EP2256334B1 - Brennstoffversorgungssystem für einen Verbrennungsmotor - Google Patents

Brennstoffversorgungssystem für einen Verbrennungsmotor Download PDF

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Publication number
EP2256334B1
EP2256334B1 EP09425198A EP09425198A EP2256334B1 EP 2256334 B1 EP2256334 B1 EP 2256334B1 EP 09425198 A EP09425198 A EP 09425198A EP 09425198 A EP09425198 A EP 09425198A EP 2256334 B1 EP2256334 B1 EP 2256334B1
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EP
European Patent Office
Prior art keywords
fuel
open
pressure pump
close element
inlet
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.)
Active
Application number
EP09425198A
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English (en)
French (fr)
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EP2256334A1 (de
Inventor
Sergio Stucchi
Raffaele Ricco
Onofrio De Michele
Domenico Lepore
Carlo Mazzarella
Marcello Gargano
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.)
Centro Ricerche Fiat SCpA
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Centro Ricerche Fiat SCpA
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Publication date
Application filed by Centro Ricerche Fiat SCpA filed Critical Centro Ricerche Fiat SCpA
Priority to EP09425198A priority Critical patent/EP2256334B1/de
Priority to AT09425198T priority patent/ATE556217T1/de
Publication of EP2256334A1 publication Critical patent/EP2256334A1/de
Application granted granted Critical
Publication of EP2256334B1 publication Critical patent/EP2256334B1/de
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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
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0014—Valves characterised by the valve actuating means
    • F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid

