High-pressure fuel pump and fuel supply device for an internal combustion engine, in particular of a motor vehicle

Abstract

The invention relates to a high-pressure fuel pump for supplying fuel to a first injection device of an internal combustion engine, in particular of a motor vehicle, having at least one first low-pressure port, via which the fuel can be fed to the high-pressure fuel pump from a low-pressure fuel pump for conveying the fuel, having at least one low-pressure chamber, to which at least a part of the fuel fed to the high-pressure fuel pump via the first low-pressure port can be fed, having at least one second low-pressure port, for conducting the fuel conveyed by means of the low-pressure fuel pump and fed to the high-pressure fuel pump away from the high-pressure fuel pump to a second injection device provided in addition to the first injection device.

Claims

1. A high-pressure fuel pump for supplying fuel to a first injection device of an internal combustion engine of a motor vehicle, the high-pressure fuel pump comprising: at least one first low-pressure port, via which the fuel is fed to the high-pressure fuel pump from a low-pressure fuel pump; at least one low-pressure chamber, to which at least a part of the fuel fed to the high-pressure fuel pump via the first low-pressure port is fed; at least one second low-pressure port, for conducting the fuel away from the high-pressure fuel pump to a second injection device provided in addition to the first injection device; a pump housing, in which there is arranged at least one conveying element which is movable relative to the pump housing and which serves for conveying the fuel to the first injection device, and on which the at least one second low-pressure port is arranged; a compression chamber, the volume of which is variable by movement of a respective one of the at least one conveying element; a collecting chamber, which is arranged on a side of the respective one of the at least one conveying element averted from the compression chamber and which is variable in terms of volume by movement of the respective one of the at least one conveying element and which serves for collecting fuel from the compression chamber, and the collecting chamber is fluidically connected to the at least one low-pressure chamber; a second structural element formed separately from the pump housing and held on the pump housing; a connecting region arranged within one of the pump housing or the second structural element, such that the at least one first low-pressure port and the at least one second low-pressure port are fluidically connected to one another by the connecting region; and at least one flow-dividing element which divides the fuel flowing through the at least one first low-pressure port into a first partial stream and a second partial stream at a location upstream of the pump housing, and on which the at least one first low-pressure port is arranged; wherein the first partial stream flows from the at least one first low-pressure port to the at least one second low-pressure port, circumventing the collecting chamber, and flows through the at least one second low-pressure port, and the second partial stream flows from the at least one first low-pressure port into the collecting chamber, through the collecting chamber and subsequently to the at least one second low-pressure port, and flows through the at least one second low-pressure port.

2. The high-pressure fuel pump as claimed in claim 1, wherein the at least one flow-dividing element is arranged outside the pump housing and the second structural element and is designed to divide the fuel into the first partial stream and the second partial stream in at least one location arranged outside the pump housing and the second structural element.

3. The high-pressure fuel pump as claimed in claim 2, wherein the at least one second low-pressure port is formed in one piece with one of the pump housing or the second structural element.

4. The high-pressure fuel pump as claimed in claim 2, wherein the at least one first low-pressure port and/or the at least one second low-pressure port is formed by a component which is formed separately from one of the pump housing or the second structural element and which is arranged on one of the pump housing or the second structural element.

5. The high-pressure fuel pump as claimed in claim 2, wherein the at least one first low-pressure port and the at least one second low-pressure port are formed by components which are formed separately from one another and which are at least indirectly connected to one another.

