US20090084360A1 - Variable displacement pump with an anti-stiction device - Google Patents
Variable displacement pump with an anti-stiction device Download PDFInfo
- Publication number
- US20090084360A1 US20090084360A1 US11/865,523 US86552307A US2009084360A1 US 20090084360 A1 US20090084360 A1 US 20090084360A1 US 86552307 A US86552307 A US 86552307A US 2009084360 A1 US2009084360 A1 US 2009084360A1
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- United States
- Prior art keywords
- spacer
- valve
- facing surfaces
- fuel
- pump
- Prior art date
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Classifications
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- 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
- F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
- F02M59/366—Valves being actuated electrically
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- 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
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/0012—Valves
- F02M63/0014—Valves characterised by the valve actuating means
- F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
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- 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
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/0012—Valves
- F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K31/00—Actuating devices; Operating means; Releasing devices
- F16K31/02—Actuating devices; Operating means; Releasing devices electric; magnetic
- F16K31/06—Actuating devices; Operating means; Releasing devices electric; magnetic using a magnet, e.g. diaphragm valves, cutting off by means of a liquid
- F16K31/0644—One-way valve
- F16K31/0655—Lift valves
- F16K31/0665—Lift valves with valve member being at least partially ball-shaped
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K31/00—Actuating devices; Operating means; Releasing devices
- F16K31/02—Actuating devices; Operating means; Releasing devices electric; magnetic
- F16K31/06—Actuating devices; Operating means; Releasing devices electric; magnetic using a magnet, e.g. diaphragm valves, cutting off by means of a liquid
- F16K31/0675—Electromagnet aspects, e.g. electric supply therefor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K31/00—Actuating devices; Operating means; Releasing devices
- F16K31/02—Actuating devices; Operating means; Releasing devices electric; magnetic
- F16K31/06—Actuating devices; Operating means; Releasing devices electric; magnetic using a magnet, e.g. diaphragm valves, cutting off by means of a liquid
- F16K31/0686—Braking, pressure equilibration, shock absorbing
- F16K31/0693—Pressure equilibration of the armature
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
- F01L2003/25—Valve configurations in relation to engine
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- 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
- F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
- F02M2200/07—Fuel-injection apparatus having means for avoiding sticking of valve or armature, e.g. preventing hydraulic or magnetic sticking of parts
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T137/00—Fluid handling
- Y10T137/4238—With cleaner, lubrication added to fluid or liquid sealing at valve interface
- Y10T137/4245—Cleaning or steam sterilizing
Definitions
- This patent disclosure relates generally to reducing or preventing the occurrence of stiction in hydraulic devices, and more particularly, to an anti-stiction device for reducing or preventing the occurrence stiction in a variable displacement pump.
- variable displacement pump provides pressurized fluid to a common rail, which then transmits the pressurized fluid to a plurality of fuel injectors.
- These variable displacement pumps maintain the common rail at a desired pressure by utilizing a spill valve to controllably displace fluid to the common rail or to a low pressure reservoir.
- pressurized fluid displaced from the chamber either passes through a check valve to the common rail or through the spill valve to the low pressure reservoir. If the spill valve is open, then the pressurized fluid passes through the spill valve and into the low pressure reservoir, which is the path of least resistance.
- the plump selectively provides pressurized fluid to the common rail for maintaining the stability of the pressure therein.
- Spill valves used in known variable displacement pumps typically include a valve stem connected to a solenoid-operated armature and extending through a middle passage of a valve block.
- a valve seat can be formed in one end of the valve block for receiving a sealing surface formed on one end of the valve stem.
- a contact surface, located in a facing relationship with the armature, can be formed on the other end of the valve block.
- the solenoid energizes and de-energizes for moving the armature out of and in to contact with the contact surface and for seating and unseating the sealing surface of the valve stem in and out of the valve seat.
- these known pumps include an annular spacer located between the contact surface of the valve block and the armature. The spacer is typically fixed to, and movable with, the armature. As such, the spacer, not the armature, makes contact with the contact surface of the valve block.
- the spill valve is typically open when the solenoid is de-energized. In this position, the armature and the annular spacer rest against the contact surface of the valve block and the valve assembly projects a distance out of the other side of the valve block such that an opening exists between the sealing surface and the valve seat.
- the spill valve is typically closed when the solenoid is energized. When energized, the solenoid causes the armature, including the spacer, to move upward, away from the contact surface of the valve block. This upward movement of the armature separates the spacer from the contact surface and retracts the valve assembly into the valve block causing the sealing surface to seat in the valve seat.
- the solenoid is de-energized, therefore, the spill valve is open and no fuel is delivered to the rail.
