EP3088725A1 - Fuel pump for a direct injection system with a reduced stress on the bushing of the piston - Google Patents
Fuel pump for a direct injection system with a reduced stress on the bushing of the piston Download PDFInfo
- Publication number
- EP3088725A1 EP3088725A1 EP16167581.4A EP16167581A EP3088725A1 EP 3088725 A1 EP3088725 A1 EP 3088725A1 EP 16167581 A EP16167581 A EP 16167581A EP 3088725 A1 EP3088725 A1 EP 3088725A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- guide bushing
- pumping chamber
- annular abutment
- fuel pump
- containing seat
- 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.)
- Granted
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 66
- 238000002347 injection Methods 0.000 title claims description 12
- 239000007924 injection Substances 0.000 title claims description 12
- 238000005086 pumping Methods 0.000 claims abstract description 63
- 238000007789 sealing Methods 0.000 claims description 7
- 229910010293 ceramic material Inorganic materials 0.000 claims description 5
- 239000000463 material Substances 0.000 claims description 5
- 239000007769 metal material Substances 0.000 description 4
- 230000001105 regulatory effect Effects 0.000 description 4
- 238000002485 combustion reaction Methods 0.000 description 3
- 238000003754 machining Methods 0.000 description 2
- 125000004122 cyclic group Chemical group 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 230000005294 ferromagnetic effect Effects 0.000 description 1
- 230000005291 magnetic effect Effects 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
Images
Classifications
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- 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
-
- 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
- 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
- F04B1/00—Multi-cylinder machines or pumps characterised by number or arrangement of cylinders
- F04B1/04—Multi-cylinder machines or pumps characterised by number or arrangement of cylinders having cylinders in star- or fan-arrangement
- F04B1/0404—Details or component parts
- F04B1/0439—Supporting or guiding means for the pistons
-
- 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
- F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
- F02M2200/80—Fuel injection apparatus manufacture, repair or assembly
- F02M2200/8053—Fuel injection apparatus manufacture, repair or assembly involving mechanical deformation of the apparatus or parts thereof
-
- 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
- F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
- F02M2200/80—Fuel injection apparatus manufacture, repair or assembly
- F02M2200/8061—Fuel injection apparatus manufacture, repair or assembly involving press-fit, i.e. interference or friction fit
-
- 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
- F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
- F02M2200/90—Selection of particular materials
- F02M2200/9007—Ceramic materials
-
- 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
- F02M59/04—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 special arrangement of cylinders with respect to piston-driving shaft, e.g. arranged parallel to that shaft or swash-plate type pumps
- F02M59/06—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 special arrangement of cylinders with respect to piston-driving shaft, e.g. arranged parallel to that shaft or swash-plate type pumps with cylinders arranged radially to driving shaft, e.g. in V or star arrangement
-
- 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
- F02M59/445—Selection of particular materials
Definitions
- the present invention relates to a fuel pump for a direct injection system; preferably, the direct injection system is used in an internal combustion engine with controlled ignition, and then supplied with petrol or similar fuels.
- a direct injection system comprises a plurality of injectors, a common rail that supplies the pressurized fuel to the injectors, a high-pressure fuel pump, which supplies the fuel to the common rail by means of a high-pressure supply duct and is provided with a flow-regulating device, and a control unit which controls the flow-regulating device to maintain the fuel pressure inside the common rail at a desired value, generally variable over time as a function of the engine operating conditions.
- the high-pressure fuel pump described in the patent application EP2236809A1 comprises a pumping chamber within which a piston slides with reciprocating motion, an intake channel controlled by an intake valve for supplying the low-pressure fuel within the pumping chamber, and a delivery channel regulated by a delivery valve for feeding the high-pressure fuel out of the pumping chamber and into the common rail through the supply duct.
- the pressure of the intake valve is normally controlled and, in the absence of any external intervention, the intake valve is closed when the fuel pressure in the pumping chamber is higher than the fuel pressure in the intake channel, and is open when the fuel pressure in the pumping chamber is lower than the fuel pressure in the intake channel.
- the flow-regulating device is mechanically coupled to the intake valve to maintain, when necessary, the intake valve open during the pumping phase of the piston, thus allowing a fuel flow to come out of the pumping chamber through the intake channel.