6. The high-pressure fuel pump as claimed in claim 5, further comprising: a plurality of flow directions, the at least one first low-pressure and the at least one second low-pressure port are flowed through by the fuel along one of the plurality of flow directions; wherein the plurality of flow directions run parallel to or obliquely with respect to one another.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) In the Drawing:

(2) FIG. 1 shows a schematic sectional view of a high-pressure fuel pump according to a first embodiment for an internal combustion engine, wherein at least a part of a fuel flowing through a first low-pressure port of the high-pressure fuel pump flows from the first low-pressure port to a second low-pressure port of the high-pressure fuel pump, circumventing a collecting chamber, and flows through the second low-pressure port;

(3) FIG. 2 shows a schematic sectional view of the high-pressure fuel pump according to a second embodiment;

(4) FIG. 3 shows a schematic sectional view of the high-pressure fuel pump according to a third embodiment;

(5) FIG. 4 shows a schematic sectional view of the high-pressure fuel pump according to a fourth embodiment;

(6) FIG. 5 shows a schematic sectional view of the high-pressure fuel pump according to a fifth embodiment;

(7) FIG. 6 shows a schematic sectional view of the high-pressure fuel pump according to a sixth embodiment;

(8) FIG. 7 shows a schematic sectional view of the high-pressure fuel pump according to a seventh embodiment; and

(9) FIG. 8 is a schematic illustration of a fuel supply device for supplying fuel to an internal combustion engine of a motor vehicle, wherein the fuel supply device comprises the high-pressure fuel pump according to the first embodiment.

DETAILED DESCRIPTION

(10) In the figures, identical or functionally identical elements are provided with identical reference signs.

(11) FIG. 1 shows, in a schematic sectional view, a high-pressure fuel pump according to a first embodiment, which is denoted as a whole by 10. Considering said figure together with FIG. 8, it can be seen that the high-pressure fuel pump 10 is a constituent part of a fuel supply device denoted as a whole by 12, by means of which fuel, in particular liquid fuel, can be or is supplied to an internal combustion engine. The fuel may for example be diesel fuel or gasoline. The internal combustion engine serves for example for the drive of a motor vehicle, in particular of a passenger motor vehicle, wherein the internal combustion engine may be formed as a reciprocating-piston internal combustion engine.

(12) The internal combustion engine has a multiplicity of combustion chambers in the form of cylinders, wherein the fuel is fed to the combustion chambers. Furthermore, air is fed to the combustion chambers, such that a fuel-air mixture is formed in the respective combustion chamber from the air and the fuel. The fuel-air mixture is burned, resulting in exhaust gas of the internal combustion engine.

(13) The respective combustion chamber is assigned at least one outlet duct via which the exhaust gas can be discharged from the combustion chamber. The outlet duct is assigned at least one gas exchange valve in the form of an outlet valve, wherein the outlet valve is movable between a closed position and at least one open position. In the closed position, the outlet duct is fluidically shut off by means of the outlet valve, such that the exhaust gas cannot flow from the combustion chamber into the outlet duct. In the open position, the outlet valve opens up the outlet duct, such that the exhaust gas can flow from the combustion chamber into the outlet duct.

(14) Furthermore, the respective combustion chamber is assigned at least one inlet duct, via which the air can be fed to the combustion chamber. Here, the inlet duct is assigned at least one gas exchange valve in the form of an inlet valve, which is adjustable between a closed position and at least one open position. In the closed position, the inlet duct is fluidically shut off by means of the inlet valve, such that the air cannot flow from the inlet duct into the combustion chamber. In the open position, the inlet valve opens up the inlet duct, such that the air can flow through the inlet duct and can flow from the inlet duct into the combustion chamber.

(15) The fuel supply device 12 comprises a first injection device 14, which is formed for example as a high-pressure injection device. Here, each combustion chamber is assigned an injection valve 16 of the first injection device 14. The first injection device 14 is in this case designed for effecting a direct injection of fuel, wherein the direct injection of fuel is also referred to as direct injection. During the course of the direct injection, the fuel is injected by means of the respective injection valve 16 directly into the respective combustion chamber, in particular cylinder. Here, the first injection device 14 comprises a fuel distribution element 18 which is common to the injection valves 16 and via which the fuel can be supplied to the injection valves 16. The fuel distribution element 18 is also referred to as rail, wherein the fuel distribution element 18 is referred to as high-pressure rail if the first injection device 14 is formed as a high-pressure injection device. By means of the first injection device 14, the fuel is injected for example at a first pressure into the combustion chambers, wherein, for example, the fuel at said first pressure can be accommodated in the fuel distribution element 18 and fed at the first pressure to the injection valves 16.