- the solenoid is energized, the spill valve is closed and fuel is delivered to the rail.
- variable discharge pumps are suitable for many purposes, they are not always well suited for use with modern hydraulically actuated fuel systems, which require fluid delivery to the rail to be varied with high precision and with rapid response times measured in microseconds.
- these known variable discharge pumps may not be well suited for use with modern fuel systems in cold weather conditions, such as when an engine is undergoing a cold start. This is because, at cold temperatures, the pressurized fluid becomes viscous causing a sticking phenomenon occur where the spacer contacts the contact surface of the valve block. This sticking phenomenon inhibits or delays the ability of the armature, including the spacer, to break free from the contact surface of the valve block.
- stiction This sticking phenomenon is sometimes referred to as stiction, which may be caused by a relatively thin but highly viscous fluid layer between the spacer and the contact surface. Stiction, by decreasing the response time of the armature, inhibits the pump's ability to control the frequency at which the spill valve cycles between open and closed positions. Accordingly, stiction may result in rail pressure instability.
- the disclosure describes, in one aspect, a spacer for use with, and to prevent or reduce the occurrence of stiction in, a fluid device such as a pump.
- the pump has a valve member connected to a movable member and extending through a stationary member, which has a valve seat for receiving a sealing surface of the valve member.
- the movable member is movable toward and away from the stationary member for seating and unseating the sealing surface of the valve member in and out of the valve seat.
- the spacer is generally ring-shaped, with first and second facing surfaces separated by a thickness.
- the spacer is positioned between the movable member and the stationary member such that the first facing surface of the spacer is contactable with the movable member and the second facing surface is contactable with the stationary member.
- the spacer has at least a fluid receiving groove formed in at least one of the first and second facing surfaces. In an embodiment, a plurality of fluid receiving grooves are circumferentially spaced about an outer edge of the spacer.
- FIG. 1 is a schematic illustration of a common rail fuel system according to one aspect of the present invention
- FIG. 2 is a front sectioned view of a pump used in the fuel system of FIG. 1 ;
- FIG. 3 is an enlarged front sectioned view of a spill control valve used in the pump of FIG. 2 ;
- FIG. 4 is a perspective view of an anti-stiction spacer used in the pump of FIG. 2 .
- This disclosure relates to a device for reducing or preventing stiction from occurring in hydraulic devices.
- an anti-stiction spacer for reducing or preventing stiction in a variable displacement pump which may be used in a fuel system for providing pressurized fluid to a common rail.
- the anti-stiction spacer by reducing or preventing stiction, may increase the effectiveness of the pump and thereby increase the stability of the fluid pressure in the rail.
- a fuel system 10 includes a plurality of fuel injectors 22 , which are each connected to a high pressure fuel rail 20 via an individual branch passage 21 .
- the high pressure fuel rail 20 is supplied with high pressure fuel from a fluid device 16 , such as a variable displacement pump, which is supplied with relatively low pressure fluid by a fuel transfer pump 14 .
- the fuel transfer pump 14 draws fuel from a fuel tank 12 , which is also fluidly connected to the fuel injectors 22 via a leak return passage 23 .
- the fuel system 10 is controlled in its operation in a conventional manner via an electronic control module 18 , which is connected to an electrical actuator 28 of the pump 16 via a control communication line 29 , and connected to the individual fuel injectors 22 via other communication lines (not shown).
- control signals generated by electronic control module 18 determine when and how much fuel displaced by pump 16 is forced into common rail 20 , as well as when and for what duration the fuel injectors 22 operate.
- the high pressure pump 16 includes a high pressure outlet 30 fluidly connected to the high pressure rail 20 , a low pressure outlet 32 fluidly connected to the fuel tank 12 , and an inlet 33 fluidly connected to the fuel transfer pump 14 .
- the pump 16 includes a first plunger 45 positioned to reciprocate in a first pumping chamber 46 of a first barrel 44 and a second plunger 55 positioned to reciprocate in a second pumping chamber 56 of a second barrel 54 .
- the first and second barrels 44 , 54 may be portions of a common pump housing 40 .
- First and second cams 34 , 35 are operable to cause plungers 45 , 55 to reciprocate out of phase with one another.
- cams 34 , 35 may include the lobes such that one of the plungers 45 or 55 is undergoing a pumping stroke at about the time that one of the fuel injectors 22 is injecting fuel.
- cams 34 , 35 are preferably driven to rotate directly by the engine at a rate that preferably synchronizes pumping activity to fuel injection activity in a conventional manner.
- the spill control valve 38 is providing having a structure that shares many features in common with known valves of its type.
