EP3707366A1 - High pressure pump/crankshaft setting method - Google Patents
High pressure pump/crankshaft setting methodInfo
- Publication number
- EP3707366A1 EP3707366A1 EP18800127.5A EP18800127A EP3707366A1 EP 3707366 A1 EP3707366 A1 EP 3707366A1 EP 18800127 A EP18800127 A EP 18800127A EP 3707366 A1 EP3707366 A1 EP 3707366A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- crankshaft
- pump
- high pressure
- pressure pump
- engine
- 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.)
- Withdrawn
Links
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
- F02M39/00—Arrangements of fuel-injection apparatus with respect to engines; Pump drives adapted to such arrangements
- F02M39/02—Arrangements of fuel-injection apparatus to facilitate the driving of pumps; Arrangements of fuel-injection pumps; Pump drives
-
- 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
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
- F02D1/16—Adjustment of injection timing
Definitions
- the present invention relates to internal combustion engine or combustion engines of a motor vehicle.
- the present invention more particularly relates to combustion engines comprising a high pressure pump for supplying and pressurizing a fuel injection system.
- the present invention relates more particularly to a method of setting the high-pressure fuel pump mounted at one end of a camshaft of the combustion engine with the crankshaft.
- the internal combustion engines and especially the so-called direct injection engines, that is to say having fuel injectors opening directly into combustion chambers, comprise a high-pressure fuel pump which allows the circulation of fuel under pressure in a feed ramp of the injectors.
- This fuel injection technology is well known on diesel type engines, but may also concern spark ignition engines also known as gasoline engines.
- the engine is able to drive the high-pressure pump which in return allows its fuel supply.
- the high pressure pump may include an actuating shaft, the rotation of which actuates a pumping means, typically a piston movable in a cylinder.
- the actuating shaft of the pump is equipped with an actuating pinion for its drive.
- the rotation of the actuating pinion, and therefore of the actuating shaft of the high pressure pump can be ensured by a belt or a chain disposed on the side of the accessory side of the engine, also called the motor distribution face, connecting a crankshaft of the engine to a camshaft or possibly to camshafts, able to actuate the valves, or by another wheel toothed in rotation with a rotating shaft.
- said high pressure pump is disposed at one end of the camshaft on the side of the transmission side opposite to the accessory side of the engine.
- the high pressure pump can be directly driven for example by a cam integral in rotation with the crankshaft. In this case, no particular device ensuring precise setting or indexing of the high pressure pump relative to the crankshaft of the engine is necessary.
- the drive sprocket of the crankshaft is conventional and round.
- an ovoid pinion with 4 lobes is placed in the system instead of the round drive gear to also generate stresses. of type H4. These stresses are to be generated in phase opposition of the signal H4 produced by the high pressure pump in order to reduce the amplitude of the harmonic 4 of the motor. It is then necessary to have a precise setting of the high-pressure fuel pump with the engine, especially with respect to the crankshaft.
- the object of the invention is to remedy these problems and one of the objects of the invention is a device and a method for setting a high-pressure fuel pump with a heat engine comprising said fuel pump which makes it possible to increase the accuracy of this calibration.
- the present invention more particularly relates to a device for setting a high-pressure fuel pump of a heat engine comprising: - a crankshaft housed in a crankcase of the engine, and having an ovoid pinion fixedly secured in rotation to an end of the crankshaft turned towards a motor distribution face,
- said fuel supply pump comprising a shaft having an axis parallel to the axis of the crankshaft and having an actuating end; integral in rotation with one end of the camshaft facing towards a coupling face of the motor opposite to the distribution face, characterized in that the engine comprises a device for setting the fuel pump relative to the crankshaft with an angular positioning control device of the crankshaft and a positioning control device of the same high pressure pump.
- the heat engine comprises a wedging device between the high pressure pump and the crankshaft to take into account all the elements of the engine operating chain, that is to say the drive of the camshaft with the transmission chain or belt and driving the drive gear of the pump by said camshaft.
- the wedging is thus carried out directly between the two engine components which are the crankshaft and the high-pressure fuel pump by means of angular positioning control devices of the crankshaft and the pump actuating shaft which have a high identical precision.
- the angular positioning control devices of the crankshaft and the high-pressure fuel pump are of the same type.
- the two control devices are of the same type and which gives the same control accuracy.
- the angular positioning control devices of the crankshaft and of the high pressure pump comprise an orifice passing respectively through the casing surrounding the crankshaft and the casing surrounding the actuating end of the pump, the axis of which is orthogonal to the axis; crankshaft and pump shaft.
- the through hole is intended to house a measuring rod.
- the measuring rod is a dragging gauge.
