WO2015114272A1

WO2015114272A1 - Flat piston engine with a fuel injection device

Info

Publication number: WO2015114272A1
Application number: PCT/FR2015/050220
Authority: WO
Inventors: Sébastien Ferrari; Christian Fauchet; Antoine Martin
Original assignee: Societe De Motorisations Aeronautiques
Priority date: 2014-01-30
Filing date: 2015-01-30
Publication date: 2015-08-06
Also published as: FR3016929B1; FR3016929A1

Abstract

An engine (1) for an aircraft, comprising an integer number of pairs (2, 2') of cylinders (3a, 3b, 3a', 3b') arranged symmetrically and orthogonally with respect to a crankshaft axis (5), and a fuel injection device (10), comprising a camshaft (12) as well as the same number of pairs (14, 14') of fuel injection pumps (14a, 14b, 14a', 14b') arranged symmetrically with respect to a camshaft axis (13) and respectively supplying said cylinders (3a, 3b, 3a', 3b'), the camshaft bearing the same number of injection pump control cams (44, 44') exerting a supporting force on the two pump pistons (18) and respectively on the injection pumps (14a, 14b, 14a', 14b') of a corresponding pair of fuel injection pumps to bring about a translation of these two pump pistons via a movement successively allowing intake and discharge of fuel.

Description

FLAT PISTON ENGINE WITH FUEL INJECTION DEVICE

DESCRIPTION

TECHNICAL FIELD The present invention relates to the field of flat-type piston engines, and relates more particularly to a flat piston engine equipped with a fuel injection device comprising fuel injection pumps unit, c that is to say respectively supplying the cylinders of the engine. Injection pumps of this type are sometimes referred to as "unit injectors". STATE OF THE PRIOR ART

Controlling the respective pistons of unit fuel injection pumps of a piston engine by means of a camshaft subjects the camshaft to radial forces induced by the reaction of the pistons against the cams. These radial forces are therefore applied at each cam acting on an injection pump.

The higher the number of injection pumps of the engine, the greater the number of regions of application of such radial forces, and the larger the camshaft must be dimensioned so as to avoid the deformations of the shaft. operation. STATEMENT OF THE INVENTION

The invention aims in particular to provide a simple, economical and effective solution to this problem.

It proposes for this purpose an aircraft engine comprising a crankshaft displaceable in rotation about a crankshaft axis, at least one pair of cylinders arranged symmetrically with respect to the crankshaft axis and respectively comprising two cylinder pistons coupled to the crankshaft. so that said cylinder pistons move in translation in the same direction orthogonal to the crankshaft axis, under the effect of a rotation of the crankshaft, the number of pair (s) of cylinders being an integer M, and a fuel injection device, comprising a camshaft movable in rotation about a camshaft axis and rotatably coupled to said crankshaft, and at least one pair of pumps of fuel injection arranged symmetrically with respect to the camshaft axis and respectively comprising two pump pistons displaceable in translation in the same direction orthogonal to the camshaft axis under the effect of a rotation of the camshaft, in a movement successively allowing a fuel inlet and a discharge of the fuel, the number of pair (s) of fuel injection pumps being equal to said integer M and said fuel injection pumps respectively supplying said engine cylinders with fuel.

According to the invention, the camshaft carries one or more injection pump control cams, whose number is equal to said integer number M, the or each injection pump control cam exerting a support on the respective two pump pistons of the injection pumps of a corresponding pair of fuel injection pumps of the device for translational driving of these two pistons.

The invention thus proposes to control one or more pairs of unit fuel injection pumps, that is to say respectively supplying the cylinders of a flat piston engine, each of these pairs of fuel injection pumps. fuel being controlled by means of a single cam carried by a camshaft.

The number of regions of the camshaft, in which radial forces are applied to the camshaft by the fuel injection pumps, is thus halved compared to devices of known type.

The invention thus makes it possible not only to reduce mass because of the reduction in the number of cams, but also because of the possibility of using a camshaft having a lower mechanical strength, in particular its resistance to bending and shearing. which is therefore reflected in the possibility of additional mass reduction. It should be noted that the support of the or each injection pump control cam on the two corresponding pump pistons can be exercised directly or indirectly, as will become clearer in what follows.