- the spill control valve 38 includes a spill valve member 60 that includes a stem 61 and a closing hydraulic surface 62 .
- the stem 61 extends through a valve block 43 and the surface 62 can be seated in a valve seat 63 formed in the valve block 43 so as to close the spill control valve 38 .
- the spill valve member 60 is normally biased downward, toward its open position via a biasing spring 64 . This, as shown in FIG. 3 , creates an opening 65 between the closing surface 62 of the valve member 60 and the valve seat 63 of the valve block 43 .
- an electrical actuator 28 such as a solenoid, includes an armature 36 attached to move with spill valve member 60 .
- electrical actuator 28 could take a variety of forms, including but not limited to piezo and/or piezo bender actuators.
- the spill control valve 38 controls the discharge of both plungers 45 , 55 .
- a shuttle valve 80 is located between the plunger pumping chambers 46 , 56 and the spill control valve 38 .
- the pumping action of the first plunger 45 combined with the intake action of the second plunger 55 forces the shuttle valve 80 to a position that blocks fluid entry into the filling plunger 55 while providing an open path between the pumping plunger 45 and the spill control valve 38 .
- the actuator 28 can be energized to move the spill control valve 38 to a closed position, e.g., to move the valve number 60 and the armature 36 upward so as to seat the sealing surface 62 in the seat 63 , at any time during the pumping stroke of the pumping plunger 45 .
- Closing the spill control valve 38 initiates a pressure increase in the chamber 46 associated with the pumping plunger 45 , which causes the outlet check valve 47 to open, thereby delivering high pressure fuel to the high pressure fuel rail 20 .
- the increase in pressure holds the shuttle valve 80 shut until the pumping plunger 45 slows and stops at the end of its motion, at which time force from a biasing element 64 can push the valve member 60 and the armature 36 down to open the spill control valve 38 in preparation for the pumping stroke of the second plunger 55 .
- the shuttle valve 80 moves to the other side of its cavity blocking fluid entry into the second plunger 45 , and opening the path between the first plunger 55 and the spill control valve 38 allowing the spill control valve 38 to control the discharge of the second plunger chamber 56 .
- the cams 34 , 35 rotate causing the pump plungers 45 , 55 to reciprocate in the respective barrels 44 , 54 out of phase with one another.
- the second plunger 55 will be undergoing its retracting stroke. This action is exploited via the shuttle valve member 80 to either connect the first pumping chamber 46 or the second pumping chamber 56 to the spill control valve 38 .
- fluid is initially displaced from the appropriate pumping chamber 46 or 56 through the spill control valve 38 to the low pressure gallery 37 .
- the electrical actuator 28 When there is a desire to output high pressure from the variable displacement pump 16 , the electrical actuator 28 is energized to move the valve member 60 and the armature 36 upward and close the spill control valve 38 by seating the sealing surface 62 in the valve seat 63 . This causes fluid in the pumping chamber 46 or 56 to be pushed past the respective check valve 47 or 57 into high pressure gallery 39 and then into high pressure rail 20 .
- the timing at which electrical actuator 28 is energized, and the responsiveness of the movement of the armature 36 determines what fraction of the of fluid displaced by the plunger 45 or 55 is pushed into the high pressure gallery 39 and the rail 20 , and what other fraction is displaced back to the low pressure gallery 37 . This operation serves as a means by which pressure can be maintained and controlled in the high pressure rail 20 .
- an anti-stiction spacer 42 is provided between a contact surface 49 of the valve block 43 and the armature 36 .
- the spacer 42 reduces or prevents stiction from occurring between the valve block 43 and the armature 36 , and by doing so, increases the responsiveness of the movement of the armature 36 by decreasing the amount of time and energy required for the armature 36 to break free from the valve block 43 .
- the spacer 42 rests on a shoulder 52 of the spill valve member 60 and, accordingly, the spacer 42 moves with the armature 36 and the valve member 60 . As shown in FIG.
- the spacer 42 when the spill control valve 38 is open, the spacer 42 abuts the contact surface 49 of the valve block 43 . However, as the spill control valve 38 moves to the closed position, the moving valve member 60 lifts the spacer 42 from the contact surface 49 . As described in more detail below, the spacer 42 is configured to reduce or eliminate stiction between the spacer 42 and the valve block 43 and thereby reduce the amount of time required to close the spill control valve 38 .
- the anti-stiction spacer 42 has a generally ring-shaped body having first and second facing surfaces 83 , 84 and inner and outer diameters 85 , 86 .
- the first and second facing surfaces 83 , 84 are separated by a thickness 87 and the inner and outer diameters 85 , 86 are separated by a distance 88 .
