EP2787213A1 - Pompe à carburant - Google Patents

Pompe à carburant Download PDF

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Publication number
EP2787213A1
EP2787213A1 EP20140156481 EP14156481A EP2787213A1 EP 2787213 A1 EP2787213 A1 EP 2787213A1 EP 20140156481 EP20140156481 EP 20140156481 EP 14156481 A EP14156481 A EP 14156481A EP 2787213 A1 EP2787213 A1 EP 2787213A1
Authority
EP
European Patent Office
Prior art keywords
fuel
pressure
pump
pressure chamber
pressure port
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.)
Granted
Application number
EP20140156481
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German (de)
English (en)
Other versions
EP2787213B1 (fr
Inventor
Hans-Christian Dr.Bartelt
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.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
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Publication date
Application filed by Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP2787213A1 publication Critical patent/EP2787213A1/fr
Application granted granted Critical
Publication of EP2787213B1 publication Critical patent/EP2787213B1/fr
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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
    • F02M43/00—Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
    • F02M43/02—Pumps peculiar thereto
    • 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
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/025—Adding water
    • F02M25/028—Adding water into the charge intakes
    • 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
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/025—Adding water
    • F02M25/03—Adding water into the cylinder or the pre-combustion chamber

Definitions

  • the invention relates to a fuel pump unit for injecting a fuel into a combustion chamber of an internal combustion engine, having a pump which can be actuated by a pump drive and conveys the fuel as the first injection fluid from a first low-pressure port to a first high-pressure port.
  • the combustion of the fuel in the engine can be favorably influenced if, in addition to the fuel as the first injection liquid still another, second injection liquid is provided, which is injected for example in the combustion chamber itself or in the intake manifold in front of the combustion chamber.
  • second injection liquid is provided, which is injected for example in the combustion chamber itself or in the intake manifold in front of the combustion chamber.
  • water is used as the second injection fluid.
  • the fuel mixture and / or a reduction in the exhaust gas pollutants can be achieved by adding the second injection fluid in some characteristic map regions of the internal combustion engine.
  • the object of the invention is to provide a compact fuel pump unit, which in addition to the fuel as the first injection liquid with little design and control technology effort provides a second injection liquid for injection into a combustion chamber of the internal combustion engine.
  • a fuel pump unit of the type mentioned in which the pump with a displacer unit is coupled and can promote a second injection fluid from a second low pressure port to a second high pressure port via the displacer unit.
  • a delivery pressure of the fuel pump thus generates on the one hand a desired operating pressure for the fuel designated as the first injection fluid and, moreover, by means of the displacer unit also a desired operating pressure for the second injection fluid.
  • the pump drive does not have to be the subject of the invention.
  • an intake valve is also provided which can enable or disable a fuel line between the first low-pressure port and the pump. Because of this inlet valve can be used as a pump, a conventional fuel pump with oscillating piston, which has proven itself many times in motor vehicles.
  • the displacer unit preferably has a displacer element, which separates a first pressure chamber of the displacer unit substantially liquid-tight from a second pressure chamber of the displacer unit. Consequently, the displacer generates a hydraulic coupling and at the same time a material separation of the two injection fluids with little design effort.
  • the first pressure space between the first high-pressure port and the inlet valve is preferably connected to a fuel line and / or the second pressure chamber is connected to a hydraulic line for the second injection fluid.
  • the pump and the displacer unit are drivingly coupled to one another via the first injection fluid, that is, the pump delivers the first injection fluid to the displacer to drive it, which in turn causes the second injection fluid to be delivered.
  • the hydraulic line can connect the second low-pressure connection with the second high-pressure connection for the second injection liquid.
  • the displacer unit is a cylinder / piston unit which comprises a cylinder and a piston displaceably received in the cylinder along a cylinder axis and acts as a displacement element dividing the cylinder substantially liquid-tight into a fuel-fillable first Pressure chamber and a second injection fluid filled with second injection pressure chamber.
  • cylinder / piston units are due to their simple and robust design particularly reliable, durable and inexpensive, so they are particularly suitable for use in fuel pump units of internal combustion engines.
  • a membrane construction would alternatively be conceivable in which a cylinder is separated into two pressure chambers by means of an elastic membrane acting as a displacement element.
  • the cylinder of a displacer unit embodied as a cylinder / piston unit has a cylindrical side wall, wherein a high-pressure connection of at least one pressure chamber is formed in the side wall and is spaced from an associated axial end wall of the cylinder.
  • This cylinder design causes a hydraulic stop damping for the piston, so that a low-noise operation of the fuel pump unit can be realized with little design effort.
  • a spring element can be provided in the first pressure chamber, which acts on the piston, preferably in the direction of the second pressure chamber. Should the second injection liquid freeze due to low ambient temperatures, frost damage to the fuel pump unit can be avoided in this way with little effort by the piston can escape during freezing and expansion of the second injection liquid in the direction of the first injection liquid and thus a pressure build-up on the side the second injection liquid is prevented or reduced.