Preferably, the or each injection pump control cam has a peripheral bearing surface acting on the respective two pump pistons of the corresponding fuel injection pumps, said peripheral bearing surface being composed of a portion an actuating portion and a timing portion arranged end-to-end, said actuating portion being shaped to reciprocate the pump piston in abutment thereto so as to successively drive a intake and delivery of fuel by the corresponding fuel injection pump, while said timing portion is shaped to maintain the pump piston bearing thereon in a position remote from said camshaft axis corresponding to a inactive state of said corresponding fuel injection pump.

In this case, said actuating portion is preferably chevron-shaped with peaks and curved ends.

In addition, said timing portion is preferably in the form of a portion of a cylinder of revolution.

On the other hand, when said integer number M is greater than or equal to 2, the device is preferably configured so that any two consecutive injection pump control cams of the device are angularly out of phase by an angle equal to 180 degrees divided by said integer number M.

Finally, the camshaft preferably includes a plurality of cams for controlling valves mounted on the cylinders of the engine. BRIEF DESCRIPTION OF THE DRAWINGS

The invention will be better understood, and other details, advantages and characteristics thereof will appear on reading the following description given by way of nonlimiting example and with reference to the accompanying drawings in which: - Figure 1 is a partial schematic perspective view of a flat piston engine, for example four-cylinder, comprising a fuel injection device according to a preferred embodiment of the invention;

- Figures 2a to 2c are partial schematic sectional views of a fuel injection pump belonging to the fuel injection device of the engine of Figure 1;

FIG. 3 is a partial schematic cross-sectional view of the fuel injection device of the engine of FIG. 1;

FIGS. 3a to 3d illustrate the operation of the fuel injection device of the engine of FIG. 1.

DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT

FIG. 1 illustrates a flat-type piston engine 1 intended to equip an aircraft.

In a manner known per se, this engine comprises pairs 2, 2 'of cylinders 3a, 3b, 3a', 3b 'diametrically opposed, and a crankshaft 4 rotatably mounted about a crankshaft axis 5 and carrying crank pins 6 for the drive in translation of cylinder pistons respectively housed inside the cylinders. The cylinder pistons are not visible in Figure 1, as well as a portion of the two cylinders 3b, 3b 'located on the left side of the figure, for reasons of clarity. These elements are not the subject of the present invention and may be of a conventional type.

In the illustrated example, the integer number M of pairs 2, 2 'of cylinders is equal to two, so that the engine comprises four cylinders 3a, 3b, 3a', 3b '. The integer number M of pairs of cylinders can of course be different without departing from the scope of the invention.

Still in a manner known per se, each of the cylinders of the engine is equipped with two stem valves 7, namely an intake valve and an exhaust valve, the displacement of which is controlled by rocker arms 8 which are themselves same driven by rocker rods (which are not shown in Figure 1 for the sake of clarity).

In addition, the engine 1 is equipped with a fuel injection device 10 according to a preferred embodiment of the invention. This fuel injection device 10 comprises a camshaft 12 movable in rotation about a camshaft axis 13, and one or more pairs 14, 14 'of fuel injection pumps 14a, 14b, 14a', 14b ', the number of these pairs of fuel injection pumps being equal to the integer number M of pairs 2, 2' of cylinders of the engine. The fuel injection pumps are unit pumps, that is to say pumps dissociated from each other and respectively associated with the engine cylinders. In other words, each fuel injection pump 14a, 14b, 14a ', 14b' supplies a corresponding cylinder 3a, 3b, 3a ', 3b' of the engine 1, as will become clearer in what follows.

The camshaft 12 is coupled to the crankshaft 4 so that the camshaft is rotated by the crankshaft through a gearbox. In the example illustrated, the motor is of the four-stroke type, so that the gearbox is configured so that the angular speed of the camshaft 12 is equal to half the angular speed of the crankshaft 4, a well known way. The means connecting the camshaft 12 to the crankshaft 4 are not visible in Figure 1 for reasons of clarity.

The fuel injection pumps 14a, 14b, 14a ', 14b' are similar to each other. Each fuel injection pump 14a, 14b, 14a ', 14b' comprises, in a manner known per se, a pump body 16 in which slides a pump piston connected to a roller pusher 20, and a spring of 22. The fuel injection pumps 14a, 14b, 14a ', 14b' are arranged such that each pump piston slides in a direction orthogonal to the camshaft axis 13.