(16) The fuel supply device 12 furthermore comprises a second injection device 20 which is provided in addition to the first injection device 14 and which is formed for example as a low-pressure injection device. The second injection device 20 is in this case designed for effecting an induction pipe injection of fuel, wherein the induction pipe injection of fuel is also referred to as induction pipe injection. Here, each combustion chamber is assigned at least one injection valve 22 of the second injection device 20.

(17) The air is fed to the combustion chambers for example via an intake tract of the internal combustion engine, such that the intake tract can be flowed through by the air. The intake tract comprises for example an induction pipe, which is also referred to as induction module, intake module or air distributor. The intake tract may furthermore comprise the inlet ducts.

(18) In the case of the induction pipe injection, the fuel is introduced, in particular injected, into the internal combustion engine, in particular into the intake tract, by means of the respective injection valve 22 at a location arranged upstream of the respective combustion chamber. In other words, the location at which the fuel is injected by means of the respective injection valve 22 is arranged upstream of the combustion chamber and in particular in the intake tract. Said location may be arranged for example in the induction pipe or in the inlet duct. In particular, the respective location at which the fuel can be injected by means of the respective injection valve 22 is arranged upstream of the respective inlet valve.

(19) The second injection device 20 also comprises a fuel distribution element 24 which is common to the injection valves 22 and via which the fuel can be supplied to the injection valves 22. Here, the fuel distribution element 24 is also referred to as rail. Since the second injection device 20 is formed for example as a low-pressure injection device, the fuel distribution element 24 is also referred to as low-pressure rail. By means of the second injection device 20, the fuel can be injected for example at a second pressure that is lower than the first pressure. Here, the fuel at the second pressure may for example be accommodated or stored in the fuel distribution element 24 and fed at the second pressure to the injection valves 22. The fuel supply device 12 furthermore comprises a tank 26 in which the in particular liquid fuel can be accommodated.

(20) It can be seen from FIG. 8 that the high-pressure fuel pump 10 serves for the supply of the fuel to the first injection device 14. In other words, the fuel is supplied to the first injection device 14 by means of the high-pressure fuel pump 10, wherein the fuel is compressed or pressurized for example by means of the high-pressure fuel pump 10 such that the stated first pressure of the fuel can be or is effected for example by means of the high-pressure fuel pump 10. In other words, the fuel is conveyed at the first pressure to the first injection device 14 by means of the high-pressure fuel pump 10.

(21) The fuel supply device 12 furthermore comprises a low-pressure fuel pump 28 which is provided in addition to the high-pressure fuel pump 10 and which serves for conveying the fuel from the tank 26 to the high-pressure fuel pump 10. In other words, the fuel is conveyed from the tank 26 to the high-pressure fuel pump 10 by means of the low-pressure fuel pump 28. For example, the fuel is conveyed at a third pressure by means of the low-pressure fuel pump 28. This means that a third pressure of the fuel is effected for example by means of the low-pressure fuel pump 28, wherein the fuel is conveyed at the third pressure to the high-pressure fuel pump 10 by means of the low-pressure fuel pump 28. Here, the third pressure may correspond to the second pressure, such that, for example, the second pressure of the fuel can be effected by means of the low-pressure fuel pump. In other words, the low-pressure fuel pump 28 can for example convey the fuel at the second pressure.