  • a spring element may be provided, which acts on the piston, preferably in the direction of the first pressure chamber. This spring element causes a lowering of the necessary flow pressure of the second injection liquid.
  • the fuel pump unit are the pump and the first pressure chamber via a fuel line hydraulically directly, that is without intermediate flow control elements, in flow communication.
  • This direct flow connection allows the desired provision of an operating pressure for the second injection fluid without further control or technical control effort. Consequently, the fuel pump unit is a total of both constructive and control technology simple and inexpensive to produce.
  • a valve is provided which releases a fluid flow from the second pressure chamber to the second high pressure port and blocks an opposite fluid flow
  • another valve is provided, which releases a liquid flow from the second low pressure port to the second pressure chamber and blocks an opposite liquid flow.
  • These valves are preferably simple check valves and ensure with little effort that the second injection liquid flows in via the second low-pressure connection and flows out via the second high-pressure connection, without there being appreciable liquid losses.
  • a valve in particular a check valve is provided between the pump and the first high pressure port, which releases a flow of fuel from the pump to the first high pressure port and blocks an opposite flow of fuel.
  • This valve simply and reliably prevents unwanted fuel backflow from the first high pressure port toward the pump.
  • the pump may be a piston pump and the pump drive may be a cam drive.
  • the pump corresponds to a currently used, proven fuel pump with conventional cam drive.
  • the additional delivery of the second injection fluid can be integrated with little effort into already established pump systems.
  • a pressure damper connected to the pump for damping pressure pulsations be provided.
  • a pressure or pulsation damper By means of such a pressure or pulsation damper, undesired, design-related delivery flow pulsations can be reduced simply and effectively to an acceptable level.
  • a pressure relief valve is preferably provided between the pump and the first high pressure port.
  • both the delivery pressure of the first injection fluid, i. of the fuel, as well as the delivery pressure of the second injection fluid limit to an adjustable maximum pressure, for example, to prevent damage to the fuel pump unit in case of failure of a full delivery of the pump.
  • a high-pressure region for the second injection liquid is designed for the same maximum pressure as a high-pressure region for the first injection liquid. Then can be dispensed with a separate pressure relief valve to secure the high pressure area for the second injection fluid.
  • a throttle valve for pressure control or pressure control of the second injection fluid is provided at the second high pressure port.
  • a desired, lowered injection pressure of the second injection liquid can be easily adjusted with this throttle valve.
  • the fuel as the first injection liquid may differ from the second injection liquid, wherein the second injection liquid is preferably water or a water mixture.
  • the sole FIGURE shows a fuel pump unit 10 for injecting a fuel 12 into a combustion chamber (not shown) of a motor vehicle internal combustion engine with a pump 16 which can be actuated by a pump drive 14 and supplies the fuel 12 as first injection fluid from a first low-pressure port 18 promotes a first high pressure port 20.
  • the fuel pump unit 10 includes an inlet valve 22 that can enable or disable a fuel line 24 between the first low pressure port 18 and the pump 16.
  • a check valve designed as a valve 26 is provided between the pump 16 and the first high-pressure port 20, which releases a flow of fuel from the pump 16 to the first high pressure port 20 and blocks an opposite flow of fuel.
  • a pressure damper 28 is also connected to the pump 16.
  • a pressure relief valve 30 is provided between the pump 16 and the first high pressure port 20, which limits the delivery pressure of the fuel 12 to an adjustable maximum pressure.
  • the pump drive 14 designed as a cam drive actuates a piston 32 of the pump 16 designed as a piston pump so that the piston 32 oscillates in a cylinder 34 of the pump 16.
  • the pump 16 corresponds to a conventional fuel pump with oscillating piston 32 and conventional cam drive.
  • a movement of the piston 32 downward corresponds to a so-called suction stroke of the pump 16.
  • the inlet valve 22 is in the release position shown, in which the pump 16, the fuel used as the first injection fluid 12 via the first low pressure port 18 in a Working chamber 36 of the cylinder 34 can suck.
  • a fluid connection to the first high pressure port 20 is blocked by the valve 26 during the suction stroke of the pump 16.
  • a movement of the piston 32 upwardly corresponds to a so-called delivery stroke of the pump 16.
  • the inlet valve 22 is in its closed position, so that a fluid connection to the first low pressure port 18 is blocked.
  • the valve 26 allows fuel flow to the first high-pressure port 20. From this first high-pressure port 20, the fuel 12 can then be supplied via an injection device (not shown) to the combustion chamber of the motor vehicle internal combustion engine, in particular a gasoline engine.
  • the delivery pressure of the fuel 12 is limited by means of the pressure limiting valve 30 to an adjustable maximum pressure.
  • the peculiarity of the illustrated in the figure fuel pump unit 10 is that the pump 16 is hydraulically coupled to a displacer unit 38 and via the displacer unit 38 can promote a second injection liquid 40 from a second low pressure port 42 to a second high pressure port 44. This results in the advantage of a simultaneous, but materially separate promotion of the two injection fluids 12, 40 by means of a single pump drive 14 with minimal control effort.