Definitions

  • the present invention relates to a fuel-supply system for an internal-combustion engine.
  • fuel-supply systems of the diesel-cycle type comprise a high-pressure pump that supplies fuel to a common rail, which has a predetermined volume for accumulating fuel under pressure and supplies, in turn, a plurality of injectors associated to the engine cylinders.
  • the latter must be brought up to a very high pressure, in the region of 1600 bar, in the conditions of maximum power of the engine.
  • the pressure of the fuel required in the common rail is in general defined by an electronic control unit as a function of the operating conditions of the engine.
  • a by-pass solenoid valve set on the delivery pipe of the high-pressure pump, is controlled by the control unit for causing recirculation of the fuel that is in excess with respect to the fuel injected by the injectors, towards the usual fuel tank, before said excess fuel enters the common rail.
  • the capacity of the high-pressure pumps is directly proportional to the engine r.p.m. and is calibrated so as to meet the maximum requirements in every operating condition of the engine.
  • the flow of excess fuel which is discharged into the tank by the by-pass solenoid valve, is very high. Consequently, this embodiment presents the drawback of involving a waste of part of the compression work of the high-pressure pump.
  • Variable-capacity high-pressure pumps have been proposed in such a way as to reduce the amount of fuel pumped when the engine functions at reduced power.
  • the intake pipe of the high-pressure pump is provided with a restriction having a passage cross-section the area of which is continuously variable.
  • Said passage cross-section is defined by a solenoid valve controlled by the electronic control unit as a function of the pressure required in the common rail and/or of the operating conditions of the engine.
  • the restriction in the intake pipe is supplied with a constant pressure difference, equal to approximately 5 bar, determined by an auxiliary pump, or low-pressure pump, set in the tank.
  • a constant pressure difference equal to approximately 5 bar, determined by an auxiliary pump, or low-pressure pump, set in the tank.
  • a solenoid valve of an on-off type is set between the high-pressure pump and the low-pressure pump.
  • Said solenoid valve is controlled by the electronic control unit, once again as a function of the pressure required in the common rail and/or of the operating conditions of the engine, in synchronism with the intake strokes of two pumping elements of the high-pressure pump and in a chopped way so as to establish the effective amount of fuel taken in during said intake stroke.
  • Known solenoid valves of an on-off type mounted between the high-pressure pump and the low-pressure pump have an open/close element that is able to slide along an axis under the opposite actions of an electromagnet and a spring.
  • the axial thrust of the spring tends to bring the open/close element against a valve seat for closing axially an opening from which the fuel exits towards the high-pressure pump.
  • the noise is due to phenomena of fluid hammer that arise during closing of the on-off solenoid valve. Said phenomena are due to the fact that the open/close element intercepts a flow with a value of instantaneous flowrate that is high also on account of the difference of pressure to which the solenoid valve is subjected (approximately 3 bar).
  • the intensity of the fluid hammer is due above all to the constructional layout of the solenoid valve, where the supply pressure of the fuel coming from the low-pressure pump tends to close the open/close element of the solenoid valve.
  • the aim of the invention is to provide a fuel-supply system for an internal-combustion engine, which will enable limitation or elimination of the drawback set forth above in a simple and inexpensive way.
  • a fuel-supply system for an internal-combustion engine 2 for example a four-stroke diesel engine.
  • the engine 2 comprises a plurality of cylinders 3, for example four cylinders, which co-operate with corresponding pistons (not shown), which can be actuated to turn a drive shaft 4.
  • the supply system 1 comprises a plurality of electrically controlled injectors 5, associated to the cylinders 3 and designed to inject the high-pressure fuel therein.
  • the injectors 5 are connected to an accumulation volume, which has a predetermined value for one or more injectors 5.
  • the accumulation volume is formed by the usual common rail 6, connected to which are all the injectors 5.
  • the common rail 6 is supplied with fuel under high pressure by a high-pressure pump, designated as a whole by 7, via a delivery pipe 8.
  • the high-pressure pump 7 is supplied by a low-pressure pump, for example, an electric pump 9, via an intake pipe 10 of the high-pressure pump 7.
  • the electric pump 9 is in general set in the usual fuel tank 11.
  • a discharge pipe 12 gives out into the tank 11 for causing recirculation of the excess fuel of the supply system 1.
  • the common rail 6 is provided with a discharge solenoid valve 15, which is in communication with the discharge pipe 12 and performs a safety function in the case where there were to be an overpressure in the common rail 6.
  • Each injector 5 is designed to inject, into the corresponding cylinder 3, an amount of fuel that ranges between a minimum value and a maximum value, under the control of an electronic control unit 16, which can be formed by the usual microprocessor control unit for control of the engine 2.
  • the control unit 16 is designed to receive signals indicating the operating conditions of the engine 2, such as the position of the accelerator pedal and the r.p.m. of the drive shaft 4, which are generated by corresponding sensors (not shown), as well as the pressure of the fuel in the common rail 6, detected by a pressure sensor 17.
  • the control unit 16 controls the instant and duration of actuation of the individual injectors 5.
  • the control unit 16 controls opening and closing of the discharge solenoid valve 15. Consequently, the discharge pipe 12 conveys towards the tank 11 both the discharge fuel of the injectors 5 and the possible excess fuel in the common rail 6, discharged for safety reasons by the solenoid valve 15.
  • the high-pressure pump 7 comprises a pair of pumping elements 18, each formed by a cylinder 19 having a compression chamber 20, in which a mobile piston 21 slides with reciprocating motion, constituted by an intake stroke and a delivery stroke.
  • Each compression chamber 20 is provided with a corresponding intake valve 25 and a corresponding delivery valve 30.
  • the valves 25 and 30 can be of the ball type and can be equipped with respective return springs.
  • the two intake valves 25 are in communication with the intake pipe 10 common to said intake valves 25, whilst the two delivery valves 30 are in communication with the delivery pipe 8 common to said delivery valves 30.
