WO2018178085A1 - Pompe à carburant haute pression - Google Patents

Pompe à carburant haute pression Download PDF

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Publication number
WO2018178085A1
WO2018178085A1 PCT/EP2018/057792 EP2018057792W WO2018178085A1 WO 2018178085 A1 WO2018178085 A1 WO 2018178085A1 EP 2018057792 W EP2018057792 W EP 2018057792W WO 2018178085 A1 WO2018178085 A1 WO 2018178085A1
Authority
WO
WIPO (PCT)
Prior art keywords
pump
fuel
depressurisation
valve
cylinder
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.)
Ceased
Application number
PCT/EP2018/057792
Other languages
English (en)
Inventor
James Lloyd
Trevor FULLER
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.)
Phinia Delphi France SAS
Borgwarner US Technologies LLC
Original Assignee
Delphi Technologies IP Ltd
Delphi France 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 Delphi Technologies IP Ltd, Delphi France SAS filed Critical Delphi Technologies IP Ltd
Publication of WO2018178085A1 publication Critical patent/WO2018178085A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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
    • 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
    • F02M59/46—Valves
    • F02M59/466—Electrically operated valves, e.g. using electromagnetic or piezoelectric operating 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
    • F02M59/44—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
    • F02M59/46—Valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
    • F02D41/3854—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped with elements in the low pressure part, e.g. low pressure pump
    • 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
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/023—Means for varying pressure in common rails
    • F02M63/0235—Means for varying pressure in common rails by bleeding fuel pressure
    • F02M63/0245—Means for varying pressure in common rails by bleeding fuel pressure between the high pressure pump and the common rail
    • 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
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/0265—Pumps feeding common rails
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
    • F04B49/02—Stopping, starting, unloading or idling control
    • F04B49/03—Stopping, starting, unloading or idling control by means of valves

