EP3964704A1 - Hochdruckpumpe und anordnung zur direkten und indirekten kraftstoffeinspritzung mit abschaltfunktion für die hochdruckpumpe - Google Patents

Hochdruckpumpe und anordnung zur direkten und indirekten kraftstoffeinspritzung mit abschaltfunktion für die hochdruckpumpe Download PDF

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Publication number
EP3964704A1
EP3964704A1 EP21184418.8A EP21184418A EP3964704A1 EP 3964704 A1 EP3964704 A1 EP 3964704A1 EP 21184418 A EP21184418 A EP 21184418A EP 3964704 A1 EP3964704 A1 EP 3964704A1
Authority
EP
European Patent Office
Prior art keywords
pressure pump
piston
high pressure
fuel
pusher
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Withdrawn
Application number
EP21184418.8A
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English (en)
French (fr)
Inventor
Jean-Pierre Millon
William POMMERY
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.)
Renault SAS
Original Assignee
Renault SAS
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Renault SAS filed Critical Renault SAS
Publication of EP3964704A1 publication Critical patent/EP3964704A1/de
Withdrawn legal-status Critical Current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
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • F02M59/105—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive hydraulic drive
    • 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
    • F02M59/30—Varying fuel delivery in quantity or timing with variable-length-stroke pistons