(22) It can be seen from FIGS. 1 and 8 that the high-pressure fuel pump 10 has a first low-pressure port 30 which comprises a first duct 32 which can be flowed through by the fuel. Via the first low-pressure port 30, the high-pressure fuel pump 10 is fluidically connected to the low-pressure fuel pump 28, such that the fuel conveyed by means of the low-pressure fuel pump 28 can be or is fed, in particular at the second or third pressure, from the low-pressure fuel pump 28 to the high-pressure fuel pump 10 via the first low-pressure port 30, in particular via the first duct 32. This feed is illustrated in FIG. 1 by means of a directional arrow 34. Since the fuel is fed via the first low-pressure port 30 or via the first duct 32 to the high-pressure fuel pump 10, the first low-pressure port 30 is also referred to as inflow.

(23) The high-pressure fuel pump 10 furthermore comprises at least one second low-pressure port 36, which has a second duct 38 which can be flowed through by the fuel. The second low-pressure port 36 or the second duct 38 serves for conducting the fuel conveyed by means of the low-pressure fuel pump 28 and fed to the high-pressure fuel pump 10 via the inflow (first low-pressure port 30), in particular at the second or third pressure, away from the high-pressure fuel pump to the second injection device 20, in particular to the fuel distribution element 24, such that the fuel can be accommodated or stored at the second or third pressure in the fuel distribution element 24.

(24) It can be seen from FIG. 8 that the second injection device 20, in particular the fuel distribution element 24, is fluidically connected to the high-pressure fuel pump 10 via the second low-pressure port 36, such that the fuel that is initially fed to the high-pressure fuel pump 10 via the inflow can be fed or is fed via the second low-pressure port 36 to the fuel distribution element 24. Thus, the fuel at the third pressure or second pressure flows through the first low-pressure port 30 or the first duct 32. In other words, the fuel in the first low-pressure port or in the first duct 32 is for example at the third pressure effected by means of the low-pressure fuel pump 28, which may correspond to the second pressure. Furthermore, the fuel at the second pressure flows through the second low-pressure port 36 or the second duct 38. In other words, the fuel in the second low-pressure port 36 or in the second duct 38 is at the second pressure.

(25) The high-pressure fuel pump 10 has a low-pressure chamber 40 which can be flowed through by at least a part of the fuel fed to the high-pressure fuel pump 10 via the inflow (first low-pressure port 30).

(26) The high-pressure fuel pump 10 furthermore comprises a first structural element in the form of a pump housing 42. Furthermore, the high-pressure fuel pump 10 comprises a conveying element for conveying at least a part of the fuel fed to the high-pressure fuel pump 10 via the inflow, wherein said conveying element is in the present case formed as a piston 44. The piston 44 is also referred to as conveying piston, wherein the piston 44 in the present case has a first length region 46 and an adjoining second length region 48. The length region 46 has a first outer circumference, wherein the length region 48 has a second outer circumference which is shorter than the first outer circumference. The length regions 46 and 48 are preferably formed in one piece with one another. Since the length regions have different outer circumferences, the piston 44 has a step. The piston 44 is thus formed as a stepped pin.

(27) It is alternatively conceivable for the length regions 46 and 48 to have the same outer circumference, such that the piston 44 has no step.

(28) The piston 44 is arranged at least partially in the pump housing 42, and in this case is movable relative to the pump housing 42, wherein the piston 44 is in the present case movable in translational fashion relative to the pump housing 42. Said translational mobility of the piston 44 relative to the pump housing 42 is indicated in FIG. 1 by a double arrow 50. On a first side of the piston 44, a compression chamber 52, illustrated in particularly schematic form in FIG. 1, of the high-pressure fuel pump 10 is depicted, wherein the compression chamber 52 is arranged for example in the pump housing 42. A volume of the compression chamber 52 can be varied by translational movement of the piston 44 relative to the pump housing 42 and thus relative to the compression chamber 52.

(29) The high-pressure fuel pump 10 furthermore comprises a second structural element in the form of a cover 54, which is formed separately from the pump housing 42 and which is connected to the pump housing 42 or held on the pump housing 42.

