Connecting structure
By employing a rectangular spline-shaped damping block and a connecting disc between the oil pump and the camshaft, the wear and collision problems caused by traditional hard-hard contact are solved, achieving synchronous movement and lubrication between the camshaft and the oil pump, thus improving service life and reliability.
Patent Information
- Application Number
- CN202520588494.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-31
- Publication Date
- 2025-12-16
- Estimated Expiration
- 2035-03-31
AI Technical Summary
The hard-hard contact between the traditional fuel pump shaft and the camshaft leads to stress concentration, wear, and impact, affecting service life and the reliability of the high-pressure common rail injection pump.
The structure employs a rectangular spline-shaped damping block and a connecting disc. The key teeth of the damping block are alternately interlocked to avoid direct contact, and lubrication and heat dissipation are achieved through oil chambers and damping holes, thereby reducing wear and collision.
It effectively reduces wear and collision between the camshaft and the fuel pump, increases service life, and improves the reliability and stability of the high-pressure common rail fuel injection pump.
Smart Images
Figure CN223676834U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to fuel pump technical field especially relates to a connecting structure. BACKGROUND
[0002] Facing increasingly strict emission regulations and severe energy problems, using high-pressure common rail fuel injection system has become one of the main development trends of diesel engine technology in the world today. As an important part of the fuel system, the application of high-pressure common rail fuel pump is becoming more and more widespread, and the oil pump and camshaft are necessary parts.
[0003] The traditional oil pump shaft and camshaft are mostly directly connected, including gear type connection, screw fastening, semicircular key connection, etc. The contact surface between the oil pump shaft and the camshaft in the above connection mode is hard-hard contact, and the contact surface lacks buffering, which causes stress concentration on the contact surface. When the speed changes, the speed change time of the oil pump shaft and the camshaft is not consistent. Over a long period of time, the connection between the oil pump shaft and the camshaft is prone to wear and collision, and the surface is damaged, thereby affecting the service life of the oil pump or the camshaft, and further affecting the reliability of the high-pressure common rail fuel pump. SUMMARY
[0004] The utility model discloses a connecting structure which can reduce the wear and collision between the camshaft and the oil pump.
[0005] To achieve the above-mentioned purpose, the utility model adopts the following technical scheme: a connecting structure, including the combination disc that is coaxially arranged on the oil pump rotating shaft and is provided with the first connecting piece, the shock absorber block of rectangular spline shape, and the camshaft provided with the second connecting piece, the shock absorber block is arranged between the camshaft and the oil pump, and the first connecting piece, the shock absorber block and the second connecting piece can be alternately embedded through the key teeth of the shock absorber block.
[0006] The technical principle of the utility model is as follows: the force and torque transmitted from the camshaft are transmitted to the oil pump shaft through the shock absorber block and the combination disc, thereby driving the oil pump to work. The second connecting piece on the camshaft and the first connecting piece on the combination disc are alternately combined through the shock absorber block, avoiding direct contact between the camshaft and the oil pump, thereby reducing the wear and collision between the camshaft and the oil pump.
[0007] Further, the side walls of the first connecting piece, the shock absorber block and the second connecting piece are mutually attached.
[0008] Further, there is a first gap between the end faces of the first connecting piece and the shock absorber block, a second gap between the end faces of the shock absorber block and the second connecting piece, and a third gap between the end faces of the first connecting piece and the second connecting piece.
[0009] Further, the camshaft is internally provided with an oil cavity, an oil inlet hole communicated with the oil cavity and an oil outlet hole communicated with the oil cavity, and the oil cavity is press-fitted with a damping plug and a sealing ball at two ends respectively.
[0010] Further, the damping block is provided with a first through hole, the combination disc is provided with a second through hole communicated with the first through hole, and the damping plug is provided with a damping hole communicated with the first through hole.
[0011] The utility model discloses the beneficial effects are:
[0012] 1, first connecting piece and second connecting piece are combined through the damping block alternately, thereby the direct contact of camshaft and oil transfer pump can be avoided, and then the abrasion and collision between camshaft and oil transfer pump can be reduced;
[0013] 2, the connection between camshaft, combination disc and oil transfer pump shaft is lubricated and cooled through the damping hole, the first through hole and the second through hole, the service life of camshaft and oil transfer pump can be increased, thereby the reliability and stability of high-pressure common rail fuel injection pump can be increased. DRAWINGS
[0014] Figure 1 It is the structural schematic diagram of the utility model;
[0015] Figure 2 It is the structural schematic diagram of the utility model; Figure 1 It is the enlarged view of A place in the utility model;
[0016] Figure 3 It is the explosion structural schematic diagram of the utility model;
[0017] Figure 4 It is the cross section schematic diagram of the utility model;
[0018] Figure 5 It is the oil transfer pump schematic diagram of the utility model;
[0019] Figure 6 It is the damping block schematic diagram of the utility model;
[0020] Figure 7 It is the damping plug schematic diagram of the utility model.
