WO2002014678A1 - Pompe d'injection de carburant a couplage magnetique - Google Patents

Pompe d'injection de carburant a couplage magnetique Download PDF

Info

Publication number
WO2002014678A1
WO2002014678A1 PCT/US2001/025213 US0125213W WO0214678A1 WO 2002014678 A1 WO2002014678 A1 WO 2002014678A1 US 0125213 W US0125213 W US 0125213W WO 0214678 A1 WO0214678 A1 WO 0214678A1
Authority
WO
WIPO (PCT)
Prior art keywords
electromagnetic coils
engine
rotatable
clutch
pump
Prior art date
Application number
PCT/US2001/025213
Other languages
English (en)
Other versions
WO2002014678A9 (fr
Inventor
Ilija Djordjevic
Original Assignee
Stanadyne Automotive Corp.
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 Stanadyne Automotive Corp. filed Critical Stanadyne Automotive Corp.
Priority to JP2002519787A priority Critical patent/JP2004506838A/ja
Priority to AU2001284837A priority patent/AU2001284837A1/en
Priority to DE10196508T priority patent/DE10196508T1/de
Priority to US10/344,588 priority patent/US6840229B1/en
Publication of WO2002014678A1 publication Critical patent/WO2002014678A1/fr
Publication of WO2002014678A9 publication Critical patent/WO2002014678A9/fr

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
    • 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
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D27/00—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor
    • F16D27/004—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor with permanent magnets combined with electromagnets

