JP2010090846A - Diaphragm fuel pump for engine - Google Patents

Diaphragm fuel pump for engine Download PDF

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JP2010090846A
JP2010090846A JP2008263111A JP2008263111A JP2010090846A JP 2010090846 A JP2010090846 A JP 2010090846A JP 2008263111 A JP2008263111 A JP 2008263111A JP 2008263111 A JP2008263111 A JP 2008263111A JP 2010090846 A JP2010090846 A JP 2010090846A
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diaphragm
chamber
engine
fuel
working chamber
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Hiroaki Hasebe
博昭 長谷部
Yasunori Matsubara
泰則 松原
Shigeki Osanai
成樹 長内
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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Abstract

<P>PROBLEM TO BE SOLVED: To always secure good pump operation of a diaphragm by preventing accumulation of oil in a diaphragm working chamber even when an engine is used in harsh environment with much dust. <P>SOLUTION: A diaphragm fuel pump for the engine includes the diaphragm working chamber 17 with pulsating pressure transmitted from a crank chamber 2a of the engine E, and a pump chamber 18 adjoining the diaphragm working chamber 17 with the diaphragm 16 interposed between them, sucking in fuel from a fuel tank T and discharging it to a fuel feed part 8 by the pump operation of the diaphragm 16 with the pulsating pressure. In the diaphragm fuel pump, the diaphragm working chamber 17 is brought into communication with a post-clarification chamber 13 of an air cleaner 9 for air intake of the engine E via an orifice 22. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

本発明は，エンジンのクランク室から脈動圧力を伝達されるダイヤフラム作動室と，このダイヤフラム作動室にダイヤフラムを挟んで隣接しており，前記ダイヤフラムの前記脈動圧力によるポンプ動作により，燃料タンクから燃料を吸入してエンジンの燃料供給部に吐出するポンプ室とを備える，エンジンのダイヤフラム式燃料ポンプの改良に関する。   In the present invention, a diaphragm working chamber to which pulsation pressure is transmitted from the crank chamber of an engine is adjacent to the diaphragm working chamber with a diaphragm interposed therebetween, and fuel is pumped from a fuel tank by a pump operation by the pulsating pressure of the diaphragm. The present invention relates to an improvement in an engine diaphragm fuel pump, which includes a pump chamber that sucks and discharges the fuel into a fuel supply portion of the engine.

かゝるエンジンのダイヤフラム式燃料ポンプは，例えば下記特許文献１に開示されているように，既に知られている。
特開２００５−１４００２７号公報 Such an engine diaphragm fuel pump is already known as disclosed in, for example, Patent Document 1 below.
JP-A-2005-140027

かゝるダイヤフラム式燃料ポンプでは，一般に，ダイヤフラム作動室をエンジンのクランク室に連通し，エンジンの運転中，クランク室に発生する脈動圧力をダイヤフラム作動室に伝達するようにしているので，クランク室内の潤滑用オイルの飛沫（オイルミスト）が脈動圧力と共にダイヤフラム作動室に浸入することがあり，そのダイヤフラム作動室にオイルが溜まると，ダイヤフラムの作動に支障を来すことがある。   In such diaphragm type fuel pumps, the diaphragm working chamber is generally connected to the crank chamber of the engine, and the pulsating pressure generated in the crank chamber is transmitted to the diaphragm working chamber during engine operation. The oil droplets of oil (oil mist) may infiltrate into the diaphragm working chamber together with the pulsation pressure, and if the oil accumulates in the diaphragm working chamber, the operation of the diaphragm may be hindered.

そこで，従来のダイヤフラム式燃料ポンプでは，ダイヤフラム作動室をオリフィスを介して大気に開放し，その開放口にエアフィルタを装着し，ダイヤフラム作動室が圧力脈動時，外気を呼吸することで，オイルの溜まりを防ぐようにしている。   Therefore, in a conventional diaphragm fuel pump, the diaphragm working chamber is opened to the atmosphere through an orifice, an air filter is attached to the opening, and the diaphragm working chamber breathes outside air when pressure pulsates, thereby I try to prevent accumulation.

しかしながら，そのような従来のものでは，エンジンが粉塵が多い悪環境で使用される場合，上記エアフィルタの目詰まりにより，ダイヤフラム作動室の外気呼吸が阻害され，結局，ダイヤフラム作動室にオイルが溜まる虞がある。   However, in such a conventional system, when the engine is used in a bad environment with much dust, the air filter is clogged and the outside air breathing of the diaphragm working chamber is obstructed, and eventually the oil is collected in the diaphragm working chamber. There is a fear.