- the flow-regulating device comprises a control rod, which is coupled to the intake valve and is movable between a passive position, where the rod allows the closing of the intake valve, and an active position, where the rod does not allow the closing of the intake valve.
- the flow-regulating device also comprises an electromagnetic actuator, which is coupled to the control rod to move the control rod between the active position and the passive position.
- the electromagnetic actuator comprises a spring, which keeps the control rod in the active position, and an electromagnet that moves the control rod into the passive position, magnetically attracting a ferromagnetic anchor integral with the control rod against a fixed magnetic armature.
- the reciprocating sliding of the piston is guided by a guide bushing, which is arranged below the pumping chamber to delimit inferiorly the pumping chamber and inside which the piston slides.
- the guide bushing is fitted in a containing seat, which is formed below the pumping chamber.
- the piston guide bushing is subjected to high mechanical stresses, since it must withstand the hydraulic thrust generated during pumping, which acts on the circular crown-shaped surface defined between the inner diameter and the outer diameter of the guide bushing; in this regard, there is a significant difference between the inner diameter and the outer diameter of the guide bushing (approximately, the inner diameter is about 7-9 mm, while the outer diameter is about 14-16 mm), and therefore the hydraulic thrust on the guide bushing is significant.
- the object of the present invention is to provide a fuel pump for a direct injection system, said fuel pump being able to pump fuel at high pressures and being at the same time easy and economical to produce.
- the present invention accordingly provides a fuel pump for a direct injection system according to what claimed by the appended claims.
- the number 1 indicates in its entirety a fuel direct injection system of the common rail type for an internal combustion engine.
- the direct injection system 1 comprises a plurality of injectors 2, a common rail 3 that supplies the pressurized fuel to the injectors 2, a high-pressure pump 4, which feeds the fuel to the common rail 3 by means of a supply duct 5 and is provided with a flow-regulating device 6, a control unit 7 that maintains the fuel pressure inside the common rail 3 at a desired value, generally variable over time as a function of the engine operating conditions, and a low-pressure pump 8 which feeds the fuel from a tank 9 to the high-pressure pump 4 through a supply duct 10.
- the control unit 7 is coupled to the flow-regulating device 6 to control the flow of the high-pressure pump 4, to supply, instant by instant, to the common rail 3 the amount of fuel required to obtain the desired pressure value in the common rail 3.
- the control unit 7 regulates the flow rate of the high-pressure pump 4 by means of a feedback control using as a feedback variable the value of the fuel pressure in the common rail 3, the pressure value being detected in real time by a pressure sensor 11.
- the high-pressure pump 4 comprises a main body 12, which has a longitudinal axis 13 and defines inside it a cylindrical pumping chamber 14.
- a piston 15 is slidably mounted inside the pumping chamber 14. Moving with a reciprocating motion along the longitudinal axis 13, the piston 15 causes a cyclic variation of the volume of the pumping chamber 14.
- a lower portion of the piston 15 is coupled on one side to a spring 16, which tends to push the piston 15 toward a position of maximum volume of the pumping chamber 14, and on the other side to a cam (not shown) that is brought in rotation by an engine crankshaft to cyclically move upwards the piston 15, thus compressing the spring 16.
- a side wall of the pumping chamber 14 originates an intake channel 17 that is connected to the low-pressure pump 8 via the supply duct 10 and is regulated by an intake valve 18 arranged at the pumping chamber 14.
- the pressure of the intake valve 18 is normally controlled and, in the absence of any external intervention, the intake valve 18 is closed when the fuel pressure in the pumping chamber 14 is higher than the fuel pressure in the intake channel 17, and is open when the fuel pressure in the pumping chamber 14 is lower than the fuel pressure in the intake channel 17.
- a delivery channel 19 originates on a side wall of the pumping chamber 14 and on the opposite side with respect to the intake channel 17, said channel being connected to the common rail 3 by means of the supply duct 5 and being regulated by a unidirectional delivery valve 20 which is arranged at the pumping chamber 14 and allows only a flow of fuel out of the pumping chamber 14.
- the pressure of the delivery valve 20 is controlled and the valve is opened when the fuel pressure in the pumping chamber 14 is higher than the fuel pressure in the delivery channel 19, and is closed when the fuel pressure in the pumping chamber 14 is lower than the fuel pressure in the delivery channel 19.