Definitions

  • the energy imparted to the discharged fuel e.g., pressure increase
  • a high pressure rotary pump is coupled to the engine with a magnetic clutch which may also serve as a motorized drive.
  • the speed of the pump can be controlled by the degree of slippage of the clutch, which is responsive to the rail pressure.
  • the clutch can quickly increase the pump drive shaft speed by reducing slippage and thus provide high pumping volume during cranking, while reducing speed to a low level by slippage with associated low pumping volume when the vehicle is cruising.
  • the clutch can intermittently increase speed as needed to accommodate load demand during acceleration or, in essence, stop the pump drive when the vehicle is coasting.
  • the clutch is arranged and controllable so that the clutch can include a "motorizing" feature, which can be used to increase the speed of the pump during cranking when the pump speed would otherwise be slower than desired.
  • the invention also provides for the positive sealing of the pump by an isolation barrier.
  • Figure 1 is a view partially in cross section of a fuel pump driven by a magnetic clutch attached to a rotating shaft of an engine with the fuel pump discharging into a common fuel injection rail with the clutch controlling the rail pressure.
  • Figure 2 diagrammatically illustrates a face view of the arrangement of coils and permanent magnets for the version of the invention shown in Figure 1 .
  • Figure 3 is a view similar to Figure 1 showing another embodiment of the clutch arrangement.
  • Figure 4 diagrammatically illustrates a face view of the arrangement of coils and permanent magnets for the version of the invention shown in Figure 3.
  • Figure 5 is a schematic of the controller and electrical connections to the clutch for controlling the slippage of the clutch.
  • Figures 6 and 7 are charts illustrating the on-off cycles for the coils over time to control the slippage with Figure 6 producing more slippage and low output and Figure 7 producing less slippage and higher output.
  • Figure 8 is a schematic of the controller and electrical connections to the coils for the motorizing function.
  • Figure 9 is a chart illustrating the on-off cycles for the coils in the motorized operation of the clutch.
  • an engine mounted fuel injection pump generally designated 1 0 is driven by any rotating shaft of the engine, for example a camshaft, crank shaft, or engine accessory shaft.
  • the power is transferred from the engine to the pump by a magnetic clutch.
  • Magnetic clutches are used in various industries to control slippage between the input and output shaft at more or less constant torque.
  • the magnetic clutch consists of two rotating members, a drum with magnetic coils mounted on the torque input shaft and a rotor with permanent magnets mounted on the torque output shaft.
  • the torque input shaft 1 2 is an engine camshaft
  • the torque output shaft 14 is the pump shaft (usually an eccentric shaft) of a typical radially reciprocating, multi- plunger gasoline direct injection pump of known construction.
  • a portion 1 6 of an engine houses the camshaft 1 2.
  • a drum 1 8 mounted onto the end of the camshaft 1 2 is a drum 1 8 with a series of electromagnetic coils 20 each connected to the slip rings 22, 23 and 24.
  • the slip rings are contacted by the brushes 26 which are connected into the controller 28 as will be discussed further below.
  • the coils 20 produce a rotating magnetic field which is used to drive the output shaft 1 4 of the pump 1 0.
  • FIG. 1 is a diagram illustrating the relationship of the coils 20 and permanent magnets 34. Since the energy transmitting components (the magnetic coils and the permanent magnets) are substantially annular and face each other in the axial direction with an air gap separation, some axial forces are generated which are supported by drive shaft bearings 36 and pump bearings 38.
  • this configuration permits the use of a relatively simple isolation barrier 40 between the input side comprising the camshaft 1 2, drum 1 8 and magnetic coils 20 and the output side comprising the pump and including the hub 30, support disk 32 and permanent magnets 34.
  • the isolation barrier 40 is a simple flat plate or diaphragm usually of stainless steel where all radial forces are balanced and mechanical axial forces are absent.
  • an axial force component acting on the positive pressure barrier 40 originating from hydraulic pressure in the pump housing.
  • This axial force needs to be considered in the dimensioning and design of the barrier 40 and especially its minimum thickness.
  • the thickness of the barrier 40 affects the size of the air gap between the coils and magnets, and by that, also the efficiency of the clutch.
  • FIGS. 3 and 4 of the drawings illustrate another embodiment of the invention.
  • the energy-transmitting components are closely spaced apart radially rather than being axially arranged as in
  • FIGS. 1 and 2. Specifically, the plurality of coils 42 are now mounted around the periphery of a rotor 44 with the rotor 44 also incorporating the slip rings 46, 48 and 50 contacted by the brushes 51 . Although the minimum of three brushes and three slip rings are illustrated as well as three coils and four permanent magnets, the number of coils and/or permanent magnets can be varied to produce the desired clutch and motorizing functions for any particular situation.
  • the rotor 44 which is partially enclosed in the housing segment 52, is both supported and driven by the extension 54 of the driving (cam) shaft 1 2 which is inserted into the central opening in the rotor 44.
  • the plurality of permanent magnets 56 are mounted on the support member 58 which is attached to the hub 30 much like the support disk 32 in Figure 1 .
  • the support member 58 has an outer peripheral edge or flange 60 shaped to surround the coils 42.
  • the permanent magnets 56 are mounted on this peripheral edge 60 such that they are directly radially outward from the coils 42.
  • the isolation barrier 62 is now cup shaped such that it extends between the coils 42 and the radially outward permanent magnets 56. Since the magnetic forces are now radial instead of axial, the bearing 64 supporting the pump shaft 14 does not need to accommodate axial forces.
  • the clutch slippage is regulated by the same controller 28 as in Figure 1 .
  • the entire drive portion of the pumping component is hermetically sealed by the isolation barrier 40 or 62 and no shaft seals are needed.
  • the absence of a shaft seal reduces friction losses, reduces heat rejection and drive power requirement, and also assures higher reliability by avoiding wear of the sealing components. It is also very likely that the total cost of such a system is very competitive.
  • the fuel injection pump 10 is connected at 66 to the common rail or manifold 68 of the fuel injection system as shown in Figure 1 .
  • the fuel injectors themselves would be connected into the rail 68.
  • Mounted on the rail 68 is a pressure transducer 70 which is connected by the line 72 to the previously mentioned controller 28.
  • the reference feedback for a magnetic clutch is provided by a tachometer mounted on the output shaft.
  • the actual pressure in the rail 68 is used as the reference feedback.
  • the controller 28 modulates the application of power to the coils of the clutch in response to the rail pressure. That is, the current to the coils is turned on and off to vary the pulse width and control the amount of slippage.
  • Figure 5 is a schematic illustrating the connection of the coils 20 (or 42) to the controller 28 for the control of slippage.
  • the switches 74 in the controller operate simultaneously. In Figure 5, they are all shown as being open.
  • the amount of slippage in the clutch is controlled by the ratio of the amount of time the switches are closed (power applied to coils) compared to the amount of time the switches are open.
  • This is illustrated in Figures 6 and 7 with Figure 6 illustrating short applications of power to the coils (short pulse width) resulting in greater slippage and lower output and Figure 7 illustrating longer applications of power (long pulse width) and less slippage and greater output.
  • This closed loop mode of operation permits regulation accuracy within 0.5% to 1 %.
  • Magnetic clutches commonly have a 34: 1 speed range and, during a short period of time can transmit up to 250% of the rated torque. The torque transmission is very energy efficient and the power to the coils is only about 10% of the total drive power requirement.
  • a magnetic clutch unit can be purchased commercially, rated for 24V and capable of transmitting 108 Ncm torque at speeds between 50 RPM and 3300 RPM, at a global efficiency of 91 % (electric motor and clutch). This compares very favorably with the expected losses of, for example, up to 50% with a solenoid valve demand controlled gasoline pump.
  • Another advantage is that because the clutch can be deliberately overloaded up to 100% for a short time period (for example, during transient operation), the clutch can be relatively undersized. As a result, the heat rejection during the normal operation can be minimized.
  • the clutch can be designed and the driving function can be expanded in such a way as to provide a "motorizing feature" for the clutch output shaft.
  • the switches 74 are now closed and opened sequentially to produce the rotating magnetic field and cause the permanent magnets to rotate even when the input shaft 12 has not yet rotated.
  • the time line application of power to the coils is illustrated in Figure 9.