  • the displacer unit 38 has a displacer element 46, which separates a first pressure chamber 48 of the displacer unit 38 substantially liquid-tight from a second pressure chamber 50 of the displacer unit 38.
  • a cylinder / piston unit comprising a cylinder 52 and a cylinder 52 slidably received along a cylinder axis A piston, wherein the piston forms the displacer 46 and the cylinder 52 substantially liquid-tight divided into the with fuel 12 fillable first pressure chamber 48 and the second injection liquid 40 can be filled with the second pressure chamber 50th
  • the pump 16, specifically the working chamber 36 in the cylinder 34 of the pump 16, and the first pressure chamber 48 are hydraulically directly only via the fuel line 24, that is, without intermediate flow control elements, in flow communication. Due to this simple, direct pressure coupling between the pump 16 and the displacer unit 38 eliminates an intermediate, separate pressure control or pressure control for the second injection liquid 40, which brings no functional impairment with respect to the promotion of the second injection liquid 40 with it.
  • the first pressure chamber 48 is connected to the fuel line 24 between the first high-pressure port 20 and the inlet valve 22, and the second pressure chamber 50 is connected to hydraulic lines 54, 55 for the second injection fluid 40, which connect the second low-pressure port 42 to the second high-pressure port 44.
  • a valve designed as a check valve 56 is provided between the second high pressure port 44 and the second pressure chamber 50, which releases a liquid flow from the second pressure chamber 50 to the second high pressure port 44 and blocks an opposite liquid flow.
  • another, designed as a check valve valve 58 is provided, which releases a liquid flow from the second low pressure port 42 to the second pressure chamber 50 and blocks an opposite flow of liquid.
  • a delivery pressure of the second injection liquid 40 achieved as a result of the direct pressure coupling via the cylinder / piston unit formed Displacer unit 38 maximum the delivery pressure of the fuel 12 as the first injection fluid.
  • a set by means of the pressure relief valve 30 maximum pressure for the fuel 12 thus also represents the maximum pressure for the second injection liquid 40, without further, separate pressure relief for the second injection liquid 40 is necessary.
  • a throttle valve 60 for pressure control or pressure regulation of the second injection fluid 40 can optionally be provided on the second high-pressure port 44.
  • the throttle valve 60 is formed separately and the second high-pressure port 44 downstream.
  • the throttle valve 60 is integrated into the fuel pump unit 10.
  • a spring element 62 is provided in the first pressure chamber 48, which acts on the displacer 46 axially in the direction of the second pressure chamber 50.
  • This spring element 62 is designed as a helical compression spring and displaces second injection fluid 40 from the second pressure chamber 50 at pump standstill. Should the second injection fluid 40 freeze due to low ambient temperatures in the range of the displacer unit 38, the displacer 46 can dodge in the direction of the first pressure chamber 48 and room for release the expansion of the second injection liquid 40. Thus, by means of the spring element 62, frost damage due to the spatial extent during freezing of the second injection liquid 40 can be avoided.
  • the freeze protection can also be generated by the fact that when switching off the internal combustion engine, the fuel pressure in the pressure chamber 48 is greater than the pressure of the second injection liquid 40 in the pressure chamber 50. This displaces the displacer 46 when stopping the engine, the second injection liquid 40 from the pressure chamber 50th
  • a spring element 64 is also provided in the second pressure chamber 50, which acts on the displacer 46 axially in the direction of the first pressure chamber 48.
  • the spring element 64 embodied as a helical compression spring supports the fluid pressure of the second injection fluid 40 applied to the second low-pressure port 42 when the displacement element 46 is displaced in the direction of the first pressure chamber 48, whereby a required Supply pressure of the second injection liquid 40 can be lowered.
  • both the spring element 62 and the spring element 64 are present and additionally bring about a mechanical stop damping of the piston 46 formed as a displacer 46 in the cylinder 52nd
  • a hydraulic stop damping of the displacer element 46 via the positioning of the pressure chamber connections.
  • a high pressure port 66 of the second pressure chamber 50 is formed in a side wall 68 of the cylinder 52 and spaced from an associated axial end wall 74 of the cylinder 52.
  • the displacer 46 moves unattenuated to the high-pressure port 66 and then slows down its motion autonomously when it reaches the high-pressure port 66 and closes increasingly.
  • the second injection liquid 40 then acts together with the hydraulic line 55 as a "hydraulic damping pad".
  • a low-pressure port 72 of the second pressure chamber 50 is formed according to the figure in the end wall 74 at the associated axial end 70 of the cylinder 52, but could alternatively be provided in the side wall 68 of the cylinder 52.
  • This cylinder construction causes in the second pressure chamber 50, a hydraulic stop damping for the piston, so that a low-noise operation of the fuel pump unit 10 can be realized with little design effort.
  • a hydraulic stop damping may analogously also be formed on the fuel side in order to damp an end stop of the piston in the first pressure chamber 48.
  • the fuel 12 differs as the first injection fluid from the second injection fluid 40, wherein the second injection fluid 40 is preferably water or a water mixture (for example, a water / alcohol mixture). It has been found that the addition of water (or a water mixture) leads to a more efficient fuel combustion in the engine and thus a reduced fuel consumption of the motor vehicle.
  • the second injection fluid 40 is preferably water or a water mixture (for example, a water / alcohol mixture). It has been found that the addition of water (or a water mixture) leads to a more efficient fuel combustion in the engine and thus a reduced fuel consumption of the motor vehicle.

