EP2434137B1 - Fuel pump for a direct injection system - Google Patents

Fuel pump for a direct injection system Download PDF

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Publication number
EP2434137B1
EP2434137B1 EP20110182648 EP11182648A EP2434137B1 EP 2434137 B1 EP2434137 B1 EP 2434137B1 EP 20110182648 EP20110182648 EP 20110182648 EP 11182648 A EP11182648 A EP 11182648A EP 2434137 B1 EP2434137 B1 EP 2434137B1
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EP
European Patent Office
Prior art keywords
piston
fuel
chamber
fuel pump
suction
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
EP20110182648
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2434137A1 (en
Inventor
Marcello Cristiani
Daniele De Vita
Massimo Mattioli
Paolo Pasquali
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.)
Marelli Europe SpA
Original Assignee
Magneti Marelli SpA
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Publication date
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Publication of EP2434137A1 publication Critical patent/EP2434137A1/en
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Publication of EP2434137B1 publication Critical patent/EP2434137B1/en
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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
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/46—Valves
    • 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
    • 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
    • F02M59/34—Varying fuel delivery in quantity or timing by throttling of passages to pumping elements or of overflow passages, e.g. throttling by means of a pressure-controlled sliding valve having liquid stop or abutment
    • 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
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/46—Valves
    • F02M59/462—Delivery valves
    • 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
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/02—Pumps peculiar thereto
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
    • F04B49/22—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00 by means of valves
    • F04B49/24—Bypassing

