EP1705368B1 - Pompe à carburant - Google Patents

Pompe à carburant Download PDF

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Publication number
EP1705368B1
EP1705368B1 EP05251838A EP05251838A EP1705368B1 EP 1705368 B1 EP1705368 B1 EP 1705368B1 EP 05251838 A EP05251838 A EP 05251838A EP 05251838 A EP05251838 A EP 05251838A EP 1705368 B1 EP1705368 B1 EP 1705368B1
Authority
EP
European Patent Office
Prior art keywords
pump
drive member
bore
tappet
drive
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP05251838A
Other languages
German (de)
English (en)
Other versions
EP1705368A1 (fr
Inventor
Andrew Brown
Paul Garland
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Delphi Technologies Inc
Original Assignee
Delphi Technologies Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Delphi Technologies Inc filed Critical Delphi Technologies Inc
Priority to EP05251838A priority Critical patent/EP1705368B1/fr
Priority to AT05251838T priority patent/ATE439517T1/de
Priority to DE602005015933T priority patent/DE602005015933D1/de
Publication of EP1705368A1 publication Critical patent/EP1705368A1/fr
Application granted granted Critical
Publication of EP1705368B1 publication Critical patent/EP1705368B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • F02M59/102—Mechanical drive, e.g. tappets or cams
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/04—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by special arrangement of cylinders with respect to piston-driving shaft, e.g. arranged parallel to that shaft or swash-plate type pumps
    • F02M59/06—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by special arrangement of cylinders with respect to piston-driving shaft, e.g. arranged parallel to that shaft or swash-plate type pumps with cylinders arranged radially to driving shaft, e.g. in V or star arrangement

