US20010023616A1 - Combination pressure sensor and regulator for direct injection engine fuel system - Google Patents
Combination pressure sensor and regulator for direct injection engine fuel system Download PDFInfo
- Publication number
- US20010023616A1 US20010023616A1 US09/867,889 US86788901A US2001023616A1 US 20010023616 A1 US20010023616 A1 US 20010023616A1 US 86788901 A US86788901 A US 86788901A US 2001023616 A1 US2001023616 A1 US 2001023616A1
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- fuel
- pressure
- inner tube
- outer tube
- closed end
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- 239000000446 fuel Substances 0.000 title claims abstract description 246
- 238000002347 injection Methods 0.000 title claims description 29
- 239000007924 injection Substances 0.000 title claims description 29
- 230000001105 regulatory effect Effects 0.000 claims abstract description 75
- 239000004065 semiconductor Substances 0.000 claims abstract description 26
- 230000004044 response Effects 0.000 claims abstract description 6
- 239000012530 fluid Substances 0.000 claims description 53
- 238000004891 communication Methods 0.000 claims description 27
- 239000002828 fuel tank Substances 0.000 claims description 17
- 238000002485 combustion reaction Methods 0.000 claims description 16
- 238000000034 method Methods 0.000 claims description 6
- 238000005086 pumping Methods 0.000 claims description 3
- 230000004907 flux Effects 0.000 description 12
- 230000008859 change Effects 0.000 description 5
- 238000012544 monitoring process Methods 0.000 description 5
- 230000006835 compression Effects 0.000 description 3
- 238000007906 compression Methods 0.000 description 3
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- 238000012986 modification Methods 0.000 description 3
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- 239000000696 magnetic material Substances 0.000 description 2
- 229910001220 stainless steel Inorganic materials 0.000 description 2
- 239000010935 stainless steel Substances 0.000 description 2
- 230000003068 static effect Effects 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 239000003990 capacitor Substances 0.000 description 1
- 238000012508 change request Methods 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 239000003989 dielectric material Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000003502 gasoline Substances 0.000 description 1
- 230000013011 mating Effects 0.000 description 1
- 229920003223 poly(pyromellitimide-1,4-diphenyl ether) Polymers 0.000 description 1
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- 229910052710 silicon Inorganic materials 0.000 description 1
- 239000010703 silicon Substances 0.000 description 1
- 239000000758 substrate Substances 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
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/12—Other methods of operation
- F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T137/00—Fluid handling
- Y10T137/7722—Line condition change responsive valves
- Y10T137/7758—Pilot or servo controlled
- Y10T137/7761—Electrically actuated valve
Definitions
- the present invention relates generally to pressure regulating devices and, more particularly, to pressure regulating devices for fuel systems.
- direct injection fuel systems for internal combustion engines.
- a fuel injector injects highly pressurized fuel directly into an engine cylinder combustion chamber during the compression stroke.
- Direct fuel injection can facilitate efficient fuel combustion, thereby improving fuel economy.
- the fuel must be at a high pressure (e.g., about 200 Bar or 2,900 psi) in order to enter the cylinder.
- High fuel pressure is typically achieved by using a high-pressure booster pump in conjunction with a low pressure fuel tank pump.
- FIG. 1 is a schematic illustration of a conventional direct injection fuel system 5 for an internal combustion engine.
- Fuel such as gasoline, is pumped from a tank 10 via a low pressure tank pump 12 to a high pressure booster pump 14 .
- the high pressure booster pump 14 raises the pressure of the fuel so that the fuel can enter a combustion chamber against the compression pressure in the cylinder.
- a high pressure booster pump is mounted to an engine and is operated directly from a cam (or crank) shaft within the engine.
- the high pressure fuel discharged from the high pressure booster pump 14 flows through a fuel rail 42 and to each injector 18 via a respective fuel passageway 20 .
- Each injector 18 is configured to deliver a controlled amount of fuel into a respective cylinder 22 when activated by an engine control unit (ECU) 24 .
- ECU engine control unit
- fuel pressure in a fuel rail 42 is controlled via a fuel rail pressure regulator 26 and a fuel rail pressure sensor 28 .
- the pressure sensor 28 and pressure regulator 26 communicate with each other via an ECU 24 .
- a sense tube assembly is disposed within an axial bore of a housing.
- the sense tube assembly includes a longitudinally extending outer tube having a longitudinally extending inner tube disposed within the outer tube to define a fuel pressure chamber.
- the outer tube has a tubular body terminating at an open end and at an opposite closed end.
- a longitudinally extending channel is formed along the inner surface of the outer tube body from the outer tube open end toward the outer tube closed end.
- the inner tube has a tubular body terminating at an open end and at an opposite closed end.
- the inner tube closed end includes an aperture formed therethrough.
- a radially extending flange is positioned adjacent the inner tube open end and has an aperture formed through a portion thereof.
- the longitudinally extending channel in the outer tube is in fluid communication with a fuel inlet passageway in the housing via the flange aperture.
- the longitudinally extending channel in the outer tube forms a fuel flow path between the inner tube and the outer tube from the fuel inlet passageway to the fuel pressure chamber.
- a magnetic pole piece is disposed within the inner tube and includes opposite first and second ends and an internal bore that terminates at the magnetic pole piece first and second ends.
- the magnetic pole piece internal bore is in fluid communication with a fuel outlet passageway in the housing.
- a magnetic armature is slidably secured within the inner tube between the magnetic pole piece and the inner tube closed end.
- the magnetic armature includes a body having a pair of slots formed in the outer surface thereof and terminating at opposite first and second ends.
- the magnetic armature second end is configured to matingly engage the aperture in the inner tube closed end.
- the slots formed in the armature are in fluid communication with the magnetic pole piece internal bore.
- a spring located between the magnetic armature and magnetic pole piece, is configured to bias the magnetic armature away from the magnetic pole piece and to cause the magnetic armature second end to matingly engage the aperture in the inner tube closed end.
- a pressure sensing element is attached to the outer tube closed end and is configured to measure fuel pressure within the pressure chamber.
- the pressure sensing element includes a semiconductor element that deflects in response to a deflection of the outer tube second end caused by pressure within the pressure chamber.
- a coil disposed within the housing is electrically connected with the pressure sensing element and is configured to generate a magnetic field responsive to electrical signals from the pressure sensing element. The magnetic field moves the magnetic armature axially within the inner tube to control fuel pressure by allowing fuel entering-the pressure chamber via the fuel inlet passageway to exit via a fuel outlet passageway.