- the flow-regulating device 6 is mechanically coupled to the intake valve 18 to allow the control unit 7, when necessary, keeping the intake valve 18 open during a pumping phase of the piston 15 and then to allow a fuel flow going out of the pumping chamber 14 through the intake channel 17.
- the flow-regulating device 6 comprises a control rod 21, which is coupled to the intake valve 18 and is movable between a passive position, where it allows the closing of the intake valve 18, and an active position, where it does not allows the closing of the intake valve 18.
- the flow-regulating device 6 also comprises an electromagnetic actuator 22, which is coupled to the control rod 21 to move the control rod 21 between the active position and the passive position.
- a side wall of the pumping chamber 14 originates an exhaust channel 23, which connects the pumping chamber 14 with the delivery channel 19 and is regulated by a unidirectional maximum pressure valve 24 allowing only a flow of fuel entering the pumping chamber 14.
- the function of the maximum pressure valve 24 is to allow a fuel outlet in the case where the fuel pressure in the common rail 3 exceeds a maximum value set at the design stage (typically in case of control errors made by the control unit 7); in other words, the maximum pressure valve 24 is calibrated to automatically open when the pressure jump at its ends is higher than a threshold value set in the design phase, and thus prevent the fuel pressure in the common rail 3 from exceeding the maximum value set in the design phase.
- a cylindrical containing seat 26 housing a guide bushing 27 of the piston 15 is formed in the main body 12 and below the pumping chamber 14.
- the guide bushing 27 inferiorly delimits the pumping chamber 14 (i.e. forms a bottom wall of the pumping chamber 14), and drives the reciprocating axial sliding.
- the guide bushing 27 is made of a material having a suitable hardness and a surface finish to facilitate the axial sliding of the piston 15.
- the guide bushing 27 is fastened in the containing seat 26 by fitting the guide bushing 27 in the containing seat 26 or by a side caulking of the guide bushing 27 in the containing seat 26.
- the containing seat 26 has a diameter (significantly) larger than the pumping chamber 14 so that the guide bushing 27 inserted in the containing seat 26 can inferiorly delimit the pumping chamber 14.
- the containing seat 26 is delimited on top by an annular abutment 28, which externally has the diameter of the containing seat 26 and internally has the diameter of the pumping chamber 14.
- the guide bushing 27 has a tubular shape and is internally provided with a through hole 29 slidingly housing the piston 15; the through hole 29 of the guide bushing 27 substantially has the same diameter of the piston 15 housing the piston 15 with no appreciable clearance, and therefore has a diameter smaller than the one of the pumping chamber 14.
- the guide bushing 27 On top (namely towards the pumping chamber 14), the guide bushing 27 has an annular surface 30 which abuts against the annular abutment 28 of the containing seat 26 and forms the lower delimitation of the pumping chamber 14.
- the upper surface 30 of the guide bushing 27 has a convex shape having an increasing height from outside to inside; in other words, the upper surface 30 of the guide bushing 27 is not perfectly parallel to the annular abutment 28 of the containing seat 26, but has an increasing height from outside to inside. Therefore, the upper surface 30 of the guide bushing 27 is bent to be externally lower and internally higher. Moreover, the annular abutment 28 of the containing seat 26 has a centrally arranged step 31, against which a central portion of the upper surface 30 of the guide bushing 27 rests.
- the convex shape of the upper surface 30 of the guide bushing 27 and the step 31 of the annular abutment 28 of the containing seat 26 determine that the contact between the upper surface 30 of the guide bushing 27 and the annular abutment 28 of the containing seat 26 occurs always and only at the step 31 (i.e. at the edge of the step 31) for a clear geometric constraint.
- the guide bushing 27 is fitted in the containing seat 26 and is pushed against the annular abutment 28 with a force sufficient to cause a plastic deformation in the contact area of the annular abutment 28 or the upper surface 30 of the guide bushing 27.
- the guide bushing 27 is made of a metallic material harder than the metal material forming the annular abutment 28 (or forming the main body 12 having a housing seat 26) so that a plastic deformation of the annular abutment 28 (at the step 31) against the upper surface 30 of the guide bushing 27 occurs in the contact area.
