EP4144983A1 - Hochdruckpumpe eines vergasersystems mit direkteinspritzung von flüssigem kraftstoff eines zweistoff-verbrennungsmotors eines kraftfahrzeugs - Google Patents

Hochdruckpumpe eines vergasersystems mit direkteinspritzung von flüssigem kraftstoff eines zweistoff-verbrennungsmotors eines kraftfahrzeugs Download PDF

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Publication number
EP4144983A1
EP4144983A1 EP22193360.9A EP22193360A EP4144983A1 EP 4144983 A1 EP4144983 A1 EP 4144983A1 EP 22193360 A EP22193360 A EP 22193360A EP 4144983 A1 EP4144983 A1 EP 4144983A1
Authority
EP
European Patent Office
Prior art keywords
liquid fuel
pressure
pump
fuel
high pressure
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.)
Pending
Application number
EP22193360.9A
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English (en)
French (fr)
Inventor
Jerome PAILLARD
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.)
Horse Powertrain Solutions SL
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 EP4144983A1 publication Critical patent/EP4144983A1/de
Pending 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
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0684—High pressure fuel injection systems; Details on pumps, rails or the arrangement of valves in the fuel supply and return systems
    • 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
    • F02M53/00—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means
    • 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
    • F02M59/102—Mechanical drive, e.g. tappets or cams