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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)
EP14156481.5A 2013-04-02 2014-02-25 Pompe à carburant Active EP2787213B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102013205773.3A DE102013205773A1 (de) 2013-04-02 2013-04-02 Kraftstoff-Pumpeneinheit

Publications (2)

Publication Number Publication Date
EP2787213A1 true EP2787213A1 (fr) 2014-10-08
EP2787213B1 EP2787213B1 (fr) 2016-09-14

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ID=50190237

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14156481.5A Active EP2787213B1 (fr) 2013-04-02 2014-02-25 Pompe à carburant

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EP (1) EP2787213B1 (fr)
DE (1) DE102013205773A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019149567A1 (fr) * 2018-02-01 2019-08-08 Bayerische Motoren Werke Aktiengesellschaft Dispositif et procédé d'alimentation en eau d'une pompe à carburant haute pression d'un moteur à combustion interne installé dans un véhicule automobile

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102019101136A1 (de) 2019-01-17 2020-07-23 Bayerische Motoren Werke Aktiengesellschaft Brennkraftmaschine mit einer Kraftstoffeinspritzung und Verfahren zum Betreiben der Brennkraftmaschine

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3215080A (en) * 1963-03-04 1965-11-02 Bernard John Springer Multiple delivery pump apparatus
DE4040235A1 (de) * 1990-12-15 1992-06-17 Bosch Gmbh Robert Einspritzpumpe fuer dieselmotoren
EP2055926A1 (fr) * 2007-11-05 2009-05-06 Delphi Technologies, Inc. Pompes à fluide
CA2758246A1 (fr) * 2011-11-16 2012-02-02 Westport Power Inc. Procede et appareil pour pomper du carburant dans un systeme d'injection de carburant

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2034816A1 (de) * 1970-07-14 1972-01-20 Audi NSU Auto Union AG, 7107 Neckars ulm Forder und Dosierpumpe

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3215080A (en) * 1963-03-04 1965-11-02 Bernard John Springer Multiple delivery pump apparatus
DE4040235A1 (de) * 1990-12-15 1992-06-17 Bosch Gmbh Robert Einspritzpumpe fuer dieselmotoren
EP2055926A1 (fr) * 2007-11-05 2009-05-06 Delphi Technologies, Inc. Pompes à fluide
CA2758246A1 (fr) * 2011-11-16 2012-02-02 Westport Power Inc. Procede et appareil pour pomper du carburant dans un systeme d'injection de carburant

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019149567A1 (fr) * 2018-02-01 2019-08-08 Bayerische Motoren Werke Aktiengesellschaft Dispositif et procédé d'alimentation en eau d'une pompe à carburant haute pression d'un moteur à combustion interne installé dans un véhicule automobile

Also Published As

Publication number Publication date
EP2787213B1 (fr) 2016-09-14
DE102013205773A1 (de) 2014-10-02

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