Information
-
Patent Grant
-
6238190
-
Patent Number
6,238,190
-
Date Filed
Thursday, March 18, 199925 years ago
-
Date Issued
Tuesday, May 29, 200123 years ago
-
Inventors
-
Original Assignees
-
Examiners
- Walberg; Teresa
- Campbell; Thor
Agents
-
CPC
-
US Classifications
Field of Search
US
- 417 297
- 417 505
- 417 279
- 417 284
- 417 296
- 417 300
- 239 88
- 239 96
- 239 584
- 123 510
-
International Classifications
-
Abstract
A fuel injector pump for an internal combustion engine including a camshaft-driven fuel delivery plunger, a solenoid valve for controlling transfer of liquid fuel from a fuel plunger cavity to a fuel injector nozzle, and a snubber valve located between the fuel injector nozzle and the plunger whereby unrestricted fuel flow is distributed to the injector nozzle and reverse flow from the nozzle to the plunger chamber is restricted so that cavitation in the fuel delivery passage extending to the nozzle will be avoided and undesirable pressure peaks at the fuel pump are avoided.
Description
TECHNICAL FIELD
The invention relates to fuel injection pumps for internal combustion engines, particularly direct-injection diesel engines.
BACKGROUND OF THE INVENTION
Fuel delivery systems for internal combustion engines, such as spark ignition engines, require a fuel injector pump and a direct-injecting fuel nozzle for delivering fuel directly into the combustion chamber for each of the working cylinders of the engine. The pump includes a pump plunger that reciprocates in a pump pressure cavity. The plunger is driven mechanically by a crankshaft-driven camshaft so that the pumping stroke frequency is directly proportional to engine speed. Such systems further require a precision fuel control valve for establishing and interrupting fuel delivery from the pump to the nozzle, the valve being controlled by a solenoid actuator that in turn is responsive to controlled current pulses in a driver circuit for an electronic engine control system. As the injector pump creates the necessary pressure pulses, the metering of fuel delivery from the injector pump through the nozzles is under the control of the fuel control valve.
The injector pump is supplied with fuel by a fuel supply pump that communicates with the fuel supply side of the injector pump. It operates with a relatively low inlet fuel supply pressure. Fuel circulates continuously through the solenoid-operated fuel control valve as the fuel supply pump distributes fuel to the injector pump.
In a fuel supply system of this kind, it is possible for liquid fuel cavitation to occur, especially at high engine speeds when the injector pump supplies the nozzle with fuel at a relatively rapid rate. Since delivery of a fuel charge to the nozzle occurs with a pulse frequency that is related to engine speed, the inertia created by the mass of the fuel flow may be sufficient to create cavitation in the fuel delivery passage on the upstream side of the nozzle and on the downstream side of the solenoid-operated fuel control valve. Further, a tendency exists for pressure pulses to be fed back to the injector pump, particularly at high engine speeds. The solenoid-operated valve cannot effectively isolate the injector pump from pressure peaks that occur in the fuel delivery passages. If the pressure peaks enter the pump pressure cavity, damage to the pump and premature pump failure may occur because of the pressure forces caused by the pressure peaks.
BRIEF DESCRIPTION OF THE INVENTION
The fuel injector pump assembly of the present invention includes a snubber valve assembly located in a fuel delivery passage on the fuel delivery side of the solenoid-operated fuel control valve and on the upstream side of the injector nozzle. It provides relatively unrestricted fluid flow from an injector pump pressure cavity to the nozzle, but it includes a flow control orifice that provides a controlled restriction in reverse flow of fuel toward the control valve following each fuel pressure pulse in the injector pump pressure cavity. A pressure pulse occurs as the injector pump plunger is stroked, and the injector pump cavity pressure decreases as the control valve is opened during the injector pump refill cycle following delivery of a controlled fuel charged to the nozzle.
The snubber valve assembly includes a movable valve element situated in a fuel delivery passage formed in the pump body. It is subjected to fuel pressure on the outlet side of the pump. A valve seat formed in the pump body is engaged by a valve surface of the movable valve element. The valve surface preferably is of conical shape. A calibrated flow metering orifice is formed in the snubber valve element to provide continuous flow of fluid from the injector pump to the nozzle.