- the guide bushing 27 is made of a metallic material less hard than the metal material forming the annular abutment 28 (or forming the main body 12 having a housing seat 26) so that a plastic deformation of the guide bushing 27 (at the step 31) against the annular abutment 28 occurs in the contact area.
- the plastic deformation occurring at the step 31 allows to obtain a perfect contact (i.e. with no cracks, however small) between the upper surface 30 of the guide bushing 27 28 and the annular abutment of the containing seat 26. This guarantees an optimal hydraulic sealing, showing no leakage even at very high fuel pressures (even higher than 1000 bars).
- the guide bushing 27 and/or the piston 15 can be made of a ceramic material, which can have a considerable hardness and favourable frictional characteristics.
- the guide bushing 27 and the piston 15 are made of a ceramic material, the guide bushing 27 is easily harder than the annular abutment 28 so that a plastic deformation of the shoulder 28 against the upper annular surface 30 of the guide bushing 27 occurs in the contact area.
- the guide bushing 27 and the piston 15 are made of a ceramic material, a very low friction between the bushing 27 and the driving piston 15 can be obtained.
- the high-pressure pump 4 as described above has numerous advantages.
- the aforesaid high-pressure pump 4 can pump fuel at a pressure above 600-700 bars.
- this result is obtained thanks to the fact that the hydraulic thrust on the guide bushing 27 of the piston 15 is significantly limited by moving to the inside the contact point (i.e., the hydraulic sealing area) between the upper surface 30 of the guide bushing 27 and the annular abutment 28 of the containing seat 26.
- the aforesaid high-pressure pump 4 is economic and easy to implement, because the changes, compared to a similar known fuel pump, are limited to two simple mechanical machining steps; substantially, the upper surface 30 of the guide bushing 27 must be machined to give a convex shape to the upper surface 30 and the shoulder 28 of the containing seat 26 must be machined to create the step 31 (both of these machining steps are simple and, above all, are mainly carried out on the single parts before they are assembled).
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
- The present invention relates to a fuel pump for a direct injection system; preferably, the direct injection system is used in an internal combustion engine with controlled ignition, and then supplied with petrol or similar fuels.
- A direct injection system comprises a plurality of injectors, a common rail that supplies the pressurized fuel to the injectors, a high-pressure fuel pump, which supplies the fuel to the common rail by means of a high-pressure supply duct and is provided with a flow-regulating device, and a control unit which controls the flow-regulating device to maintain the fuel pressure inside the common rail at a desired value, generally variable over time as a function of the engine operating conditions.
- The high-pressure fuel pump described in the patent
application EP2236809A1 comprises a pumping chamber within which a piston slides with reciprocating motion, an intake channel controlled by an intake valve for supplying the low-pressure fuel within the pumping chamber, and a delivery channel regulated by a delivery valve for feeding the high-pressure fuel out of the pumping chamber and into the common rail through the supply duct. - The pressure of the intake valve is normally controlled and, in the absence of any external intervention, the intake valve is closed when the fuel pressure in the pumping chamber is higher than the fuel pressure in the intake channel, and is open when the fuel pressure in the pumping chamber is lower than the fuel pressure in the intake channel. The flow-regulating device is mechanically coupled to the intake valve to maintain, when necessary, the intake valve open during the pumping phase of the piston, thus allowing a fuel flow to come out of the pumping chamber through the intake channel. In particular, the flow-regulating device comprises a control rod, which is coupled to the intake valve and is movable between a passive position, where the rod allows the closing of the intake valve, and an active position, where the rod does not allow the closing of the intake valve. The flow-regulating device also comprises an electromagnetic actuator, which is coupled to the control rod to move the control rod between the active position and the passive position. The electromagnetic actuator comprises a spring, which keeps the control rod in the active position, and an electromagnet that moves the control rod into the passive position, magnetically attracting a ferromagnetic anchor integral with the control rod against a fixed magnetic armature.
- The reciprocating sliding of the piston is guided by a guide bushing, which is arranged below the pumping chamber to delimit inferiorly the pumping chamber and inside which the piston slides. Normally, the guide bushing is fitted in a containing seat, which is formed below the pumping chamber. The piston guide bushing is subjected to high mechanical stresses, since it must withstand the hydraulic thrust generated during pumping, which acts on the circular crown-shaped surface defined between the inner diameter and the outer diameter of the guide bushing; in this regard, there is a significant difference between the inner diameter and the outer diameter of the guide bushing (approximately, the inner diameter is about 7-9 mm, while the outer diameter is about 14-16 mm), and therefore the hydraulic thrust on the guide bushing is significant.