Definitions

  • the present invention relates to the field of internal combustion engines, and more particularly engines comprising a dual fuel system including at least one liquid fuel supply system comprising a high pressure pump.
  • the invention relates to the cooling of a high pressure pump.
  • carburization by gas is used, for example by liquefied petroleum gas, acronym “LPG”, or by compressed natural gas, acronym “CNG”.
  • LPG liquefied petroleum gas
  • CNG compressed natural gas
  • gas-type fuel poses certain technical problems, such as a need to be heated for starting the engine, and logistical problems since only a few supply points are available for users.
  • liquid-based carburation generally gasoline-based, in order to ensure the starting of the engine and the autonomy of the vehicle required by the users.
  • a dual fuel gas and petrol engine or more generally a liquid one, is forced to comply with the same regulatory standards as a single fuel engine.
  • Carburetion by gas is therefore generally associated with direct fuel injection carburization.
  • the injection of fuel is necessarily carried out at high pressure in order to guarantee correct atomization of the fuel in the engine cylinder while maintaining the ability to introduce a sufficient quantity of fuel into the cylinder between each combustion.
  • the gasoline direct injection fuel system includes a high pressure fuel pump. Said pump is generally driven by an element of the internal combustion engine, in particular a camshaft and an intermediate tappet. The pump is therefore attached to the motor and heats up with it.
  • the fuel present inside the high pressure pump is sensitive to cavitation due to hydrodynamic conditions, such as the pressure drop during the suction phase in the high pressure pump. This cavitation leads to deterioration of the high pressure pump. It is therefore necessary to keep the temperature inside said pump below a threshold value to avoid the formation of cavitation.
  • the gasoline direct injection system is cooled directly by the circulation of fuel through the high-pressure pump.
  • the flow consumed by the motor is in fact high enough to maintain the temperature inside the pump at a low value.
  • An existing solution consists in integrating on the engine, a coolant chamber around the high pressure pump in order to cool said pump.
  • the subject of the invention is a high pressure pump of a liquid fuel direct injection carburetion system of a bi-fuel internal combustion engine of a motor vehicle configured to burn a liquid fuel and a gaseous fuel
  • said pump high pressure comprising a pump body comprising a low pressure liquid fuel inlet opening, for example, into a fuel inlet duct, a high pressure liquid fuel outlet and a compression chamber connecting the liquid fuel inlet pressure to the high pressure liquid fuel outlet, the high pressure pump further comprising a low pressure chamber connected to the low pressure liquid fuel inlet pressure and a movable plunger in translation in the pump body.
  • Said low-pressure chamber is located axially under the plunger, in particular its piston.
  • the pump further comprises a compression chamber inlet valve and a compression chamber outlet valve.
  • the high pressure pump includes a low pressure liquid fuel outlet connected to the low pressure chamber and configured to create a continuous flow of liquid fuel through the inlet valve and the low pressure chamber during engine operation with gaseous fuel.
  • This solution makes it possible to maintain a sufficiently low temperature in the high-pressure pump, of the order of 40° C. to 50° C., in the absence of fuel consumption by the system with direct injection of liquid fuel.
  • the high pressure pump comprises at least one downstream pressure drop member mounted between the low pressure chamber and the low pressure liquid fuel outlet.
  • This downstream member makes it possible to maintain the supply pressure in the high-pressure pump.
  • downstream pressure drop member is configured to be open at a liquid fuel supply pressure.
  • the downstream pressure drop member is a valve calibrated at a liquid fuel supply pressure.
  • downstream pressure drop member is a solenoid valve configured to be driven continuously as a function of the temperature in said pump.
  • the high pressure pump comprises, in addition to the downstream pressure drop member, an upstream pressure drop member mounted upstream of the low pressure chamber and downstream of the inlet valve.
  • the upstream pressure drop device is a valve calibrated respectively at a low pressure of less than 1 bar.
  • the high-pressure pump whose plunger is always driven, alone ensures the circulation of liquid fuel through the entire low-pressure part of the high-pressure pump. pressure, from low pressure liquid fuel inlet to outlet. This makes it possible to deactivate the fuel tank low pressure pump during the carburation phases exclusively by a system other than the gasoline direct injection system and thus to reduce energy consumption.
  • the low-pressure liquid fuel outlet is, for example, connected to the liquid fuel tank or to an auxiliary injection system, in the case for example of an engine with direct and indirect injection of liquid fuel.
  • the liquid fuel leaving the outlet at low pressure is thus reused.
  • a pressure drop member is mounted at the outlet of the low pressure liquid fuel outlet.
  • liquid fuel outlets respectively high pressure and low pressure are parallel and perpendicular to the liquid fuel inlet.
  • the invention relates to a bi-fuel internal combustion engine of a motor vehicle configured to burn a liquid fuel and a gaseous fuel comprising a liquid fuel direct injection carburetion system comprising a high pressure pump as described previously and configured to inject the liquid fuel into at least one cylinder of the engine.
  • FIG. 1 there is shown, schematically, the general structure of a dual-fuel internal combustion engine 10, in particular of the spark-ignition type operating on gasoline and gas, of a motor vehicle.
  • This architecture is given by way of example and does not limit the invention to the single configuration to which the high-pressure pump according to the invention can be applied.
  • the internal combustion engine 10 comprises, in a non-limiting way, four cylinders 12 in line, a fresh air intake manifold 14, an exhaust manifold 16 and a turbo-compression system 18 .
  • the cylinders 12 are supplied with air via the intake manifold 14, or intake distributor, itself supplied by a pipe 20 provided with an air filter 22 and the compressor 18b of the turbocharger 18 of the engine 10 .
  • the turbocharger 18 essentially comprises a turbine 18a driven by the exhaust gases and a compressor 18b mounted on the same axis or shaft as the turbine 18a and ensuring a compression of the air distributed by the air filter 22, with the aim of increasing the quantity (mass flow) of air admitted into the cylinders 12 of the engine 10.
  • the turbine 18a can be of the type “with geometry variable”, i.e. the turbine wheel is equipped with variable-angle blades in order to modulate the amount of energy taken from the exhaust gases, and thus the boost pressure.
  • the latter recovers the exhaust gases resulting from combustion and evacuates them to the outside, via a gas exhaust duct 24 leading to the turbine 18a of the turbocharger 18 and by an exhaust line 26 mounted downstream of said turbine 18a.
  • the engine 10 comprises a partial recirculation circuit 28 of the exhaust gases at the intake, also called “EGR” gas, according to the acronym in Anglo-Saxon terms for Exhaust Gas Recirculation.
  • EGR exhaust gases at the intake
  • the high-pressure exhaust gas recirculation circuit 28 also called the “EGR HP” circuit, originates at a point on the exhaust line 26, upstream of the said turbine 18a and returns the exhaust gases upstream of the intake manifold 14.
  • the engine 10 comprises a system 30 for depolluting the combustion gases of the engine.
