1,500 liters Z time to a value of 50 MPa or more. The fuel supply pump according to any one of claims 1 to 8, wherein:

10. In a tappet structure including: a roller and a roller body, the roller body has a passage hole for passing lubricating oil or lubricating fuel from an upper surface portion of the roller body to a non-roller portion. A tap structure, which is provided so as to penetrate therethrough.