- the spacer 42 has an outer concentric edge 96 and an inner concentric edge 97 , which defines a passage 89 that extends the entire thickness 87 of the spacer 42 .
- the spacer 42 is positioned between the movable member, e.g., the armature 36 , and the stationary member, e.g., the valve block 43 , such that the first facing surface 83 is contactable with the armature 36 and the second facing surface 84 is contactable with the valve block 43 , and the stem 61 of valve member 60 passes through the passage 89 .
- the spacer 42 has a plurality of fluid receiving grooves 90 formed in the second facing surface 84 and spaced circumferentially around the outer edge 96 . In the illustrated embodiment, the grooves 90 are spaced about the outer edge 96 every 90°.
- the spacer 42 can be fixed to the contact surface 49 and the armature 36 can move in and out of contact with the spacer 42 .
- the grooves 90 may be formed in the first facing surface 83 to reduce stiction between the armature and the spacer 42 , which, in this embodiment, is fixed to the valve block 43 .
- the grooves 90 axially extend from the second facing surface 84 through a portion 91 of the thickness 87 . Additionally, the grooves 90 radially extend, inward from the outer edge 96 through a portion 92 of the distance 88 . Because the grooves 90 radially extend a portion 92 of the distance 88 , instead of the entire distance 88 , an annular contact area, which is generally designated by dotted line 93 , is provided for abutting the shoulder 52 of the valve member 60 .
- the grooves 90 by reducing the surface area of the second facing surface 84 , reduce the area of contact between the spacer 42 and the contact surface 49 of the valve block 43 . Because stiction is directly related to the area of contact, reducing the area of contact reduces stiction. In addition to reducing the area of contact, the grooves 90 reduce stiction by providing a surface 94 against which pressurized fuel may create a lifting force that offsets stiction. For example, when the spill valve 38 is open and the spacer 42 abuts the valve block 43 , the surface 49 and each groove 90 combine to create a chamber having an opening along the outer edge 96 of the spacer 42 .
- Pressurized fluid from the gallery 37 and/or the inlet 33 may enter each of the chambers and create a force acting against each surface 94 .
- This offsetting force combined with the reduced area of contact, reduces or eliminates stiction and reduces the time and energy required for the spacer 42 , including the armature 36 and the valve member 60 , to break free from the valve block 43 and close the spill valve 38 .
- the spacer 42 enhances the ability of the pump 16 to control the frequency at which the spill valve 38 cycles between open and closed positions and, by doing so, the spacer 42 helps the pump 16 maintain rail pressure stability.
- the anti-stiction spacer of the present disclosure finds potential application in any hydraulic device in which a moveable component that is wetted with a highly viscous fluid comes in contact with the body of the device.
- problems associated with stiction may occur in hydraulic devices in which the moveable component moves a relatively short distance, is required to move relatively quickly, and has mass properties that are relatively low.
- the present disclosure may be applied in hydraulically actuated fuel injectors and/or hydraulically actuated gas exchange valves that require relatively small light weight moveable components to move relatively short distance at extremely fast rates in the presence of what can be very highly viscous oil.
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Abstract
Description
- This patent disclosure relates generally to reducing or preventing the occurrence of stiction in hydraulic devices, and more particularly, to an anti-stiction device for reducing or preventing the occurrence stiction in a variable displacement pump.
- In one class of fluid systems, such as common rail fuel systems for internal combustion engines, a variable displacement pump provides pressurized fluid to a common rail, which then transmits the pressurized fluid to a plurality of fuel injectors. These variable displacement pumps maintain the common rail at a desired pressure by utilizing a spill valve to controllably displace fluid to the common rail or to a low pressure reservoir. For example, in these pumps, when a piston is undergoing a pumping stroke within a chamber, pressurized fluid displaced from the chamber either passes through a check valve to the common rail or through the spill valve to the low pressure reservoir. If the spill valve is open, then the pressurized fluid passes through the spill valve and into the low pressure reservoir, which is the path of least resistance. However, if the spill valve is closed, pressure inside of the chamber quickly increases and the pressurized fluid is forced through the check valve and into the common rail. Accordingly, by controlling the frequency at which the spill valve cycles between open and closed positions, the plump selectively provides pressurized fluid to the common rail for maintaining the stability of the pressure therein.
- Spill valves used in known variable displacement pumps typically include a valve stem connected to a solenoid-operated armature and extending through a middle passage of a valve block. A valve seat can be formed in one end of the valve block for receiving a sealing surface formed on one end of the valve stem. A contact surface, located in a facing relationship with the armature, can be formed on the other end of the valve block. The solenoid energizes and de-energizes for moving the armature out of and in to contact with the contact surface and for seating and unseating the sealing surface of the valve stem in and out of the valve seat. Oftentimes, however, these known pumps include an annular spacer located between the contact surface of the valve block and the armature. The spacer is typically fixed to, and movable with, the armature. As such, the spacer, not the armature, makes contact with the contact surface of the valve block.