Definitions

  • the invention relates to a fuel pump of the type suitable for use in a common rail fuel injection system of an internal combustion engine.
  • the invention relates to a common rail fuel pump of the type having at least one pumping plunger that is driven by means of a drive member cooperating with an engine-driven cam.
  • each of the plungers is coupled to a drive member in the form of a tappet.
  • the cam carries a cam ring, or cam rider, which travels over the surface of the cam as it is driven by the engine.
  • Each tappet is located within a tappet bore provided in a main pump housing and is arranged so that, as the cam is driven, each tappet is caused to reciprocate within its respective bore, resulting in reciprocating motion to the plungers.
  • a base surface of the tappet is caused to translate laterally over a cooperating region of the rider surface.
  • its respective plunger is driven to reduce the volume of the pump chamber. This part of the pumping cycle is referred to as the pumping stroke of the plunger, during which fuel within the associated pumping chamber is pressurised to a relatively high level.
  • the axis of the driving force applied to each tappet must pass approximately through the centre of the rider.
  • the driving force is generally misaligned with the axis of each tappet bore.
  • This misalignment causes turning moments to be applied to the tappets, which are resisted by reaction forces in the tappet bore.
  • the amount of misalignment varies sinusoidally throughout the revolution, with maxima occurring at 90 degrees and 270 degrees after bottom-dead-centre (BDC).
  • the axes of the plungers and tappets are commonly offset relative to the centre of the drive shaft. It has been found that for a given applied load, a tappet/plunger bore offset equal to 50% of the pump's radial eccentricity (25% of the pumping stroke) results in minimum peak turning moments.
  • US5382140 discloses a pump comprising a number of radial cylinders arranged a given angular distance apart about a drive shaft.
  • a common rail fuel pump for use in an internal combustion engine, comprising a pumping plunger for pressurising fuel within a pump chamber during a plunger pumping stroke and a drive member for imparting axial drive to the pumping plunger to perform its plunger pumping stroke.
  • the drive member is movable within a drive member bore having a drive bore axis.
  • a shaft-driven cam co-operates with the drive member and has a first axis of rotation.
  • the drive shaft has a second axis of rotation, offset from the first axis of the cam, so that rotation of the drive shaft results in a motion of the cam which drives the drive member.
  • the offset between the first and second axes of rotation defines a pump eccentricity.
  • the drive bore axis is displaced radially relative to the second centre of rotation by an offset amount falling within a range of between 70% and 80% of the pump eccentricity, the offset amount being selected to be that amount at which the difference in energy absorbed, or work done, at regions of contact between the drive member and the drive member bore (which occur as torque is applied to the drive member, in use) is substantially minimised.
  • the regions of contact are those regions of the drive member which are caused to make contact with the mating face of the drive member bore as the drive member experiences torque through the pumping cycle.
  • the drive member takes the form of a tappet, such as a bucket tappet, which rides within a tappet bore provided in a main pump housing.
  • the plunger rides within a plunger bore provided in a pump head housing which is secured to the main pump housing.
  • several pump units (typically three) may be mounted around the drive shaft, each of which includes a plunger and an associated tappet.
  • the pump housing may be a mono-block, so that the or each pump head housing and the main pump housing together form an integral housing part.
  • the invention recognises that reduced wear of the tappet bore is achieved by minimising the difference in energy absorbed (work done) at regions of contact between the tappets and their bores which occur due to turning moments, or torque, being applied to the tappets as they are driven, rather than by minimising the turning moments applied to the tappets.
  • the regions of contact between the tappet drive member and the drive member bore include upper right, upper left, lower right and lower left regions of the tappet drive member.
  • the upper right and lower right regions of the tappet drive member are regions of a right side wall of the tappet drive member and the upper left and lower left regions of the tappet drive member are regions of a left side wall of the tappet drive member.
  • the drive bore axis is displaced radially relative to the second axis of rotation by an offset amount falling within a range of between 72% and 78% of the pump radial eccentricity, more preferably between 73% and 77% of the pump radial eccentricity, and more preferably still between 74% and 76% of the pump radial eccentricity.
  • the drive bore axis is displaced radially relative to the second axis of rotation by substantially 75% of the pump radial eccentricity.
  • a fuel pump of the present invention includes a first housing part in the form of a main pump housing 10 provided with an axially extending opening through which a pump drive shaft extends.
  • the drive shaft has an integrally formed cam 14 which has a centre axis 16 offset radially from the centre axis 12 of the drive shaft (i.e. the cam 14 is eccentric to the drive shaft axis 12).
  • the radial offset between the centre axis 12 of the pump drive shaft and the centre axis 16 of the cam 14 is referred to as the 'pump radial eccentricity'.
  • the pump radial eccentricity defines the length of stroke of the plunger 37, which is equal to half the pump radial eccentricity, as will be apparent from the following description.
  • first, second and third pump heads or units Mounted around the cam 14 at equi-angularly spaced locations are first, second and third pump heads or units, generally referred to as 26, 28, 30 respectively.
  • Each pump unit 26, 28, 30 includes an associated one of three drive members 20, 22, 24.
  • a cam ring, or cam rider 18, is carried by the cam 14 and provides an interface between the cam 14 and the pump drive members 20, 22, 24.
  • As each pump unit 26, 28, 30 is identical to the others only one will be described in detail below.
  • the first pump head 26 includes a pumping plunger 32 which is reciprocal within a plunger bore 32 provided in a housing 34 of the pump head 26 to cause pressurisation of fuel within a pump chamber 36 defined at a blind end of the plunger bore 32.
  • the plunger bore 32 has a plunger bore axis which defines the axis of movement of the plunger 37.
  • Fuel at relatively low pressure is supplied to the pump chamber 36, in use, and is pressurised to a high level suitable for injection as the plunger 37 is driven to perform a pumping stroke.
  • the pumping stroke is that period of the pumping cycle for which the plunger 37 is moving between bottom-dead-centre (BDC) and top-dead-centre (TDC).
  • a plunger return stroke is that period of the pumping cycle for which the plunger 37 is moving between top-dead-centre (TDC) and bottom-dead-centre (BDC).
  • the plunger return stroke is also referred to as the filling stroke, as it represents that period of the pump's pumping cycle during which the pump chamber 36 is filled with low pressure fuel for pressurisation during the subsequent pumping stroke.