(30) Furthermore, a drive element is provided in the form of a cam 56 which is illustrated particularly schematically in FIG. 1 and by means of which the piston 44 is movable relative to the pump housing 42, in the present case in the direction of the cover 54. Here, the high-pressure fuel pump 10 comprises at least one spring element which is not illustrated in FIG. 1 and which is placed under stress by movement of the piston 44 in the direction of the cover 54. By means of the spring element, the piston 44 is moved from the cover 54 back in the direction of the cam 56 and is in particular held in supported contact with the cam 56 by relaxation of the spring element. Movement of the piston 44 in the direction of the cover 54 causes the volume of the compression chamber 52 to be decreased, whereby the fuel accommodated in the compression chamber 52 is compressed, that is to say pressurized.

(31) Movement of the piston 44 away from the cover 54 causes the volume of the compression chamber 52 to be increased, whereby fuel is drawn into the compression chamber 52. Here, it is provided in particular that the compression chamber 52 is fluidically connectable or connected to the low-pressure chamber 40, such that fuel can be or is drawn into the compression chamber 52 from the low-pressure chamber 40 by means of the piston 44.

(32) The fuel that is drawn and thus flows from the low-pressure chamber 40 into the compression chamber 52 is at least a part of the fuel fed via the inflow to the high-pressure fuel pump 10, because at least a part of the fuel fed via the inflow to the high-pressure fuel pump 10 can flow into the low-pressure chamber 40 and be drawn from there into the compression chamber 52 by means of the piston 44.

(33) As a result of the compression of the fuel, a fourth pressure of the fuel can be effected or set by means of the high-pressure fuel pump 10, wherein the fourth pressure is higher than the second and the third pressure. For example, the fourth pressure corresponds to the first pressure, such that the first injection device 14, in particular the fuel distribution element 18, can be supplied with the first pressure or fourth pressure by means of the high-pressure fuel pump 10.

(34) It can be seen from FIG. 8 that the high-pressure fuel pump 10 comprises a high-pressure port 58 (not illustrated in FIG. 1) via which the fuel compressed or pressurized by means of the piston 44 can be fed from the compression chamber 52 to the first injection device 14, in particular to the fuel distribution element 18. This means that the first injection device 14, in particular the fuel distribution element 18, is fluidically connected to the high-pressure fuel pump 10 via the high-pressure port 58. Here, the fuel flows through the high-pressure port 58 at the fourth pressure. In other words, the fuel in the high-pressure port 58 is at the fourth pressure, which is significantly higher than the second and the third pressure.

(35) FIG. 1 shows a dotted line which is used to illustrate a possible first flow of at least a part of the fuel flowing through the duct 32, and thus through the first low-pressure port 30, from the first low-pressure port 30 to the second low-pressure port 36. During the course of this first flow, the fuel flows at least substantially directly from the first low-pressure port 30 to the second low-pressure port 36 and through the latter, or through the second duct 38. Here, said first flow circumvents the pump housing 42. In other words, the first flow does not flow through the pump housing 42.

(36) From the dotted line, it can be seen that at least a part of the fuel flowing into the low-pressure chamber 40 via the inflow can flow out of the low-pressure chamber 40 again and flow to the second low-pressure port 36 and can flow, or be conducted, via the second low-pressure port 36 away from the high-pressure fuel pump 10 to the second injection device 20. The flow of the fuel through the second low-pressure port 36 to the second injection device 20 is illustrated in FIG. 1 by a directional arrow 60.

(37) Since each combustion chamber is assigned an injection valve 22 of the second injection device 20, multiple locations arranged upstream of the combustion chambers are provided at which fuel is injected by means of the second injection device 20. This type of induction pipe injection is also referred to as multi-port injection (MPI), such that the second low-pressure port 36 is also referred to as MPI port.