Definitions

  • the present invention relates to a fuel pump for a direct injection system.
  • a currently marketed direct injection system (e.g. of the type described in patent application IT2009BO00197 ) comprises a plurality of injectors, a common rail which feeds pressurized fuel to the injectors and is provided with a pressure sensor, a high-pressure pump which feeds fuel to the common rail by means of a high-pressure fuel duct and is provided with an electronically controlled flow setting device, and a control unit which pilots the flow setting device by means of feedback control according to the reading provided by the pressure sensor in the common rail to keep fuel pressure in the common rail equal to a required value generally varying over time according to the operating conditions of the engine.
  • the high-pressure pump comprises at least one pumping chamber, within which a piston slides with reciprocating motion, a suction channel regulated by an inlet valve for feeding low-pressure fuel into the pumping chamber, and an outlet duct regulated by an outlet valve for feeding high-pressure fuel out of the pumping chamber and to the common rail through the inlet duct.
  • the flow setting device generally acts on the suction valve keeping the suction valve itself open also during the pumping phase, so that a variable part of the fuel present in the pumping chamber and exceeding the actual feeding need of the common rail returns to the suction duct and is not pumped towards the common rail through the feeding duct.
  • the common rail works at a fuel pressure which is always constant
  • the high-pressure pump always pumps (compresses) the maximum amount of fuel possible and the fuel exceeding the actual feeding need of the common rail is discharged by a pressure relief valve, which is integrated in the high-pressure pump and arranged immediately downstream of the outlet valve.
  • This configuration allows to considerably limit the overall costs of the direct injection system but, on the other hand, has low energy efficiency because the energy used by the high-pressure pump to pump (compress) the fuel in excess which is discharged by the pressure relief valve is wasted.
  • the power wasted by the high-pressure pump for pumping (compressing) the fuel in excess discharged by the pressure relief valve is relatively low and thus acceptable (of the order of about 200 Watts); instead, when the nominal fuel pressure in the common rail is high (of the order of 200 bars), the power wasted by the high-pressure pump for pumping (compressing) the fuel in excess which is discharged by the pressure relief valve is no longer negligible (of the order of about 1000 Watts).
  • Patent application US2006159555A1 describes a fuel pump for a direct injection system as described in the pre-characterizing part of independent claim 1.
  • a fuel pump for a direct injection system is provided as claimed in the appended claims.
  • numeral 1 indicates as a whole a direct fuel injection system of the common rail type for an internal combustion thermal engine.
  • Direct injection system 1 comprises a plurality of injectors 2, a common rail 3 which feeds the pressurized fuel to the injectors 2 and works at a constant nominal fuel pressure, a high-pressure pump 4 which feeds the fuel to the common rail 3 by means of a feeding duct 5, and a low-pressure pump 6 which feeds the fuel from a tank 7 to the high-pressure pump 4 by means of a feeding pipe 8.
  • the high-pressure pump 4 comprises a main body 9, which has a longitudinal axis 10 and defines a cylindrical shape pumping chamber 11 therein.
  • a piston 12 is mounted sliding in the pumping chamber 11, which piston determines a cyclical variation of the volume of the pumping chamber 11 by moving with reciprocating motion along the longitudinal axis 10.
  • a lower portion of piston 12 is coupled on one side to a spring 13, which tends to push piston 12 towards a maximum volume position of the pumping chamber 11, and on the other side is coupled to a cam (not shown), which is rotated by a driving shaft of the engine to cyclically move piston 12 upwards, thus compressing spring 13.
  • the suction valve 15 comprises a disc 16 having a series of passing-through holes 17 through which the fuel can flow and a deformable plate 18 of circular shape which rests on a base of the disk 16 closing the passage through the holes 17.
  • the suction valve 15 is normally pressure-controlled and, in the absence of external interventions, the suction valve 15 is closed when the fuel pressure in the pumping chamber 11 is higher than the fuel pressure in the suction channel 14, and is opened when the fuel pressure in the pumping chamber 11 is lower than the fuel pressure in the suction channel 14.
  • plate 18 is deformed moving away from the plate 16 under the bias of the fuel, thus allowing the fuel to pass through the holes 17; instead, when the fuel flows from the pumping chamber 11, plate 18 is pressed against plate 16 thus sealing the holes 17 and preventing the fuel from passing through the holes 17.
  • the suction valve 15 is coupled to a hydraulic control setting device 19 which acts on the suction valve 15 itself for keeping, when required and according to the methods described below, the suction valve 15 open during a pumping phase of piston 12 and thus allowing a flow of fuel from the pumping chamber 11 towards the suction channel 14.
  • the setting device 19 comprises a control rod 20, which is coupled to the suction valve 15 (in particular to plate 18 of the suction valve 15) and is movable between a passive position, in which it allows the suction valve 15 to close without pushing on plate 18 and thus leaving plate 18 free to adhere to disk 16 thus sealing the holes 17, and an active position in which it does not allow the suction valve 15 to close by pushing plate 18 for preventing plate 18 from adhering to disk 16.
  • the setting device 19 further comprises an electromagnetic actuator 21, which is coupled to the control rod 20 to move the control rod 20 between the active position and the passive position.
  • the setting device 19 can keep the suction valve 15 open at the end of the suction phase and thus keep the suction valve 15 open during the subsequent compression phase, but cannot open the suction valve 15 closed during the compression phase because the high pressure which is developed in the pumping chamber 11 during the compression phase with the suction valve 15 closed prevents the opening of the suction valve 15 itself.
  • the hydraulic actuator 21 comprises a cylindrical control chamber 22 which leads into the suction channel 14, a piston 23, which is slidingly arranged in the control chamber 22, separates the control chamber 22 from the suction chamber 14, and is integral with the control rod 20, and a spring 24 which is arranged about the control rod 20 and is compressed between disk 16 and piston 23 for elastically pushing piston 23 towards the passive position (i.e. the position in which the control rod 20 does not interfere with the closing of the suction valve 15).