本発明は，かゝる事情に鑑みてなされたもので，エンジンが粉塵が多い悪環境で使用される場合でも，ダイヤフラム作動室でのオイルの溜まりを防ぎ，常にダイヤフラムの良好なポンプ動作を確保し得るようにした，エンジンのダイヤフラム式燃料ポンプを提供することを目的とする。   The present invention has been made in view of such circumstances, and even when the engine is used in a bad environment with much dust, oil accumulation in the diaphragm working chamber is prevented, and good pump operation of the diaphragm is always ensured. It is an object of the present invention to provide an engine diaphragm fuel pump that can be used.

上記目的を達成するために，本発明は，エンジンのクランク室に連通するダイヤフラム作動室と，このダイヤフラム作動室にダイヤフラムを挟んで隣接しており，そのダイヤフラムに往復撓み作動により，燃料タンクから燃料を吸入すると共に，その燃料をエンジンの燃料供給部に吐出するポンプ室とを備える，エンジンのダイヤフラム式燃料ポンプにおいて，前記ダイヤフラム作動室を，オリフィスを介してエンジンの吸気用エアクリーナの浄化後室に連通したことを特徴とする。   In order to achieve the above object, the present invention provides a diaphragm working chamber communicating with a crank chamber of an engine, and a diaphragm working chamber adjacent to the diaphragm working chamber. And a pump chamber for discharging the fuel to the fuel supply part of the engine. In the diaphragm type fuel pump of the engine, the diaphragm working chamber is connected to the post-purification chamber of the intake air cleaner of the engine through the orifice. It is characterized by communication.

尚，前記燃料供給部は，後述する本発明の気化器８に対応する。   The fuel supply unit corresponds to a carburetor 8 of the present invention described later.

本発明の特徴によれば，ダイヤフラム作動室は，オリフィスを介して，エンジンの吸入空気を濾過するエアクリーナの浄化後室に連通していて，その浄化後室との間で呼吸を行うので，エンジンのクランク室からダイヤフラム作動室に流入したオイルミスト及びブローバイガスは，ダイヤフラム作動室の呼吸と，浄化後室に作用するエンジンの吸気負圧とにより浄化後室に運ばれ，混合気と共にエンジンに吸入される。したがって，オイルミスト及びブローバイガスを燃焼処理することができると共に，ダイヤフラム作動室でのオイルの溜まりを確実に防ぐことができる。しかも，ダイヤフラム作動室の浄化後室との呼吸量は，オリフィスにより一定に規制されるので，常にダイヤフラムの正常なポンプ動作を確保することができる。その上，エンジンが粉塵の多い悪環境で使用される場合でも，ダイヤフラム作動室が粉塵を吸い込むことはないから，従来のようにオリフィスの大気開放口にエアフィルタを装着する必要はなくなり，コストの低減にも寄与し得る。   According to the features of the present invention, the diaphragm working chamber communicates with the post-purification chamber of the air cleaner that filters the intake air of the engine through the orifice, and performs breathing with the post-purification chamber. The oil mist and blow-by gas that flowed into the diaphragm working chamber from the crank chamber are transported to the post-purification chamber by the respiration of the diaphragm working chamber and the negative intake air pressure of the engine acting on the post-purification chamber, and are sucked into the engine together with the air-fuel mixture Is done. Therefore, the oil mist and blow-by gas can be combusted, and oil accumulation in the diaphragm working chamber can be reliably prevented. In addition, since the respiration rate between the diaphragm working chamber and the post-purification chamber is regulated by the orifice, it is possible to always ensure the normal pumping operation of the diaphragm. In addition, even when the engine is used in a bad dusty environment, the diaphragm working chamber does not suck in dust, so there is no need to install an air filter at the air opening of the orifice as in the conventional case. It can also contribute to reduction.

本発明の実施の形態を，添付図面に示す本発明の好適な実施例に基づいて以下に説明する。   Embodiments of the present invention will be described below on the basis of preferred embodiments of the present invention shown in the accompanying drawings.

図１は本発明のダイヤフラム式燃料ポンプを装備した汎用エンジンの正面図，図２は上記ダイヤフラム式燃料ポンプの拡大縦断面図である。   FIG. 1 is a front view of a general-purpose engine equipped with a diaphragm fuel pump according to the present invention, and FIG. 2 is an enlarged longitudinal sectional view of the diaphragm fuel pump.