  • Each of the drive members 20, 22, 24 takes the form of a tappet which is movable within a tappet bore 38 provided in the main pump housing 10, with the tappet bore 38 having a second, tappet bore axis substantially in alignment with the axis of the associated plunger 37 and its plunger bore 32.
  • the tappet 20 takes the form of a bucket tappet, of generally U-shaped or channelled cross section, including a base 20a and first (left) and second (right) side walls, 20b and 20c respectively, with each side wall having an outer surface, facing the tappet bore surface, of generally curved (convex) form.
  • the left side wall 20b has a left upper region, referred to generally as 120b, and a left lower region, referred to generally as 220b
  • the right side wall 20c has a right upper region, referred to generally as 120c, and a right lower region, referred to generally as 220c.
  • the left and right regions 120b, 220b and 120c, 220c of the tappet side walls 20b, 20c are those regions of the outer surfaces of the tappet side walls 20b, 20c which are caused to react against, and make contact with, the tappet bore 38 as the tappet 20 experiences anti-clockwise and clockwise torque throughout the pumping cycle.
  • the regions 120c, 220c, 120b, 220b of the tappet side walls 20b, 20c will also be referred to as 'contact regions'.
  • the upper surface 20d of the tappet base 20a may be provided with a shallow platform 20e for locating the lower end of the plunger 37.
  • the lower end of the plunger 37 carries a spring plate to define an abutment surface for one end of a plunger return spring which is mounted concentrically with the plunger 37 and serves to drive the plunger return stroke between TDC and BDC.
  • the tappet 20 and the plunger 37 are not physically coupled to one another, so that relative axial movement is permitted between these parts, the spring tends to maintain tappet and plunger contact throughout the pumping cycle. Examples of how the tappet 20 and the plunger 37 may be coupled together are described in our co-pending European patent application EP 1431577 .
  • a lower surface of the tappet base 20e is co-operable with an associated one of three flattened surface regions, or flats 42, 44, 46, provided on the cam rider 18.
  • the three flats 42, 44, 46 of the cam rider 18 are equi-angularly spaced around the rider, which thus has a generally prismatic-type form, so that each is co-operable with a respective one of the three tappets 20, 22, 24.
  • the tappet 20 As the tappet 20 is driven in a radially outward direction, imparting drive to the plunger 37 along the plunger bore axis, a degree of lateral or sliding movement of the tappet 20 occurs across the flattened rider surface 42, in a back and forth manner. The tappet 20 slides across the flattened rider surface 42 in a similar manner during the return stroke.
  • the axis of the driving force applied to each tappet 20 passes through approximately the centre axis 16 of the cam 14 and cam rider 18 and, thus, is generally misaligned with the axis of the tappet bore 38.
  • This offset is identified in Figure 1 and the driving force is indicated by arrow R3.
  • the misalignment between the force, R3, and the axis of the tappet bore 38 varies sinusoidally throughout the pumping cycle between 0 and 360 degrees, with maxima in the misalignment occurring at 90 degrees and 270 degrees after BDC.
  • the misalignment causes turning moments (torque) to be applied to the tappet 20 which are resisted by reaction forces applied to the outer surface of the tappet side walls 20b, 20c (indicated by R1, R2, R5 and R6 in Figure 1 , as described further below).
  • the turning moments lead to wear of the tappet 20 and/or its bore 38 due to the contact over the regions
  • FIG. 3 illustrates, for a known pump in which a 50 % tappet bore offset is employed, the locus of the cam rider 18 relative to the centre axis 12 of the drive shaft.
  • the turning moment (torque) applied to the tappet 20 through the pumping stroke, and their direction (clockwise or anti-clockwise) are also indicated.
  • an anti-clockwise turning moment is applied to the tappet 20.
  • the torque reverses direction so that a clockwise torque is applied to the tappet 20 throughout the middle period of the pumping stroke.
  • the torque reverses direction again and an anti-clockwise turning moment is applied to the tappet 20 as the plunger 37 approaches TDC.
  • Figure 4 illustrates the locus of the cam rider centre for an embodiment of the present invention in which the tappet bore offset is selected to be 75% of the pump radial eccentricity (a 75% tappet bore offset).
  • the tappet bore offset is selected to be 75% of the pump radial eccentricity (a 75% tappet bore offset).
  • an anti-clockwise turning moment is applied to the tappet bore 38 for an initial period of the pumping stroke (between about 0 and 50 degrees of engine rotation) occurring over a greater angular range compared with a fuel pump having a 50% tappet bore offset.
  • the middle region of shaft rotation where the direction of torque is reversed occurs over a shorter angular region of the pumping stroke (between about 50 degrees and 130 degrees) than for the pump having a 50% tappet bore offset.
  • the final region of shaft rotation where the torque direction reverses again i.e. anti-clockwise
  • occurs over a longer period of shaft rotation between about 130 degrees and 180 degrees
  • Figure 5 shows the peak reaction forces, R1, R2, R5 and R6, which act on the tappet 20 over contact regions 120c, 220b, 220c and 120b respectively, as a consequence of torque being applied to the tappet bore 38 as the tappet 20 is driven, in use.
  • a reaction force R1 is applied to the right upper region 120c of the tappet sidewall 20c
  • a reaction force R2 is applied to the left lower region 220b of the tappet sidewall 20b
  • a reaction force R5 is applied to the right lower region 220c of the right tappet sidewall 20c
  • a reaction force R6 is applied to the left upper region 120b of the left tappet sidewall 20b.
  • Figure 6 shows the total work done per shaft rotation (complete revolution of the shaft) over the tappet side wall regions 120c, 220b, 220c and 120b.
  • Figure 6 illustrates the aforementioned benefit most clearly.
  • the work done at the right lower 220c and left upper 120b regions of the tappet sidewalls is higher than for the same regions in a pump having a 50% tappet bore offset, the work done is approximately the same over for all four contact regions 120b, 220b, 120c, 220c (corresponding to R1, R2, R5 and R6). In other words, the work done is balanced over regions 120b, 220b, 120c, 220c.
  • Figures 7 and 8 compare the peak reaction force as a function of tappet bore offset ( Figure 7 ) and the work done as a function of tappet bore offset ( Figure 8 ) over the four contact regions of the tappet sidewalls, 120b, 220b, 120c, 220c. It will be appreciated from Figure 8 that although a tappet bore offset which is 75% of the pump radial eccentricity is selected as the optimum tappet bore offset (for which the work done over each of the four regions 120b, 120c, 220b, 220c is balanced), in practice a tappet bore offset falling within the range of between about 70% and 80% of the pump radial eccentricity will ensure wear is reduced adequately. A tappet bore offset falling within the range of about 72% to 78% is more preferable and a range of about 73% to 77% is more preferable still.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Claims (11)