Abstract

L'invention se rapporte à une pompe (10) de système d'alimentation en carburant par injection directe à haute pression, qui est reliée au moteur par l'intermédiaire d'un embrayage magnétique ayant une fonction de motorisation. Ledit embrayage magnétique comporte des bobines électromagnétiques rotatives (20) fixées au moteur et entraînées par ce dernier et des aimants permanents rotatifs (34) fixés à la pompe et conçus pour entraîner cette dernière. Le glissement de l'embrayage est régulé par le cycle d'arrêt-marche de l'énergie électrique qui est distribuée simultanément à toutes les bobines électromagnétiques et il peut être fonction de la pression dans la rampe d'injection en carburant. L'embrayage peut être mis en oeuvre comme un moteur électrique par activation séquentielle des bobines électromagnétiques dans le but d'obtenir une mise sous pression du carburant même avant la rotation ou le lancement du moteur. Une barrière d'isolation scelle hermétiquement la pompe d'injection du carburant et l'isole ainsi du moteur.
PCT/US2001/025213 2000-08-14 2001-08-13 Pompe d'injection de carburant a couplage magnetique WO2002014678A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
JP2002519787A JP2004506838A (ja) 2000-08-14 2001-08-13 磁気連結式燃料噴射ポンプ
AU2001284837A AU2001284837A1 (en) 2000-08-14 2001-08-13 Magnetically coupled fuel injector pump
DE10196508T DE10196508T1 (de) 2000-08-14 2001-08-13 Magnetisch gekoppelte Kraftstoffeinspritzpumpe
US10/344,588 US6840229B1 (en) 2000-08-14 2001-08-13 Magnetically coupled fuel injector pump

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US22515900P 2000-08-14 2000-08-14
US60/225,159 2000-08-14

Publications (2)

Publication Number Publication Date
WO2002014678A1 true WO2002014678A1 (fr) 2002-02-21
WO2002014678A9 WO2002014678A9 (fr) 2003-03-27

Family

ID=22843769

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US2001/025213 WO2002014678A1 (fr) 2000-08-14 2001-08-13 Pompe d'injection de carburant a couplage magnetique

Country Status (4)

Country Link
JP (1) JP2004506838A (fr)
AU (1) AU2001284837A1 (fr)
DE (1) DE10196508T1 (fr)
WO (1) WO2002014678A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2385377A (en) * 2002-01-09 2003-08-20 Visteon Global Tech Inc Low pressure direct injection engine system
US7055511B2 (en) 2002-10-26 2006-06-06 Daimlerchrysler Ag Fuel supply system including a pump unit
IT201700052998A1 (it) * 2017-05-16 2018-11-16 Bosch Gmbh Robert Sistema di propulsione per veicoli

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2413528C2 (ru) 2007-01-18 2011-03-10 Открытое Акционерное Общество "Валента Фармацевтика" Лекарственный препарат для лечения сахарного диабета на основе экзенатида и даларгина, применение и способ лечения

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5284119A (en) * 1991-07-08 1994-02-08 Walter Potoroka, Sr. Internal combustion engine fuel injection apparatus and system
EP0677655A2 (fr) * 1994-04-11 1995-10-18 Siemens Automotive Corporation Commande de pression de carburant utilisant un entraînement de pompe à hystérésis
EP0979940A2 (fr) * 1998-08-11 2000-02-16 Toyota Jidosha Kabushiki Kaisha Dispositif de commande de l'injection de carburant dans un moteur à combustion interne

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5284119A (en) * 1991-07-08 1994-02-08 Walter Potoroka, Sr. Internal combustion engine fuel injection apparatus and system
EP0677655A2 (fr) * 1994-04-11 1995-10-18 Siemens Automotive Corporation Commande de pression de carburant utilisant un entraînement de pompe à hystérésis
EP0979940A2 (fr) * 1998-08-11 2000-02-16 Toyota Jidosha Kabushiki Kaisha Dispositif de commande de l'injection de carburant dans un moteur à combustion interne

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2385377A (en) * 2002-01-09 2003-08-20 Visteon Global Tech Inc Low pressure direct injection engine system
US6712037B2 (en) 2002-01-09 2004-03-30 Visteon Global Technologies, Inc. Low pressure direct injection engine system
GB2385377B (en) * 2002-01-09 2004-08-18 Visteon Global Tech Inc Low pressure direct injection engine system
US7055511B2 (en) 2002-10-26 2006-06-06 Daimlerchrysler Ag Fuel supply system including a pump unit
IT201700052998A1 (it) * 2017-05-16 2018-11-16 Bosch Gmbh Robert Sistema di propulsione per veicoli

Also Published As

Publication number Publication date
WO2002014678A9 (fr) 2003-03-27
JP2004506838A (ja) 2004-03-04
DE10196508T1 (de) 2003-07-03
AU2001284837A1 (en) 2002-02-25

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