- The
patent application EP1275845 and the patent applicationDE102008002170 describe a high-pressure fuel pump provided with a piston sliding with a reciprocating motion within a guide bushing, which is arranged below the pumping chamber to delimit inferiorly the pumping chamber. - Recently, automobile manufacturers have started to design new petrol-fuelled internal combustion engines that operate with a petrol injection pressure over 400-500 bars (up to 800 bars) and consequently need high-pressure fuel pumps, capable of pumping the fuel under such pressures. The higher the pumping pressure, the stronger the hydraulic thrust on the piston guide bushing, and therefore the guide bushing must be accordingly secured in the corresponding containing seat to avoid that the guide bushing comes out of its seat during pumping. A side calking of the guide bushing in the corresponding containing seat has been proposed to improve the fastening of the piston guide bushing; however, even with this expedient, the fuel pump is not able to operate under pumping pressures higher than 500-600 bars. Consequently, a further increase of the pumping pressure of the fuel pump necessarily requires some further processing (e.g. welding) to enhance the fastening of the piston guide bushing; however, such further processing results in a remarkable cost increase.
- The object of the present invention is to provide a fuel pump for a direct injection system, said fuel pump being able to pump fuel at high pressures and being at the same time easy and economical to produce.
- The present invention accordingly provides a fuel pump for a direct injection system according to what claimed by the appended claims.
- The present invention will now be described with reference to the accompanying drawings showing a non-limiting embodiment, in which:
-
Figure 1 is a schematic view, with parts removed for clarity's sake, of a fuel direct injection system of the common rail type; -
Figure 2 is a longitudinal section view, schematic and with parts removed for clarity's sake, of a high-pressure fuel pump for a direct injection system ofFigure 1 ; -
Figure 3 is a cross-section view, schematic and with parts removed for clarity's sake, of the high-pressure fuel pump ofFigure 2 ; -
Figure 4 is an enlarged view of a detail ofFigure 2 showing a piston guide bushing; and -
Figure 5 is an enlarged view of a detail ofFigure 4 . - In
Figure 1 , the number 1 indicates in its entirety a fuel direct injection system of the common rail type for an internal combustion engine. - The direct injection system 1 comprises a plurality of
injectors 2, acommon rail 3 that supplies the pressurized fuel to theinjectors 2, a high-pressure pump 4, which feeds the fuel to thecommon rail 3 by means of asupply duct 5 and is provided with a flow-regulatingdevice 6, acontrol unit 7 that maintains the fuel pressure inside thecommon rail 3 at a desired value, generally variable over time as a function of the engine operating conditions, and a low-pressure pump 8 which feeds the fuel from atank 9 to the high-pressure pump 4 through asupply duct 10. - The
control unit 7 is coupled to the flow-regulatingdevice 6 to control the flow of the high-pressure pump 4, to supply, instant by instant, to thecommon rail 3 the amount of fuel required to obtain the desired pressure value in thecommon rail 3. In particular, thecontrol unit 7 regulates the flow rate of the high-pressure pump 4 by means of a feedback control using as a feedback variable the value of the fuel pressure in thecommon rail 3, the pressure value being detected in real time by apressure sensor 11. - As shown in
Figure 2 , the high-pressure pump 4 comprises amain body 12, which has alongitudinal axis 13 and defines inside it acylindrical pumping chamber 14. Apiston 15 is slidably mounted inside thepumping chamber 14. Moving with a reciprocating motion along thelongitudinal axis 13, thepiston 15 causes a cyclic variation of the volume of thepumping chamber 14. A lower portion of thepiston 15 is coupled on one side to aspring 16, which tends to push thepiston 15 toward a position of maximum volume of thepumping chamber 14, and on the other side to a cam (not shown) that is brought in rotation by an engine crankshaft to cyclically move upwards thepiston 15, thus compressing thespring 16. - A side wall of the
pumping chamber 14 originates anintake channel 17 that is connected to the low-pressure pump 8 via thesupply duct 10 and is regulated by anintake valve 18 arranged at thepumping chamber 14. The pressure of theintake valve 18 is normally controlled and, in the absence of any external intervention, theintake valve 18 is closed when the fuel pressure in thepumping chamber 14 is higher than the fuel pressure in theintake channel 17, and is open when the fuel pressure in thepumping chamber 14 is lower than the fuel pressure in theintake channel 17. - As shown in