- The spill valve is typically open when the solenoid is de-energized. In this position, the armature and the annular spacer rest against the contact surface of the valve block and the valve assembly projects a distance out of the other side of the valve block such that an opening exists between the sealing surface and the valve seat. The spill valve is typically closed when the solenoid is energized. When energized, the solenoid causes the armature, including the spacer, to move upward, away from the contact surface of the valve block. This upward movement of the armature separates the spacer from the contact surface and retracts the valve assembly into the valve block causing the sealing surface to seat in the valve seat. When the solenoid is de-energized, therefore, the spill valve is open and no fuel is delivered to the rail. On the other hand, when the solenoid is energized, the spill valve is closed and fuel is delivered to the rail.
- While these known variable discharge pumps are suitable for many purposes, they are not always well suited for use with modern hydraulically actuated fuel systems, which require fluid delivery to the rail to be varied with high precision and with rapid response times measured in microseconds. For example, these known variable discharge pumps may not be well suited for use with modern fuel systems in cold weather conditions, such as when an engine is undergoing a cold start. This is because, at cold temperatures, the pressurized fluid becomes viscous causing a sticking phenomenon occur where the spacer contacts the contact surface of the valve block. This sticking phenomenon inhibits or delays the ability of the armature, including the spacer, to break free from the contact surface of the valve block. This sticking phenomenon is sometimes referred to as stiction, which may be caused by a relatively thin but highly viscous fluid layer between the spacer and the contact surface. Stiction, by decreasing the response time of the armature, inhibits the pump's ability to control the frequency at which the spill valve cycles between open and closed positions. Accordingly, stiction may result in rail pressure instability.
- It should be appreciated that the foregoing background discussion is intended solely to aid the reader. It is not intended to limit the disclosure or claims, and thus should not be taken to indicate that any particular element of a prior system is unsuitable for use, nor is it intended to indicate any element to be essential in implementing the examples described herein, or similar examples.
- The disclosure describes, in one aspect, a spacer for use with, and to prevent or reduce the occurrence of stiction in, a fluid device such as a pump. In an embodiment, the pump has a valve member connected to a movable member and extending through a stationary member, which has a valve seat for receiving a sealing surface of the valve member. The movable member is movable toward and away from the stationary member for seating and unseating the sealing surface of the valve member in and out of the valve seat. The spacer is generally ring-shaped, with first and second facing surfaces separated by a thickness. The spacer is positioned between the movable member and the stationary member such that the first facing surface of the spacer is contactable with the movable member and the second facing surface is contactable with the stationary member. The spacer has at least a fluid receiving groove formed in at least one of the first and second facing surfaces. In an embodiment, a plurality of fluid receiving grooves are circumferentially spaced about an outer edge of the spacer.
-
FIG. 1 is a schematic illustration of a common rail fuel system according to one aspect of the present invention; -
FIG. 2 is a front sectioned view of a pump used in the fuel system ofFIG. 1 ; -
FIG. 3 is an enlarged front sectioned view of a spill control valve used in the pump ofFIG. 2 ; and -
FIG. 4 is a perspective view of an anti-stiction spacer used in the pump ofFIG. 2 . - This disclosure relates to a device for reducing or preventing stiction from occurring in hydraulic devices. In particular, an anti-stiction spacer for reducing or preventing stiction in a variable displacement pump, which may be used in a fuel system for providing pressurized fluid to a common rail. The anti-stiction spacer, by reducing or preventing stiction, may increase the effectiveness of the pump and thereby increase the stability of the fluid pressure in the rail.