Figures 2a to 2c schematically illustrate one 14a fuel injection pumps, the structure and mode of operation are known per se. These figures make it possible in particular to see the pump piston 18 slidably mounted within the pump body 16. The pump piston 18 is thus movable in translation in a reciprocating movement successively comprising a first phase of displacement of the piston in the direction of the camshaft axis 13 (this displacement being symbolized by the arrow 24 in FIG. 2a), as well as a second phase of displacement of the piston in the direction opposite to the camshaft axis 13 (this displacement being symbolized by the arrow 26 in FIG. 2b).

The displacement 24 of the pump piston 18 towards the camshaft axis 13 (FIG. 2a) causes a fuel inlet 28 into an internal chamber 30 of the pump delimited by the pump piston 18 on one side and by a discharge valve 32 on the other side, via a first orifice 34 and a second orifice 36 formed in the pump body 16. The first phase of displacement of the pump piston 18 is thus a fuel intake phase.

The displacement 26 of the pump piston 18 in the direction opposite to the camshaft axis 13 (FIG. 2b) then causes the fuel 38 to be discharged from the internal chamber 30 into a supply circuit 40 of the corresponding cylinder 3a. of the engine 1 (Figure 1), via a discharge port 42 opened by the discharge valve 32 under the pressure of the fuel. The second phase of displacement of the pump piston 18 is thus a fuel delivery phase.

Continued movement 26 of the pump piston 18 in the direction opposite to the camshaft axis 13 causes the internal chamber 30 of the pump to communicate with the second orifice 36. Suitable switching means then connect this second port 36 to a low pressure circuit so as to cause a drop in the fuel pressure in the inner chamber 30 and thus cause the closing of the discharge valve 32. The fuel injection pump then enters an inactive state.

In the present description, the longitudinal direction X corresponds to the direction of the camshaft axis 13 while the transverse direction Y corresponds to the direction of translation of the respective pump pistons 18 of the fuel injection pumps, and the vertical direction Z is orthogonal to the X and Y directions.

As shown in FIG. 1, the two fuel injection pumps 14a and 14b, respectively 14a 'and 14b', of each pair 14, 14 'are arranged symmetrically with respect to the camshaft axis. 13. According to a feature of the invention, the camshaft 12 comprises a number of injection pump control cams 44, 44 'equal to said integer number M, and therefore in particular equal to the number of pairs 14, 14' of fuel injection pumps.

Thus, in the example illustrated, the injection pump control cams 44, 44 'are two in number.

In addition, the injection pump control cams 44, 44 'are angularly out of phase by an angle equal to 90 degrees.

In general, when the integer number M is greater than or equal to 2, two consecutive injection pump control cams 44, 44 'are angularly out of phase by an angle equal to 180 / M degrees.

Each injection pump control cam 44, 44 'is interposed between the two corresponding fuel injection pumps 14a, 14b or 14a', 14b 'so as to simultaneously press the two respective pump pistons 18 of the pump. these fuel injection pumps so as to ensure the translation drive of these two pump pistons 18.

For this purpose, as illustrated in FIG. 3, each injection pump control cam 44, 44 'has a peripheral bearing surface 46 acting on the two aforementioned pump pistons 18 by means of the roller pushers. 20 of which the respective rollers roll on said peripheral bearing surface 46. The support of each injection pump control cam 44, 44 'on the corresponding pump pistons 18 is therefore exerted indirectly, in the illustrated embodiment.

The peripheral bearing surface 46 is composed of an actuating portion 48 and a timing portion 50 arranged end-to-end circumferentially.

The actuating portion 48 is shaped so that a roller 20 which runs from one of its circumferential ends 52a to its other circumferential end 52b, approaches the camshaft axis 13 in a first time and then move away in a second time. For this purpose, the actuating portion 48 is for example substantially chevron-shaped with apex 54 and ends 52a, 52b curved.

The actuating portion 48 thus makes it possible to cause a reciprocating movement of the pump piston 18 which rests on it, so as successively to drive the admission and the discharge of the fuel by the pump. corresponding fuel injection as explained above.

The timing portion 50 is shaped so that a roller 20 which runs from one of its circumferential ends 56a to its other circumferential end 56b remains at a substantially constant distance from the shaft axis. cams 13.