- the angular positioning control devices of the crankshaft and the high pressure pump comprise an orifice passing through the housing housing the crankshaft or the actuating end of the high pressure pump to allow the introduction of a rod, well-known accessory for the timing of engine timing.
- the axis of the orifices through is orthogonal to the axis of the crankshaft and the actuator shaft of the pump.
- the freelancer is a gauge with leakage measurements to obtain an optimal level of precision and better than with conventional pins.
- crankshaft and the high pressure pump each comprise a flat face intended to be orthogonal to the axis of the orifice passing through the housing respectively of the crankshaft and the actuating end of the pump.
- crankshaft and the high pressure pump each comprise a planar face intended to be orthogonal to the axis of the orifice passing through the housing of the crankshaft and the end of the actuating shaft of the high pressure pump. to ensure the sealing of the contact in support of the pin against said face.
- crankshaft The flat face of the crankshaft is carried by a flange integral with an arm of the crankshaft.
- the plane face of the crankshaft is carried by a flange integral with a crank arm of the crankshaft. Said flange is therefore integral in rotation with the crankshaft.
- the flat face of the end of the actuating shaft of the pump is carried by a tooth integral with an actuating pinion, said tooth is substantially parallelepipedal, for example in the axial extension of a tooth. drive gear.
- the invention also relates to a method of setting a high-pressure fuel supply pump with the crankshaft of a motor vehicle engine, said method comprises a step of controlling the angular positioning of the pump with the crankshaft .
- the process comprises the following steps:
- FIG. 1 is a schematic view of the heat engine distribution assembly.
- FIG. 2 is a schematic view of a fixed drive gear fixed to the end of the crankshaft according to the invention.
- FIG. 3 is a schematic view of the angular positioning control device of the actuating shaft of the high-pressure fuel pump and of the crankshaft.
- FIG. 4 is a schematic view of the high pressure pump timing control device.
- FIG. 5 is a schematic view of the stalling control device of the high pressure pump relative to the crankshaft.
- an internal combustion engine of a motor vehicle has combustion chambers in a motor housing, each of the chambers being delimited by a cylinder, a piston and a cylinder head wall.
- fuel and air In the combustion chamber is injected fuel and air generally from orifices dug in the cylinder wall.
- the fuel is fed by a main ramp dug in the cylinder head to injectors to be injected into each of said chambers.
- the piston is connected to a crankshaft 210 by a connecting rod.
- the piston is reciprocated in a sliding motion along the axis of the cylinder to rotate the crankshaft, with a compression phase when said piston slides to reduce the volume of the combustion chamber and a phase combustion-expansion following an explosion of the air-fuel mixture in said combustion chamber, causing pulsations at the crankshaft rotation.
- This alternation of phases generates an acyclism which is translated at the level of the crankshaft by a non-uniform speed of rotation.
- Figures 1 and 5 show the timing chain from the crankshaft 210 to the high pressure pump 300.
- the distribution chain generally comprises for example a fixed fixed drive gear 200 of the end 21 1 of the crankshaft 210 facing side Dl distribution, a fixed wheel 230 integral in rotation with the end of the camshaft 250, said pinion 200 and said wheel 230 are surrounded by a chain or a transmission belt 212.
- Acyclism generates vibro-acoustic phenomena harmful both for the comfort of the user and for the equipment that is subject to them which may be accelerated aging of said equipment, a change in performance or functional characteristics of said equipment.
- the timing of the distribution makes it possible to fix the relative positioning of the camshaft 250 with respect to the crankshaft 210.
- the wedging will be characterized by the angle that the point makes opening or closing of a valve, marked on the plane of rotation of the crankshaft, with the high or low position of a crankpin of the crankshaft.
- an ovoid gear 200 as shown in Figure 2 with 4 lobes is implanted on the crankshaft to reduce the impact of the harmonic 4 of the pump HP on the distribution instead of the classic round drive sprocket.
- the advantage of this ovoid pinion 200 is to phase out the signal H4 generated by the four lobes of the pinion with the H4 acyclisms of the high pressure pump in order to reduce their intensity.
- the main difficulty of the use of the ovoid gear is the reduction of the dispersion of the timing of the high pressure pump relative to the ovoid pinion secured to the crankshaft. Indeed, if the signal H4 of the high-pressure pump is no longer in phase opposition with the signal H4 generated by the ovoid gear, the situation can deteriorate and the acyclisms increase to reach levels higher than the known conventional situation. with a round sprocket.
- the high-pressure pump 300 is therefore associated with a setting device 100 of said fuel pump with respect to the crankshaft, which makes it possible to take into account all the intermediate elements between the crankshaft 210 and said fuel pump 300, namely the ovoid pinion 200, the transmission chain 212, the camshaft 250 and the high pressure pump 300.