Figure 3 , adelivery channel 19 originates on a side wall of thepumping chamber 14 and on the opposite side with respect to theintake channel 17, said channel being connected to thecommon rail 3 by means of thesupply duct 5 and being regulated by aunidirectional delivery valve 20 which is arranged at thepumping chamber 14 and allows only a flow of fuel out of thepumping chamber 14. The pressure of thedelivery valve 20 is controlled and the valve is opened when the fuel pressure in thepumping chamber 14 is higher than the fuel pressure in thedelivery channel 19, and is closed when the fuel pressure in thepumping chamber 14 is lower than the fuel pressure in thedelivery channel 19. - As shown in
Figure 2 , the flow-regulatingdevice 6 is mechanically coupled to theintake valve 18 to allow thecontrol unit 7, when necessary, keeping theintake valve 18 open during a pumping phase of thepiston 15 and then to allow a fuel flow going out of thepumping chamber 14 through theintake channel 17. The flow-regulatingdevice 6 comprises acontrol rod 21, which is coupled to theintake valve 18 and is movable between a passive position, where it allows the closing of theintake valve 18, and an active position, where it does not allows the closing of theintake valve 18. The flow-regulatingdevice 6 also comprises anelectromagnetic actuator 22, which is coupled to thecontrol rod 21 to move thecontrol rod 21 between the active position and the passive position. - As shown in
Figure 3 , a side wall of thepumping chamber 14 originates anexhaust channel 23, which connects thepumping chamber 14 with thedelivery channel 19 and is regulated by a unidirectionalmaximum pressure valve 24 allowing only a flow of fuel entering thepumping chamber 14. The function of themaximum pressure valve 24 is to allow a fuel outlet in the case where the fuel pressure in thecommon rail 3 exceeds a maximum value set at the design stage (typically in case of control errors made by the control unit 7); in other words, themaximum pressure valve 24 is calibrated to automatically open when the pressure jump at its ends is higher than a threshold value set in the design phase, and thus prevent the fuel pressure in thecommon rail 3 from exceeding the maximum value set in the design phase. - As shown in
Figure 2 , a cylindrical containingseat 26 housing a guide bushing 27 of thepiston 15 is formed in themain body 12 and below thepumping chamber 14. The guide bushing 27 inferiorly delimits the pumping chamber 14 (i.e. forms a bottom wall of the pumping chamber 14), and drives the reciprocating axial sliding. The guide bushing 27 is made of a material having a suitable hardness and a surface finish to facilitate the axial sliding of thepiston 15. Theguide bushing 27 is fastened in the containingseat 26 by fitting the guide bushing 27 in the containingseat 26 or by a side caulking of the guide bushing 27 in the containingseat 26. - As shown in
Figure 4 , the containingseat 26 has a diameter (significantly) larger than thepumping chamber 14 so that the guide bushing 27 inserted in the containingseat 26 can inferiorly delimit thepumping chamber 14. In correspondence of thepumping chamber 14, the containingseat 26 is delimited on top by anannular abutment 28, which externally has the diameter of the containingseat 26 and internally has the diameter of thepumping chamber 14. The guide bushing 27 has a tubular shape and is internally provided with a throughhole 29 slidingly housing thepiston 15; thethrough hole 29 of the guide bushing 27 substantially has the same diameter of thepiston 15 housing thepiston 15 with no appreciable clearance, and therefore has a diameter smaller than the one of thepumping chamber 14. On top (namely towards the pumping chamber 14), the guide bushing 27 has anannular surface 30 which abuts against theannular abutment 28 of the containingseat 26 and forms the lower delimitation of thepumping chamber 14. - As shown more clearly in
Figure 5 , theupper surface 30 of the guide bushing 27 has a convex shape having an increasing height from outside to inside; in other words, theupper surface 30 of theguide bushing 27 is not perfectly parallel to theannular abutment 28 of the containingseat 26, but has an increasing height from outside to inside. Therefore, theupper surface 30 of the guide bushing 27 is bent to be externally lower and internally higher. Moreover, theannular abutment 28 of the containingseat 26 has a centrally arrangedstep 31, against which a central portion of theupper surface 30 of the guide bushing 27 rests. In other words, the convex shape of theupper surface 30 of the guide bushing 27 and thestep 31 of theannular abutment 28 of the containingseat 26 determine that the contact between theupper surface 30 of the guide bushing 27 and theannular abutment 28 of the containingseat 26 occurs always and only at the step 31 (i.e. at the edge of the step 31) for a clear geometric constraint. - This ensures that the hydraulic sealing area of the guide bushing 27 is always at the