For this purpose, the actuating portion 48 is for example substantially in the form of a portion of a cylinder of revolution.

The delay portion 50 thus makes it possible to keep the piston 18 which bears against it in a position remote from the camshaft axis 13 corresponding to the inactive state of the corresponding fuel injection pump. as shown in Figure 2c.

The ends 52a, 52b of the actuating portion 48 are in a plane P passing through the camshaft axis 13 (FIG. 3). In this way, at any time, the actuating portion 48 acts on the pump piston 18 of one of the fuel injection pumps 14a, 14b while the delay portion acts on the pump piston 18 of the fuel pump. other fuel injection pump.

It should be noted that, by way of example, the camshaft 12 also carries distribution cams 60 (FIG. 1) for controlling the valves mounted on the engine cylinders. The camshaft 12 thus fulfills the function of the distribution shaft. Alternatively, the motor may comprise a separate distribution shaft of the shaft 12 carrying the injection pump control cams 44, 44 'without departing from the scope of the invention.

FIGS. 3a to 3d illustrate the operation of the fuel injection device 10 of the engine 1 of FIG. 1. Each of these figures partially illustrates the two pairs 14 and 14 'of injection pumps 14a, 14b and 14a', 14b 'of the device, one below the other for clarity. It is the same with regard to the two cams 44 and 44 'respectively acting on the two pairs 14 and 14' of injection pumps, although, as explained above, these two cams are actually carried by the same camshaft 12 and are thus offset from each other along this camshaft 12.

FIGS. 3a to 3d respectively illustrate four successive states taken by the device during an operating cycle corresponding to a 360-degree rotation of the camshaft 12, symbolized by the arrow 62.

In FIG. 3a, the camshaft 12 is in an angular position defined arbitrarily as a reference, that is to say as being at zero degrees, for the purposes of the present description.

In this position, the injection pump control cam 44 acting on a first 14 of the fuel injection pump pairs is in a position corresponding substantially to the beginning of the fuel delivery phase with respect to the pump 14b. while the other pump 14a is in its inactive state.

The injection pump control cam 44 'acting on the second pair 14' of fuel injection pumps is in a position corresponding substantially to the beginning of the fuel intake phase with respect to the pump 14b ', while the other pump 14a 'is in its inactive state.

Following an angular displacement of the camshaft 12 by 90 degrees in the clockwise direction from its position in FIG. 3a, the device reaches the position illustrated in FIG. 3b, in which the camshaft 12 is located therefore in an angular position offset by 90 degrees with respect to the reference of Figure 3a.

In this position, the injection pump control cam 44 acting on the first 14 of the fuel injection pump pairs is in a position corresponding substantially to the beginning of the fuel intake phase with respect to the pump. 14a, while the other pump 14b is in its inactive state.

The injection pump control cam 44 'acting on the second pair 14' of fuel injection pumps is in a position corresponding substantially to the beginning of the fuel delivery phase with respect to the pump 14b ', while the other pump 14a' is in its inactive state.

Following an angular displacement of the camshaft 12 by an additional 90 degrees in the clockwise direction from its position in FIG. 3b, the device reaches the position illustrated in FIG. 3c, in which the camshaft 12 is is therefore in an angular position offset by 180 degrees from the reference of Figure 3a.

In this position, the injection pump control cam 44 acting on the first 14 of the fuel injection pump pairs is in a position corresponding substantially to the beginning of the fuel delivery phase with respect to the pump 14a. while the other pump 14b is in its inactive state.

The injection pump control cam 44 'acting on the second pair 14' of fuel injection pumps is in a position corresponding substantially to the beginning of the fuel intake phase with respect to the pump 14a ', while the other pump 14b 'is in its inactive state.

Following an angular displacement of the camshaft 12 by an additional 90 degrees in a clockwise direction from its position in FIG. 3c, the device reaches the position illustrated in FIG. 3d, in which the camshaft 12 is is therefore in an angular position offset by 270 degrees from the reference of Figure 3a.

In this position, the injection pump control cam 44 acting on the first 14 of the fuel injection pump pairs is in a position corresponding substantially to the beginning of the fuel intake phase with respect to the pump. 14b, while the other pump 14a is in its inactive state.