- the present invention combines a pressure sensing element and pressure regulator within a single device, only a single connection in a fuel rail is required. Accordingly, the number of potential sources of fuel leaks is reduced by the present invention.
- a controller such as a proportional-integral-derivative (PID) controller, may be electrically connected with the pressure sensing element to create a “smart solenoid” whereby fuel pressure can be maintained within a prescribed range of pressures.
- the controller closes the loop around the sensed pressure via the pressure sensing element and adjusts the voltage to the coil which controls the axial movement of the magnetic armature within the inner tube in order to maintain fuel pressure within a predetermined range.
- a post-assembly calibration method is provided to compensate for mechanical strain imposed on pressure sensing elements during assembly of pressure regulating devices.
- a pressure sensing element attached to a pressure chamber within a pressure regulating device housing is electrically connected to an electrical terminal located external to the housing.
- the pressure sensing element is then calibrated to compensate for mechanical strain imposed on the pressure sensing element during assembly by transmitting electrical signals to the pressure sensing element via the electrical terminal.
- the present invention may be utilized with various high pressure fluid systems, and is not limited to high pressure fuel systems.
- FIG. 1 is a schematic illustration of a conventional direct injection fuel system for an internal combustion engine.
- FIG. 2 is a side, section view of a fuel pressure regulating apparatus according to an embodiment of the present invention.
- FIG. 3A is a side, section view of the inner tube of the sense tube assembly within the pressure regulating apparatus of FIG. 2.
- FIG. 3B is an end view of the inner tube of FIG. 3A illustrating an aperture formed in the flange that permits fuel to flow from the fuel inlet passageway into the fuel flow path between the inner tube and the outer tube.
- FIG. 4A is a side, section view of the outer tube of the sense tube assembly within the pressure regulating apparatus of FIG. 2.
- FIG. 4B is a section view of the outer tube of FIG. 4A illustrating a longitudinally extending channel which forms a fuel flow path between the inner tube and outer tube of the sense tube assembly.
- FIG. 5A is an enlarged section view of the magnetic armature in the pressure regulating apparatus of FIG. 2.
- FIG. 5B is an enlarged end view of the magnetic armature of FIG. 5A taken along lines 5 B- 5 B.
- FIG. 6A is an enlarged section view of the magnetic pole piece in the pressure regulating apparatus of FIG. 2.
- FIG. 6B is an enlarged end view of the magnetic pole piece of FIG. 6A taken along lines 6 B- 6 B.
- FIG. 7 is an enlarged side, section view of the pressure regulating apparatus of FIG. 2 illustrating the pressure sensing element that is attached to the outer surface of the outer tube second end.
- FIG. 8 is a bottom plan view of the electrical connector socket of the pressure regulating apparatus of FIG. 2 illustrating the electrical terminals contained therein.
- FIG. 9 is a schematic illustration of operations for calibrating a pressure sensing element within a pressure regulating apparatus according to the present invention to compensate for mechanical strain imposed on the pressure sensing element during assembly.
- FIG. 10 is a schematic illustration of a direct injection fuel system incorporating various aspects of the present invention.
- the pressure regulating apparatus 40 which is in fluid communication with a fuel rail 42 , includes an annular first housing portion 43 and an annular magnetic flux housing 44 which are collectively referred to herein as a “housing” that has an axial bore 45 extending therethrough.
- the axial bore 45 defines a longitudinally extending axial direction, indicated by reference letter A, and is configured to receive a flow plug 46 , sense tube assembly 47 and pressure sensing element 48 as will be described in detail below.
- the illustrated fuel rail 42 includes a first end portion 42 a that is configured to receive an end portion 46 a of a flow plug 46 .
- a filter 17 is attached to the flow plug end portion 46 a to prevent foreign materials entrained within fuel from entering the pressure regulating apparatus 40 .
- the fuel rail 42 is in fluid communication with a fuel inlet passageway 54 a and a fuel outlet passageway 54 b in the flow plug 46 .
- the illustrated fuel rail 42 also includes a second end portion 42 b that is threadingly engaged with a first end portion 43 a of the annular first housing portion 43 .
- An O-ring 49 is configured to maintain a sealed engagement between the fuel rail 42 and the annular first housing portion 43 as would be understood by one skilled in the art.
- the annular flux housing 44 has opposite first and second end portions 44 a , 44 b .
- the annular flux housing 44 is configured to enclose an insulating bobbin 50 disposed therewithin and having conductive wire 51 coiled therearound to define a coil 52 for generating a magnetic field when electrical current flow is induced therein.
- the coil 52 generates a magnetic field which causes magnetic flux to flow through the flux housing 44 , into the upper flux washer 55 , into a magnetic armature 80 , into a magnetic pole piece 84 , into a lower flux washer 56 , and then back to the flux housing 44 .
- the flow of magnetic flux causes the magnetic armature 80 to move axially within the sense tube assembly 47 .
- This magnetic force is assisted by the fuel pressure force pushing on the magnetic armature 80 at the poppet seat 72 . Opposing these two forces is the force of the armature spring 82 . The balancing of these forces is what allows for pressure regulation of fuel within the fuel rail 42 . Coils for moving magnetic armatures (or solenoids) are well understood by those skilled in this art and need not be described further herein.
- the flow plug 46 is positioned within the axial bore 45 as illustrated.
- the flow plug 46 has a first end 46 a secured within the fuel rail 42 .
- the flow plug 46 includes a fuel inlet passageway 54 a and a fuel outlet passageway 54 b .
- the fuel inlet passageway 54 a is in fluid communication with the fuel rail 42 .
- the flow plug 46 has an opposite second end portion 46 b secured within an inner tube 60 of the sense tube assembly 47 .
- An O-ring 53 a is configured to prevent fuel leakage between the flow plug first end 46 a and the fuel rail 42
- an O-ring 53 b is configured to prevent fuel leakage between the flow plug second end 46 b and the inner tube 60 as would be understood by one skilled in the art.
- Fuel enters the pressure regulating apparatus 40 from the fuel rail 42 via the fuel inlet passageway 54 a and exits from the pressure regulating apparatus 40 via the fuel outlet passageway 54 b , as will be described in detail below.
- the illustrated sense tube assembly 47 disposed within the axial bore 45 includes a longitudinally extending inner tube 60 disposed within a longitudinally extending outer tube 66 .
- the inner tube 60 and outer tube 66 will now be described in detail with reference to FIGS. 3 A- 3 B and FIGS. 4 A- 4 B, respectively.
- the illustrated inner tube 60 includes a tubular (preferably cylindrical) body 61 a with an open end 61 b and a closed end 61 c , and inner and outer surfaces 61 d , 61 e .