- the high-pressure pump 300 according to one embodiment of the invention is arranged according to a side of the engine facing towards the coupling face AC of said motor.
- the coupling face AC is the opposite face, along the longitudinal axis of the engine, the distribution side Dl or accessories which open one end of the crankshaft 21 1 and a first end 251 of camshaft 250, the crankshaft transmitting a movement of rotation to the camshaft via a drive system comprising a drive gear 200 integral with the end of the crankshaft and a driven wheel 230 secured to the first end 251 of the camshaft 250, the drive gear 200 and the driven wheel 230 being surrounded by a chain or drive belt 212 adapted to transmit the rotation of the crankshaft 210 to the camshaft 250.
- the camshaft 250 is arranged in a cylinder head 50 of the engine and the high-pressure fuel pump 300 is fixed to the wall 51 of said cylinder head 50.
- the camshaft 250 comprises at the second end 252 turned towards the coupling face of the motor, opposite the first end 251, a toothed wheel 253 meshing with an actuating pinion 301 secured to rotate with an actuating shaft 302. of the high-pressure fuel pump 300. In this way the rotation of the crankshaft 210 causes the rotation of the camshaft 250 which causes the actuation of the pump 300 high fuel pressure.
- the axes of the camshaft 250, the actuating shaft (302) of the high pressure pump are parallel to the axis X of the crankshaft. They are designated by the same reference.
- the setting device 10 of the high-pressure fuel pump 300 with respect to the crankshaft 210 comprises an angular positioning control device 11 of the crankshaft and another device 12 for controlling the angular positioning of the actuating shaft 302 of the crankshaft. fuel pump 300.
- the two control devices 1 1, 12 of angular positioning allow an accuracy of the same level or the same. According to the invention, the accuracy provided by the two angular positioning control devices is identical and less than 1 ° or equivalence to 17 thousandths radian.
- the two control devices are of the same type or identical.
- the term "of the same type” or “identical” means that the two devices perform the same measurements with similar angular positioning sensors of comparable elements on the one hand of the crankshaft, on the other hand of the shaft of actuation of the high pressure pump.
- the control device comprises:
- a plane face 216 machined on an element 217 of the crankshaft.
- the flat face of the crankshaft is carried by a flange 217 fixed to an arm of said crankshaft 210, the flat face is obtained by machining here according to the thickness of the flange.
- Said flat face 216 is intended to come orthogonal to the axis of the through orifice 214.
- the plane face 216 can be brought to be orthogonal to the axis of the through orifice 214 .
- the rod 14 intended to be driven into the through orifice 214 to come into contact with the flat face 216.
- the rod 14 is a peg with leakage measurements. It allows a high accuracy of control of the angular positioning of the crankshaft of the order of 0.3 °.
- the plane face 216 is defined in such a way that during the contact of the pin with the plane face, the angular position of the crankshaft 210 is at its top dead center.
- the flange 217 may comprise a flat transverse notch (not shown) at the foot of the flat face and forming with the plane face 216 an obtuse angle. Said notch makes it easy to position the end of the measuring rod 14 against the plane face 216.
- control device 12 also comprises: an orifice 52 passing through a wall 51 of a chamber in which is housed an end 303 of the actuating shaft 302 of the pump 300, said end is integral with the actuating pinion 301.
- the flat face 310 is obtained by machining a substantially parallelepipedic element 304 extending a tooth of the actuating pinion 301 along the axis of the pinion. Said flat face 310 is intended to come orthogonal to the axis of the through orifice 52.
- the plane face 310 can be brought to be orthogonal to the axis of the through hole 52.
- the pin 52 is a rod with leakage measurements. It allows a high accuracy of control of the angular positioning of the crankshaft of the order of 0.3 °.
- the parallelepipedal element 304 is carried radially by a tubular body in the extension of the actuating pinion along the axis of said pinion.
- the tubular body has a transverse notch 305 at the foot of the parallelepipedal element 304 and forming with the flat face of said element an obtuse angle to allow easy positioning of the end of the rod 15 vis-à-vis the flat face 310.
- the installation of the high pressure pump substantially matches the angular position of the actuating shaft 302 of the high pressure pump 300 when the pin 15 contacts the flat face 310 of the parallelepiped element 304, with the TDC or top dead center of the camshaft 250.
- TDC stands for Top Dead Center and designates an angular position of the camshaft or crankshaft respectively corresponding to a phase of opening exhaust valves and reaching the top dead center of pistons corresponding to the exhaust valves in the engine cylinders.
