EP3353412B1 - Ensemble pompe à carburant - Google Patents

Ensemble pompe à carburant Download PDF

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Publication number
EP3353412B1
EP3353412B1 EP16763528.3A EP16763528A EP3353412B1 EP 3353412 B1 EP3353412 B1 EP 3353412B1 EP 16763528 A EP16763528 A EP 16763528A EP 3353412 B1 EP3353412 B1 EP 3353412B1
Authority
EP
European Patent Office
Prior art keywords
fuel
housing part
plunger
pump chamber
recess
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
EP16763528.3A
Other languages
German (de)
English (en)
Other versions
EP3353412A1 (fr
Inventor
Benjamin P. WEST
Gunay CICEK
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 IP Ltd
Original Assignee
Delphi Technologies IP Ltd
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Filing date
Publication date
Application filed by Delphi Technologies IP Ltd filed Critical Delphi Technologies IP Ltd
Publication of EP3353412A1 publication Critical patent/EP3353412A1/fr
Application granted granted Critical
Publication of EP3353412B1 publication Critical patent/EP3353412B1/fr
Active legal-status Critical Current
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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
    • F02M59/48—Assembling; Disassembling; Replacing
    • 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
    • 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

Definitions

  • the present invention relates to fuel pump assembly which is suitable for use in pumping fuel in an internal combustion engine, and particularly in a compression ignition internal combustion engine.
  • a known fuel pump assembly 10 for a compression ignition internal combustion engine is shown in Figure 1 .
  • the pump assembly forms a part of a larger pump assembly (not shown) which may include a plurality of similar pump heads arranged to be driven by a common drive shaft for the pump.
  • Each pump head includes a pumping plunger 12 which is driven by means of a cam (not shown) mounted on the drive shaft.
  • the pumping plunger 12 reciprocates within a bore 14 provided in a pump head 18 to cause pressurization of fuel within a pump chamber 16 defined at one end of the bore 14.
  • An inlet valve 20 extends into the pump chamber and is actuable to move towards and away from an inlet valve seating defined at the uppermost end of the bore 14 so as to control the flow of low pressure fuel into the pump chamber 16, prior to pressurisation.
  • the outlet valve extends tangentially to the plunger 12 to supply a delivery path for pressurized fuel which also extends tangentially to the pumping plunger 12.
  • the inlet and delivery paths to/from the pump chamber 16 are therefore arranged tangentially to one another.
  • the pump head 18 is a forged housing part within which the plunger bore 14 is drilled.
  • the pump head 18 takes the form of a substantially flat horizontal structure 18a with a vertically extending nose portion 18b extending downwards from the underside of the horizontal structure.
  • the majority of the plunger bore 14 is disposed within the nose portion 18b, with the pump chamber 16 residing centrally within the horizontal structure 18a.
  • the intermediate drive components and the drive shaft are lubricated by engine oil which leads to complications with cross contamination of the fuel unless a relatively long plunger sealing length is used.
  • a fuel pump assembly for an internal combustion engine, the fuel pump assembly comprising a pump chamber for fuel; a plunger which is driven by means of a drive arrangement to cause pressurization of fuel within the pump chamber; and a first housing part provided with a recess which defines the pump chamber in an upper region thereof and which receives a second elongate housing part in a lower region thereof.
  • the second housing part defines a plunger bore for receiving the plunger and projects from the recess so that a greater proportion of the second housing part extends from the recess than is received within the recess.
  • the fuel pump assembly of the invention provides a particular advantage that the two part nature of the housing for the plunger means that the valve seating of an inlet valve, which is arranged to control fuel flow into the pump chamber prior to pressurization, can be machined more easily. This is because the inlet valve seating is accessible through the recess, whereas in known fuel pump assemblies the inlet valve seating is accessible only through the plunger bore which is necessarily of long length and of limited diameter.
  • At least two-thirds of the length of the second housing part may extend from the recess.
  • At least three-quarters of the length of the second housing part may extend from the recess.
  • the fuel pump assembly comprises an inlet valve arranged vertically above an end surface of the plunger within the pump chamber.
  • the inlet valve is operable to control a supply of fuel into the pump chamber prior to pressurization.
  • the inlet valve is cooperable with an inlet valve seating defined at an entry port to the pump chamber.
  • One advantage of the invention is that the inlet valve seating is much easier to machine due to the two-part construction of the housing of the assembly.
  • the inlet valve seating may be defined within the first housing part.
  • the fuel pump assembly may comprise an outlet valve arranged within the first housing part to extend tangentially from the pump chamber.