[0021] In the above drawings:
[0022] 1, oil transfer pump;101, combination disc;1011, second through hole;102, first connecting piece;
[0023] 2, damping block;201, key tooth;202, first through hole;
[0024] 3, camshaft;301, oil cavity;302, oil inlet hole;303, oil outlet hole;304, second connecting piece;
[0025] 4. Sealed ball;
[0026] 5. Damping plug; 501. Damping orifice;
[0027] 6. First gap; 7. Second gap; 8. Third gap. Detailed Implementation
[0028] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments; the structures described in various embodiments can be freely combined without conflict in terms of structure or principle.
[0029] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.
[0030] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this utility model is in use. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first," "second," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.
[0031] The following description, in conjunction with the accompanying drawings, describes some embodiments of the present invention:
[0032] like Figures 1-6 As shown, this utility model proposes a connection structure, which includes a coupling disk 101 coaxially mounted on the rotating shaft of the oil pump 1 and having a first connecting member 102, a rectangular spline-shaped shock absorber 2, and a camshaft 3 having a second connecting member 304. The shock absorber 2 is disposed between the camshaft 3 and the oil pump 1, and the first connecting member 102, the shock absorber 2, and the second connecting member 304 can be alternately engaged by the key teeth 201 of the shock absorber 2.
[0033] The shock-absorbing block 2 is preferably made of nylon material. Nylon material has excellent wear resistance, impact resistance and good resilience, can maintain stable physical properties in extreme environments, is not easy to deform or age, and has good self-lubricating property and lightweight characteristics, which can effectively reduce friction loss.
[0034] The "key teeth 201" of the rectangular spline-shaped shock-absorbing block 2 can be selected as 2, 4, 6, 8, etc., as long as the number of "key teeth 201" is a multiple of 2, and the number of the first connecting piece 102 and the second connecting piece 304 is half of the number of "key teeth 201". Here, "key teeth 201" refers to the main part of the shock-absorbing block 2 that contacts and transmits force and torque to the first connecting piece 102 and the second connecting piece 304. When "key teeth 201" are too few, the force and torque received by a single first connecting piece 102 or second connecting piece 304 are too large, which is not conducive to long-term use. When "key teeth 201" are too many, it is not convenient to process and produce the shock-absorbing block 2, and it is also not convenient to process and produce the combination disc 101 with the first connecting piece 102 and the camshaft 3 with the second connecting piece 304. In the present application, "key teeth 201" are preferably 6, corresponding to 3 first connecting pieces 102 and 3 second connecting pieces 304, which is convenient for processing and can also reduce the force and torque received by a single first connecting piece 102 and second connecting piece 304, thereby prolonging the service life of the oil pump 1 and the camshaft 3.
[0035] The force and torque transmitted from the camshaft 3 are transmitted to the shaft of the oil pump 1 through the shock-absorbing block 2 and the combination disc 101, thereby driving the oil pump 1 to work. The second connecting piece 304 on the camshaft 3 and the first connecting piece 102 on the combination disc 101 are alternately inserted and combined through the shock-absorbing block 2, avoiding direct contact between the camshaft 3 and the oil pump 1, thereby reducing wear and collision between the camshaft 3 and the oil pump 1.
[0036] Further, as shown in Figure 1 and Figure 3 , the side walls of the first connecting piece 102, the shock-absorbing block 2 and the second connecting piece 304 are in close contact with each other.
[0037] The side walls of the first connecting piece 102, the shock-absorbing block 2 and the second connecting piece 304 are in close contact with each other without gaps, which can ensure that the camshaft 3 drives the rotating shaft of the oil pump 1 to move synchronously through the shock-absorbing block 2, thereby reducing wear of the camshaft 3 and the rotating shaft of the oil pump 1, and further increasing the reliability and stability of the high-pressure common rail fuel pump.