先ず，図１において，汎用エンジンＥは，クランク軸１を支持するクランクケース２の上部に，シリンダブロック３及びシリンダヘッド４を順次連設して構成され，シリンダブロック３内には，クランク軸１にコンロッド５を介して連結されるピストン６が摺動可能に収容される。クランクケース２の内部，即ちクランク室２ａの底部にはエンジンＥの各部を潤滑するためのオイルＯが貯留される。シリンダヘッド４の一側には，その吸気ポートに吸気道を連ねる気化器８が装着され，この気化器８の吸気道入口にエアクリーナ９が接続される。   First, in FIG. 1, the general-purpose engine E is configured by sequentially connecting a cylinder block 3 and a cylinder head 4 to an upper portion of a crankcase 2 that supports the crankshaft 1. The piston 6 connected to the first through the connecting rod 5 is slidably accommodated. Oil O for lubricating each part of the engine E is stored in the crankcase 2, that is, in the bottom part of the crank chamber 2 a. On one side of the cylinder head 4, a carburetor 8 that connects the intake passage to the intake port is mounted, and an air cleaner 9 is connected to the intake passage entrance of the carburetor 8.

このエアクリーナ９は，空気取り入れ口１０ａを有するクリーナケース１０と，このクリーナケース１０内に装着されるクリーナエレメント１１とからなっており，そのクリーナエレメント１１は，クリーナケース１０内を，前記空気取り入れ口１０ａに連なる浄化前室１２と，気化器８の吸気道入口に連なる浄化後室１３に区画する。したがって，エンジンＥの運転中，空気取り入れ口１０ａから浄化前室１２に流入した空気は，クリーナエレメント１１で濾過されて浄化後室１３に移り，そして気化器８で燃料と混合しながらエンジンＥに吸入されていく。   The air cleaner 9 includes a cleaner case 10 having an air intake port 10a and a cleaner element 11 mounted in the cleaner case 10. The cleaner element 11 is disposed in the cleaner case 10 in the air intake port. The chamber is divided into a pre-purification chamber 12 connected to 10a and a post-purification chamber 13 connected to the inlet of the vaporizer 8. Therefore, during the operation of the engine E, the air flowing into the pre-purification chamber 12 from the air intake port 10a is filtered by the cleaner element 11 and moved to the post-purification chamber 13, and is mixed with the fuel by the carburetor 8 to the engine E. Inhaled.

エンジンＥの適所に燃料タンクＴが取り付けられ，この燃料タンクＴ内の燃料を気化器８の燃料室に供給するダイヤフラム式燃料ポンプＰがエンジンＥの適所に取り付けられる。   A fuel tank T is attached at a proper position of the engine E, and a diaphragm fuel pump P for supplying fuel in the fuel tank T to the fuel chamber of the carburetor 8 is attached at a proper position of the engine E.

さて，上記ダイヤフラム式燃料ポンプＰについて，図２により詳細に説明する。   Now, the diaphragm fuel pump P will be described in detail with reference to FIG.

ダイヤフラム式燃料ポンプＰのポンプケース１５は，合成樹脂製の第１ケース部材１５ａ，第２ケース部材１５ｂ及び蓋板１５ｃを，その順に重ねて溶着して構成される。   The pump case 15 of the diaphragm fuel pump P is configured by stacking and welding a first case member 15a, a second case member 15b, and a cover plate 15c made of synthetic resin in that order.

第１及び第２ケース部材１５ａ，１５ｂ間にはダイヤフラム１６の周縁部が挟持される。このダイヤフラム１６は，第１ケース部材１５ａとの間にダイヤフラム作動室１７を，また第２ケース部材１５ｂとの間にポンプ室１８をそれぞれ画成するもので，そのダイヤフラム作動室１７には，ダイヤフラム１６を座板２０を介してポンプ室１８側に付勢する戻しばね１９が縮設される。   A peripheral edge portion of the diaphragm 16 is sandwiched between the first and second case members 15a and 15b. The diaphragm 16 defines a diaphragm working chamber 17 between the first case member 15a and a pump chamber 18 between the first case member 15a and the second case member 15b. The diaphragm working chamber 17 has a diaphragm. A return spring 19 that biases 16 toward the pump chamber 18 via the seat plate 20 is contracted.