  • the piston 21 is actuated by an eccentric 22 carried by an actuation shaft 23 of the high-pressure pump 7.
  • the two pumping elements 18 are coaxial and opposite to one another, and are actuated by a single eccentric 22.
  • the shaft 23 is connected to the drive shaft 4, via a motion-transmission device 26, such that the eccentric 22 controls a compression stroke of a piston 21 for each injection of the injectors 5 into the respective cylinders 3 of the engine 2.
  • the fuel is at atmospheric pressure.
  • the electric pump 9 compresses the fuel to a low pressure, for example in the region of just 2-3 bar.
  • the high-pressure pump 7 compresses the fuel received from the intake pipe 10 so as to send the fuel at high pressure, for example in the region of 1600 bar, to the common rail 6, via the delivery pipe 8.
  • the capacity of the high-pressure pump 7 is controlled exclusively by a solenoid valve 27 arranged on the intake pipe 10.
  • the solenoid valve 27 is of the on-off type and has an effective passage cross-section that is relatively wide so as to supply fuel without causing any drop of pressure when it is open.
  • the solenoid valve 27 (partially illustrated) comprises a casing 28 and a plate-like portion 31, which is coupled in a fixed position to the casing 28, for example via an externally threaded ringnut 31a screwed to a side wall 36 of the casing 28.
  • the plate-like portion 31 has a hole 32, which extends along an axis 33 and defines an inlet for the fuel that arrives from the delivery of the pump 9.
  • the wall 36 and the plate-like portion 31 define the perimeter and the bottom of a chamber 37, which communicates in a permanent way with a hole 38 made on the wall 36 in a radial direction with respect to the axis 33.
  • the hole 38 defines an outlet for the fuel that flows towards the valves 25 of the high-pressure pump 7.
  • the chamber 37 houses an open/close element 40, which is defined by a ball or by a spherical portion, in the particular example shown.
  • the open/close element 40 is subject to the opposite actions of a spring 42 and of an electric actuator 43.
  • the actuator 43 is defined by an electromagnet comprising: a magnetic core 44 fixed with respect to the casing 28; and an armature 45, which impinges upon the open/close element 40 so as to keep it in a closing position when the electric actuator 43 is not energized, transferring onto the open/close element 40 the elastic force of the spring 42.
  • the open/close element 40 is spherical, the travel allowed for the armature 45 is of a small amount so that there is no possibility for the open/close element 40 to be able to displace radially.
  • the armature 45 is defined by a body comprising: a central portion 45a, which rests on the open/close element 40; and a peripheral portion 45b, which is disk-shaped and is made of ferromagnetic material.
  • the armature 45 is guided by one or more guide elements 36a, fixed with respect to the wall 36 so as to translate along the axis 33 between a raised position and a lowered position with respect to the magnetic core 44.
  • the spring 42 has a pre-load and a stiffness such as to exert an action of axial thrust that tends to bring the armature 45 into a lowered position and, hence, the open/close element 40 into the closing position.
  • the open/close element 40 engages in a fluid-tight way a valve seat 47 defined by a conical surface provided on the plate-like portion 31 around the hole 32 so as to close the hole 32 itself.
  • the spring 42 is housed in the magnetic core 44 and acts directly on the armature 45.
  • the magnetic core 44 When the magnetic core 44 is electrically supplied, it causes axial translation of the armature 45 into the raised position, and hence causes displacement of the open/close element 40 into an opening position.
  • the hole 38 In the opening position, the hole 38 communicates with the hole 32 through the space or volume of the chamber 37 for supplying fuel from the pump 9 to the intake valves 25 of the high-pressure pump 7.
  • FIG 3 is a partial illustration of a variant of the solenoid valve 27, the components of which are designated by the same reference numbers used in Figure 2 , wherever possible.
  • the open/close element 40 is defined by a cup-shaped body (partially illustrated) comprising: a bottom wall 40a orthogonal to the axis 33, axially facing the plate-like portion 31, and provided with through holes 48; and a cylindrical side wall 40b, which extends axially starting from the perimetral edge of the wall 40a in a position set facing the wall 36 and is fixed with respect to the wall 40a itself.
  • the guide element 36a is a casing portion that is defined by the prolongation of the wall 36 towards the actuator (not illustrated in Figure 3 ) and is slidably coupled directly to the wall 40b of the open/close element 40.
  • the wall 36 is provided with at least two radial holes 38, which are set in diametrally opposite positions with respect to one another.
  • the plate-like portion 31 is fixed to the wall 36 underneath holes 38 for interference fit, for example via drive fit, and has a plane face that is orthogonal to the axis 33, faces the wall 40a, and defines the valve seat 47.
  • the spring 42 is at least partially housed in the open/close element 40, is coaxial with respect to the wall 40b, and acts directly against the wall 40a.
  • the wall 40a comprises an annular projection 46, which is coaxial to the hole 32, is set in a more internal position with respect to the holes 48 and has the purpose of guaranteeing fluid-dynamic sealing against the valve seat 47 so that the sealing area has the mean diameter of the projection 46.
  • the open/close element 40 comprises a projection 49, which is set along the perimetral edge of the wall 40a, i.e., in a position more external respect to the holes 48 and to the projection 46, and has radial passages not visible in Figure 3 .
  • the direction of the flow of the fuel that traverses the solenoid valve is reversed, i.e., the supply pressure tends to raise the open/close element 40, instead of closing it.
  • the two pumping elements 18 can be set in parallel and actuated in phase opposition by two different eccentrics, and/or the actuator 43 could be different from the one shown by way of example in Figure 2 ; and/or the shape of the solenoid valve 27 could be different from the ones shown in Figures 1 and 2 , and/or the high-pressure pump 7 could have a different number of pumping elements, for example a single pumping element, or else three pumping elements preferably actuated by a common eccentric with a phase offset of 120°.
  • the invention applies both to systems where the solenoid valve 27 is controlled in a way synchronous with the rate of rotation of the pump and to systems where the control of the solenoid valve 27 is asynchronous.