(38) Here, it is for example possible for at least one of the injection devices 14 and 20, in particular the first injection device 14, to be activated and deactivated according to demand. In the activated state of the injection device 14, the fuel is injected by means of the injection device 14 directly into the combustion chambers. In the deactivated state of the injection device 14, a direct injection of the fuel into the combustion chambers effected by means of the injection device 14 is omitted. Here, even in the deactivated state of the injection device 14, the fuel that is at the third pressure or second pressure, which is lower than the fourth pressure or first pressure, is fed to the high-pressure fuel pump 10 via the inflow. Since the fuel flowing through the inflow is not compressed by means of the high-pressure fuel pump 10 or has not yet been compressed by means of the high-pressure fuel pump 10, the fuel flowing through the inflow is at a low temperature, such that the high-pressure fuel pump 10 is for example cooled by means of the fuel fed to the high-pressure fuel pump 10 via the inflow even when the injection device 14 is deactivated. For this purpose, the fuel flows through the high-pressure fuel pump 10, whereby the latter is cooled.

(39) On a side of the piston 44 averted from the compression chamber 52, a chamber 62 is provided which functions for example as a collecting chamber. The piston 44 is guided for example by means of a guide that is not shown in FIG. 1. Owing to leakages, fuel can flow out of the compression chamber 52 between the piston and the guide, wherein said fuel is also referred to as leakage fuel. The leakage fuel flows into the chamber 62 and is thus collected by means of the chamber 62. It is preferably provided here that the chamber 62 is fluidically connected to the low-pressure chamber 40 by means of at least one connecting duct. The chamber 62 has a volume which is variable by movement of the piston 44 relative to the pump housing 42. If the piston 44 is moved away from the cover 54 in particular by means of the spring element, whereby the volume of the compression chamber 52 is increased, the volume of the chamber 62 is decreased as a result. As a result, for example, fuel that is accommodated in the chamber 62 is conveyed out of the chamber 62 and is conveyed in particular via the stated fluidic connection into the low-pressure chamber 40.

(40) If the piston 44 is moved in the direction of the cover 54 in particular by means of the cam 56, whereby the volume of the compression chamber 52 is decreased, the volume of the chamber 62 is increased. As a result, for example, fuel is drawn from the low-pressure chamber 40 into the chamber 62 via the stated fluidic connection. As already described above, at least a part of the fuel fed to the high-pressure fuel pump 10 via the inflow can flow into the low-pressure chamber 40, because the inflow, in particular the first duct 32, is fluidically connected to the low-pressure chamber 40.

(41) Fuel is thus conveyed back and forth between the chamber 62 and the low-pressure chamber 40 by movement of the piston 44.

(42) As a result of fuel being drawn into the compression chamber 52 and/or into the chamber 62 and the fuel being conveyed out of the compression chamber 52 and/or out of the chamber 62, pulsations of the fuel can arise. It is conceivable here for a damping device to be arranged at least partially in the cover 54, by means of which damping device the stated pulsations of the fuel can be dampened. The cover 54 is thus for example also referred to as damper cover.

(43) It is self-evidently also conceivable for the inflow and the MPI port to be interchanged, such that for example the low-pressure port 36 is formed as inflow and the low-pressure port 30 is formed as MPI port, such that then, for example, the flow direction of the fuel illustrated by the directional arrows 34 and 60 is reversed.

(44) To now be able to keep the costs of the high-pressure fuel pump 10 and thus of the fuel supply device 12 particularly low overall, both low-pressure ports 30 and 36 are arranged on one of the structural elements. It can be seen from FIG. 1 that, in the first embodiment, it is provided that both low-pressure ports 30 and 36 are arranged on the cover 54. This means that both low-pressure ports 30 and 36 are held on the same structural element, in particular directly. Here, the low-pressure ports 30 and 36, in particular the ducts 32 and 38, are fluidically connected to one another by means of a connecting region 64 which is arranged within one of the structural elements. Via the connecting region 64, the fuel can flow from the duct 32 into the duct 38.