  • the pollution control system 30 will not be further described.
  • the engine 10 is associated with a liquid fuel direct injection carburetion system comprising, for example, fuel injectors (not referenced) injecting a liquid fuel, such as for example pure gasoline, or a mixture of gasoline and ethanol, directly into each cylinder 12 from a tank 40 of liquid fuel.
  • a liquid fuel such as for example pure gasoline, or a mixture of gasoline and ethanol
  • the engine 10 is associated with a second carburetion system (not shown) by injecting gas into the cylinders 12 from a tank 50 of gaseous fuel.
  • “Gas” means liquefied petroleum gas, acronym “LPG”, or compressed natural gas, acronym “CNG”.
  • the liquid fuel direct injection fuel system (gasoline, gasoline and ethanol or ethanol) includes a high pressure pump (not shown on the figure 1 ) configured to guarantee correct spraying of the liquid fuel into the cylinder 12 of the engine 10 while retaining the ability to introduce a sufficient quantity of liquid fuel into the cylinder between each combustion.
  • Said high-pressure pump is driven by an element of the internal combustion engine, in particular a camshaft and an intermediate tappet. The pump is therefore fixed to the cylinder head or any other part of the engine.
  • a well-known example of a high-pressure pump is illustrated in the picture 2 .
  • the pump 100A comprises a substantially cylindrical pump body 101A comprising a low-pressure fuel inlet 102A opening into a fuel inlet duct 103A, a high-pressure fuel outlet 104A and a compression chamber 105A connecting the fuel inlet 103A to high pressure fuel outlet 104A.
  • the pump 100A further comprises a low-pressure chamber 106A connected to the fuel inlet conduit 103A by an intermediate conduit 107A and a plunger 108A movable in translation in the pump body 101A.
  • the plunger 108A comprises a piston movable in translation in a cylindrical housing 109A of the body 101A opening into the compression chamber 105A and an end rod extending axially from the piston towards the outside of the body 100A.
  • the pump 100A includes a plug 110A, fixed relative to the body, in which the rod of the plunger 108A slides.
  • Low pressure chamber 106A is located axially below plunger piston 108A.
  • the pump 100A comprises an inlet valve 111A of the compression chamber 105A, an outlet valve 112A of the compression chamber 105A and a high pressure circuit relief valve 113A mounted in a conduit 114A connecting the high pressure chamber 105A and the fuel outlet 104A.
  • the plunger 108A is driven by a cam (not shown) and via a tappet (not shown), generally at the rate of one pump cycle per cycle. engine combustion.
  • the fuel is pushed into the high pressure pump 100A at a supply pressure of the order of 3 bars to 6 bars by a low pressure pump (not shown) through the fuel inlet 102A.
  • the uncontrolled inlet valve 111A is open and the fuel arrives from the fuel inlet 102A and the low pressure chamber 106A while the plunger 108A descends from its top dead center to its bottom dead center.
  • Outlet and relief valves 112A and 113A are held closed by the force of their respective (unreferenced) springs.
  • the inlet valve 111A is driven into the closed position.
  • the fuel is expelled from the compression chamber 105A by the outlet valve 112A while the plunger 108A continues its rise to its neutral point. high.
  • FIG. 3 illustrates a high pressure pump 100 according to one embodiment of the invention.
  • the pump 100 comprises a substantially cylindrical pump body 101 comprising a low-pressure fuel inlet 102 opening into a fuel inlet duct 103, a high-pressure fuel outlet 104 and a compression chamber 105 connecting the fuel inlet 103 to fuel outlet 104 at high pressure.
  • the pump 100 further comprises a low-pressure chamber 106 connected to the fuel inlet pipe 103 by an intermediate pipe 107 and a plunger 108 movable in translation in the pump body 101.
  • the plunger 108 comprises a piston movable in translation in a cylindrical housing 109 of the body 101 opening into the compression chamber 105 and an end rod extending axially from the piston towards the outside of the body 101.
  • the pump 100 includes a plug 110, fixed relative to the body, in which the plunger rod 108 slides.
  • Low pressure chamber 106 is located axially below plunger piston 108.
  • the pump 100 comprises an inlet valve 111 for the compression chamber 105, an outlet valve 112 for the compression chamber 105 and a valve 113 for the discharge of the high circuit. pressure mounted in a conduit 114 connecting the high pressure chamber 105 and the outlet 104 of fuel.
  • the pump 100 comprises a low pressure fuel outlet 120 connected to the low pressure chamber 106.
  • the fuel outlet outlets 104, 120 are here parallel and perpendicular to the fuel inlet 102.
  • the plunger 108 is always driven by the cam which cannot be disengaged and the low pressure pump (not shown) is configured to deliver liquid fuel (gasoline) into high pressure pump 100 through inlet 102.
  • the low pressure fuel outlet 120 is configured to create a continuous flow of liquid fuel through the inlet valve 111 and the low pressure chamber 106. Thus, there is no longer any stagnation of the liquid fuel in the high-pressure pump 100.
  • the low-pressure fuel outlet 120 can be connected to the fuel tank or to an additional injection system, in the case for example of an engine with direct and indirect injection of liquid fuel. The liquid fuel leaving outlet 120 at low pressure is thus reused.
  • a pressure drop device (not shown) can advantageously be mounted at the outlet of the low pressure outlet 120.
  • the embodiment of the figure 4 differs from the embodiment of the picture 3 only by the fact that the high pressure pump 100 comprises one or more pressure drop devices.
  • the high-pressure pump 100 comprises a first member or upstream member 122 of pressure drop mounted upstream of the low-pressure chamber 106 and a second member or downstream member 124 of pressure drop mounted downstream of the low pressure chamber 106.
  • the first pressure drop member 122 is mounted downstream of the inlet valve 111.
  • the second pressure drop member 124 is mounted upstream of the outlet 120 of the low pressure liquid fuel.
  • the high pressure pump 100 whose plunger 108 is always driven, alone ensures the circulation of liquid fuel through the whole of the low pressure part of the fuel pump. high pressure, from the inlet 102 to the outlet 120 of low pressure fuel.
  • One 122 of the two pressure drop devices is configured to be open at a low pressure value, for example less than 1 bar of differential pressure and the other 124 of the two pressure drop devices is configured to be open at fuel supply pressure.
  • the pressure drop members 122, 124 are valves calibrated respectively at a low pressure and at a fuel supply pressure.
  • valve 124 calibrated at the supply pressure could be replaced by a continuously controlled solenoid valve in order to adapt the pressure in the low pressure part of the pump 100 as a function of the temperature in said pump 100.
  • the temperature can, for example, be obtained by a sensor (not shown) mounted on the low pressure fuel circuit at proximity to the inlet 102 and/or by a model of the temperature within the low pressure part of the high pressure pump 100.
  • the high pressure pump 100 could comprise a single pressure drop device 124 mounted at the outlet of the low pressure chamber 106 and upstream of the outlet 120 for low pressure fuel.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Fuel-Injection Apparatus (AREA)
EP22193360.9A 2021-09-03 2022-09-01 Hochdruckpumpe eines vergasersystems mit direkteinspritzung von flüssigem kraftstoff eines zweistoff-verbrennungsmotors eines kraftfahrzeugs Pending EP4144983A1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR2109201A FR3126736B1 (fr) 2021-09-03 2021-09-03 Pompe à haute pression d’un système de carburation à injection directe de carburant liquide d’un moteur à combustion interne à bicarburation d’un véhicule automobile