step 31 of theshoulder 28 rather than at the outer surface of the guide bushing 27; accordingly, the hydraulic thrust generated during pumping (i.e. the fuel pressure in the pumping chamber 14) acts on the circular crown-shaped surface defined between thestep 31 of theshoulder 28 and the through-hole 29 instead of, as in a known fuel pump, on the circular crown-shaped surface defined between the outer diameter and the throughhole 29. This causes a substantial reduction (even larger than 50%) of the surface of the guide bushing 27 on which the hydraulic thrust (i.e. the fuel pressure in the pumping chamber 14) generated during pumping acts with an analogous reduction of the hydraulic thrust on the guide bushing 27 of thepiston 15. In other words, moving the hydraulic sealing area to the inside (i.e. near the inner diameter of the guide bushing 27 of the piston 15) significantly reduces the surface exposed to the fuel pressure, analogously reducing the hydraulic thrust on the guide bushing 27 of thepiston 15; in this way, thanks to a configuration very similar to the known fuel pumps, the working pressure of thefuel pump 4 can be increased up to very high values (of the order of magnitude of 1000 bars). According to a preferred embodiment, to guarantee a better hydraulic sealing at thestep 31 of the annular abutment 28 (i.e. to ensure that the hydraulic sealing completely corresponds to thestep 31 of theannular abutment 28 with no significant leakage), theguide bushing 27 is fitted in the containingseat 26 and is pushed against theannular abutment 28 with a force sufficient to cause a plastic deformation in the contact area of theannular abutment 28 or theupper surface 30 of the guide bushing 27. Preferably, the guide bushing 27 is made of a metallic material harder than the metal material forming the annular abutment 28 (or forming themain body 12 having a housing seat 26) so that a plastic deformation of the annular abutment 28 (at the step 31) against theupper surface 30 of theguide bushing 27 occurs in the contact area. Alternatively, theguide bushing 27 is made of a metallic material less hard than the metal material forming the annular abutment 28 (or forming themain body 12 having a housing seat 26) so that a plastic deformation of the guide bushing 27 (at the step 31) against theannular abutment 28 occurs in the contact area. - The plastic deformation occurring at the
step 31 allows to obtain a perfect contact (i.e. with no cracks, however small) between theupper surface 30 of the guide bushing 27 28 and the annular abutment of the containingseat 26. This guarantees an optimal hydraulic sealing, showing no leakage even at very high fuel pressures (even higher than 1000 bars). - According to a possible embodiment, the
guide bushing 27 and/or thepiston 15 can be made of a ceramic material, which can have a considerable hardness and favourable frictional characteristics. In other words, when theguide bushing 27 and thepiston 15 are made of a ceramic material, theguide bushing 27 is easily harder than theannular abutment 28 so that a plastic deformation of theshoulder 28 against the upperannular surface 30 of theguide bushing 27 occurs in the contact area. Furthermore, when theguide bushing 27 and thepiston 15 are made of a ceramic material, a very low friction between thebushing 27 and thedriving piston 15 can be obtained. - The high-
pressure pump 4 as described above has numerous advantages. - First, the aforesaid high-
pressure pump 4 can pump fuel at a pressure above 600-700 bars. Among other things, this result is obtained thanks to the fact that the hydraulic thrust on theguide bushing 27 of thepiston 15 is significantly limited by moving to the inside the contact point (i.e., the hydraulic sealing area) between theupper surface 30 of theguide bushing 27 and theannular abutment 28 of the containingseat 26. - Moreover, the aforesaid high-
pressure pump 4 is economic and easy to implement, because the changes, compared to a similar known fuel pump, are limited to two simple mechanical machining steps; substantially, theupper surface 30 of theguide bushing 27 must be machined to give a convex shape to theupper surface 30 and theshoulder 28 of the containingseat 26 must be machined to create the step 31 (both of these machining steps are simple and, above all, are mainly carried out on the single parts before they are assembled).