- the inner tube 60 defines an elongated, cylindrical chamber 64 extending between the open and closed ends 61 b , 61 c that is configured to receive the magnetic armature 80 and a pole piece 84 as described below.
- the inner tube closed end 61 c has an annular configuration that defines an aperture 71 .
- the aperture 71 defines a poppet seat 72 for receiving the armature first end 80 a (FIG. 2) in mating relationship.
- a radially extending flange 62 is positioned adjacent the inner tube open end 61 b , as illustrated.
- An aperture 63 is formed through a portion of the flange 62 , as illustrated.
- FIG. 3B is an end view of the inner tube 60 illustrating the flange 62 and the aperture 63 formed therein.
- FIG. 4A a side, section view of the outer tube 66 is illustrated.
- the outer tube 66 includes a tubular body 67 a having an open end 67 b and an opposite closed end 67 c , and having inner and outer surfaces 67 d , 67 e .
- a longitudinally extending channel 68 is formed along the inner surface 67 d of the outer tube body 67 a from the outer tube open end 67 b toward the outer tube closed end 67 c .
- FIG. 4B is a section view of the outer tube 62 that illustrates the cross-sectional contour of the longitudinally extending channel 68 .
- the outer tube 66 defines an elongated, cylindrical chamber 70 extending between the open and closed ends 67 b , 67 c that is configured to receive the inner tube 60 therewithin.
- the outer tube open end 67 b includes a radially extending flange 74 adjacent thereto as illustrated.
- the flange 74 abuts the flange 62 of the inner tube 60 when the inner tube 60 is assembled within the outer tube chamber 70 (as illustrated in FIG. 2).
- the outer tube second end 67 c has an outer surface 75 to which the pressure sensing element 48 (FIG. 2) is attached.
- a slot 76 circumferentially extends around the outer tube 66 adjacent the second end 67 c as illustrated in FIG. 4A.
- the slot 76 is configured to receive an O-ring ( 77 , FIG. 2) that is configured to seal the outer tube 66 within the axial bore 45 as would be understood by one skilled in the art.
- the outer surface 61 e of the inner tube body 61 a is in contacting relationship with the inner surface 67 d of the outer tube body 67 a to define a pressure chamber 65 between the outer tube closed end and the inner tube closed end, as illustrated in FIG. 2.
- the fit between the inner tube 60 and the outer tube 62 is sufficiently snug such that fuel within a pressure range of between about 0 pounds per square inch (psi) and about 3,000 psi is prevented from leaking therebetween.
- the inner tube 60 is formed from non-magnetic material including, but not limited to, non-magnetic stainless steel having a thickness of between about 0.012 inches and about 0.018 inches.
- the outer tube 66 is formed from nonmagnetic material including, but not limited to, nonmagnetic stainless steel having a thickness of between about 0.012 inches and about 0.018 inches.
- the longitudinally extending channel 68 in the outer tube 66 forms a fuel flow path 69 located between the inner tube 60 and the outer tube 66 .
- the aperture 63 in the inner tube flange 62 is aligned with an annular ring on the outer tube. This annular ring creates a cavity 67 e which feeds the fuel flow path 69 so that the fuel inlet passageway 54 a is in fluid communication with the fuel flow path 69 . Accordingly, fuel can flow from the fuel inlet passageway 54 a into the pressure chamber 65 via the fuel flow path 69 .
- the magnetic armature 80 , a spring 82 and the magnetic pole piece 84 are disposed within the inner tube chamber 64 , as illustrated.
- the magnetic armature 80 includes opposite first and second ends 80 a , 80 b and is slidably secured within the inner tube chamber 64 .
- the magnetic armature 80 is configured to move along the axial direction A in response to a magnetic field generated by the coil 52 .
- the magnetic pole piece 84 is fixed within the inner tube chamber 64 adjacent the magnetic armature first end 80 a and includes opposite first and second ends 84 a , 84 b , as illustrated.
- the magnetic armature 80 is biased via the spring 82 along the axial direction A away from the pole piece second end 84 b and toward the inner tube second end 61 c .
- the magnetic armature second end 80 b is configured to matingly engage with the poppet seat 72 formed in the inner tube second end 61 c to prevent passage of fuel into the inner tube chamber 64 .
- the magnetic armature 80 is mechanically loaded to a closed position when current is not induced within the coil 52 .
- the magnetic armature 80 may be mechanically loaded to an open position via the spring 82 when current is not induced within the coil 52 .
- the magnetic pole piece 84 includes an axial bore 85 extending along the axial direction A between the opposite first and second ends 84 a , 84 b , as illustrated.
- a portion of the magnetic pole piece axial bore adjacent the pole piece second end 84 a is threaded and configured to receive a correspondingly-threaded adjusting screw 86 therein as illustrated.
- the adjusting screw 86 is configured to adjust or calibrate the position of the magnetic armature second end 80 b with respect to the poppet seat 72 at the inner tube second end 61 c by compressing or expanding the spring 82 , as would be understood by one of skill in the art.
- the annular flux housing 44 , magnetic armature 80 , upper and lower flux washers 55 , 56 and magnetic pole piece 84 form a magnetic flux circuit such that flow of electrical current within the coil 52 produces a magnetic field that causes the magnetic armature first end 80 a to move in the axial direction A within the inner tube 60 toward the pole piece second end 84 b .
- the spring 82 biases against the magnetic armature first end 80 a to counter the magnetic force attracting the magnetic armature 80 towards the pole piece 84 .
- the amount of movement of the magnetic armature 80 may be controlled by controlling the amount of electrical current applied to the coil 52 and/or by selecting a spring that has a desired spring rate. Fuel pressure exerted on the magnetic armature is typically between about 0 psi and about 1,500 psi.
- FIGS. 5 A- 5 B the configuration of the magnetic armature 80 illustrated in FIG. 2 is shown in enlarged detail.
- the second end 80 b has a conical-shaped projection 80 c that is configured to matingly engage with the poppet seat 72 formed in the inner tube second end 61 c .
- the magnetic armature 80 includes a pair of diametrically opposed slots 88 a , 88 b that extend between the opposite first and second ends 80 a , 80 b . Slots 88 a , 88 b allow fuel passing through the inner tube aperture 71 from the pressure chamber 65 to flow past the magnetic armature 80 and into the axial bore 85 of the magnetic pole piece 84 .
- the magnetic armature 80 may have various shapes and configurations and is not limited to the illustrated embodiment.
- the magnetic armature 80 may have a “D” shape (in lieu of slots 88 a , 88 b ) which allows fuel to flow past the magnetic armature 80 and into the axial bore 85 of the magnetic pole piece 84 .