The movable valve element is displaceable from a fuel delivery passage closed position to a fuel delivery passage open position in response to development of a pressure pulse by the pump. This establishes a substantially unrestricted fuel flow passage that is parallel to the flow metering orifice.
The pressure developed by the injector pump is sufficient to cause the movable valve element to shift to an open position and to provide relatively unrestricted fluid flow to the nozzle through relatively large flow control orifices. When the pressure of the fuel charge is decreased due to the opening of the control valve, the valve closes the unrestricted fluid flow passage, although the calibrated fuel flow metering orifice continues to allow restricted back flow of fuel from the nozzle to the intake side of the pump plunger cavity.
The snubber valve assembly thus provides a controlled fluid flow restriction at the end of the fuel delivery pressure pulse cycle and a relatively unrestricted flow during the beginning of the fuel delivery pressure pulse cycle. This decreases the normal tendency of the fuel on the upstream side of the nozzle to cavitate. It also eliminates or substantially reduces the severity of the pressure pulses that normally could be fed back to the injector pump.
BRIEF DESCRIPTION OF THE FIGURES OF THE DRAWINGS
FIG. 1
is a cross-sectional view of an injector pump embodying the improvements of the invention;
FIG. 2
is a partial cross-sectional view of the pump shown in
FIG. 1
as seen from the plane of section line
2
-
2
of
FIG. 1
;
FIG. 3
is a detailed view of one end of the flow-metering solenoid-operated valve of the pump shown in
FIG. 1
;
FIG. 4
is an enlargement of the right-hand end of the solenoid-operated flow-metering valve of the pump shown in
FIG. 1
;
FIG. 5
is an overall assembly view of the injector pump of
FIG. 1
in combination with an injector nozzle located at the cylinder head of a diesel engine;
FIG. 6
is a detailed view of the snubber valve assembly that forms a part of an injector pump illustrated in
FIG. 1
; and
FIG. 7
is a schematic representation of the overall fuel injector pump system together with an injector nozzle.
PARTICULAR DESCRIPTION OF THE INVENTION
FIG. 5
shows a cross-sectional view of the cylinder head region for one cylinder of a diesel engine. The diesel engine cylinder block
10
has a cylinder
12
that receives a piston (not shown). A cylinder head
14
, which closes the end of the cylinder
12
, is bolted to the top surface
15
of the cylinder block
10
. A fuel injector nozzle
16
has a nozzle tip
18
through which fuel is injected into the combustion chamber at the upper end of the cylinder
12
.
Fuel is distributed to the injector nozzle
16
through passage
20
formed in the cylinder head
14
. This passage communicates with a fuel delivery line
22
, which is connected by a fitting
24
to the top of fuel injector pump body
26
.
The cylinder block includes an injector pump jacket
28
, which forms a part of a unitary cast assembly together with the cylinder block
10
. The jacket
28
comprises a cylindrical opening that receives the injector pump body
30
.
An injector pump sleeve
32
is connected to the lower end of the injector pump body
30
. It receives piston
34
, which has a hollow interior that receives injector pump spring
36
. A pump plunger
38
is received in a central pump cavity
40
formed in the injector pump body
30
. The plunger
38
is connected at its lower end to piston
34
, which receives a spring seat
42
. Spring
36
is situated under compression between the spring seat
42
and the lower end of the injector pump body
30
. A cam follower
44
is carried by the lower end of the piston
34
.
The cam follower
44
engages cam surface
46
of cam
48
, which is driven by engine camshaft
50
. As the cam
48
rotates, the piston
34
will reciprocate
5
in cylinder
32
, the upward stroke of the piston being opposed by the force of spring
36
.
The reciprocating motion of the piston is accompanied by reciprocating motion of plunger
38
in cavity
40
. The injector body
30
has a fuel distributor passageway
52
, which communicates with passage
22
through fitting
24
. The fitting
24
comprises a retainer nut that is threaded at
54
on the injector pump body
30
.