  • the inlet valve is operable to control a supply of pressurized fuel from the pump chamber.
  • the second housing part includes a sleeve.
  • the sleeve defines an upper portion of the plunger bore.
  • the sleeve is fixed to the second housing part.
  • the sleeve may define, together with the recess in the first housing part, a clearance for fuel.
  • the clearance for fuel may permit fuel flow around the outside of the sleeve.
  • the plunger bore in the second housing part may be provided with an annular recess to collect leakage fuel within the plunger bore.
  • the annular recess and the collection of leakage fuel controls fuel losses.
  • the fuel pump assembly may comprise a plunger return spring for effecting a return stroke of the plunger. During the return stroke of the plunger, the plunger is retracted from the pump chamber., which permits fuel to be drawn into the pump chamber.
  • the plunger return spring may receive that greater proportion of the second housing part which extends from the recess.
  • a fuel pump assembly 30 of an embodiment of the invention includes a pumping plunger 32 which is driven by means of an intermediate drive arrangement (not shown) under the influence of a cam mounted on an engine drive shaft (also not shown).
  • the cam cooperates with the pumping plunger 32 to cause the plunger 32 to reciprocate within a plunger bore 34.
  • the intermediate drive arrangement includes a tappet which is coupled to the plunger 32. As the cam rotates with the drive shaft, the tappet is driven through cooperation with the cam and the plunger 32 is caused to move within the plunger bore 34 to pressurize fuel within a pump chamber 36 defined at the end of the plunger bore 34.
  • the pump chamber 36 is defined within a recess provided in a first, upper housing part 40 for the pump assembly.
  • the first housing part 40 takes the form of a relatively flat, disc-like housing of relatively large width dimension and the recess is centrally positioned.
  • the recess is of stepped form, defining an upper region 38a of relatively narrow diameter which defines the pump chamber 36 and a lower region 38b of relatively enlarged diameter.
  • the relatively large width dimension ensures there is adequate volume of material of the first housing part 40 within which to form a delivery passage 42 for high pressure fuel exiting the pump, as will be described in further detail later.
  • the lower region of the recess 38b receives a second, lower housing part 44 in the form of an elongate housing part having a sleeve 46 arranged at its upper end.
  • the elongate housing part 44 is provided with a bore which defines the majority of the length of a plunger bore 34 for the plunger, with the sleeve 46 defining the upper end of the plunger bore 34.
  • the outer diameter of the elongate housing part 44 is stepped so as to match the stepped diameter of the recess 38a, 38b in the first housing part 40.
  • the elongate housing part 44 is joined to the first housing part 40 by any suitable means, such as brazing or welding, or may be joined by an interference fit.
  • the elongate housing part 44 is of relatively long length compared to the first housing part 40 and a greater proportion of the elongate housing part 44 projects from the recess 38b than is received within the recess. In the example shown in Figure 2 , approximately two thirds of the length of the elongate housing part 44 extends below the recess 38a, 38b with approximately one third of the elongate housing part residing within the recess 38a, 38b. As a result, a greater proportion of the plunger bore 34 is defined external to the first housing part 40 than is actually defined within the first housing part 40.
  • the long length of the plunger bore 34 is advantageous as it helps to reduce cross contamination between the different fluids. It is a particular concern that lubricating oil may contaminate the injectable fuel.
  • the plunger bore 34 within the elongate housing part is provided with an annulus (not shown) to collect fuel which leaks down the plunger bore 34 (defined as the plunger sealing length). Excess fuel which collects in the annulus can be drained from the annulus via a drilling (not shown) which transports fuel to a low pressure drain.
  • the pump chamber 36 is provided at the end of the plunger bore 34 (the upper end in the illustration) and is supplied with fuel at relatively low pressure through an inlet port 48 under the control of an inlet valve 50.
  • the inlet port 48 is positioned centrally and vertically above an upper end surface of the plunger 32.
  • a seating for the inlet valve (not labeled) is defined within the port 48.
  • the inlet valve 50 is arranged within an inlet passage 54 provided in the first housing part 40, and the inlet valve passage 54 communicates with an inlet drilling 56.
  • the inlet drilling 56 meets the inlet valve passage 54 at an angle and receives fuel from a relatively low pressure fuel supply (not shown). In the vicinity of the inlet port 48, in the region of intersection between the inlet valve passage 54 and the pump chamber 36, it is important to achieve a good surface finish at the inlet valve seating.
  • the pump chamber 36 is also provided with an outlet port 58 through which pressurized fuel is delivered, under the control of an outlet valve 60, to the delivery passage 42 defined within the first housing part 40, and onwards to the downstream parts of the fuel injection system.