- the magnetic armature 80 also includes a bore 89 that extends partially into the magnetic armature from the first end 80 a .
- the bore 89 is configured to receive the spring ( 82 , FIG. 2) therein for biasing the magnetic armature away from the magnetic pole piece second end 84 b.
- the magnetic pole piece 84 includes the axial bore 85 and a pair of diametrically opposed slots 90 a , 90 b that extend between opposite first and second ends 84 a , 84 b .
- the slots 90 a , 90 b are in communication with the axial bore 85 .
- the slots 84 a , 84 b and the axial bore 85 allow fuel flowing around the magnetic armature 80 to flow through the magnetic pole piece and into a chamber 92 within the flow plug 46 that is in fluid communication with the fuel outlet passageway 54 b.
- an air gap shim 87 is positioned between the magnetic armature 80 and the magnetic pole piece 84 as illustrated.
- the air gap shim 87 is formed from non-magnetic material and prevents magnetic “latch” from occurring between the magnetic armature 80 and the magnetic pole piece 84 , as would be understood by one of skill in the art.
- the pressure sensing element 48 that is mounted directly to the outer surface 75 of the second end 67 c of the outer tube 66 is illustrated in enlarged detail.
- the pressure sensing element 48 preferably includes a semiconductor element 100 having an embedded resistive element such as a Wheatstone bridge.
- the semiconductor element 100 is preferably a planar substrate formed from silicon. However, the semiconductor element 100 may have various configurations and may be formed from various materials. In the illustrated embodiment, the semiconductor element 100 is surrounded by a protective covering or die cap 101 .
- electrical resistive strain devices produce a varying resistance when strained by a mechanical force. Accordingly, deflection of the second end 67 c of the outer tube 66 causes the semiconductor element 100 to deflect and, thus, change resistance. By supplying a voltage to the semiconductor element 100 , a sensed voltage that is proportional to the amount of fuel pressure within the pressure chamber 65 can be generated.
- An exemplary pressure sensing element 48 is disclosed in co-pending and co-assigned U.S. patent application Ser. No. 08/840,363, filed Apr. 28, 1997, which is incorporated herein by reference in its entirety.
- a flex circuit assembly 102 that includes electronics to supply the resistive bridge with voltage and process the voltage signals of the semiconductor element 100 is electrically connected to the semiconductor element 100 via lead 102 a .
- Lead 102 b electrically connects the flex circuit assembly 102 to an electrical terminal 110 a .
- Electrical terminal 110 a is preferably electrically connected with an ECU ( 24 , FIG. 1) via an electrical cable inserted within the socket 114 .
- the flex circuit assembly 102 is embedded within a dielectric material 103 such as KAPTON® flexible film (E. I. du Pont de Nemours and Company, 1007 Market St., Wilmington, Del.). Flexible dielectric films are well known by those having skill in the art and need not be described further herein.
- the output from the pressure sensing element 48 is typically a 0.0-5.0 volt direct current (DC) analog signal. However, the output from the pressure sensing element 48 may also be a digital data stream.
- the output from the pressure sensing element 48 is preferably generated internally via an application specific integrated circuit (ASIC) which has a processor built therein. The processor takes a voltage reading from the semiconductor element 100 and a voltage reading that is proportional to temperature and generates the output voltage.
- ASIC application specific integrated circuit
- the flex circuit assembly 102 preferably includes a static ground protection system and an electromagnetic interference (EMI) circuit to dampen out background radiation.
- Static ground protection systems and EMI circuits are well known by those of skill in the art and need not be described further herein.
- additional terminals 110 b - 110 e are housed within the socket 114 , as illustrated in FIG. 8.
- terminals 110 b - 110 e may be provided to perform various functions, including: providing electrical power to the coil 52 ; providing ground; providing an output line from the pressure sensing element 48 ; providing power to the pressure sensing element 48 ; and providing ground.
- the electronic pressure sensing element 48 Prior to final assembly of the pressure regulating apparatus 40 , the electronic pressure sensing element 48 is typically calibrated. However, assembly of the pressure regulating apparatus 40 may induce mechanical strain on the outer tube 66 and/or the pressure sensing element 48 which may, in turn, negatively affect any pre-assembly calibration efforts. According to another embodiment of the present invention, calibration of a pressure sensing element housed within a pressure regulating apparatus can be performed after assembly is complete.
- FIG. 9 operations for calibrating a pressure sensing element within a pressure regulating apparatus to compensate for mechanical strain imposed on the pressure sensing element during assembly of the pressure regulating apparatus are illustrated.
- a pressure chamber and pressure sensing element attached thereto is enclosed within a housing, such that the pressure sensing element is electrically connected to an electrical terminal located external to the housing (Block 200 ). Electrical signals generated by the pressure sensing element are detected via the electrical terminal (Block 202 ). Finally, the pressure sensing element is then calibrated to compensate for mechanical strain imposed thereon during assembly by transmitting electrical signals to the pressure sensing element via the electrical terminal (Block 204 ).
- an electrical terminal for transmitting the output signal from the pressure sensing element 48 is utilized as a digital input/output (I/O) port to program the ASIC.
- the ASIC has a monitoring circuit that checks the electrical terminal for digital communications. The electrical terminal thus allows the pressure sensing element 48 to be calibrated after the pressure regulating apparatus 40 has been assembled. By contrast, calibration of conventional pressure sensors is performed prior to final assembly.
- the illustrated direct injection fuel system 5 ′ includes a fuel tank 10 , a fuel rail 42 , and a fuel supply line 17 connecting the fuel tank 10 and the fuel rail 42 .
- a high pressure booster pump 14 is provided for pumping fuel from the fuel tank 10 to the fuel rail 42 via the fuel supply line 17 .
- a low pressure fuel pump 12 may also be utilized, as would be understood by one skilled in the art.
- a plurality of fuel injectors 18 are in fluid communication with the fuel rail 42 and each fuel injector 18 is configured to directly inject fuel from the fuel rail 42 into a respective combustion chamber 22 within the internal combustion engine.
- a pressure regulating apparatus 40 as described above is in fluid communication with the fuel rail 42 .
- a fuel return line 19 connects the pressure regulating apparatus 40 and the fuel tank 10 and is configured to return fuel exiting from the pressure regulating apparatus 40 to the fuel tank.
- a controller 30 may be electrically connected with a pressure sensing element within the pressure regulating apparatus 40 and configured to maintain fuel pressure within a prescribed range of pressures based upon the requested input.