FIG. 6
shows an enlargement of the snubber valve assembly and the attachment between the passage
22
and fuel distributor passageway
52
. A snubber valve insert
56
is received in cylindrical opening
58
. A central orifice
60
in insert
56
provides communication between internal passageway
52
and external line
22
. The nut portion of the fitting
24
, which is threadably connected at
54
to the injector pump body, retains the insert
56
securely in place.
Opening
58
communicates with snubber valve chamber
62
in which is positioned a cylindrical snubber valve element
64
. The valve element
64
has a conical nose
66
which has a cone angle that matches an internal conical valve surface
68
formed in the injector pump body
30
. A valve spring
72
urges the element
64
into engagement with conical surface
68
.
When the valve element
64
is moved vertically from the position shown in
FIG. 6
, it establishes a fluid connection between passageway
52
and side orifices
74
. These, in turn, communicate with the interior
76
of the element
64
, thereby permitting relatively unrestricted flow of fuel from passage
52
to the passage
22
. When the valve element
64
is seated against the internal conical valve surface
68
, communication between internal opening
76
and the passageway
52
is established by a flow-restricting orifice
78
formed in the nose of the element
64
.
Flow from passageway
52
to line
22
is relatively unrestricted by the snubber valve element, but reverse flow of fuel from line
22
to passageway
52
is restricted by orifice
78
.
As best seen in
FIG. 1
, a fuel control valve chamber
80
is situated transversely with respect to passageway
52
and communicates with it. Located in valve chamber
80
is a cylindrical valve element
82
, which is hollow as indicated. The valve element
82
is connected to a solenoid armature
86
, the connection best being illustrated in FIG.
4
.
The connection includes a threaded fastener
88
, which is received in a central opening in the armature
86
. It is threadably connected at
90
to the valve element
82
.
A spring seat
92
carried by the valve element
82
engages an annular shoulder on the valve element
82
. A spring
94
is situated between spring seat
92
and an anchor plate
96
for the spring
94
. Anchor plate
96
is secured, as shown in
FIG. 4
, to the injector pump body
30
and to solenoid housing
98
, the latter being secured by fasteners or some other suitable fastening means to the injector pump body
30
.
The solenoid housing
98
contains solenoid windings situated adjacent the armature
86
. When the windings are energized, the armature
86
and the valve element
82
to which it is connected are shifted in a right-hand direction, as viewed in FIG.
1
.
As seen in
FIG. 3
, passageway
52
communicates with annular space
100
surrounding valve element
82
. The valve stop
102
is secured within an opening
104
which communicates with valve opening
80
. The opening
104
is formed in the pump body
30
as indicated in FIG.
1
.
As best seen at
FIG. 3
, a small clearance exists between the end of the valve element
82
and the inner end surface
106
of the valve stop
102
. The clearance between the end of the valve element
82
and the surface
106
may be 0.210 ±0.005 mm. An annular opening
108
, best seen in
FIG. 3
, is formed between the surface
106
on the stop
102
and the adjacent surface
110
on pump body
30
.
Fuel is distributed through inlet passage
116
. As seen in
FIGS. 1 and 5
, passage
116
communicates with groove
114
in the pump body
30
.
Fuel is supplied to the spring chamber for spring
94
through a passage
118
in pump body
30
. Passage
118
communicates with groove
114
in pump body
30
. A cross-over internal passage, not shown, connects the spring chamber with the annular space at
104
. That annular space is connected to flow return passage
112
, which communicates through an internal passage, not shown, with groove
120
formed in the pump body. The cross-over passage provides a pressure balance for the valve element
82
.
Fuel is supplied to passage
118
and to groove
114
by a fuel pump not shown. The fuel is distributed to the injector pump at a pressure of about 6 bar.
When the valve element
82
is in the open position as the solenoid windings are energized, as seen in
FIG. 3
, fuel will enter the chamber for spring
96
and pass through the internal cross-over passage to opening
104
. Flow return passageway
112
, best seen in
FIG. 1
, communicates with groove
120
. Thus, a continuous flow of fuel from the outlet side of the supply pump to the inlet side is maintained, thereby cooling the fuel supply. Valve element
82
may be provided with a small bleed orifice, seen in
FIG. 1
, for complementing this flow as fuel passes through the hollow valve element interior.