Definitions

  • This invention relates to high pressure fuel pumps. It has particular application to plunger or piston operated pumps used to provide high pressure fuel to an accumulator volume such as a common rail, for supply to fuel injectors.
  • fuel is supplied to fuel injectors via e.g. a common rail from a high pressure pump.
  • Low pressure fuel is supplied to the high pressure pump via e.g. an inlet metering valve.
  • a high pressure pump comprises a cam driven plunger (piston) adapted to reciprocate in a cylinder to pressurize the fuel.
  • an inlet/filling phase where on the down stroke of the plunger fuel is drawn into the cylinder. Following this on the upstroke, there is a pressurization phase. At a certain pressure an outlet valve located between the cylinder and the common rail opens, and during the subsequent delivery phase pressurized fuel is allowed to flow to the common rail. Following this is a de- pressurization phase.
  • a problem particularly at high pump speeds, low inlet pressures and high delivery pressures is a reduction on volumetric efficiency. It is an object of the invention to overcome this problem and to provide a method to reduce the duration of the depressurization phase.
  • a high pressure fuel pump said pump including a low pressure fuel inlet and a cam-driven plunger and cylinder arrangement, said cylinder including a low pressure fuel inlet and a high pressure fuel outlet, and said plunger adapted to reciprocate in a cylinder so as to draw fuel from said inlet and to provide pressurised fuel via said high pressure fuel outlet, and
  • depressurisation path via a depressurization valve, adapted to provide a pathway for fuel so as to allow depressurisation of fuel in said cylinder.
  • the pump may include an inlet or head cap valve located between a low pressure fuel supply and said cylinder.
  • the pump may include an outlet valve located downstream of the high pressure outlet.
  • Said depressurisation valve may be adapted to be controlled by an engine control unit (ECU).
  • ECU engine control unit
  • Said depressurisation valve may be a solenoid or piezo-controlled.
  • Said depressurisation path may be connected or provide a flow to the pump cambox.
  • Said depressurisation valve may be adapted to be operated dependent on a demand or actual rail pressure and/or the speed of the pump.
  • Said depressurisation valve may be activated at a start point in relation to the plunger travel and/or duration dependent on a desired or actual rail pressure or the speed of the pump.
  • a high pressure fuel pump system for a vehicle including a pump as claimed above an ECU, said ECU adapted to control said depressurisation valve.
  • activation of the pump may be dependent on a desired or actual rail pressure or the speed of the pump.
  • the start point in terms of plunger position and/or the duration of the activation may be variable.
  • Figure 1 shows a schematic figure of a typical fuel delivery system
  • Figure 2 shows the a chart of the pumping cycle
  • Figure 4 shows the simulated effect of rail pressure of depressurization duration
  • Figure 5 shows an arrangement according to one embodiment of the current invention.
  • FIG. 1 shows a schematic figure of a typical fuel delivery system (hydraulic circuit) 1 for a vehicle engine.
  • Fuel is supplied from a tank 2 via a low pressure pump 3 to a high pressure pumping arrangement including a high pressure pump shown generally by box 4 which supplies high pressure fuel to injectors 5 via a common rail 6.
  • Backflow paths are shown with reference numeral 5.
  • fuel is supplied from low pressure supply to the cylinder 7 of a plunger/cylinder pump arrangement 8 which includes a plunger (piston) 9.
  • the fuel here is supplied via a high pressure pump cambox 10 and an Inlet Metering valve 11.
  • Fuel is pressurised by the plunger reciprocating in the cylinder, driven by a cam.
  • the cam bearings (shown with the cam box with reference numerals 12) are lubricated via paths 15a and 15b.
  • the high pressure pump systems in the art typically, include with respect to the cylinder, an inlet valve 13 (head or cap valve) and an outlet valve 14, the latter of which is located between the pump high pressure outlet (cylinder and the common rail). Backflow paths 15a-e as shown.
  • Inlet path 16 is at the inlet pressure.
  • Pressure at path 17 is the head cap pressure, and 18 the high pressure system pressure.
  • FIG. 2 shows the a chart of the pumping cycle for a typical or simulated system showing pumping chamber (cylinder 7) pressure 20 as well plunger lift 21 on a plunger type fuel pump operating at 2000 RPM and 2000bar and a 100% Inlet Metering Valve condition.
  • Phase A is the pressurization phase. Here fuel is compressed and the pumping chamber pressure increases.
  • the outlet valve opens at start of delivery phase B and delivery of fuel to the rail begins. Pumping pressure is maintained at roughly the rail pressure rail pressure.
  • TDC Top Dead Centre
  • FIG. 3 shows the effect of inlet pressure on the volumetric efficiency of a common rail high pressure pump with speed, for different pressures; it shows a typical HP pump volumetric efficiency curves at pump full load.
  • Reference numerals 22, 23, 24, 25, 26 shows the plots of pressures of 2.5, 3, 4, 5, and 6 bar respectively. Except at 6bar, the volumetric efficiency reduces at high speed. This would be true for 6 bar if speed increased further.
  • inlet pressure results in a reduced volumetric efficiency at a lower speed than with a higher inlet pressure.
  • time available for fuel to fill the pumping chamber is reduced, volumetric efficiency reduces.
  • plunger leakage in depressurising phase is lower than at low speed. This means high speed depressurising requires greater angular duration and reduces the filling phase.
  • inlet pressure reduces, flow rate from across inlet valve reduces, volumetric efficiency reduces. Also the filling phase reduces due to later valve opening.
  • Figure 4 shows the simulated effect of rail pressure of depressurization duration, and in particular shows pumping chamber pressure at different (initial) pumping chamber pressures) against cam driveshaft angle (this can be equated to plunger lift) over a relatively small phase interval of 95 to 115 degrees.
  • Plots 30, 31, 32, 33 shows the plots of pumping chamber pressure for initial pumping chamber pressures of 2000, 2200, 2400 and 2600 bar respectively.
  • Plot 34 shows the plunger lift. Depressurisation takes place over about 17° from TDC.
  • the rail pressure effect on volumetric efficiency due to filling phase effect
  • As rail pressure increases, depressurising phase increases in combination with high speeds filling phase will reduce in turn reducing volumetric efficiency. The more hydraulically efficient the hydraulic head (often linked to small plunger clearance), the longer the depressurising phase will be.
  • Figure 5 shows an arrangement according to one embodiment of the current invention.
  • the figure is similar to figure 1 with like reference numerals but also includes a depressurisation valve 40, which provides an depressurisation outlet (path), via flow from the cylinder.
  • a depressurisation path 41 allowing the fuel to return to the cambox.
  • the depressurisation valve may be controlled by a vehicle ECU and may be solenoid or piezo-operated. At conditions where pumping chamber filling is negatively impacted, filling duration can be increased by using the depressurising valve, to decrease the depressurisation duration, thus improving volumetric efficiency.
  • the depressurisation valve is thus, in examples, operated (i.e. opened) on the down-stroke, e.g. from or shortly after TDC to allow depressurisation to be effected more quickly, depending on conditions.
  • the start time and or duration the de-pressurisation valve is opened may be varied, and be dependent on various conditions such as rail pressure inlet pressures pump speed, cam profiles and such like as explained below.
  • an applications HP pump capacity is based on pump HP flow margin at high speed
  • the use of the depressurising valve may allow a lower capacity pump to be used.
  • a lower capacity pump will have a greater overall efficiency than a high capacity pump for the same operating condition.
  • HP pump negative torque interacts with the engine drive system in an undesirable fashion within a specific speed range, it may be optimised by use of the depressurising valve.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