  1. Pompe à carburant destinée à être utilisée dans un moteur à combustion interne, la pompe à carburant comprenant :
    un plongeur de pompage (37) pour mettre sous pression du carburant dans une chambre de pompe (36) pendant une course de pompage du plongeur,
    un élément d'entraînement (20) pour imposer un entraînement axial au plongeur de pompage (37) et exécuter sa course de pompage,
    l'élément d'entraînement (20) étant mobile à l'intérieur d'un perçage pour élément d'entraînement (38) ayant un axe de perçage (37),
    une came (14) entraînée par un arbre, avec laquelle l'élément d'entraînement (20) coopère, la came (14) ayant un premier axe de rotation (16) et l'arbre d'entraînement ayant un second axe de rotation (12) déplacé par rapport au premier axe de rotation, le premier et le second axe de rotation (12, 16) étant décalés l'un de l'autre pour définir une excentricité de pompe,
    caractérisé en ce que l'axe de perçage (37) est déplacé par rapport au second axe de rotation (12) d'un décalage tombant dans une plage entre 70 % et 80 % de l'excentricité de pompe, le décalage étant choisi égal à la valeur à laquelle la différence d'énergie absorbée au niveau des régions (120b, 220b, 120c, 220c) de contact entre l'élément d'entraînement (20) et le perçage pour élément d'entraînement (38) lorsque l'élément d'entraînement subit un couple, en utilisation, est sensiblement minimisée.
  2. Pompe à carburant selon la revendication 1, dans laquelle les régions de contact entre l'élément d'entraînement (20) et le perçage pour élément d'entraînement (38) inclut une région supérieure droite (120c), une région supérieure gauche (120b), une région inférieure droite (220c) et une région inférieure gauche (220b) de l'élément d'entraînement (20) qui subissent un couple lorsque l'élément d'entraînement (20) est entraîné, en utilisation.
  3. Pompe à carburant selon la revendication 2, dans laquelle la région supérieure droite (120c) et la région inférieure droite (220c) de l'élément d'entraînement (20) sont des régions d'une paroi latérale droite (20c) de l'élément d'entraînement (20), et la région supérieure gauche (120b) et la région inférieure gauche (220b) de l'élément d'entraînement (20) sont des régions d'une paroi latérale gauche (20b) de l'élément d'entraînement (20).
  4. Pompe à carburant selon la revendication 3, dans laquelle l'élément d'entraînement adopte la forme d'un poussoir (20) ayant des parois latérales gauche et droite (20b, 20c) définissant les régions de contact (120b, 220b, 120c, 220c).
  5. Pompe à carburant selon l'une quelconque des revendications précédentes, dans laquelle la plage est entre 72 % et 78 % de l'excentricité de pompe.
  6. Pompe à carburant selon la revendication 5, dans laquelle la plage est entre 73 % et 77 % de l'excentricité de pompe.
  7. Pompe à carburant selon la revendication 6, dans laquelle la plage est entre 74 % et 76 % de l'excentricité de pompe.
  8. Pompe à carburant selon la revendication 7, dans laquelle l'axe du perçage d'entraînement est déplacé par rapport au second axe de rotation de sensiblement 75 % de l'excentricité de pompe.
  9. Pompe à carburant selon l'une quelconque des revendications 1 à 8, incluant trois plongeurs de pompage (37) agencés à des emplacements espacés à des angles égaux autour de l'arbre d'entraînement de la pompe, chacun des plongeurs de pompage (37) étant capable de coopérer avec un élément respectif parmi trois éléments d'entraînement (20, 22, 24).
  10. Pompe à carburant selon la revendication 9, dans laquelle le perçage de plongeur (32) est défini dans un boîtier de tête de pompe (34), et dans laquelle le perçage pour l'élément d'entraînement (38) est prévu dans un boîtier principal de pompe (10), le boîtier de tête de pompe (34) étant monté sur le boîtier principal de pompe (10).
  11. Pompe à carburant selon la revendication 9, dans laquelle le perçage de plongeur (32) est défini dans un boîtier principal de pompe.
EP05251838A 2005-03-24 2005-03-24 Pompe à carburant Not-in-force EP1705368B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP05251838A EP1705368B1 (fr) 2005-03-24 2005-03-24 Pompe à carburant
AT05251838T ATE439517T1 (de) 2005-03-24 2005-03-24 Kraftstoffpumpe
DE602005015933T DE602005015933D1 (de) 2005-03-24 2005-03-24 Kraftstoffpumpe