- Referring to
FIG. 1 , afuel system 10 includes a plurality offuel injectors 22, which are each connected to a highpressure fuel rail 20 via anindividual branch passage 21. The highpressure fuel rail 20 is supplied with high pressure fuel from afluid device 16, such as a variable displacement pump, which is supplied with relatively low pressure fluid by afuel transfer pump 14. Thefuel transfer pump 14 draws fuel from afuel tank 12, which is also fluidly connected to thefuel injectors 22 via aleak return passage 23. Thefuel system 10 is controlled in its operation in a conventional manner via anelectronic control module 18, which is connected to anelectrical actuator 28 of thepump 16 via acontrol communication line 29, and connected to theindividual fuel injectors 22 via other communication lines (not shown). When in operation, control signals generated byelectronic control module 18 determine when and how much fuel displaced bypump 16 is forced intocommon rail 20, as well as when and for what duration thefuel injectors 22 operate. - Referring to
FIGS. 1 and 2 , thehigh pressure pump 16 includes ahigh pressure outlet 30 fluidly connected to thehigh pressure rail 20, alow pressure outlet 32 fluidly connected to thefuel tank 12, and aninlet 33 fluidly connected to thefuel transfer pump 14. Thepump 16 includes afirst plunger 45 positioned to reciprocate in afirst pumping chamber 46 of afirst barrel 44 and asecond plunger 55 positioned to reciprocate in asecond pumping chamber 56 of asecond barrel 54. The first andsecond barrels common pump housing 40. First andsecond cams plungers cams plungers fuel injectors 22 is injecting fuel. Thus,cams - When the
plunger 45 is undergoing its retracting stroke, fresh low pressure fuel is drawn into thepumping chamber 46 past a firstinlet check valve 48 from alow pressure gallery 37 that is fluidly connected toinlet 33. Likewise, when theplunger 55 is undergoing its retracting stroke, fresh low pressure fuel is drawn into thesecond pumping chamber 56 past a secondinlet check valve 58 from the sharedlow pressure gallery 37. When thefirst plunger 45 is undergoing its pumping stroke, fluid is displaced from thepumping chamber 46 either into thelow pressure gallery 37 via thefirst spill passage 41 and thespill control valve 38, or intohigh pressure gallery 39 past the firstoutlet check valve 47. Likewise, when thesecond plunger 55 is undergoing its pumping stroke, fuel is displaced from thesecond pumping chamber 56 either into thelow pressure gallery 37 via thesecond spill passage 51 and thespill control valve 38, or into thehigh pressure gallery 39 past second theoutlet check valve 57. - Referring to
FIG. 3 , thespill control valve 38 is providing having a structure that shares many features in common with known valves of its type. For instance, thespill control valve 38 includes aspill valve member 60 that includes astem 61 and a closinghydraulic surface 62. Thestem 61 extends through avalve block 43 and thesurface 62 can be seated in avalve seat 63 formed in thevalve block 43 so as to close thespill control valve 38. Thespill valve member 60 is normally biased downward, toward its open position via a biasingspring 64. This, as shown inFIG. 3 , creates anopening 65 between the closingsurface 62 of thevalve member 60 and thevalve seat 63 of thevalve block 43. However, thespill valve member 60 can be moved upward to seat the closingsurface 62 in thevalve seat 63 and thereby close theopening 65. In the illustrated embodiment, anelectrical actuator 28, such as a solenoid, includes anarmature 36 attached to move withspill valve member 60. Those skilled in the art will appreciate thatelectrical actuator 28 could take a variety of forms, including but not limited to piezo and/or piezo bender actuators. - The
spill control valve 38 controls the discharge of bothplungers shuttle valve 80 is located between theplunger pumping chambers spill control valve 38. The pumping action of thefirst plunger 45 combined with the intake action of thesecond plunger 55 forces theshuttle valve 80 to a position that blocks fluid entry into the fillingplunger 55 while providing an open path between the pumpingplunger 45 and thespill control valve 38. Theactuator 28 can be energized to move thespill control valve 38 to a closed position, e.g., to move thevalve number 60 and thearmature 36 upward so as to seat the sealingsurface 62 in theseat 63, at any time during the pumping stroke of the pumpingplunger 45. Closing thespill control valve 38 initiates a pressure increase in thechamber 46 associated with the pumpingplunger 45, which causes theoutlet check valve 47 to open, thereby delivering high pressure fuel to the highpressure fuel rail 20. The increase in pressure holds theshuttle valve 80 shut until the pumpingplunger 45 slows and stops at the end of its motion, at which time force from a biasingelement 64 can push thevalve member 60 and thearmature 36 down to open thespill control valve 38 in preparation for the pumping stroke of thesecond plunger 55. - As the
second plunger 55 switches modes from filling to pumping and as thefirst plunger 45 switches from pumping to filling, theshuttle valve 80 moves to the other side of its cavity blocking fluid entry into thesecond plunger 45, and opening the path between thefirst plunger 55 and thespill control valve 38 allowing thespill control valve 38 to control the discharge of thesecond plunger chamber 56. - Referring again to
FIG. 1 , when thefuel system 10 is in operation, thecams pump plungers respective barrels first plunger 45 is undergoing its pumping stroke, thesecond plunger 55 will be undergoing its retracting stroke. This action is exploited via theshuttle valve member 80 to either connect thefirst pumping chamber 46 or thesecond pumping chamber 56 to thespill control valve 38. As one of theplungers appropriate pumping chamber spill control valve 38 to thelow pressure gallery 37. - When there is a desire to output high pressure from the