- the controller 30 may be a proportional controller, a derivative controller, an integral controller, or some combination thereof.
- the controller 30 may be a proportional-derivative controller, a proportional-integral controller, or a proportional-integral-derivative (PID) controller.
- PID proportional-integral-derivative
- High pressure fuel enters the pressure regulating apparatus 40 from the fuel rail 42 through the fuel inlet passageway 54 a in the flow plug 46 .
- the fuel passes through the aperture 63 in the flange 62 of the inner tube 60 and into the fuel flow path 69 between the inner and outer tubes 60 , 66 .
- the fuel flows through the fuel flow path 69 and into the pressure chamber 65 between the outer tube closed end 67 c and the inner tube closed end 61 c.
- Fuel pressure within the pressure chamber 65 causes the outer tube closed end 67 c to deflect, which in turn causes the semiconductor element 100 within the pressure sensing element 48 to deflect.
- the resistance in the Wheatstone bridge embedded within the semiconductor element 100 changes with the deflection (strain) in the strain in the semiconductor element 100 to produce an output voltage when a constant current is applied via terminal 110 a .
- the output voltage is proportional to the deflection of the semiconductor element 100 which is proportional to the fuel pressure in pressure chamber 65 .
- the fuel pressure measured in the pressure chamber 65 will be the same as the fuel pressure within the fuel rail 42 .
- the pressure sensing element 48 reports fuel pressure in the fuel rail 42 back to the vehicle ECU ( 24 , FIG. 10).
- the pressurized fuel also exerts positive pressure against the magnetic armature second end 80 b through aperture 71 in the inner tube second end 61 c.
- a vehicle ECU To regulate fuel pressure within the fuel rail 42 , a vehicle ECU reads the fuel pressure output signal from the pressure sensing element 48 and determines what the proper fuel pressure should be based upon various vehicle parameters including, but not limited to, throttle position, engine speed (RPM), transmission gear, and wheel slip. The ECU checks to see if the fuel pressure is where it should be, and if not, adjusts the signal to the pressure regulating apparatus 40 to change the fuel pressure to the desired level. As described above, fuel pressure is adjusted by applying electrical current to the coil 52 . The generated magnetic field causes the magnetic armature 80 to move along the axial direction A toward the magnetic pole piece 84 , which opens a leak path back to the fuel tank ( 10 , FIG.
- the leak path is formed by the slots 88 a , 88 b in the magnetic armature 80 , the axial bore 85 through the magnetic pole piece 84 , the chamber 92 within the flow plug 46 , the fuel outlet passageway 54 b in the flow plug 46 , and the fuel outlet passageway 99 in the annular first housing 42 .
- the pressure regulating apparatus 40 can also act as a pressure relief valve if fuel pressure exceeds a predetermined pressure limit. Excessive fuel pressure applied to the magnetic armature second end 80 b can cause the spring 82 to compress, which will allow flow through the leak path and, thus, a reduction in fuel pressure.
- the controller ( 30 , FIG. 10) may be electrically connected with a pressure sensing element 48 to create a “smart solenoid” (i.e., a closed loop feedback control system is incorporated into the pressure sensing electronics), whereby fuel pressure can be maintained within a prescribed range of pressures.
- the controller 30 closes the loop around the sensed pressure via the pressure sensing element 48 and adjusts, via current induced within the coil 52 , axial movement of the magnetic armature 80 within the inner tube 60 in order to maintain fuel pressure within a predetermined range.
- an ECU By reading the pressure sensing element 48 , an ECU is able to see the effects that its changes are having on fuel pressure and can vary fuel pressure change requests.
- the control of how much change an ECU asks the pressure sensing element 48 to make and how quickly it should make that change is preferably controlled via proportional-integral-derivative (PID) control.
- PID proportional-integral-derivative
- a PID controller can allow a system to control the amount of overshoot that a fuel rail sees from the pressure regulating apparatus 40 and also can help insure that the pressure regulating apparatus 40 receives the required value quickly.
- a pressure regulating apparatus provides a number of advantages.
- the output signal line from a pressure regulating apparatus according to the present invention can change from analog to digital.
- Third, a pressure regulating apparatus according to the present invention can house the control electronics (e.g., a FET transistor, resistor, and capacitor) required to drive the coil.
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Abstract
Description
- The present invention relates generally to pressure regulating devices and, more particularly, to pressure regulating devices for fuel systems.
- To help meet consumer demand for more fuel efficient vehicles, automotive companies have begun investigating the use of direct injection fuel systems for internal combustion engines. In a direct injection fuel system, a fuel injector injects highly pressurized fuel directly into an engine cylinder combustion chamber during the compression stroke. Direct fuel injection can facilitate efficient fuel combustion, thereby improving fuel economy.
- Because fuel is injected during a compression stroke, the fuel must be at a high pressure (e.g., about 200 Bar or 2,900 psi) in order to enter the cylinder. High fuel pressure is typically achieved by using a high-pressure booster pump in conjunction with a low pressure fuel tank pump.
- FIG. 1 is a schematic illustration of a conventional direct
injection fuel system 5 for an internal combustion engine. Fuel, such as gasoline, is pumped from atank 10 via a lowpressure tank pump 12 to a highpressure booster pump 14. The highpressure booster pump 14 raises the pressure of the fuel so that the fuel can enter a combustion chamber against the compression pressure in the cylinder. Typically, a high pressure booster pump is mounted to an engine and is operated directly from a cam (or crank) shaft within the engine. As illustrated in FIG. 1, the high pressure fuel discharged from the highpressure booster pump 14 flows through afuel rail 42 and to eachinjector 18 via arespective fuel passageway 20. Eachinjector 18 is configured to deliver a controlled amount of fuel into arespective cylinder 22 when activated by an engine control unit (ECU) 24. Conventionally, fuel pressure in afuel rail 42 is controlled via a fuelrail pressure regulator 26 and a fuelrail pressure sensor 28. Typically, thepressure sensor 28 andpressure regulator 26 communicate with each other via anECU 24. - Because two separate components (i.e., a pressure regulator and a pressure sensor) are typically used to control fuel pressure in conventional direct injection fuel systems, multiple connections in a fuel rail are typically necessary. Unfortunately, each connection in a high pressure fuel rail is a potential source of fuel leakage. Because fuel rails are typically mounted near hot exhaust manifolds, the potential for fire caused by a fuel leak from a high pressure fuel rail can be substantial.
- In view of the above discussion, it is an object of the present invention to facilitate reducing the potential for fire caused by fuel leaks in high pressure direct injection fuel systems for internal combustion engines.