  • the outer diameter of piston 23 is slightly smaller than the inner diameter of the control chamber 22 so as to define an annular passing meatus through which the fuel may flow between piston 23 and control chamber 22.
  • Such a solution requires a high dimensional accuracy in making the control chamber 22 and piston 23 to avoid an excessively small or excessively large passing meatus (the setting device 19 is slow when the passing meatus is too small, i.e. it takes too long to react, so the pressure of the fuel in the control chamber 22 is released through the meatus, thus considerably raising the pressure threshold required to take piston 23 to the active position).
  • the setting device 19 is slow when the passing meatus is too small, i.e. it takes too long to react, so the pressure of the fuel in the control chamber 22 is released through the meatus, thus considerably raising the pressure threshold required to take piston 23 to the active position.
  • control chamber 22 has a truncated-cone shape and is essentially fluid-tightly coupled to piston 23 (having semi-spherical shape in the terminal part).
  • the hydraulic actuator 21 of the setting device 19 is essentially shaped as a valve which opens when the fuel pressure in the control chamber 22 exceeds a predetermined value (according to the force of the spring 24 and of the fuel pressure in the suction duct 14); in this configuration, piston 23 acts as plug of the valve.
  • the outlet valve 26 is pressure-controlled, and it is opened when the fuel pressure in the pumping chamber 11 is higher than the fuel pressure in the outlet duct 25 and is closed when the fuel pressure in the pumping chamber 11 is lower than the fuel pressure in the outlet duct 25.
  • an exhaust channel 27 originates from the outlet channel 25 and close to the outlet valve 26, which communicates with the outlet channel 25 with the control chamber 22 of the hydraulic actuator 21 of the setting device 19 and is adjusted by a one-way pressure relief valve 28 (i.e. maximum pressure valve) which allows only a flow of fuel out from the outlet channel 25.
  • the pressure relief valve 28 is calibrated so as to open when the fuel pressure exceeds the nominal value required for the common rail 3.
  • the exhaust cannel 27 is developed partially inside the main body 9 (i.e. it consists of a hole obtained through the main body 9) and in part outside the main body 9 (i.e. it consists of a tube connected to the main body 9).
  • the fuel fed inside the pumping chamber 11 is extremely discontinuous, i.e. it has moments in which the fuel enters into the pumping chamber 11 (during the suction phase with the suction valve 15 open), it has moments in which the fuel does not enter or exit to/from the pumping chamber 11 (during the pumping phase with the inlet valve 15 closed), and it has moments in which the fuel exits from the pumping chamber 11 (during the pumping phase with the inlet valve 15 open due to the action of the regulating device 19).
  • a collection duct 30 is obtained in the main body 9, which collection duct is arranged underneath the pumping chamber 11 and is crossed by an intermediate portion of piston 12, which is shaped so as to cyclically vary the volume of the collection duct 30 due to the reciprocating movement thereof.
  • the intermediate portion of piston 12 which is in the collection duct 30 is shaped as the upper portion of piston 12 which is in the pumping chamber 11, so that when piston 12 moves, the volume variation in the collection chamber 30 due to the movement of piston 12 is equal and opposed to the volume variation which occurs in the pumping chamber 11 due to the displacement of piston 12.
  • the collection chamber 30 is connected to the suction channel 14 by means of a connection duct 26 which flows into the inlet valve 15.
  • a further function of the collection chamber 30 is to contribute to compensating the fuel flow rate pulsations: when piston 12 moves up thus reducing the volume of the pumping chamber 11, the fuel ejected by the pumping chamber 11 through the inlet valve 15, which is kept open by the regulating device 19, may flow towards the collection chamber 30 because the moving up of piston 12 increases the volume of the collection chamber 30 by an amount equal to the corresponding volume reduction of the pumping chamber 11.
  • the increase of volume of the collection chamber 30 determines a fuel suction within the collection chamber 30 of the suction chamber 14.
  • an overpressure valve 32 which is used to discharge the fuel from the feeding duct 8 to the tank 7 when the pressure in the feeding duct 8 exceeds a predetermined threshold value due to the fuel return from the pumping chamber 11, is inserted along the feeding duct 8 downstream of the low-pressure pump 6.
  • the function of the overpressure valve 47 is to prevent the pressure in the feeding duct 8 from reaching relatively high values which could cause the breakage of the low-pressure pump 6 over time.
  • the operation of the high-pressure pump 4 is described below with particular reference to the operation of the setting device 19 hydraulically controlled by means of the hydraulic actuator 21.
  • the fuel pressure in the control chamber 22 increases thus determining the displacement of piston 23 (and thus of control rod 20) from the passive position to the active position (obviously only during a suction phase as previously mentioned): thereby, at least part of the fuel which is aspirated into the pumping chamber 11 through the suction valve 15 is not compressed (because it exits through the suction valve 15 which is kept open by the action of the setting device 19) and the amount of pumped (compressed) fuel is thus reduced.
  • the setting device 19 acts promptly and in a fully autonomous manner (i.e. without the intervention of external electronic devices) to decrease the amount of pumped (compressed) fuel when an excess of pumped (compressed) fuel occurs, i.e. when the fuel pressure in the outlet channel 26 (thus in the feeding duct 5 and in the common rail 3) exceeds the nominal value and vice versa.
  • the above-described high-pressure pump 4 has many advantages.
  • the hydraulically controlled setting device 19 of the high-pressure pump 4 can manage the opening and closing of the suction valve 14 in a fully autonomous manner (i.e. without any type of external intervention of the electronic control devices) so as to pump (compress), at each pumping cycle, only the amount of fuel actually needed to feed the common rail 3. Thereby, it is avoided to pump (compress) fuel in excess with respect to the need of feeding the common rail 3 thus allowing the high-pressure pump 4 to reach an energy efficiency which is substantially identical to the energy efficiency of high-pressure pumps with electronic flow control.
  • the above-described high-pressure pump 4 is simple and cost-effective to be implemented because it can be easily obtained with a few, simple changes to a similar standard high-pressure pump with electronic flow control.
  • the high-pressure pump 4 is particularly suited to be used in a low cost, direct fuel injection system of the common rail type which works at constant fuel pressure (thus without the pressure sensor and without the electronic control of the high-pressure pump 4).