第１ケース部材１５ａには，その一側にダイヤフラム作動室１７に連なる第１ニップル２１ａが，またその中央部にダイヤフラム作動室１７にオリフィス２２を介して連なる第２ニップル２１ｂがそれぞれ一体に形成されており，第１ニップル２１ａは，脈動圧チューブ２３を介して，前記クランク室２ａの上部に開口する脈動圧取り出し管２４（図１参照）に接続され，第２ニップル２１ｂは，ベントチューブ２９を介して前記エアクリーナ９の浄化後室１３（図１参照）に連通される。   The first case member 15a is integrally formed with a first nipple 21a connected to the diaphragm working chamber 17 on one side thereof, and a second nipple 21b connected to the diaphragm working chamber 17 via an orifice 22 at the center thereof. The first nipple 21a is connected to a pulsation pressure take-out pipe 24 (see FIG. 1) opened at the upper part of the crank chamber 2a via a pulsation pressure tube 23, and the second nipple 21b is connected to a vent tube 29. And communicated with the post-purification chamber 13 of the air cleaner 9 (see FIG. 1).

一方，第２ケース部材１５ｂ及び蓋板１５ｃ間には，吸入孔２５を介してポンプ室１８に連通する吸入室２６と，吐出孔２７を介して同じくポンプ室１８に連通する吐出室２８とが画成される。前記吸入室２６及び吐出室２８間の隔壁１５ｄは第２ケース部材１５ｂに一体に形成され，前記吸入孔２５及び吐出孔２７も第２ケース部材１５ｂに穿設される。そして，第２ケース部材１５ｂには，ポンプ室１８の減圧・昇圧に応じて吸入孔２５を開・閉するように作動する吸入弁３０が，またポンプ室１８の昇圧・減圧に応じて吐出孔２７を開・閉するように作動する吐出弁３１がそれぞれリベット３２，３３により取り付けられる。   On the other hand, a suction chamber 26 communicating with the pump chamber 18 through the suction hole 25 and a discharge chamber 28 similarly communicating with the pump chamber 18 through the discharge hole 27 are provided between the second case member 15b and the cover plate 15c. Defined. A partition 15d between the suction chamber 26 and the discharge chamber 28 is formed integrally with the second case member 15b, and the suction hole 25 and the discharge hole 27 are also formed in the second case member 15b. The second case member 15 b has a suction valve 30 that operates to open and close the suction hole 25 according to the pressure reduction / pressure increase of the pump chamber 18, and a discharge hole according to the pressure increase / decrease of the pump chamber 18. Discharge valves 31 that operate to open and close 27 are attached by rivets 32 and 33, respectively.

吸入室２６及び吐出室２８間の隔壁１５ｄには，吐出室２８の圧力が規定値以上になったとき，その過剰圧力を吸入室２６側に逃がすリリーフ弁３４が設けられる。   The partition 15d between the suction chamber 26 and the discharge chamber 28 is provided with a relief valve 34 that allows the excess pressure to escape to the suction chamber 26 side when the pressure in the discharge chamber 28 exceeds a specified value.

第２ケース部材１５ｂには，吸入室２６に連なる第３ニップル２１ｃと，吐出室２８に連なる第４ニップル２１ｄとが一体に形成されており，第３ニップル２１ｃは，上流側燃料チューブ３６ａを介して前記燃料タンクＴの燃料出口管３５（図１参照）に接続され，また第４ニップル２１ｄは，下流側燃料チューブ３６ｂを介して気化器８（図１参照）の燃料室に接続される。   The second case member 15b is integrally formed with a third nipple 21c that is continuous with the suction chamber 26 and a fourth nipple 21d that is continuous with the discharge chamber 28. The third nipple 21c is connected via an upstream fuel tube 36a. The fourth nipple 21d is connected to the fuel chamber of the carburetor 8 (see FIG. 1) via the downstream fuel tube 36b.

次に，この実施例の作用について説明する。   Next, the operation of this embodiment will be described.

エンジンＥの運転中，クランク室２ａには，ピストン６の往復運動に伴なう圧力の脈動が生じ，その脈動圧力は，脈動圧チューブ２３によりダイヤフラム作動室１７に伝達して，戻しばね１９の付勢力との協働によりダイヤフラム１６を撓み振動させ，即ちダイヤフラム１６にポンプ動作を与えるので，このダイヤフラム１６に隣接するポンプ室１８の圧力は減圧と昇圧を繰り返す。   During the operation of the engine E, a pulsation of pressure caused by the reciprocating motion of the piston 6 occurs in the crank chamber 2 a, and the pulsation pressure is transmitted to the diaphragm working chamber 17 by the pulsation pressure tube 23, and the return spring 19 The diaphragm 16 bends and vibrates in cooperation with the urging force, that is, the diaphragm 16 is given a pumping action. Therefore, the pressure in the pump chamber 18 adjacent to the diaphragm 16 is repeatedly reduced and increased.