When the solenoid windings are deenergized, the valve element
82
is shifted to the left as viewed in
FIG. 3
, thereby closing the gap between the surface
106
and the end of the valve element
82
. This opens communication between the supply pump and pump cavity
40
. When the solenoid windings are energized, the valve element
82
engages surface
110
and seals annular space
100
. At that instant, the camshaft drives the plunger
38
into the cavity
40
, thereby establishing a pressure pulse which is delivered through the passageway
52
to the snubber valve assembly. The pressure in passage
52
unseats the movable snubber valve element
64
, thereby permitting relatively unrestricted flow to the injector nozzle. When the pressure pulse intensity begins to decrease at the end of the pulse cycle, the snubber valve element
64
seats against the conical surface
66
, thereby introducing a flow restriction at orifice
78
in the return flow to the plunger cavity
40
.
During the instant in the pressure pulse cycle when the valve element
82
is open and the solenoid windings are energized, cavitation is avoided and pressure pulse peaks are effectively prevented from entering the injector pump.
Reference may be made to U.S. Pat. No. 5,749,717 for a complete description of a control valve assembly similar to the control valve assembly of
FIGS. 1
,
3
and
4
. That patent is assigned to the assignee of this invention. Its disclosure is incorporated herein by reference.
FIG. 7
is a schematic representation of the fuel injector system. The injector pump of
FIGS. 1 and 2
is shown schematically in
FIG. 7
at
30
and the cam actuator is shown schematically at
48
.
The snubber valve assembly of
FIG. 6
is schematically shown at
124
. The orifice
78
of
FIG. 6
is shown schematically in
FIG. 7
at
126
. The orifice
126
provides a metered fuel flow path back to the pump. The actuator for the valve element
82
is shown in
FIG. 7
at
128
.
Although a preferred embodiment has been disclosed, persons skilled in the art may make modifications to the invention without departing from the scope of the invention. All such modifications and equivalents thereof are covered by the following claims.
Claims
- 1. A liquid fuel injector pump assembly for an internal combustion engine comprising a pump body, a fuel delivery passage in the pump body extending to an injector nozzle;the injector pump having a pump cavity and a fuel pumping plunger in the cavity; a pump control valve in the fuel delivery passage and a solenoid actuator for the pump control valve, the actuator being connected to the control valve whereby a fuel flow path to the injector nozzle is established and disestablished; a snubber valve located in the pump body and forming a portion of the fuel delivery passage, the fuel delivery passage having a flow metering orifice in the snubber valve between the injector nozzle and the pump control valve, the snubber valve having a movable valve element subjected to fuel pressure on the outlet side of the injector pump, the snubber valve element having at least one large flow orifice of flow capacity greater than the flow capacity of the flow metering orifice, the movable valve element being displaceable from a fuel delivery passage closing position to a fuel delivery passage open position in response to development of a pressure pulse by the injector pump, thereby establishing a substantially unrestricted fuel flow passage that is parallel to flow through the flow metering orifice, the flow metering orifice providing a restriction to reverse flow of fuel from the nozzle toward the pump cavity, the fuel delivery passage including a valve seat in the pump body that is engageable with a valve surface on the movable valve element; a spring seat in the pump body, an unrestricted flow passage in the spring seat forming a part of the fuel delivery passage; and a valve spring between the spring seat and the movable valve element whereby fuel pressure acting on the movable valve element opposes a spring force on the movable valve element.
- 2. The liquid fuel injector pump valve assembly set forth in claim 1 wherein the movable valve element valve surface partly defines the fuel delivery passage, the valve seat that is engageable with the valve surface on the movable valve element interrupting partially the flow of liquid fuel through the fuel delivery passage, the flow restricting orifice accommodating continuous restricted parallel flow through the fuel delivery passage through the valve seat when the movable valve element is seated.
US Referenced Citations (6)