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP05251838A EP1705368B1 (fr) 2005-03-24 2005-03-24 Pompe à carburant

Publications (2)

Publication Number Publication Date
EP1705368A1 EP1705368A1 (fr) 2006-09-27
EP1705368B1 true EP1705368B1 (fr) 2009-08-12

Family

ID=34940635

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05251838A Not-in-force EP1705368B1 (fr) 2005-03-24 2005-03-24 Pompe à carburant

Country Status (3)

Country Link
EP (1) EP1705368B1 (fr)
AT (1) ATE439517T1 (fr)
DE (1) DE602005015933D1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2530315A1 (fr) 2011-06-02 2012-12-05 Delphi Technologies Holding S.à.r.l. Lubrification de pompe à carburant

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5382140A (en) * 1993-02-11 1995-01-17 Elasis Sistema Ricerca Fiat Nel Mezzogiorno Radial-piston pump
DE19727249A1 (de) * 1996-07-01 1998-01-08 Rexroth Mannesmann Gmbh Vorrichtung zur Stabilisierung des Exzenterrings einer Radialkolbenpumpe
DE19801398A1 (de) * 1998-01-16 1999-07-22 Bosch Gmbh Robert Radialkolbenpumpe zur Kraftstoffhochdruckversorgung
JP2003074439A (ja) * 2001-06-19 2003-03-12 Denso Corp 燃料噴射ポンプ
WO2003014569A1 (fr) * 2001-08-08 2003-02-20 Crt Common Rail Technologies Ag Pompe d'alimentation haute pression

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2530315A1 (fr) 2011-06-02 2012-12-05 Delphi Technologies Holding S.à.r.l. Lubrification de pompe à carburant
WO2012163686A2 (fr) 2011-06-02 2012-12-06 Delphi Technologies Holding S.A.R.L. Perfectionnements apportés aux pompes à carburant

Also Published As

Publication number Publication date
DE602005015933D1 (de) 2009-09-24
EP1705368A1 (fr) 2006-09-27
ATE439517T1 (de) 2009-08-15

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