- It is another object of the present invention to provide fuel pressure monitoring and control for high pressure direct injection fuel systems wherein only a single connection in a fuel rail is required.
- These and other objects of the present invention are provided by pressure regulating devices for high pressure fluid systems, such as fuel systems, wherein a pressure sensing element is attached directly to a pressure chamber within a pressure regulating device. According to one embodiment of the present invention, a sense tube assembly is disposed within an axial bore of a housing. The sense tube assembly includes a longitudinally extending outer tube having a longitudinally extending inner tube disposed within the outer tube to define a fuel pressure chamber.
- The outer tube has a tubular body terminating at an open end and at an opposite closed end. A longitudinally extending channel is formed along the inner surface of the outer tube body from the outer tube open end toward the outer tube closed end.
- The inner tube has a tubular body terminating at an open end and at an opposite closed end. The inner tube closed end includes an aperture formed therethrough. A radially extending flange is positioned adjacent the inner tube open end and has an aperture formed through a portion thereof. The longitudinally extending channel in the outer tube is in fluid communication with a fuel inlet passageway in the housing via the flange aperture. The longitudinally extending channel in the outer tube forms a fuel flow path between the inner tube and the outer tube from the fuel inlet passageway to the fuel pressure chamber.
- A magnetic pole piece is disposed within the inner tube and includes opposite first and second ends and an internal bore that terminates at the magnetic pole piece first and second ends. The magnetic pole piece internal bore is in fluid communication with a fuel outlet passageway in the housing.
- A magnetic armature is slidably secured within the inner tube between the magnetic pole piece and the inner tube closed end. The magnetic armature includes a body having a pair of slots formed in the outer surface thereof and terminating at opposite first and second ends. The magnetic armature second end is configured to matingly engage the aperture in the inner tube closed end. The slots formed in the armature are in fluid communication with the magnetic pole piece internal bore. A spring, located between the magnetic armature and magnetic pole piece, is configured to bias the magnetic armature away from the magnetic pole piece and to cause the magnetic armature second end to matingly engage the aperture in the inner tube closed end.
- A pressure sensing element is attached to the outer tube closed end and is configured to measure fuel pressure within the pressure chamber. The pressure sensing element includes a semiconductor element that deflects in response to a deflection of the outer tube second end caused by pressure within the pressure chamber. A coil disposed within the housing is electrically connected with the pressure sensing element and is configured to generate a magnetic field responsive to electrical signals from the pressure sensing element. The magnetic field moves the magnetic armature axially within the inner tube to control fuel pressure by allowing fuel entering-the pressure chamber via the fuel inlet passageway to exit via a fuel outlet passageway.
- Because the present invention combines a pressure sensing element and pressure regulator within a single device, only a single connection in a fuel rail is required. Accordingly, the number of potential sources of fuel leaks is reduced by the present invention.
- According to another embodiment of the present invention, a controller, such as a proportional-integral-derivative (PID) controller, may be electrically connected with the pressure sensing element to create a “smart solenoid” whereby fuel pressure can be maintained within a prescribed range of pressures. The controller closes the loop around the sensed pressure via the pressure sensing element and adjusts the voltage to the coil which controls the axial movement of the magnetic armature within the inner tube in order to maintain fuel pressure within a predetermined range.
- According to another embodiment of the present invention, a post-assembly calibration method is provided to compensate for mechanical strain imposed on pressure sensing elements during assembly of pressure regulating devices. A pressure sensing element attached to a pressure chamber within a pressure regulating device housing is electrically connected to an electrical terminal located external to the housing. The pressure sensing element is then calibrated to compensate for mechanical strain imposed on the pressure sensing element during assembly by transmitting electrical signals to the pressure sensing element via the electrical terminal.
- The present invention may be utilized with various high pressure fluid systems, and is not limited to high pressure fuel systems.
- FIG. 1 is a schematic illustration of a conventional direct injection fuel system for an internal combustion engine.
- FIG. 2 is a side, section view of a fuel pressure regulating apparatus according to an embodiment of the present invention.
- FIG. 3A is a side, section view of the inner tube of the sense tube assembly within the pressure regulating apparatus of FIG. 2.
- FIG. 3B is an end view of the inner tube of FIG. 3A illustrating an aperture formed in the flange that permits fuel to flow from the fuel inlet passageway into the fuel flow path between the inner tube and the outer tube.
- FIG. 4A is a side, section view of the outer tube of the sense tube assembly within the pressure regulating apparatus of FIG. 2.
- FIG. 4B is a section view of the outer tube of FIG. 4A illustrating a longitudinally extending channel which forms a fuel flow path between the inner tube and outer tube of the sense tube assembly.
- FIG. 5A is an enlarged section view of the magnetic armature in the pressure regulating apparatus of FIG. 2.
- FIG. 5B is an enlarged end view of the magnetic armature of FIG. 5A taken along
lines 5B-5B. - FIG. 6A is an enlarged section view of the magnetic pole piece in the pressure regulating apparatus of FIG. 2.
- FIG. 6B is an enlarged end view of the magnetic pole piece of FIG. 6A taken along
lines 6B-6B. - FIG. 7 is an enlarged side, section view of the pressure regulating apparatus of FIG. 2 illustrating the pressure sensing element that is attached to the outer surface of the outer tube second end.
- FIG. 8 is a bottom plan view of the electrical connector socket of the pressure regulating apparatus of FIG. 2 illustrating the electrical terminals contained therein.
- FIG. 9 is a schematic illustration of operations for calibrating a pressure sensing element within a pressure regulating apparatus according to the present invention to compensate for mechanical strain imposed on the pressure sensing element during assembly.
- FIG. 10 is a schematic illustration of a direct injection fuel system incorporating various aspects of the present invention.
- The present invention now will be described more fully hereinafter with reference to the accompanying drawings, in which preferred embodiments of the invention are shown. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art. Like numbers refer to like elements throughout.