Definitions

  • the present invention relates to a set of double injection, direct and indirect, of fuel(s) in a heat engine.
  • the invention relates more particularly to an assembly for the dual injection of gasoline and liquid gas in a combustion engine with positive ignition of a motor vehicle.
  • motor vehicles equipped with a heat or internal combustion engine must comply with so-called anti-pollution standards, and in particular with European emission standards, known as Euro standards, which are regulations of the European Union setting the maximum limits of polluting emissions for rolling vehicles.
  • anti-pollution standards and in particular with European emission standards, known as Euro standards, which are regulations of the European Union setting the maximum limits of polluting emissions for rolling vehicles.
  • Euro standards European emission standards
  • Thermal engines can be carburetion, petrol, diesel, gas or petrol-gas bi-fuel.
  • Direct injection heat engines are known in which a fuel injector sprays fuel directly into a combustion chamber delimited by a cylinder hollowed out in a cylinder block of the engine, a sliding piston and a lower wall of a cylinder head mounted on the crankcases.
  • the injector has an injection end which opens into the combustion chamber.
  • This type of engine requires a high power fuel injector to cope with the high pressures prevailing in the combustion chamber.
  • Indirect injection heat engines are known in which an injector injects fuel into the air intake circuit upstream (in the direction of air circulation) of the combustion chamber.
  • the fuel is not injected into the cylinder but upstream in an intake channel or in an intake distributor so that the fuel and the intake air mix optimally and homogeneously. This allows for better combustion and thus reduces the formation of fine particles which constitute one of the problems of modern engines.
  • the fuel vaporizes under the effect of heat and burns optimally once it reaches the combustion chamber.
  • the invention relates in particular to a dual-fuel engine, for example based on gasoline and LPG gas.
  • the gasoline fuel is injected directly into one of the combustion chambers of the engine, while the gas fuel is injected indirectly upstream (according to the direction of air circulation) of the combustion chambers of the engine, in particular in intake channels hollowed out in the cylinder head of the engine.
  • a dual gasoline injection system also called “dual injection system” is a liquid fuel injection system to ensure the supply of an intake duct connected to the combustion chambers of the cylinders of a heat engine (Injection via the supply line or PFI injection), and ensure fuel injection directly into the combustion chambers (Direct injection, also called GDI for “Gasoline Direct Injection” and/or MPI for “Multi Point Injection”).
  • Direct injection also called GDI for “Gasoline Direct Injection” and/or MPI for “Multi Point Injection”.
  • the injection system In the case of a direct injection system, which is done at high pressure, the injection system is also called “High pressure injection”.
  • the high pressure pump is for example integrated into the cylinder head and/or the cylinder head cover of the thermal engine and a rotating cam actuates the high pressure pump by acting on an axial piston of the high pressure pump, directly or via a simple or roller mechanical pusher.
  • the two injection modes can be combined depending on the operating conditions of the heat engine.
  • the invention aims to propose another solution by allowing in particular a stoppage of the petrol fuel supply by the high-pressure pump when switching to LPG gas fuel.
  • the invention also proposes a heat engine, characterized in that it comprises a high pressure pump according to the invention.
  • the invention finally proposes a heat engine, characterized in that it comprises a set of double injection, direct and indirect, of fuel(s) according to any one of the invention.
  • FIG. 1 Schematically represented in figure 1 a system 110 of double injection according to the state of the art.
  • gasoline is transferred from a tank 112 by a low pressure pump 114 which is for example an electric pump capable of compressing the fuel for example at a pressure of approximately 5 bars.
  • a low pressure pump 114 which is for example an electric pump capable of compressing the fuel for example at a pressure of approximately 5 bars.
  • the low pressure pump 114 sends the fuel into a line 116 which is a supply line for a low pressure zone 118.
  • the high pressure zone 120 is connected to a pipe 128 equipped with a high pressure piston pump 130 whose function is to increase the low pressure of approximately 5 bars prevailing in the supply pipe 116 up to a high pressure for example equal to about 100 bar.
  • the fuel is then injected directly into each of the cylinders of the combustion engine, not shown, by three high pressure injectors 132 providing direct injection from the high pressure zone 120.
  • the low pressure pump 114 also sends the fuel into a line 128 which is a supply line to a high pressure zone 120 of the fuel injection system 110.
  • Supply line 116 is equipped with a pressure regulator 122 which maintains the pressure in supply line 116 at a substantially constant value.
  • the low pressure zone 118 comprises a pipe 124 which is directly connected to a tank 113 of LPG gas.
  • the low pressure zone 118 is here in the form of a low pressure tubular ramp, which is connected to three low pressure injectors 126 which inject gas fuel into the intake duct, not shown, of the combustion engine.
  • the low pressure zone may comprise only a single low pressure injector which injects fuel into the intake duct.
  • the intake duct is connected to the various combustion chambers, not shown, of the cylinders of the combustion engine.
  • a cylinder head 10 of a three-cylinder heat engine which is associated with a cylinder head cover 12 which is fixed to it along a parting plane 14.
  • the cylinder head cover 14 comprises a tubular body 16 which extends along an axis A orthogonal to an axis X which is here the axis of rotation of a camshaft 22.
  • the axis A of the tubular body 16 intersects with the axis X of the camshaft 22 which carries and drives in rotation a cam 20 with three lobes for actuating the high pressure pump 130.
  • the cam 20 acts on a piston, not shown, of the high pressure pump 130.
  • the tubular body 16 is in the form of a stepped cylinder whose end section 15 of larger diameter houses the body of the high-pressure pump 130 which is fixed by means of screws 26 to the tubular body.
  • the high-pressure pump 130 is shown in section in the form of a cylindrical block and the reference 29 has designated a radial end face which is an end face of a sliding axial piston of the pump.
  • the three-lobed cam acts cyclically on the end 29 of the sliding piston of the high-pressure pump 130.
  • a sliding mechanical pusher of constant axial length for actuating the high pressure pump is interposed axially between the cam and the axial end 29 of the piston of the high pressure pump 130
  • a pusher 24 of controlled variable axial length is interposed axially along the axis A between the drive cam 20 and the end face 29 of the piston of the high pressure pump 130, and the assembly comprises a system for controlling the length of the pusher of variable axial length as a function of at least one fuel injection control parameter in the combustion chamber, between a state of actuation of the high pressure pump and a disengaged state with stoppage of the high pressure pump.
  • the pusher 24 of controlled variable axial length is here a hydraulic pusher of controlled axial length which is mounted in the inner section 17 of smaller diameter of the tubular body 16.
  • the invention thus consists in replacing a sliding mechanical pusher of constant axial length for actuating the high-pressure pump by a hydraulic pusher of controlled variable length.
  • the axial length of the hydraulic tappet varies between a maximum value corresponding to the actuation state of the high pressure pump and a minimum value corresponding to the stop state of the high pressure pump.
  • Hydraulic tappets are a known technology used for controlling the actuation of combustion engine valves in order, for example, to deactivate an engine cylinder. You can either use a classic friction tappet or derive a version with a roller to reduce friction between the cam and the tappet.
  • a design of a hydraulic tappet 24 is for example similar to that of the hydraulic valve tappet described and shown in the documents DE9306685U1 and DE19728100A1 (INA-Schaeffler) whose content can be referred to.
  • FIG. 4 An example of such a hydraulic tappet is shown in figure 4 and 5 .
  • the figure 4 represents a hydraulic tappet 24 in axial section.
  • the pusher 24 consists of a radially outer tubular piston 202 which includes a hollow tubular cylindrical jacket 203.
  • the pusher 24 is received in an axially sliding manner in the section 17 of the body 16.
  • the upper part 203a of the radially outer piston 202 is capable of being actuated by one or two cams, not shown in figure 4 and 5 , say big race.
  • the outer tubular piston 202 houses a radially inner coaxial tubular piston 204.
  • the upper part 205 of the internal piston 204 is adapted to be actuated by a cam, not shown, called a short stroke cam.
  • a helical compression spring 201 is mounted compressed axially between the two external coaxial pistons 202, 204 so as to permanently urge the external piston axially upwards (considering the figure 4 and 5 ) away from the internal coaxial piston 204.
  • the lower axial end of the spring 201 rests on a flange 200 which is integral with the internal piston 204
  • a controlled hydraulic compensation element 206 is arranged inside the internal piston 204.
  • a controlled mechanism for coupling the two pistons 202 and 204 is arranged at the upper part and it comprises in particular a radial coupling piston 209.
  • Movement of the coupling radial piston 209 towards a stopper 210 causes the hydraulic tappet 24 to be coupled to the stroke of the long stroke cams.
  • Opposed radial housings 207 and 208 for coupling piston 209 extend into sections 211, 212 which extend from portions 203a, 205.
  • the sections 211 of the tubular piston 202 delimit two approximately semi-circular storage chambers 213, 214 (First chambers 213 and second storage chambers 214) for the hydraulic fluid.
  • the figure 5 shows that two separate passages 215, 216 (First passage 215 and second passage 216) are arranged in the jacket 203.
  • passages 215, 216 serve for the separate supply of hydraulic fluid to the coupling means 209 on the one hand and to the hydraulic compensation element 206 on the other hand.
  • a thin-walled tubular part 217 for example manufactured by stamping, is arranged inside the tubular piston 202.
  • This tubular part 217 is applied in the direction of the cam against the sections 211 of the tubular piston 202.
  • the tubular part 217 merges into a sleeve 218.
  • the sleeve 218 is generally liquid-tight along the inner sleeve 219 of the sleeve 203.
  • the tubular part 217 thus delimits the first and second storage chambers 213, 214 below the sleeve 203 in the direction away from the cam.
  • a first channel 220 is formed in the sleeve 218 of the tubular part 217 in the axial direction.
  • This channel 220 opens into the first storage chamber 213 on the cam side.
  • a passage 221 (see figure 4 ) for the hydraulic fluid in front of the coupling means 209 (Which is not shown in more detail) is realized.
  • the second passage 216 is located in the sleeve 203, axially in the direction of the cam with respect to the first passage 215.
  • This second passage 216 opens here in the second storage chamber 214. From the second storage chamber 214, a hydraulic fluid connection (Not shown in more detail) to the hydraulic compensation element 206 is made.
  • a dual-flow feed is achieved by which the hydraulic compensation element 206 and the coupling means 209 can be actuated separately.
  • An excellent tight hydraulic separation of the storage chambers 213 and 214 is achieved, so that the hydraulic fluid therein cannot escape undesirably, nor pass into the other storage chamber 214, 213 respectively.
  • the pressurized oil from the internal combustion engine is used to control the hydraulic tappet.
  • the free lower axial end of the internal coaxial piston 204 of the hydraulic tappet 204 is in contact and in permanent axial support against the radial end face 29 of the piston of the high pressure pump 130, while the free external face of the part upper 203a of the outer coaxial piston 202 is in contact and in permanent axial support with the cam 20.