而して，ポンプ室１８の減圧時には，吸入弁３０が開くと共に吐出弁３１が閉じるから，吸入室２６の燃料が吸入孔２５を通して吸入室２６に吸入され，ポンプ室１８の昇圧時には，吸入弁３０が閉じと共に吐出弁３１が開くから，ポンプ室１８の燃料が吐出孔２７を通して吐出室２８へ吐出される。このような作動の繰り返すにより，燃料タンクＴ内の燃料が，上流側燃料チューブ３６ａ，吸入室２６，ポンプ室１８，吐出室２８及び下流側燃料チューブ３６ｂを通して気化器８の燃料室に供給される。その間に，吐出室２８の圧力が規定値以上に上昇すれば，リリーフ弁３４が開弁して，その過剰圧力が吸入室２６側に放出される。こうして，気化器８の燃料室には常に適量の燃料が供給される。   Thus, when the pressure in the pump chamber 18 is reduced, the suction valve 30 is opened and the discharge valve 31 is closed. Therefore, the fuel in the suction chamber 26 is sucked into the suction chamber 26 through the suction hole 25. Since 30 is closed and the discharge valve 31 is opened, the fuel in the pump chamber 18 is discharged to the discharge chamber 28 through the discharge hole 27. By repeating such an operation, the fuel in the fuel tank T is supplied to the fuel chamber of the carburetor 8 through the upstream fuel tube 36a, the suction chamber 26, the pump chamber 18, the discharge chamber 28, and the downstream fuel tube 36b. . During this time, if the pressure in the discharge chamber 28 rises above a specified value, the relief valve 34 is opened, and the excess pressure is released to the suction chamber 26 side. Thus, an appropriate amount of fuel is always supplied to the fuel chamber of the carburetor 8.

ところで，エンジンＥの運転中，クランク室２ａには，潤滑用のオイルのミストやブローバイガスが存在し，それらがクランク室２ａの脈動圧力と共にダイヤフラム作動室１７に流入するが，ダイヤフラム作動室１７は，オリフィス２２及びベントチューブ２９を介してエンジンＥの吸気用エアクリーナ９の浄化後室１３に連通していて，その浄化後室１３との間で呼吸を行うので，エンジンＥのクランク室２ａからダイヤフラム作動室１７に流入したオイルミスト及びブローバイガスは，ダイヤフラム作動室１７の呼吸と，浄化後室１３に作用するエンジンＥの吸気負圧とにより浄化後室１３に運ばれ，混合気と共にエンジンＥに吸入される。したがって，オイルミスト及びブローバイガスを燃焼処理することができると共に，ダイヤフラム作動室１７でのオイルの溜まりを確実に防ぐことができる。しかも，ダイヤフラム作動室１７の浄化後室１３との呼吸量は，オリフィス２２により一定に規制されるので，常にダイヤフラム１６の正常なポンプ動作を確保することができる。   By the way, during operation of the engine E, there is mist of oil for lubrication and blow-by gas in the crank chamber 2a, and they flow into the diaphragm working chamber 17 together with the pulsating pressure of the crank chamber 2a. , Communicating with the post-purification chamber 13 of the intake air cleaner 9 of the engine E through the orifice 22 and the vent tube 29, and breathing between the post-purification chamber 13 and the diaphragm from the crank chamber 2a of the engine E. Oil mist and blow-by gas that have flowed into the working chamber 17 are carried to the post-purification chamber 13 by respiration in the diaphragm working chamber 17 and the intake negative pressure of the engine E acting on the post-purification chamber 13, and to the engine E together with the air-fuel mixture. Inhaled. Therefore, oil mist and blow-by gas can be combusted and oil accumulation in the diaphragm working chamber 17 can be reliably prevented. Moreover, since the respiration rate between the diaphragm working chamber 17 and the post-purification chamber 13 is regulated to be constant by the orifice 22, the normal pumping operation of the diaphragm 16 can always be ensured.