(45) It is possible for the first low-pressure port 30 to be formed in one piece with the cover 54. It is alternatively or additionally possible for the second low-pressure port 36 to be formed in one piece with the cover 54. It is furthermore possible for the first low-pressure port 30 to be formed by a component which is formed separately from the cover 54 and which is arranged, in particular held, on the cover 54. It is alternatively or additionally possible for the second low-pressure port 36 to be formed by a component which is formed separately from the cover 54 and which is arranged, in particular held, on the cover 54. It is furthermore possible for the low-pressure ports 30 and 36 to be formed in one piece with one another. It is furthermore conceivable for the low-pressure ports 30 and 36 to be formed by components which are formed separately from one another and which are at least indirectly, in particular directly, connected to one another.

(46) The low-pressure port 30 can be flowed through by the fuel along a flow direction illustrated by the directional arrow 34. Furthermore, the low-pressure port 36 can be flowed through by the fuel along a second flow direction illustrated by the directional arrow 60, wherein the flow directions may run obliquely, parallel or perpendicularly with respect to one another.

(47) To now realize a particularly advantageous supply of the fuel to the internal combustion engine, it is the case, as can be seen in FIG. 1 on the basis of the dotted line, that at least a part of the fuel flowing through the first low-pressure port 30, in particular the first duct 32, flows from the first low-pressure port 30, in particular from the first duct 32, to the second low-pressure port 36, in particular to the second duct 38, circumventing the collecting chamber (chamber 62), and flows through the second low-pressure port 36, in particular the second duct 38.

(48) It can be seen from FIG. 1 that circumventing the collecting chamber (chamber 62) is to be understood to mean that that part of the fuel which circumvents the chamber 62 does not flow through the chamber 62, but the part rather flows at least substantially directly from the first low-pressure port 30 through the low-pressure chamber 40 to the low-pressure port 36, and then onward to the second injection device 20.

(49) In other words, at least one flow of the fuel flowing through the first low-pressure port 30 is provided, wherein said at least one flow flows from the low-pressure port 30 through the low-pressure chamber 40 to the low-pressure port 36, and in the process circumvents, that is to say by-passes, the chamber 62.

(50) In the first embodiment illustrated in FIG. 1, it is provided that at least a predominant part of the fuel flowing through the first duct 32 flows from the first low-pressure port 30 through the low-pressure chamber 40 to the second low-pressure port 36, and in the process circumvents the chamber 62. It is furthermore provided in the first embodiment that both low-pressure ports are arranged on the cover 54.

(51) In the first embodiment, it is furthermore provided that, as can be seen from the directional arrows 34 and 60, the flow directions of the fuel flowing through the ducts 32 and 38 run at least substantially perpendicular to one another, or enclose an angle of at least substantially 90 degrees.

(52) FIG. 2 shows a second embodiment of the high-pressure fuel pump 10. The second embodiment differs from the first embodiment in particular in that the flow directions of the fuel flowing through the ducts 32 and 38 run substantially parallel to one another, and in the present case coincide.

(53) FIG. 3 shows a third embodiment of the high-pressure fuel pump 10. In the second embodiment, the flow directions of the fuel flowing through the ducts 32 and 38 run at least substantially perpendicular to the movement direction of the piston 44, wherein the piston 44 is movable in translational fashion along said movement direction relative to the pump housing 42. By contrast, in the third embodiment, it is provided that the respective flow directions of the fuel flowing through the ducts 32 and 38 run at least substantially parallel to the movement direction of the piston 44, wherein it is also the case in the third embodiment that both low-pressure ports 30 and 36 are arranged on the cover 54.

(54) FIG. 4 shows a fourth embodiment of the high-pressure fuel pump 10. It is also the case in the fourth embodiment that both low-pressure ports 30 and 36 are arranged on the cover 54. By contrast to the first embodiment, to the second embodiment and to the third embodiment, the flow directions of the fuel flowing through the ducts 32 and 38 run neither perpendicularly nor parallel but rather obliquely with respect to one another. Furthermore, in the high-pressure fuel pump 10, it is provided that the low-pressure ports 30 and 36, that is to say the ducts 32 and 38, are fluidically connected to one another by means of the connecting region 64, wherein the connecting region 64 is arranged in one of the two structural elements, in the present case in the cover 54.