L'invention concerne une pompe à carburant haute pression, ladite pompe comprenant une entrée de carburant basse pression et un ensemble piston et cylindre entraîné par came, ledit cylindre comprenant une entrée de carburant basse pression et une sortie de carburant haute pression, et ledit piston étant conçu pour effectuer un mouvement de va-et-vient dans un cylindre de façon à aspirer du carburant à partir de ladite entrée et pour fournir du carburant sous pression par l'intermédiaire de ladite sortie de carburant haute pression, et caractérisé en ce que ledit cylindre comprend en outre une sortie vers un trajet de dépressurisation par l'intermédiaire d'une soupape de dépressurisation, conçue pour fournir un trajet pour le carburant pour permettre la dépressurisation du carburant dans ledit cylindre.
PCT/EP2018/057792 2017-03-31 2018-03-27 Pompe à carburant haute pression Ceased WO2018178085A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB1705178.0A GB2560975A (en) 2017-03-31 2017-03-31 High pressure fuel pump
GB1705178.0 2017-03-31

Publications (1)

Publication Number Publication Date
WO2018178085A1 true WO2018178085A1 (fr) 2018-10-04

Family

ID=58682605

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2018/057792 Ceased WO2018178085A1 (fr) 2017-03-31 2018-03-27 Pompe à carburant haute pression

Country Status (2)

Country Link
GB (1) GB2560975A (fr)
WO (1) WO2018178085A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2095768A (en) * 1981-03-28 1982-10-06 Bosch Gmbh Robert Electrically controlled fuel injection system for multi-cylinder internal combustion engines
JPH0571439A (ja) * 1991-09-12 1993-03-23 Nippondenso Co Ltd 燃料噴射装置
JP2000008997A (ja) * 1998-06-29 2000-01-11 Hitachi Ltd 可変流量高圧燃料ポンプ及び燃料供給制御方法
EP1241349A2 (fr) * 2001-03-15 2002-09-18 Hitachi, Ltd. Dispositif d'alimentation en carburant et procédé de contrôle
US20150285166A1 (en) * 2014-04-02 2015-10-08 Ford Global Technologies, Llc High pressure fuel pumps with mechanical pressure regulation

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3304755B2 (ja) * 1996-04-17 2002-07-22 三菱電機株式会社 燃料噴射装置
DE10061621A1 (de) * 2000-12-11 2002-06-27 Bosch Gmbh Robert Kraftstoffhochdruckpumpe mit integrierter Überdrucksicherung
DE10106095A1 (de) * 2001-02-08 2002-08-29 Bosch Gmbh Robert Kraftstoffsystem, Verfahren zum Betreiben des Kraftstoffsystems, Computerprogramm sowie Steuer- und/oder Regelgerät zur Steuerung des Kraftstoffsystems
JP4552834B2 (ja) * 2005-11-09 2010-09-29 トヨタ自動車株式会社 燃料噴射装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2095768A (en) * 1981-03-28 1982-10-06 Bosch Gmbh Robert Electrically controlled fuel injection system for multi-cylinder internal combustion engines
JPH0571439A (ja) * 1991-09-12 1993-03-23 Nippondenso Co Ltd 燃料噴射装置
JP2000008997A (ja) * 1998-06-29 2000-01-11 Hitachi Ltd 可変流量高圧燃料ポンプ及び燃料供給制御方法
EP1241349A2 (fr) * 2001-03-15 2002-09-18 Hitachi, Ltd. Dispositif d'alimentation en carburant et procédé de contrôle
US20150285166A1 (en) * 2014-04-02 2015-10-08 Ford Global Technologies, Llc High pressure fuel pumps with mechanical pressure regulation

Also Published As

Publication number Publication date
GB2560975A (en) 2018-10-03
GB201705178D0 (en) 2017-05-17

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