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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 (6)

  1. Kraftstoffversorgungssystem (1) für eine Brennkraftmaschine,
    das folgendes aufweist:
    - eine Hochdruckpumpe (7);
    - eine Niederdruckpumpe (9);
    - eine Leitung (10), um Kraftstoff von der Niederdruckpumpe (9) mindestens einem Einlassventil (25) der Hochdruckpumpe (7) zuzuführen;
    - ein Magnetventil (27) vom Ein/Aus-Typ, das in der Leitung (10) vorgesehen ist und folgendes aufweist:
    (a) ein elektrisches Betätigungsorgan (43);
    (b) eine elastische Einrichtung (42), die einen Schließdruck ausübt;
    (c) einen Einlass (32) für den Kraftstoff, der mit der Zuführung der Niederdruckpumpe (9) in Verbindung steht;
    (d) einen Auslass (38) für den Kraftstoff, der mit dem Einlassventil (25) in Verbindung steht; und
    (e) ein Öffnungs/Schließ-Element (40), das längst einer Achse (33) unter den entgegengesetzten Wirkungen des elektrischen Betätigungsorgans (43) und der elastischen Einrichtung (42) beweglich ist, und zwar zwischen einer Öffnungsstellung, in der der Einlass (32) mit dem Auslass (38) in Verbindung steht, und einer Schließstellung, in der der Durchgang von Kraftstoff von dem Einlass (32) zu dem Auslass (38) blockiert ist;
    wobei während des Betriebes in der Schließstellung der Zuführungsdruck am Einlass (32) einen Öffnungsdruck entgegen dem Schließdruck ausübt, der von der elastischen Einrichtung (42) ausgeübt wird,
    dadurch gekennzeichnet,
    dass der Einlass (32) und die elastische Einrichtung (42) auf gegenüberliegenden Seiten des Öffnungs/Schließ-Elementes (40) längst der Achse (33) angeordnet sind,
    dass der Einlass (32) längst der Achse (32) vorgesehen ist,
    und dass der Auslass (38) in radialer Richtung bezüglich der Achse (33) vorgesehen ist.
  2. System nach Anspruch 1,
    dadurch gekennzeichnet,
    dass der Auslass (38) von mindestens zwei Löchern gebildet ist, die im gleichen Winkelabstand vorgegeben sind.
  3. System nach einem der vorherigen Ansprüche,
    dadurch gekennzeichnet,
    dass das elektrische Betätigungsorgan (43) von einem Elektromagneten gebildet ist, der das Öffnungs/Schließ-Element (40) in die Öffnungsstellung anzieht, wenn es mit elektrischem Strom versorgt wird, während die elastische Einrichtung (42) den Schließdruck ausübt.
  4. System nach einem der vorherigen Ansprüche,
    dadurch gekennzeichnet,
    dass das Magnetventil (27) folgendes aufweist:
    - eine Seitenwand (36), in der der Auslass (38) ausgebildet ist;
    - einen plattenförmigen Bereich (31), der bezüglich der Seitenwand (36) befestigt ist, wobei der Einlass (32) in dem plattenförmigen Bereich (31) ausgebildet ist;
    - einen Ventilsitz (47), der sich in den plattenförmigen Bereich (31) um den Einlass (32) herum erstreckt und in fluiddichter Weise mit dem Öffnungs/Schließ-Element (40) in Eingriff steht, wenn das Öffnungs/Schließ-Element (40) in die Schließstellung gebracht ist; und
    - eine Kammer (37), die in Querrichtung von der Seitenwand (36) und in axialer Richtung von dem plattenförmigen Bereich (31) gebildet ist.
  5. System nach Anspruch 4,
    dadurch gekennzeichnet,
    dass das Öffnungs/Schließ-Element (40) eine Wand (40a) orthogonal zu der Achse (33) aufweist, dem plattenförmigen Bereich (31) gegenüberliegt, sowie einen ringförmigen Vorsprung (46) besitzt, der die Dichtfläche gegenüber dem Ventilsitz (47) bildet.
  6. System nach Anspruch 4 oder 5,
    dadurch gekennzeichnet,
    dass das Magnetventil (27) eine Führungseinrichtung (36a) aufweist, die bezüglich der Seitenwand (36) befestigt ist, um das Öffnungs/Schließ-Element (40) und/oder einen Anker des elektrischen Betätigungsorgans längs der Achse (33) zwischen der Öffnungsstellung und der Schließstellung zu führen.
EP09425198A 2009-05-21 2009-05-21 Brennstoffversorgungssystem für einen Verbrennungsmotor Active EP2256334B1 (de)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP09425198A EP2256334B1 (de) 2009-05-21 2009-05-21 Brennstoffversorgungssystem für einen Verbrennungsmotor
AT09425198T ATE556217T1 (de) 2009-05-21 2009-05-21 Brennstoffversorgungssystem für einen verbrennungsmotor