(55) FIG. 5 shows a fifth embodiment of the high-pressure fuel pump 10. The fifth embodiment differs from the first, the second, the third and the fourth embodiments in particular in that the first low-pressure port 30 is arranged on a first of the structural elements, and in the present case on the cover 54, wherein the second low-pressure port 36 is arranged on a second of the structural elements, and in the present case on the pump housing 42. It is also provided in the fifth embodiment that at least a part of the fuel flows from the low-pressure port 30 through the low-pressure chamber 40 to the low-pressure port 36, and in the process circumvents the collecting chamber 62.

(56) FIG. 6 shows a sixth embodiment of the high-pressure fuel pump 10. In the sixth embodiment, a first flow can occur as illustrated by a dotted line. It can be seen from FIG. 6 that the first flow runs from the first low-pressure port 30 to the second low-pressure port 36 and in the process circumvents the chamber 62 and runs through the low-pressure chamber 40, which is formed by the cover 54. The connecting region 64 (not shown in FIG. 6) is in this case arranged outside the pump housing 42 and in the cover 54, in particular in the low-pressure chamber 40.

(57) As an alternative to the first flow, a second flow of the fuel may occur as illustrated by a solid line. The second flow flows from the first low-pressure port 30 to the second low-pressure port 36 and in the process circumvents both the low-pressure chamber 40 and the chamber 62, such that the second flow flows at least substantially directly, circumventing both the low-pressure chamber 40 and the chamber 62, from the low-pressure port 30 to the low-pressure port 36. Here, the connecting region 64 is arranged for example in the pump housing 42 and outside the cover 54.

(58) Finally, FIG. 7 shows a seventh embodiment of the high-pressure fuel pump 10. In the seventh embodiment, at least one flow-dividing element 66 is provided, by means of which the fuel flowing through the first low-pressure port 30, in particular the first duct 32, can be or is divided into a first partial stream 68 and a second partial stream 70. Furthermore, in the seventh embodiment, it is provided that the first low-pressure port 30 is formed by a component which is formed separately from the structural elements and which in the present case is arranged on the pump housing 42. Here, the first partial stream 68 flows from the first low-pressure port 30 through the low-pressure chamber 40 to the second low-pressure port 36, circumventing the chamber 62, and flows through the second low-pressure port 36. By contrast, the second partial stream 70 flows from the first low-pressure port 30 to the chamber 62, through the collecting chamber 62, subsequently through the low-pressure chamber 40, and finally to the second low-pressure port 36 and through the latter.

(59) It may be provided here that the partial streams 68 and 70, which are separated from one another by means of the flow-dividing element 66 upstream of or outside the low-pressure chamber 40, mix in the low-pressure chamber 40 upstream of the second duct 38. As an alternative to the mixing of the partial streams 68 and 70 that is shown in FIG. 7 and takes place in the low-pressure chamber 40, it may be provided that the partial streams 68 and 70 mix for example in the pump housing 42, in particular directly upstream of the MPI port.

(60) Here, the flow-dividing element 66 is arranged outside the structural elements and is designed to divide the fuel into the partial streams 68 and 70 at at least one location 72 arranged outside the structural elements. This means that the fuel is divided into the partial streams 68 and 70 by means of the flow-dividing element 66 at the location 72 arranged out-side the structural elements. The division of the fuel into the partial streams 68 and 70 thus takes place already upstream of the structural elements, and in particular upstream of the pump housing 42, that is to say before the fuel flows into the pump housing 42 and the cover 54. The separation of the fuel into the partial streams 68 and 70, which are for example in the form of volume flows, thus takes place not in the pump housing 42 but outside the latter, wherein the separation of the fuel into the partial streams 68 and 70 takes place in the present case in the first low-pressure port 30, or in the component that forms the first low-pressure port 30.