variable displacement pump 16, theelectrical actuator 28 is energized to move thevalve member 60 and thearmature 36 upward and close thespill control valve 38 by seating the sealingsurface 62 in thevalve seat 63. This causes fluid in thepumping chamber respective check valve high pressure gallery 39 and then intohigh pressure rail 20. Those skilled in the art will appreciate that the timing at whichelectrical actuator 28 is energized, and the responsiveness of the movement of thearmature 36, determines what fraction of the of fluid displaced by theplunger high pressure gallery 39 and therail 20, and what other fraction is displaced back to thelow pressure gallery 37. This operation serves as a means by which pressure can be maintained and controlled in thehigh pressure rail 20. - To facilitate the opening and closing of the
spill control valve 38, which controls the volume and flow rate of fluid flow to therail 20, and thereby maintain rail pressure stability, ananti-stiction spacer 42 is provided between acontact surface 49 of thevalve block 43 and thearmature 36. Thespacer 42 reduces or prevents stiction from occurring between thevalve block 43 and thearmature 36, and by doing so, increases the responsiveness of the movement of thearmature 36 by decreasing the amount of time and energy required for thearmature 36 to break free from thevalve block 43. Thespacer 42 rests on ashoulder 52 of thespill valve member 60 and, accordingly, thespacer 42 moves with thearmature 36 and thevalve member 60. As shown inFIG. 3 , when thespill control valve 38 is open, thespacer 42 abuts thecontact surface 49 of thevalve block 43. However, as thespill control valve 38 moves to the closed position, the movingvalve member 60 lifts thespacer 42 from thecontact surface 49. As described in more detail below, thespacer 42 is configured to reduce or eliminate stiction between thespacer 42 and thevalve block 43 and thereby reduce the amount of time required to close thespill control valve 38. - Referring to
FIG. 4 , theanti-stiction spacer 42 has a generally ring-shaped body having first and second facing surfaces 83, 84 and inner andouter diameters thickness 87 and the inner andouter diameters distance 88. Thespacer 42 has an outerconcentric edge 96 and an innerconcentric edge 97, which defines apassage 89 that extends theentire thickness 87 of thespacer 42. Thespacer 42 is positioned between the movable member, e.g., thearmature 36, and the stationary member, e.g., thevalve block 43, such that the first facingsurface 83 is contactable with thearmature 36 and the second facingsurface 84 is contactable with thevalve block 43, and thestem 61 ofvalve member 60 passes through thepassage 89. Thespacer 42 has a plurality offluid receiving grooves 90 formed in the second facingsurface 84 and spaced circumferentially around theouter edge 96. In the illustrated embodiment, thegrooves 90 are spaced about theouter edge 96 every 90°. It should be appreciated, however, that thespacer 42 can be fixed to thecontact surface 49 and thearmature 36 can move in and out of contact with thespacer 42. In this arrangement, it should be appreciated that thegrooves 90 may be formed in the first facingsurface 83 to reduce stiction between the armature and thespacer 42, which, in this embodiment, is fixed to thevalve block 43. - The
grooves 90 axially extend from the second facingsurface 84 through aportion 91 of thethickness 87. Additionally, thegrooves 90 radially extend, inward from theouter edge 96 through aportion 92 of thedistance 88. Because thegrooves 90 radially extend aportion 92 of thedistance 88, instead of theentire distance 88, an annular contact area, which is generally designated by dottedline 93, is provided for abutting theshoulder 52 of thevalve member 60. - The
grooves 90, by reducing the surface area of the second facingsurface 84, reduce the area of contact between thespacer 42 and thecontact surface 49 of thevalve block 43. Because stiction is directly related to the area of contact, reducing the area of contact reduces stiction. In addition to reducing the area of contact, thegrooves 90 reduce stiction by providing asurface 94 against which pressurized fuel may create a lifting force that offsets stiction. For example, when thespill valve 38 is open and thespacer 42 abuts thevalve block 43, thesurface 49 and eachgroove 90 combine to create a chamber having an opening along theouter edge 96 of thespacer 42. Pressurized fluid from thegallery 37 and/or theinlet 33 may enter each of the chambers and create a force acting against eachsurface 94. This offsetting force, combined with the reduced area of contact, reduces or eliminates stiction and reduces the time and energy required for thespacer 42, including thearmature 36 and thevalve member 60, to break free from thevalve block 43 and close thespill valve 38. Accordingly, thespacer 42 enhances the ability of thepump 16 to control the frequency at which thespill valve 38 cycles between open and closed positions and, by doing so, thespacer 42 helps thepump 16 maintain rail pressure stability. - The industrial applicability of the anti-stiction spacer described herein will be readily appreciated from the foregoing discussion. The anti-stiction spacer of the present disclosure finds potential application in any hydraulic device in which a moveable component that is wetted with a highly viscous fluid comes in contact with the body of the device. For example, problems associated with stiction may occur in hydraulic devices in which the moveable component moves a relatively short distance, is required to move relatively quickly, and has mass properties that are relatively low. Thus, the present disclosure may be applied in hydraulically actuated fuel injectors and/or hydraulically actuated gas exchange valves that require relatively small light weight moveable components to move relatively short distance at extremely fast rates in the presence of what can be very highly viscous oil.