Publications (1)

Publication Number Publication Date
EP4144983A1 true EP4144983A1 (de) 2023-03-08

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP22193360.9A Pending EP4144983A1 (de) 2021-09-03 2022-09-01 Hochdruckpumpe eines vergasersystems mit direkteinspritzung von flüssigem kraftstoff eines zweistoff-verbrennungsmotors eines kraftfahrzeugs

Country Status (2)

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EP (1) EP4144983A1 (de)
FR (1) FR3126736B1 (de)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005054451A1 (de) * 2005-11-13 2007-05-16 Entwicklungsbuero Fuer Umweltf Kraftstoffkühlsystem für Verbrennungskraftmaschinen
WO2012059226A1 (de) * 2010-11-05 2012-05-10 Volkswagen Aktiengesellschaft Kraftstoffhochdruckpumpe für eine brennkraftmaschine mit direkteinspritzung
DE102013206433A1 (de) 2013-04-11 2014-10-30 Robert Bosch Gmbh Kühlanordnung für eine Kraftstoffpumpe
US9115713B2 (en) * 2010-04-08 2015-08-25 Denso Corporation High-pressure pump

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005054451A1 (de) * 2005-11-13 2007-05-16 Entwicklungsbuero Fuer Umweltf Kraftstoffkühlsystem für Verbrennungskraftmaschinen
US9115713B2 (en) * 2010-04-08 2015-08-25 Denso Corporation High-pressure pump
WO2012059226A1 (de) * 2010-11-05 2012-05-10 Volkswagen Aktiengesellschaft Kraftstoffhochdruckpumpe für eine brennkraftmaschine mit direkteinspritzung
DE102013206433A1 (de) 2013-04-11 2014-10-30 Robert Bosch Gmbh Kühlanordnung für eine Kraftstoffpumpe

Also Published As

Publication number Publication date
FR3126736A1 (fr) 2023-03-10
FR3126736B1 (fr) 2025-09-12

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