The injection pump control cam 44 'acting on the second pair 14' of fuel injection pumps is in a position corresponding substantially to the beginning of the fuel delivery phase with respect to the pump 14a ', while that the other pump 14b 'is in its inactive state. Following a new angular displacement of the camshaft 12 by 90 degrees in the clockwise direction from its position in Figure 3d, the device returns to the position of Figure 3a and the cycle can begin again.

It therefore clearly appears that the device according to the invention is capable of controlling four fuel injection pumps 14a, 14b, 14a ', 14b' of the unitary type by means of two cams 44 and 44 '. As explained above, the radial forces applied to the camshaft 12 by the fuel injection pumps are therefore located in only two regions of the shaft 12, at the two cams 44 and 44 '.

More generally, the device according to the invention is capable of controlling a number R of fuel injection pumps of the unit type by means of an R / 2 number of cams applying radial forces to the same number R / 2 of regions of the camshaft 12.

The invention thus allows not only a reduction in mass due to the reduction in the number of cams, but also due to a lower need in terms of sizing of the camshaft 12 with respect to the resistance of the latter to radial efforts.

Of course, the shape of the cams 44, 44 'may be different from what is described above without departing from the scope of the invention.

Claims

A motor (1) for an aircraft, comprising:

- a crankshaft (4) movable in rotation about a crankshaft axis (5), - at least one pair (2, 2 ') of cylinders (3a, 3b, 3a', 3b ') arranged symmetrically with respect to the crankshaft crankshaft axis (5) and respectively comprising two cylinder pistons coupled to the crankshaft so that said cylinder pistons move in translation in the same direction (Y) orthogonal to the crankshaft axis (5), under the effect a rotation of the crankshaft (4), the number of pair (s) (2, 2 ') of cylinders (3a, 3b, 3a', 3b ') being an integer M, and

a fuel injection device (10) comprising a camshaft (12) movable in rotation about a camshaft axis (13) and rotatably coupled to said crankshaft (4), and minus one pair (14, 14 ') of fuel injection pumps (14a, 14b, 14a', 14b ') arranged symmetrically with respect to the camshaft axis (13) and respectively comprising two pump pistons (18) displaceable in translation in the same direction (Y) orthogonal to the camshaft axis under the effect of a rotation of the camshaft (12), in a movement successively allowing a fuel intake and a discharge of the fuel, the number of pair (s) (14, 14 ') of fuel injection pumps (14a, 14b, 14a', 14b ') being equal to said integer number M and said injection pumps of fuel (14a, 14b, 14a ', 14b') respectively supplying fuel to said engine cylinders (3a, 3b, 3a ', 3b'),

characterized in that the camshaft carries one or more injection pump control cams (44, 44 '), the number of which is equal to said integer number M, the or each pump control cam injection (44, 44 ') bearing on the respective two pump pistons (18) of the injection pumps (14a, 14b, 14a', 14b ') of a corresponding pair of fuel injection pumps of the device for translational drive of these two pump pistons.

2. Device according to claim 1, wherein the or each injection pump control cam (44, 44 ') has a peripheral bearing surface (46) acting on the respective two pump pistons (18) of the corresponding fuel injection pumps (14a, 14b, 14a ', 14b'), said peripheral bearing surface (46) being composed of a portion of actuating means (48) and a timing portion (50) arranged end-to-end, said actuating portion (48) being shaped to reciprocate the pump piston (18) pressing on the latter so as to successively drive an intake and a discharge of fuel by the fuel injection pump (14a, 14b, 14a ', 14b') corresponding, while said timing portion (50) is shaped to maintaining the pump piston (18) bearing thereon in a position remote from said camshaft axis (13) corresponding to an inactive state of said fuel injection pump (14a, 14b, 14a ', 14b ') corresponding.

3. Device according to claim 2, wherein said actuating portion (48) is chevron-shaped with apex (54) and ends (52a, 52b) curved.

4. Device according to claim 2 or 3, wherein said delay portion (50) is in the form of revolution cylinder portion.

Apparatus according to any one of claims 1 to 4, wherein said integer number M is greater than or equal to 2, and wherein any two consecutive injection pump control cams (44, 44 ') of the device are angularly out of phase by an angle equal to 180 degrees divided by said integer M.

An engine according to any one of claims 1 to 5, wherein the camshaft (12) further comprises a plurality of cams (60) for controlling valves mounted on the cylinders (3a, 3b, 3a ', 3b') of the engine.