- Referring now to FIG. 2, a
pressure regulating apparatus 40 according to an embodiment of the present invention is illustrated. Thepressure regulating apparatus 40, which is in fluid communication with afuel rail 42, includes an annularfirst housing portion 43 and an annularmagnetic flux housing 44 which are collectively referred to herein as a “housing” that has anaxial bore 45 extending therethrough. Theaxial bore 45 defines a longitudinally extending axial direction, indicated by reference letter A, and is configured to receive aflow plug 46,sense tube assembly 47 andpressure sensing element 48 as will be described in detail below. - The illustrated
fuel rail 42 includes afirst end portion 42 a that is configured to receive anend portion 46 a of aflow plug 46. In the illustrated embodiment, afilter 17 is attached to the flow plugend portion 46 a to prevent foreign materials entrained within fuel from entering thepressure regulating apparatus 40. Thefuel rail 42 is in fluid communication with afuel inlet passageway 54 a and afuel outlet passageway 54 b in theflow plug 46. - The illustrated
fuel rail 42 also includes asecond end portion 42 b that is threadingly engaged with afirst end portion 43 a of the annularfirst housing portion 43. An O-ring 49 is configured to maintain a sealed engagement between thefuel rail 42 and the annularfirst housing portion 43 as would be understood by one skilled in the art. - The
annular flux housing 44 has opposite first andsecond end portions annular flux housing 44 is configured to enclose an insulating bobbin 50 disposed therewithin and havingconductive wire 51 coiled therearound to define acoil 52 for generating a magnetic field when electrical current flow is induced therein. Thecoil 52 generates a magnetic field which causes magnetic flux to flow through theflux housing 44, into the upper flux washer 55, into amagnetic armature 80, into amagnetic pole piece 84, into alower flux washer 56, and then back to theflux housing 44. The flow of magnetic flux causes themagnetic armature 80 to move axially within thesense tube assembly 47. This magnetic force is assisted by the fuel pressure force pushing on themagnetic armature 80 at thepoppet seat 72. Opposing these two forces is the force of thearmature spring 82. The balancing of these forces is what allows for pressure regulation of fuel within thefuel rail 42. Coils for moving magnetic armatures (or solenoids) are well understood by those skilled in this art and need not be described further herein. - The flow plug46 is positioned within the
axial bore 45 as illustrated. The flow plug 46 has afirst end 46 a secured within thefuel rail 42. The flow plug 46 includes afuel inlet passageway 54 a and afuel outlet passageway 54 b. Thefuel inlet passageway 54 a is in fluid communication with thefuel rail 42. The flow plug 46 has an oppositesecond end portion 46 b secured within aninner tube 60 of thesense tube assembly 47. An O-ring 53 a is configured to prevent fuel leakage between the flow plugfirst end 46 a and thefuel rail 42, and an O-ring 53 b is configured to prevent fuel leakage between the flow plugsecond end 46 b and theinner tube 60 as would be understood by one skilled in the art. Fuel enters thepressure regulating apparatus 40 from thefuel rail 42 via thefuel inlet passageway 54 a and exits from thepressure regulating apparatus 40 via thefuel outlet passageway 54 b, as will be described in detail below. - The illustrated
sense tube assembly 47 disposed within theaxial bore 45 includes a longitudinally extendinginner tube 60 disposed within a longitudinally extendingouter tube 66. Theinner tube 60 andouter tube 66 will now be described in detail with reference to FIGS. 3A-3B and FIGS. 4A-4B, respectively. - Referring to FIG. 3A, a side, section view of the
inner tube 60 is illustrated. The illustratedinner tube 60 includes a tubular (preferably cylindrical)body 61 a with an open end 61 b and aclosed end 61 c, and inner and outer surfaces 61 d, 61 e. Theinner tube 60 defines an elongated,cylindrical chamber 64 extending between the open and closed ends 61 b, 61 c that is configured to receive themagnetic armature 80 and apole piece 84 as described below. - The inner tube closed
end 61 c has an annular configuration that defines anaperture 71. As will be described below, theaperture 71 defines apoppet seat 72 for receiving the armaturefirst end 80 a (FIG. 2) in mating relationship. Aradially extending flange 62 is positioned adjacent the inner tube open end 61 b, as illustrated. Anaperture 63 is formed through a portion of theflange 62, as illustrated. FIG. 3B is an end view of theinner tube 60 illustrating theflange 62 and theaperture 63 formed therein. - Referring to FIG. 4A, a side, section view of the
outer tube 66 is illustrated. Theouter tube 66 includes atubular body 67 a having anopen end 67 b and an oppositeclosed end 67 c, and having inner andouter surfaces longitudinally extending channel 68 is formed along theinner surface 67 d of theouter tube body 67 a from the outer tubeopen end 67 b toward the outer tube closedend 67 c. FIG. 4B is a section view of theouter tube 62 that illustrates the cross-sectional contour of thelongitudinally extending channel 68. - The
outer tube 66 defines an elongated,cylindrical chamber 70 extending between the open and closed ends 67 b, 67 c that is configured to receive theinner tube 60 therewithin. The outer tubeopen end 67 b includes aradially extending flange 74 adjacent thereto as illustrated. Theflange 74 abuts theflange 62 of theinner tube 60 when theinner tube 60 is assembled within the outer tube chamber 70 (as illustrated in FIG. 2). - The outer tube
second end 67 c has anouter surface 75 to which the pressure sensing element 48 (FIG. 2) is attached. In the illustrated embodiment, a slot 76 circumferentially extends around theouter tube 66 adjacent thesecond end 67 c as illustrated in FIG. 4A. The slot 76 is configured to receive an O-ring (77, FIG. 2) that is configured to seal theouter tube 66 within theaxial bore 45 as would be understood by one skilled in the art. - When the inner and
outer tubes sense tube assembly 47, the outer surface 61 e of theinner tube body 61 a is in contacting relationship with theinner surface 67 d of theouter tube body 67 a to define apressure chamber 65 between the outer tube closed end and the inner tube closed end, as illustrated in FIG. 2. The fit between theinner tube 60 and theouter tube 62 is sufficiently snug such that fuel within a pressure range of between about 0 pounds per square inch (psi) and about 3,000 psi is prevented from leaking therebetween. - Preferably, the
inner tube 60 is formed from non-magnetic material including, but not limited to, non-magnetic stainless steel having a thickness of between about 0.012 inches and about 0.018 inches. Preferably, theouter tube 66 is formed from nonmagnetic material including, but not limited to, nonmagnetic stainless steel having a thickness of between about 0.012 inches and about 0.018 inches. - In addition, the
longitudinally extending channel 68 in theouter tube 66 forms afuel flow path 69 located between theinner tube 60 and theouter tube 66. Theaperture 63 in theinner tube flange 62 is aligned with an annular ring on the outer tube. This annular ring creates acavity 67 e which feeds thefuel flow path 69 so that thefuel inlet passageway 54 a is in fluid communication with thefuel flow path 69. Accordingly, fuel can flow from thefuel inlet passageway 54 a into thepressure chamber 65 via thefuel flow path 69. - Referring back to FIG. 2, the
