GB2560975A - High pressure fuel pump - Google Patents

High pressure fuel pump Download PDF

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Publication number
GB2560975A
GB2560975A GB1705178.0A GB201705178A GB2560975A GB 2560975 A GB2560975 A GB 2560975A GB 201705178 A GB201705178 A GB 201705178A GB 2560975 A GB2560975 A GB 2560975A
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GB
United Kingdom
Prior art keywords
pump
valve
fuel
depressurisation
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.)
Withdrawn
Application number
GB1705178.0A
Other versions
GB201705178D0 (en
Inventor
James Lloyd
Fuller Trevor
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.)
Delphi International Operations Luxembourg SARL
Original Assignee
Delphi International Operations Luxembourg SARL
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 International Operations Luxembourg SARL filed Critical Delphi International Operations Luxembourg SARL
Priority to GB1705178.0A priority Critical patent/GB2560975A/en
Publication of GB201705178D0 publication Critical patent/GB201705178D0/en
Priority to PCT/EP2018/057792 priority patent/WO2018178085A1/en
Publication of GB2560975A publication Critical patent/GB2560975A/en
Withdrawn legal-status Critical Current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
    • 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
    • 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
    • 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
    • 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

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

A high pressure fuel pump 4 in which the fuel is pressurised by a cam-driven plunger 9 and cylinder arrangement. The pump includes a depressurisation path 41 and valve 40 which allow the release of pressure from the cylinder. The pressure bleeding valve 40 may be a solenoid or piezo device and may be controlled by an ECU. Operation of the valve may be dependent of the required rail pressure or speed of the pump. The invention aims to reduce the duration of the depressurisation phase of the pump and to overcome the reduction of volumetric efficiency at low inlet pressure and high delivery pressure. The invention extends to a high pressure fuel pump system for a vehicle including a high pressure pump and ECU adapted to control pressure relief from the pump through a valve.

Description

(54) Title of the Invention: High pressure fuel pump
Abstract Title: High pressure fuel pump with depressurisation path (57) A high pressure fuel pump 4 in which the fuel is pressurised by a cam-driven plunger 9 and cylinder arrangement. The pump includes a depressurisation path 41 and valve 40 which allow the release of pressure from the cylinder. The pressure bleeding valve 40 may be a solenoid or piezo device and may be controlled by an ECU. Operation of the valve may be dependent of the required rail pressure or speed of the pump.
The invention aims to reduce the duration of the depressurisation phase of the pump and to overcome the reduction of volumetric efficiency at low inlet pressure and high delivery pressure.
The invention extends to a high pressure fuel pump system for a vehicle including a high pressure pump and ECU adapted to control pressure relief from the pump through a valve.
Figure GB2560975A_D0001
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Figure GB2560975A_D0002
FIG.
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5/5
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FIG.
HIGH PRESSURE FUEL PUMP
TECHNICAL FIELD
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.
BACKGROUND OF THE INVENTION
Typically fuel is supplied to fuel injectors via e.g. a common rail from a high pressure pump. Fow pressure fuel is supplied to the high pressure pump via e.g. an inlet metering valve. Typically a high pressure pump comprises a cam driven plunger (piston) adapted to reciprocate in a cylinder to pressurize the fuel. Typically there are four phases; 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 depressurization 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.
SUMMARY OF THE INVENTION
In one aspect is provided 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 characterised wherein said cylinder further includes an outlet to a 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).
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.
In another aspect is provided 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.
In methodology 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.
BRIEF DESCRIPTION OF THE DRAWINGS
The present invention is now described by way of example with reference to the accompanying drawings in which:
- Figure 1 shows a schematic figure of a typical fuel delivery system;
Figure 2 shows the a chart of the pumping cycle;
- Figure 3 shows the effect of inlet pressure on the volumetric efficiency;
- 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.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
Figure 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.
Regarding the high pressure fuel pump 4, 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.
Figure 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. At the end of phase B, Top Dead Centre (TDC) is reached, the outlet valve shuts and delivery stops. As the plunger moves down the pumping chamber the pumping chamber dead volume is depressurised during phase C.
Once de-pressuring of the pumping chamber has occurred and the required pressure difference across the inlet valve is achieved then the inlet valve will open and filling will start during filling phase D. The filling period lasts until Bottom Dead Centre (BDC) and phase A commences again.
Figure 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. As would be expected, lower inlet pressure results in a reduced volumetric efficiency at a lower speed than with a higher inlet pressure. As speed increases, time available for fuel to fill the pumping chamber is reduced, volumetric efficiency reduces. Also, at high speed, 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. As 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.
Regarding 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. In the example is provided 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.
This overcomes the problems listed below, which would otherwise become more of a problem with current trends for higher speed, rail pressures and such like:
i) At high speed, the filling duration is reduced. The greater the angular duration of depressurising at high speed, due to less depressurising due to plunger clearance flow, the filling angular duration decreases.
ii) The higher the rail pressure, it is preferable to have a longer depressurising phase and therefore the shorter the filling phase.
Hi) At a low enough reduction in inlet pressure, the flow across the inlet valve will be reduced in the filling phase thus reducing volumetric efficiency. It is desirable to reduce for reduced leakage in pumping phase.
iv) As plunger clearance reduces, the depressurising phase will increase, reducing the filling duration.
v) Cam profile - it is desirable to increase pumping duration for high pressure pump peak torque reduction. However increased pumping duration requires decreased filling duration.
The use of the de-pressurisation valve may not be desirable for continuous operation under all pumping conditions. When the pump depressurises naturally, energy is put back into the engine. If we depressurise with the valve energy is lost as heat and wasted.
The depressurisation valve is preferably only used under specific operating conditions at high speed where under normal driving cycles for a short duration. Therefore, the energy lost at these conditions is tolerated due to the advantageous use of features such as lower inlet pressure and high pumping duration cam profiles at low speeds where the depressurising valve is not used.
If an applications HP pump capacity is based on pump HP flow margin at high 5 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.
If HP pump negative torque interacts with the engine drive system in an 10 undesirable fashion within a specific speed range, it may be optimised by use of the depressurising valve.