  • the delivery passage 42 extends tangentially to the plunger 32 to communicate with the pump chamber 36 through a side wall thereof.
  • the outlet valve 60 takes the form of a ball valve and is located within the delivery passage 42 and biased by means of an outlet valve spring 62 into a closed position, in which it seats against an outlet valve seating (not labeled) and in which communication between the pump chamber 36 and the delivery passage 42 is closed.
  • the outlet port 58 In the vicinity of the outlet port 58, in the region of intersection between the delivery passage 42 and the pump chamber 36, it is important to achieve a good surface finish so as to minimize stress at the intersection.
  • the inlet valve 50 is biased towards a closed position, in which fuel is unable to flow into the pump chamber 36, by means of an inlet valve spring 64.
  • the inlet valve 50 is moveable away from the inlet valve seating by means of an actuator (not shown) against the force of the spring 64.
  • the actuator may be an electromagnetic actuator of conventional type and includes an armature (not shown), moveable under an electromagnetic force, which is coupled to the inlet valve 50.
  • the plunger 32 performs a pumping cycle including a pumping stroke and a return stroke.
  • a pumping stroke in which the plunger 32 is driven inwardly within the plunger bore 34, the volume of the pump chamber 36 is reduced and fuel within the pump chamber 36 is pressurized.
  • the plunger 32 is retracted from the bore 34, increasing the volume of the pump chamber 36 and causing relatively low pressure fuel to be drawn through the open inlet valve 50.
  • the plunger return stroke is effected by means of a plunger return spring 70 through which the elongate housing part 44 extends.
  • the lower end of the spring 70 is attached to a retainer in the form of a top hat shaped part 72 having a central opening through which the lower end of the plunger 32 protrudes.
  • the plunger 32 carries a collar 74 which is press-fitted to the plunger 32.
  • the collar 74 is sized so that it cannot pass through the opening in the retainer 72 and so in this way the plunger is indirectly secured to the lower end of the spring 70.
  • the sleeve 46 at the upper end of the elongate housing part 44 is integrally formed with the main body of the housing part 44, and so forms a permanent part of the housing part 44, and defines the upper portion of the plunger bore 34.
  • the sleeve 46 is positioned within the upper region of the recess 38a, and the outer diameter is selected so as to define an outer annular clearance with the internal wall of the recess 38a.
  • the outer annular clearance is not visible within the dimensions of the figures, but receives high pressure fuel due to its communication with the pump chamber 36 and is necessary so as to ensure that fuel within the pump chamber 36 is able to flow around the sleeve 46 and exit the pump chamber 36 via the outlet port 58, which communicates with the outer annular clearance.
  • the inner diameter of the sleeve 46 is selected so as to define an inner annular clearance with the plunger 32. Fuel within the pump chamber 36 is also able to fill the inner annular clearance which applies a radially outwards force to the sleeve 46 which is substantially equal to the radially inwards force due to fuel within the outer annular clearance. Although some dilation of the upper end of the recess 38a will occur, the provision of the sleeve 46 reduces the dilation effect.
  • a further benefit of forming the housing from two parts is that access to the inlet valve seating in the region of the inlet port 48 is more straightforward.
  • access to the outlet valve 58 and its transition to the recess 38a, 38b is improved.
  • beneficial techniques can be used for the seat formation, such as electro chemical machining (ECM) techniques and shot peening, improving the seat contact.
  • the plunger 32 is driven as the cam rotates, driving the tappet and causing the plunger 32 to reciprocate within the plunger bore 34 through the pumping cycle.
  • the plunger 32 is withdrawn from the plunger bore 34 under the influence of the return spring 70 and the inlet valve 50 is actuate to open, allowing relatively low pressure fuel to flow into the pump chamber 36.
  • the outlet valve 60 is closed under the force of the outlet valve spring 62 because fuel pressure in the pump chamber 36 is relatively low.
  • the inlet valve 50 is closed under the force of the inlet valve spring 64 and the plunger 32 is driven inwardly within the plunger bore 34 as it rides over the nose of the cam.
  • the pressure of fuel within the pump chamber 36 is increased until such time as the force due to fuel pressure in the pump chamber 36 overcomes the force due to the outlet valve spring 62 and the outlet valve 60 is lifted away from its seating. Pressurised fuel within the pump chamber 36 is then able to flow past the open outlet valve 60 through the delivery passage 42 to the downstream parts of the fuel injection system.
  • the dilation effects of high pressure fuel within the pump chamber 36 are mitigated due to the presence of the sleeve 46 at the upper end of the elongate housing part 40, and so it is possible to pressurize fuel to a higher level without comprising on fuel leakage losses through the plunger bore 34. This reduces the risk of cross contamination of fuel and engine lubricating oil which is used to lubricate the drive components.