- said installation of the high pressure pump 300 comprises the following steps: - Mounting of the drive pinion 301 on the high pressure pump
- planar face 310 of the parallelepipedal element 304 of the drive gear 301 of the high pressure pump, and therefore of the actuating shaft 302, is adjusted relative to the top dead center of the camshaft 250.
- the invention proposes a new distribution timing procedure by wedging the pinion of the high pressure pump with the PMH or Top Dead Center of the crankshaft, which makes it possible to reduce the timing dispersion between the high pressure pump and the crankshaft with respect to the existing.
- the imagined chocking machine reverses the stalling principle. Rather than stalling the TDC of the camshaft 250 relative to the TDC of the crankshaft 210, and thus to make the position of the high pressure pump relative to the crankshaft pinion a resultant, it is proposed to wedge the drive pinion 301 of the high pressure pump 300 relative to the crankshaft PMH 210 and thus to make the position of the camshaft 250 exhaust with respect to the crankshaft a resultant.
- the device and the method of setting the high pressure pump with respect to the crankshaft allows a precise angular positioning from end to end.
- the drive gear of the crankshaft may be a pinion of different shape.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR1760464A FR3073256B1 (en) | 2017-11-08 | 2017-11-08 | HIGH PRESSURE PUMP / CRANKSHAFT SETTING PROCESS |
PCT/EP2018/080573 WO2019092085A1 (en) | 2017-11-08 | 2018-11-08 | High pressure pump/crankshaft setting method |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3707366A1 true EP3707366A1 (en) | 2020-09-16 |
Family
ID=60923704
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP18800127.5A Withdrawn EP3707366A1 (en) | 2017-11-08 | 2018-11-08 | High pressure pump/crankshaft setting method |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP3707366A1 (en) |
CN (1) | CN111279063B (en) |
FR (1) | FR3073256B1 (en) |
WO (1) | WO2019092085A1 (en) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN113006993A (en) * | 2021-03-24 | 2021-06-22 | 重庆长安汽车股份有限公司 | High pressure fuel pump driving structure |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4403586A (en) * | 1979-12-11 | 1983-09-13 | Yanmar Diesel Engine Co., Ltd. | Fuel injection pump of internal combustion engine |
JPH0777134A (en) * | 1993-09-10 | 1995-03-20 | Nippondenso Co Ltd | Driving shaft fixing device for fuel injection pump |
JPH11247735A (en) * | 1998-02-27 | 1999-09-14 | Isuzu Motors Ltd | Fuel injection pump and its mounting method |
JP2002054530A (en) * | 2000-08-09 | 2002-02-20 | Mitsubishi Heavy Ind Ltd | Fuel injector |
JP2002235577A (en) * | 2001-02-09 | 2002-08-23 | Yanmar Diesel Engine Co Ltd | Cam shaft for engine |
JP2003148273A (en) * | 2001-11-15 | 2003-05-21 | Yanmar Co Ltd | Accumulator distribution type fuel injection pump and fitting structure thereof |
EP2042720B1 (en) * | 2007-09-26 | 2010-03-10 | Magneti Marelli S.p.A. | Control method of a direct injection system of the common rail type provided with a high-pressure fuel pump |
DE102010054405A1 (en) * | 2010-12-14 | 2012-06-14 | Schaeffler Technologies Gmbh & Co. Kg | Arrangement for transferring driving power from e.g. camshaft to piston double stroke high pressure fuel pump of diesel engine, has gear train comprising non-circular wheel, where fuel pump drives torque fluctuations to camshaft |
DE102014225528A1 (en) * | 2014-12-11 | 2016-06-16 | Robert Bosch Gmbh | Method for controlling a high-pressure pump for fuel injection in an internal combustion engine |
JP6341169B2 (en) * | 2015-09-11 | 2018-06-13 | マツダ株式会社 | Engine fuel pump mounting structure |
-
2017
- 2017-11-08 FR FR1760464A patent/FR3073256B1/en active Active
-
2018
- 2018-11-08 CN CN201880068599.9A patent/CN111279063B/en active Active
- 2018-11-08 WO PCT/EP2018/080573 patent/WO2019092085A1/en unknown
- 2018-11-08 EP EP18800127.5A patent/EP3707366A1/en not_active Withdrawn
Also Published As
Publication number | Publication date |
---|---|
CN111279063A (en) | 2020-06-12 |
FR3073256A1 (en) | 2019-05-10 |
RU2020117172A3 (en) | 2022-03-30 |
FR3073256B1 (en) | 2021-07-30 |
WO2019092085A1 (en) | 2019-05-16 |
CN111279063B (en) | 2022-06-17 |
RU2020117172A (en) | 2021-11-25 |
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