Claims (11)

1. 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 characterised wherein said cylinder further includes an outlet to a depressurisation path via a depressurization valve, adapted to provide a pathway for fuel so as to allow depressurisation of fuel in said cylinder.
2. A pump as claimed in claim 1 including an inlet or head cap valve located between a low pressure fuel supply and said cylinder.
3. A pump as claimed in claim 1 or 2 including an outlet valve located downstream of the high pressure outlet.
4. A pump as claimed in claim 1 wherein said depressurisation valve is adapted to be controlled by an engine control unit (ECU).
5. A pump as claimed in claims 1 to 4 wherein said depressurisation valve is solenoid or piezo-controlled.
6. A pump as claimed in claims 1 to 5 wherein said depressurisation path is connected or provide a flow to the pump cambox.
7. A pump as claimed in claims 1 to 6 wherein said depressurisation valve is adapted to be operated dependent on a demand or actual rail pressure and/or the speed of the pump.
8. A pump as claimed in claim 7 wherein said depressurisation valve is 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.
9. A high pressure fuel pump system for a vehicle including a pump as claimed and an ECU, said ECU adapted to control said depressurisation valve.
5
10. A method of as claimed in claim 9 wherein said activation is dependent on a desired or actual rail pressure or the speed of the pump.
11. A method as claimed in claim 9 wherein the start point in terms of plunger position and/or the duration of the activation is variable.
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Application No: Claims searched:
GB1705178.0A 2017-03-31 2017-03-31 High pressure fuel pump Withdrawn GB2560975A (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
GB1705178.0A GB2560975A (en) 2017-03-31 2017-03-31 High pressure fuel pump
PCT/EP2018/057792 WO2018178085A1 (en) 2017-03-31 2018-03-27 High pressure fuel pump

Applications Claiming Priority (1)

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

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GB2560975A true GB2560975A (en) 2018-10-03

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0571439A (en) * 1991-09-12 1993-03-23 Nippondenso Co Ltd Fuel injector
US5771864A (en) * 1996-04-17 1998-06-30 Mitsubishi Denki Kabushiki Kaisha Fuel injector system
DE10061621A1 (en) * 2000-12-11 2002-06-27 Bosch Gmbh Robert Fuel high pressure pump has integrated overpressure protection device in form of valve with defined opening pressure
US20030154959A1 (en) * 2001-02-08 2003-08-21 Helmut Rembold Fuel system, method for operating the fuel system, computer programme and control device and/or regulator for controlling said system
JP2007132251A (en) * 2005-11-09 2007-05-31 Toyota Motor Corp Fuel injection device

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3112381A1 (en) * 1981-03-28 1982-11-11 Robert Bosch Gmbh, 7000 Stuttgart ELECTRICALLY CONTROLLED FUEL INJECTION DEVICE FOR MULTI-CYLINDER INTERNAL COMBUSTION ENGINES, ESPECIALLY FOR DIRECT FUEL INJECTION IN FORD-IGNITIONED ENGINES
JP3428443B2 (en) * 1998-06-29 2003-07-22 株式会社日立製作所 Variable flow high pressure fuel pump and fuel supply control method
JP4123729B2 (en) * 2001-03-15 2008-07-23 株式会社日立製作所 Control method of fuel supply device
US9316161B2 (en) * 2014-04-02 2016-04-19 Ford Global Technologies, Llc High pressure fuel pumps with mechanical pressure regulation

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0571439A (en) * 1991-09-12 1993-03-23 Nippondenso Co Ltd Fuel injector
US5771864A (en) * 1996-04-17 1998-06-30 Mitsubishi Denki Kabushiki Kaisha Fuel injector system
DE10061621A1 (en) * 2000-12-11 2002-06-27 Bosch Gmbh Robert Fuel high pressure pump has integrated overpressure protection device in form of valve with defined opening pressure
US20030154959A1 (en) * 2001-02-08 2003-08-21 Helmut Rembold Fuel system, method for operating the fuel system, computer programme and control device and/or regulator for controlling said system
JP2007132251A (en) * 2005-11-09 2007-05-31 Toyota Motor Corp Fuel injection device

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WO2018178085A1 (en) 2018-10-04
GB201705178D0 (en) 2017-05-17

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