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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 (8)

  1. Ensemble formant pompe à carburant pour un moteur à combustion interne, l'ensemble formant pompe à carburant comprenant :
    une chambre de pompe (36) pour du carburant ;
    un piston (32) qui est entraîné au moyen d'un agencement d'entraînement pour entraîner une pressurisation du carburant à l'intérieur de la chambre de pompe (36) ;
    une première partie de boîtier (40) dotée d'un évidement (38a, 38b) qui définit la chambre de pompe (36) dans une région supérieure d'elle-même et qui reçoit une seconde partie de boîtier allongée (44) dans une région inférieure d'elle-même, dans lequel la seconde partie de boîtier allongée (44) définit au moins partiellement un perçage pour piston (34) pour recevoir le piston (32) ;
    caractérisé en ce que
    la seconde partie de boîtier allongée (44) se projette hors de l'évidement (38a, 38b) de sorte qu'une plus grande proportion de la seconde partie de boîtier (44) s'étend hors de l'évidement (38a, 38b) que celle qui est reçue à l'intérieur de l'évidement (38a, 38b) ;
    et dans lequel l'ensemble formant pompe à carburant comprend une vanne d'entrée (50) agencée verticalement au-dessus d'une surface terminale du piston (32) à l'intérieur de la chambre de pompe (36) et ayant pour fonction de commander une alimentation du carburant dans la chambre de pompe (36) avant la pressurisation, dans lequel la vanne d'entrée (50) est capable de coopérer avec un siège de vanne d'entrée défini au niveau d'un orifice d'entrée (48) vers la chambre de pompe (36), et
    dans lequel la seconde partie de boîtier allongée (44) inclut un manchon (46) qui définit une portion supérieure du perçage de piston (34), ledit manchon (46) étant fixé sur la seconde partie de boîtier allongé (44) et
    dans lequel le manchon (46) définit, ensemble avec l'évidement (38a) dans la première partie de boîtier (40), un jeu pour le carburant afin de permettre un écoulement du carburant autour de l'extérieur du manchon (46).
  2. Pompe à carburant selon la revendication 1, dans laquelle au moins deux tiers de la longueur de la seconde partie de boîtier allongé (44) s'étendent hors de l'évidement (38a, 38b).
  3. Pompe à carburant selon la revendication 2, dans laquelle au moins trois quarts de la longueur de la seconde partie de boîtier allongé (44) s'étendent hors de l'évidement (38a, 38b).
  4. Ensemble formant pompe à carburant selon la revendication 1, dans lequel le siège de vanne d'entrée est défini à l'intérieur de la première partie de boîtier (40).
  5. Ensemble formant pompe à carburant selon l'une quelconque des revendications 1 à 4, comprenant une vanne de sortie (60) agencée à l'intérieur de la première partie de boîtier (40) pour s'étendre tangentiellement hors de la chambre de pompe (36) et ayant pour fonction de commander une alimentation de carburant pressurisé depuis la chambre de pompe (36).
  6. Ensemble formant pompe à carburant selon l'une quelconque des revendications 1 à 5, dans lequel le perçage pour piston (34) dans la seconde partie de boîtier allongée (44) est doté d'un évidement annulaire (38a) afin de collecter les fuites de carburant à l'intérieur du perçage pour piston (34).
  7. Ensemble formant pompe à carburant selon l'une quelconque des revendications 1 à 6, comprenant un ressort de rappel de piston (70) pour effectuer une course de rappel du piston (32) pendant laquelle le piston (32) est rétracté hors de la chambre de pompe (36) pour permettre au carburant d'être aspiré jusque dans la chambre de pompe (36).
  8. Ensemble formant pompe à carburant selon la revendication 7, dans lequel le ressort de rappel de piston (70) reçoit la plus grande proportion de la seconde partie de boîtier allongée (44) qui s'étend hors de l'évidement (38a, 38b).
EP16763528.3A 2015-09-21 2016-09-13 Ensemble pompe à carburant Active EP3353412B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GBGB1516704.2A GB201516704D0 (en) 2015-09-21 2015-09-21 Fuel pump assembly
PCT/EP2016/071488 WO2017050608A1 (fr) 2015-09-21 2016-09-13 Ensemble pompe à carburant