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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)
EP21184418.8A 2020-09-04 2021-07-08 Hochdruckpumpe und anordnung zur direkten und indirekten kraftstoffeinspritzung mit abschaltfunktion für die hochdruckpumpe Withdrawn EP3964704A1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR2009018A FR3113927A1 (fr) 2020-09-04 2020-09-04 Pompe haute pression et ensemble d’injection directe et indirecte de carburant(s) comportant une fonction de mise a l’arret de la pompe haute pression

Publications (1)

Publication Number Publication Date
EP3964704A1 true EP3964704A1 (de) 2022-03-09

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EP21184418.8A Withdrawn EP3964704A1 (de) 2020-09-04 2021-07-08 Hochdruckpumpe und anordnung zur direkten und indirekten kraftstoffeinspritzung mit abschaltfunktion für die hochdruckpumpe

Country Status (2)

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EP (1) EP3964704A1 (de)
FR (1) FR3113927A1 (de)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE9306685U1 (de) 1993-05-04 1993-06-09 INA Wälzlager Schaeffler KG, 8522 Herzogenaurach Stößel
DE19728100A1 (de) 1997-07-02 1999-01-07 Schaeffler Waelzlager Ohg Stößel für einen Ventiltrieb einer Brennkraftmaschine
US20040109775A1 (en) 2002-04-05 2004-06-10 Robert Bosch Gmbh Fluid pump
GB2571934A (en) * 2018-03-12 2019-09-18 Delphi Automotive Systems Lux High pressure multi-mode fuel pump system

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE9306685U1 (de) 1993-05-04 1993-06-09 INA Wälzlager Schaeffler KG, 8522 Herzogenaurach Stößel
DE19728100A1 (de) 1997-07-02 1999-01-07 Schaeffler Waelzlager Ohg Stößel für einen Ventiltrieb einer Brennkraftmaschine
US20040109775A1 (en) 2002-04-05 2004-06-10 Robert Bosch Gmbh Fluid pump
GB2571934A (en) * 2018-03-12 2019-09-18 Delphi Automotive Systems Lux High pressure multi-mode fuel pump system

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
"INA - Valve Train Components - Technology and Failure Diagnosis", @ SCHAEFFLER AUTOMOTIVE AFTERMARKET GMBH & CO.KG, pages: 17 - 20

Also Published As

Publication number Publication date
FR3113927A1 (fr) 2022-03-11

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