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Jet Pumps And Other Pumps (AREA)
EP20110182648 2010-09-23 2011-09-23 Fuel pump for a direct injection system Active EP2434137B1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
ITBO2010A000569A IT1401819B1 (it) 2010-09-23 2010-09-23 Pompa carburante per un sistema di iniezione diretta.

Publications (2)

Publication Number Publication Date
EP2434137A1 EP2434137A1 (en) 2012-03-28
EP2434137B1 true EP2434137B1 (en) 2013-07-03

Family

ID=43738748

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20110182648 Active EP2434137B1 (en) 2010-09-23 2011-09-23 Fuel pump for a direct injection system

Country Status (3)

Country Link
EP (1) EP2434137B1 (zh)
CN (1) CN102434347B (zh)
IT (1) IT1401819B1 (zh)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9546628B2 (en) 2014-12-02 2017-01-17 Ford Global Technologies, Llc Identifying fuel system degradation
US9726105B2 (en) 2014-12-02 2017-08-08 Ford Global Technologies, Llc Systems and methods for sensing fuel vapor pressure
US9771909B2 (en) 2014-12-02 2017-09-26 Ford Global Technologies, Llc Method for lift pump control
US10094319B2 (en) 2014-12-02 2018-10-09 Ford Global Technologies, Llc Optimizing intermittent fuel pump control

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9243596B2 (en) 2011-09-13 2016-01-26 Continental Automotive Systems, Inc. Pressure operated mechanical flow control valve for gasoline direct injection pump
CN105849402B (zh) 2013-12-27 2018-07-03 日立汽车系统株式会社 高压燃料供给泵
US9316161B2 (en) 2014-04-02 2016-04-19 Ford Global Technologies, Llc High pressure fuel pumps with mechanical pressure regulation
DE102015215186B3 (de) * 2015-08-10 2016-12-15 Continental Automotive Gmbh Kraftstoffhochdruckpumpe
WO2017203861A1 (ja) * 2016-05-27 2017-11-30 日立オートモティブシステムズ株式会社 高圧燃料供給ポンプ
US11459988B2 (en) 2018-11-27 2022-10-04 Stanadyne Llc High pressure fuel pump with mechanical pressure regulation

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6694950B2 (en) * 1999-02-17 2004-02-24 Stanadyne Corporation Hybrid control method for fuel pump using intermittent recirculation at low and high engine speeds
JP4123729B2 (ja) * 2001-03-15 2008-07-23 株式会社日立製作所 燃料供給装置の制御方法
US6899083B2 (en) * 2001-09-10 2005-05-31 Stanadyne Corporation Hybrid demand control for hydraulic pump
JP4215000B2 (ja) * 2005-01-19 2009-01-28 株式会社デンソー 高圧ポンプ
US20080078362A1 (en) * 2006-09-29 2008-04-03 Caterpillar Inc. Variable discharge pump having single control valve

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9546628B2 (en) 2014-12-02 2017-01-17 Ford Global Technologies, Llc Identifying fuel system degradation
US9726105B2 (en) 2014-12-02 2017-08-08 Ford Global Technologies, Llc Systems and methods for sensing fuel vapor pressure
US9771909B2 (en) 2014-12-02 2017-09-26 Ford Global Technologies, Llc Method for lift pump control
US10094319B2 (en) 2014-12-02 2018-10-09 Ford Global Technologies, Llc Optimizing intermittent fuel pump control

Also Published As

Publication number Publication date
ITBO20100569A1 (it) 2012-03-24
EP2434137A1 (en) 2012-03-28
IT1401819B1 (it) 2013-08-28
CN102434347A (zh) 2012-05-02
CN102434347B (zh) 2015-04-08

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