Publications (2)

Publication Number Publication Date
EP3353412A1 EP3353412A1 (fr) 2018-08-01
EP3353412B1 true EP3353412B1 (fr) 2020-08-12

Family

ID=54544566

Family Applications (1)

Application Number Title Priority Date Filing Date
EP16763528.3A Active EP3353412B1 (fr) 2015-09-21 2016-09-13 Ensemble pompe à carburant

Country Status (6)

Country Link
EP (1) EP3353412B1 (fr)
JP (1) JP6806769B2 (fr)
KR (1) KR102659828B1 (fr)
CN (1) CN108350846B (fr)
GB (1) GB201516704D0 (fr)
WO (1) WO2017050608A1 (fr)

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5899136A (en) * 1996-12-18 1999-05-04 Cummins Engine Company, Inc. Low leakage plunger and barrel assembly for high pressure fluid system
EP1101931B1 (fr) * 1999-11-19 2006-08-30 CRT Common Rail Technologies AG Système d'injection à haute pression avec common rail
EP1348864A4 (fr) * 2001-01-05 2005-03-16 Hitachi Ltd Pompe d'alimentation en carburant haute pression
DE10322603B4 (de) * 2003-05-20 2013-04-25 Robert Bosch Gmbh Kolbenpumpe, insbesondere Hochdruck-Kolbenpumpe für Brennkraftmaschinen mit Direkteinspritzung
WO2008086011A2 (fr) * 2007-01-10 2008-07-17 Stanadyne Corporation Assemblage pour un piston plongeur d'un cercle de suspension
GB0812888D0 (en) * 2008-07-15 2008-08-20 Delphi Tech Inc Improvements relating to fuel pumps
DE102010028036A1 (de) * 2010-04-21 2011-10-27 Robert Bosch Gmbh Hochdruckpumpe
DE102010043963A1 (de) * 2010-11-16 2012-05-16 Robert Bosch Gmbh Pumpenelement für eine Kraftstoffhochdruckpumpe, Kraftstoffhochdruckpumpe

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
CN108350846A (zh) 2018-07-31
GB201516704D0 (en) 2015-11-04
CN108350846B (zh) 2020-10-09
WO2017050608A1 (fr) 2017-03-30
KR102659828B1 (ko) 2024-04-23
EP3353412A1 (fr) 2018-08-01
KR20180053399A (ko) 2018-05-21
JP6806769B2 (ja) 2021-01-06
JP2018527515A (ja) 2018-09-20

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