その上，エンジンＥが粉塵が多い悪環境で使用される場合でも，ダイヤフラム作動室１７が粉塵を吸い込むことはないから，従来のようにオリフィス２２の大気開放口にエアフィルタを装着する必要はなくなり，コストの低減にも寄与し得る。   In addition, even when the engine E is used in a bad environment with a lot of dust, the diaphragm working chamber 17 does not suck the dust, so that it is not necessary to attach an air filter to the atmosphere opening of the orifice 22 as in the prior art. , It can contribute to cost reduction.

本発明は上記実施例に限定されるものではなく，その要旨を逸脱しない範囲で種々の設計変更が可能である。例えば，負圧アクチュエータＶには，燃料コック機能又はエアベント系の開閉機能のみを付与するように構成することもでき，また別の機能を付与することもできる。また本発明は，クランク軸を鉛直方向に配置したバーチカルエンジンへの適用も可能である。また負圧アクチュエータＶで制御する燃料には，ガソリンの他，ＬＮＧのような液化ガス燃料などがある。   The present invention is not limited to the above embodiment, and various design changes can be made without departing from the scope of the invention. For example, the negative pressure actuator V may be configured to be provided with only a fuel cock function or an air vent system opening / closing function, or may be provided with another function. The present invention can also be applied to a vertical engine in which the crankshaft is arranged in the vertical direction. The fuel controlled by the negative pressure actuator V includes liquefied gas fuel such as LNG in addition to gasoline.

本発明のダイヤフラム式燃料ポンプを装備した汎用エンジンの正面図。The front view of the general purpose engine equipped with the diaphragm type fuel pump of the present invention. 上記ダイヤフラム式燃料ポンプの拡大縦断面図。The expanded longitudinal cross-sectional view of the said diaphragm type fuel pump.

符号の説明Explanation of symbols

Ｅ・・・・・・・エンジン
Ｐ・・・・・・・ダイヤフラム式燃料ポンプ
Ｔ・・・・・・・燃料タンク
８・・・・・・・エンジンの燃料供給部（気化器）
９・・・・・・・エアクリーナ
１２・・・・・・浄化前室
１３・・・・・・浄化後室
１６・・・・・・ダイヤフラム
１７・・・・・・ダイヤフラム作動室
１８・・・・・・ポンプ室
２２・・・・・・オリフィス E ... Engine P ... Diaphragm fuel pump T ... Fuel tank 8 ... Fuel supply part of the engine (vaporizer)
9 .... Air cleaner 12 ... Pre-cleaning chamber 13 ... Post-cleaning chamber 16 ... Diaphragm 17 ... Diaphragm working chamber 18 ... .... Pump chamber 22 ... Orifice

Claims (1)

エンジン（Ｅ）のクランク室（２ａ）から脈動圧力を伝達されるダイヤフラム作動室（１７）と，このダイヤフラム作動室（１７）にダイヤフラム（１６）を挟んで隣接しており，前記ダイヤフラム（１６）の前記脈動圧力によるポンプ動作により，燃料タンク（Ｔ）から燃料を吸入してエンジン（Ｅ）の燃料供給部（８）に吐出するポンプ室（１８）とを備える，エンジンのダイヤフラム式燃料ポンプにおいて，
前記ダイヤフラム作動室（１７）を，オリフィス（２２）を介してエンジン（Ｅ）の吸気用エアクリーナ（９）の浄化後室（１３）に連通したことを特徴とする，エンジンのダイヤフラム式燃料ポンプ。 A diaphragm working chamber (17) to which pulsation pressure is transmitted from the crank chamber (2a) of the engine (E), and the diaphragm working chamber (17) are adjacent to each other with the diaphragm (16) interposed therebetween, and the diaphragm (16) And a pump chamber (18) that draws fuel from the fuel tank (T) and discharges it to the fuel supply section (8) of the engine (E) by the pumping operation by the pulsating pressure of the engine. ,
A diaphragm type fuel pump for an engine, wherein the diaphragm working chamber (17) communicates with an after-purification chamber (13) of an intake air cleaner (9) of the engine (E) through an orifice (22).
JP2008263111A 2008-10-09 2008-10-09 Diaphragm fuel pump for engine Pending JP2010090846A (en)

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JP2012002079A (en) * 2010-06-14 2012-01-05 Honda Motor Co Ltd Fuel supply apparatus for internal combustion engine
JP2012052467A (en) * 2010-09-01 2012-03-15 Honda Motor Co Ltd Fuel supply device of internal combustion engine
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EP4286678A1 (en) 2022-06-02 2023-12-06 Maruyama MFG. Co., Inc. Diaphragm pump

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