Claims (6)
- A fuel pump (4) for a direct injection system provided with a common rail (3); the fuel pump (4) comprises:a pumping chamber (14) defined in a main body (12);a piston (15), which is slidingly mounted inside the pumping chamber (14) to cyclically vary the volume of the pumping chamber (14);an intake channel (17), which originates from a wall of the pumping chamber (14);an intake valve (18), which is arranged along the intake channel (17);a delivery channel (19), which originates from a wall of the pumping chamber (14);a delivery valve (20), which is arranged along the delivery channel (19);a cylindrical containing seat (26), which is defined in the main body (12) under the pumping chamber (14), has a diameter larger than the diameter of the pumping chamber (14), and is delimited, on the upper side, by an annular abutment (28), which has, on the outside, the diameter of the containing seat (26) and, on the inside, the diameter of the pumping chamber (14); anda guide bushing (27), which is housed in the containing seat (26), is centrally provided with a through hole (29) where the piston (15) is slidingly arranged, and has an upper surface (30), which abuts against the annular abutment (28) of the containing seat (26);wherein the upper surface (30) of the guide bushing (27) and the annular abutment (28) of the containing seat (26) are shaped so as to create, between them, a hydraulic sealing, which is formed at a central area of the annular abutment (28);the fuel pump (4) being characterized in that:the upper surface (30) of the guide bushing (27) has a convex shape having an increasing height from outside to inside; andthe annular abutment (28) of the containing seat (26) has a step (31), which is centrally arranged and against which a central portion of the upper surface (30) of the guide bushing (27) rests.
- A fuel pump (4) according to claim 1, wherein the guide bushing (27) is fitted in the containing seat (26) and is pushed against the annular abutment (28) with a force that is sufficient to determine a plastic deformation in the contact area of the annular abutment (28) or of the upper surface (30) of the guide bushing (27).
- A fuel pump (4) according to claim 2, wherein the guide bushing (27) is made of a material harder than the material forming the annular abutment (28), so that, in the contact area, there is a plastic deformation of the annular abutment (28) against the upper surface (30) of the guide bushing (27).
- A fuel pump (4) according to claim 3, wherein the guide bushing (27) is made of a material less hard than the material forming the annular abutment (28), so that, in the contact area, there is a plastic deformation of the upper surface (27) of the guide bushing (28) against the annular abutment (30).
- A fuel pump (4) according to any one of claims 1-4, wherein the guide bushing (27) is made of a ceramic material.
- A fuel pump (4) according to any one of claims 1-5, wherein the piston (15) is made of a ceramic material.
Applications Claiming Priority (1)
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ITBO20150210 | 2015-04-28 |
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EP3088725A1 true EP3088725A1 (en) | 2016-11-02 |
EP3088725B1 EP3088725B1 (en) | 2019-07-03 |
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EP16167581.4A Active EP3088725B1 (en) | 2015-04-28 | 2016-04-28 | Fuel pump for a direct injection system with a reduced stress on the bushing of the piston |
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Cited By (3)
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WO2018092538A1 (en) * | 2016-11-18 | 2018-05-24 | 日立オートモティブシステムズ株式会社 | High-pressure fuel supply pump |
US20190309715A1 (en) * | 2013-12-27 | 2019-10-10 | Hitachi Automotive Systems, Ltd. | High-Pressure Fuel Supply Pump |
CN110537014A (en) * | 2017-04-07 | 2019-12-03 | 日立汽车系统株式会社 | High pressure fuel pump |
Families Citing this family (2)
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DE102020200575B4 (en) | 2020-01-20 | 2021-07-29 | Vitesco Technologies GmbH | Arrangement and method for producing an arrangement for a high-pressure fuel pump and high-pressure fuel pump for a motor vehicle |
DE102020203529B3 (en) | 2020-03-19 | 2021-07-08 | Vitesco Technologies GmbH | Arrangement and method for producing an arrangement for a high-pressure fuel pump and high-pressure fuel pump for a motor vehicle |
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