- It will be appreciated that the foregoing description provides examples of the disclosed system and technique. However, it is contemplated that other implementations of the disclosure may differ in detail from the foregoing examples. All references to the disclosure or examples thereof are intended to reference the particular example being discussed at that point and are not intended to imply any limitation as to the scope of the disclosure more generally. All language of distinction and disparagement with respect to certain features is intended to indicate a lack of preference for those features, but not to exclude such from the scope of the disclosure entirely unless otherwise indicated.
- Recitation of ranges of values herein are merely intended to serve as a shorthand method of referring individually to each separate value falling within the range, unless otherwise indicated herein, and each separate value is incorporated into the specification as if it were individually recited herein. All methods described herein can be performed in any suitable order unless otherwise indicated herein or otherwise clearly contradicted by context.
- Accordingly, this disclosure includes all modifications and equivalents of the subject matter recited in the claims appended hereto as permitted by applicable law. Moreover, any combination of the above-described elements in all possible variations thereof is encompassed by the disclosure unless otherwise indicated herein or otherwise clearly contradicted by context.
Claims (8)
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US11/865,523 US7509948B1 (en) | 2007-10-01 | 2007-10-01 | Variable displacement pump with an anti-stiction device |
DE200811002648 DE112008002648T5 (en) | 2007-10-01 | 2008-10-01 | Variable displacement pump with anti-sticking device |
CN200880109751XA CN101809279B (en) | 2007-10-01 | 2008-10-01 | Variable displacement pump with an anti-stiction device |
PCT/US2008/011348 WO2009045422A1 (en) | 2007-10-01 | 2008-10-01 | Variable displacement pump with an anti-stiction device |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US11/865,523 US7509948B1 (en) | 2007-10-01 | 2007-10-01 | Variable displacement pump with an anti-stiction device |
Publications (2)
Publication Number | Publication Date |
---|---|
US7509948B1 US7509948B1 (en) | 2009-03-31 |
US20090084360A1 true US20090084360A1 (en) | 2009-04-02 |
Family
ID=40278721
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/865,523 Active US7509948B1 (en) | 2007-10-01 | 2007-10-01 | Variable displacement pump with an anti-stiction device |
Country Status (4)
Country | Link |
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US (1) | US7509948B1 (en) |
CN (1) | CN101809279B (en) |
DE (1) | DE112008002648T5 (en) |
WO (1) | WO2009045422A1 (en) |
Cited By (1)
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US20130071233A1 (en) * | 2010-05-14 | 2013-03-21 | Bayerische Motoren Werke Aktiengesellschaft | Device for Driving an Auxiliary Unit |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
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FR2955168B1 (en) * | 2010-01-14 | 2012-02-10 | Mann & Hummel Gmbh | CONTROL VALVE FOR LIQUID CIRCULATION CIRCUIT |
CN102537481B (en) * | 2011-11-15 | 2014-02-19 | 北京控制工程研究所 | Method for reducing sucking force of metal adhesion surfaces of electromagnetic valve |
US20130312706A1 (en) * | 2012-05-23 | 2013-11-28 | Christopher J. Salvador | Fuel system having flow-disruption reducer |
DE102013220768A1 (en) * | 2013-10-15 | 2015-04-16 | Continental Automotive Gmbh | valve assembly |
JP6428484B2 (en) * | 2015-05-20 | 2018-11-28 | 株式会社デンソー | Electromagnetic actuator |
WO2022147230A1 (en) * | 2020-12-31 | 2022-07-07 | Cummins Inc. | Fuel pump |
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Also Published As
Publication number | Publication date |
---|---|
CN101809279B (en) | 2012-10-10 |
US7509948B1 (en) | 2009-03-31 |
DE112008002648T5 (en) | 2010-09-09 |
CN101809279A (en) | 2010-08-18 |
WO2009045422A1 (en) | 2009-04-09 |
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