[0038] Further, as shown in Figure 2 , there is a first gap 6 between the end face of the first connecting piece 102 and the shock-absorbing block 2, a second gap 7 between the end face of the shock-absorbing block 2 and the second connecting piece 304, and a third gap 8 between the end faces of the first connecting piece 102 and the second connecting piece 304.
[0039] The ranges of the first gap 6, the second gap 7, and the third gap 8 are all between 1 and 3.5 mm. The camshaft 3 is the main drive, and the coupling plate 101 is the driven. When the damping block 2 is inclined towards the coupling plate 101, it will generate friction and increase the driving torque. Therefore, during installation, the damping block 2 will be more inclined towards the camshaft 3. Consequently, the first gap 6 and the third gap 8 are usually larger than the second gap 7.
[0040] Furthermore, such as Figure 3 As shown, the camshaft 3 has an oil chamber 301, an oil inlet 302 communicating with the oil chamber 301, and an oil outlet 303 communicating with the outside. The two ends of the oil chamber 301 are respectively press-fitted with a damping plug 5 and a sealing ball 4.
[0041] The number of oil outlet holes 303 is greater than 1, and the oil outlet holes 303 are evenly distributed circumferentially on the outer wall of the camshaft 3. Through the setting of oil chamber 301, oil inlet hole 302 and oil outlet hole 303, the oil circulates under pressure, which can force lubricate the camshaft 3 and improve the service life of the camshaft 3.
[0042] Furthermore, such as Figures 4-6 As shown, the damping block 2 has a first through hole 202, the connecting plate 101 has a second through hole 1011 that communicates with the first through hole 202, and the damping plug 5 has a damping hole 501 that communicates with the first through hole 202.
[0043] Engine oil or lubricating oil can enter the space between the first gap 6, the second gap 7, and the third gap 8 through the damping hole 501 and the second through hole 202 on the damping plug 5. This lubricates and cools the space between the first connecting member 102, the shock absorber 2, and the second connecting member 304, reducing friction between them. This increases the service life of the camshaft 3 and the oil pump 1, thereby increasing the reliability and stability of the high-pressure common rail injection pump. Simultaneously, engine oil or lubricating oil can enter the oil pump 1 through the second through hole 1011 to lubricate and cool the shaft of the oil pump 1, further extending its service life.
Claims
1. A connection structure characterized by comprising: The application relates to a connecting device for a fuel pump (1), which comprises a coupling disc (101) coaxially arranged on the rotating shaft of the fuel pump (1) and provided with a first connecting piece (102), a rectangular spline-shaped damping block (2), and a camshaft (3) provided with a second connecting piece (304), wherein the damping block (2) is arranged between the camshaft (3) and the fuel pump (1), and the first connecting piece (102), the damping block (2) and the second connecting piece (304) are alternately fitted through the key teeth (201) of the damping block (2).
2. A connection structure according to claim 1, characterized in that The side walls of the first connecting piece (102), the damping block (2) and the second connecting piece (304) are in close contact with each other.
3. A connection structure according to claim 1 or 2, characterised in that A first gap (6) exists between the end faces of the first connecting piece (102) and the damping block (2), a second gap (7) exists between the end faces of the damping block (2) and the second connecting piece (304), and a third gap (8) exists between the end faces of the first connecting piece (102) and the second connecting piece (304).
4. A connection structure according to claim 1 or 2, characterized in that The camshaft (3) is provided with an oil cavity (301), an oil inlet hole (302) communicating with the oil cavity (301) and an oil outlet hole (303) communicating the oil cavity (301) with the outside.
5. The connection structure according to claim 3, wherein The camshaft (3) is provided with an oil cavity (301), an oil inlet hole (302) communicating with the oil cavity (301) and an oil outlet hole (303) communicating the oil cavity (301) with the outside.
6. A connection structure according to claim 1, 2 or 5, characterised in that A first through hole (202) is formed in the damping block (2), a second through hole (1011) communicating with the first through hole (202) is formed in the coupling disc (101), and a damping hole (501) communicating with the first through hole (202) is formed in the damping plug (5).
7. The connection structure according to claim 3, wherein A first through hole (202) is formed in the damping block (2), a second through hole (1011) communicating with the first through hole (202) is formed in the coupling disc (101), and a damping hole (501) communicating with the first through hole (202) is formed in the damping plug (5).
8. The connection structure according to claim 4, wherein A first through hole (202) is formed in the damping block (2), a second through hole (1011) communicating with the first through hole (202) is formed in the coupling disc (101), and a damping hole (501) communicating with the first through hole (202) is formed in the damping plug (5).