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP09425198A EP2256334B1 (de) 2009-05-21 2009-05-21 Brennstoffversorgungssystem für einen Verbrennungsmotor

Publications (2)

Publication Number Publication Date
EP2256334A1 EP2256334A1 (de) 2010-12-01
EP2256334B1 true EP2256334B1 (de) 2012-05-02

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EP09425198A Active EP2256334B1 (de) 2009-05-21 2009-05-21 Brennstoffversorgungssystem für einen Verbrennungsmotor

Country Status (2)

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EP (1) EP2256334B1 (de)
AT (1) ATE556217T1 (de)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ITBO20110183A1 (it) * 2011-04-07 2012-10-08 Magneti Marelli Spa Pompa carburante silenziata per un sistema di iniezione diretta

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10214084A1 (de) * 2002-03-28 2003-10-30 Bosch Gmbh Robert Einstellbares Druckregelventil für Kraftstoffeinspritzsysteme
DE602004002105T2 (de) 2004-06-30 2007-02-08 C.R.F. S.C.P.A. Hochdruckpumpe mit variabler Förderrate für ein Brennstoffeinspritzsystem
JP2008057451A (ja) * 2006-08-31 2008-03-13 Hitachi Ltd 高圧燃料供給ポンプ
DE602006018141D1 (de) * 2006-09-04 2010-12-23 Magneti Marelli Spa Absperrventil zur Steuerung des Durchflusses einer Kraftstoffpumpe für eine Brennkraftmaschine

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ATE556217T1 (de) 2012-05-15
EP2256334A1 (de) 2010-12-01

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