magnetic armature 80, aspring 82 and themagnetic pole piece 84 are disposed within theinner tube chamber 64, as illustrated. Themagnetic armature 80 includes opposite first and second ends 80 a, 80 b and is slidably secured within theinner tube chamber 64. Themagnetic armature 80 is configured to move along the axial direction A in response to a magnetic field generated by thecoil 52. Themagnetic pole piece 84 is fixed within theinner tube chamber 64 adjacent the magnetic armaturefirst end 80 a and includes opposite first and second ends 84 a, 84 b, as illustrated. - The
magnetic armature 80 is biased via thespring 82 along the axial direction A away from the pole piecesecond end 84 b and toward the inner tubesecond end 61 c. The magnetic armaturesecond end 80 b is configured to matingly engage with thepoppet seat 72 formed in the inner tubesecond end 61 c to prevent passage of fuel into theinner tube chamber 64. In the illustrated embodiment, themagnetic armature 80 is mechanically loaded to a closed position when current is not induced within thecoil 52. However, it is understood that themagnetic armature 80 may be mechanically loaded to an open position via thespring 82 when current is not induced within thecoil 52. - Still referring to FIG. 2, the
magnetic pole piece 84 includes anaxial bore 85 extending along the axial direction A between the opposite first and second ends 84 a, 84 b, as illustrated. A portion of the magnetic pole piece axial bore adjacent the pole piecesecond end 84 a is threaded and configured to receive a correspondingly-threadedadjusting screw 86 therein as illustrated. The adjustingscrew 86 is configured to adjust or calibrate the position of the magnetic armaturesecond end 80 b with respect to thepoppet seat 72 at the inner tubesecond end 61 c by compressing or expanding thespring 82, as would be understood by one of skill in the art. - The
annular flux housing 44,magnetic armature 80, upper andlower flux washers 55, 56 andmagnetic pole piece 84 form a magnetic flux circuit such that flow of electrical current within thecoil 52 produces a magnetic field that causes the magnetic armaturefirst end 80 a to move in the axial direction A within theinner tube 60 toward the pole piecesecond end 84 b. Thespring 82 biases against the magnetic armaturefirst end 80 a to counter the magnetic force attracting themagnetic armature 80 towards thepole piece 84. As would be understood by one of skill in the art, the amount of movement of themagnetic armature 80 may be controlled by controlling the amount of electrical current applied to thecoil 52 and/or by selecting a spring that has a desired spring rate. Fuel pressure exerted on the magnetic armature is typically between about 0 psi and about 1,500 psi. - Referring now to FIGS.5A-5B, the configuration of the
magnetic armature 80 illustrated in FIG. 2 is shown in enlarged detail. Thesecond end 80 b has a conical-shaped projection 80 c that is configured to matingly engage with thepoppet seat 72 formed in the inner tubesecond end 61 c. Themagnetic armature 80 includes a pair of diametricallyopposed slots Slots inner tube aperture 71 from thepressure chamber 65 to flow past themagnetic armature 80 and into theaxial bore 85 of themagnetic pole piece 84. It is understood that themagnetic armature 80 may have various shapes and configurations and is not limited to the illustrated embodiment. For example, themagnetic armature 80 may have a “D” shape (in lieu ofslots magnetic armature 80 and into theaxial bore 85 of themagnetic pole piece 84. - The
magnetic armature 80 also includes abore 89 that extends partially into the magnetic armature from thefirst end 80 a. Thebore 89 is configured to receive the spring (82, FIG. 2) therein for biasing the magnetic armature away from the magnetic pole piecesecond end 84 b. - Referring now to FIGS.6A-6B, the configuration of the
magnetic pole piece 84 illustrated in FIG. 2 is shown in enlarged detail. Themagnetic pole piece 84 includes theaxial bore 85 and a pair of diametricallyopposed slots slots axial bore 85. Theslots axial bore 85 allow fuel flowing around themagnetic armature 80 to flow through the magnetic pole piece and into achamber 92 within the flow plug 46 that is in fluid communication with thefuel outlet passageway 54 b. - Referring back to FIG. 2, an
air gap shim 87 is positioned between themagnetic armature 80 and themagnetic pole piece 84 as illustrated. Theair gap shim 87 is formed from non-magnetic material and prevents magnetic “latch” from occurring between themagnetic armature 80 and themagnetic pole piece 84, as would be understood by one of skill in the art. - Referring now to FIG. 7, the
pressure sensing element 48 that is mounted directly to theouter surface 75 of thesecond end 67 c of theouter tube 66 is illustrated in enlarged detail. Thepressure sensing element 48 preferably includes asemiconductor element 100 having an embedded resistive element such as a Wheatstone bridge. Thesemiconductor element 100 is preferably a planar substrate formed from silicon. However, thesemiconductor element 100 may have various configurations and may be formed from various materials. In the illustrated embodiment, thesemiconductor element 100 is surrounded by a protective covering or diecap 101. - As fuel pressure increases within the pressure chamber65 (indicated by arrows P), the
second end 67 c of theouter tube 66 deflects toward thesemiconductor element 100. The deflection of thesecond end 67 c of theouter tube 66 causes thesemiconductor element 100 to deflect which changes its resistance. - By applying a known voltage to the
pressure sensing element 48 and monitoring the voltage drops across thepressure sensing element 48, changes can be detected. By applying a plurality of known pressures to the sense surface (i.e., theouter surface 75 of thesecond end 67 c of the outer tube 66) and monitoring the voltage changes induced on thepressure sensing element 48 by these known pressures, thepressure sensing element 48 can be accurately calibrated to produce a pressure transducer. - As would be understood by one of skill in the art, electrical resistive strain devices produce a varying resistance when strained by a mechanical force. Accordingly, deflection of the
second end 67 c of theouter tube 66 causes thesemiconductor element 100 to deflect and, thus, change resistance. By supplying a voltage to thesemiconductor element 100, a sensed voltage that is proportional to the amount of fuel pressure within thepressure chamber 65 can be generated. An exemplarypressure sensing element 48 is disclosed in co-pending and co-assigned U.S. patent application Ser. No. 08/840,363, filed Apr. 28, 1997, which is incorporated herein by reference in its entirety. - A
flex circuit assembly 102 that includes electronics to supply the resistive bridge with voltage and process the voltage signals of thesemiconductor element 100 is electrically connected to thesemiconductor element 100 vialead 102 a. Lead 102 b electrically connects theflex circuit assembly 102 to anelectrical terminal 110 a. Electrical terminal 110 a is preferably electrically connected with an ECU (24, FIG. 1) via an electrical cable inserted within thesocket 114. In the illustrated embodiment, theflex circuit assembly 102 is embedded within adielectric material 103 such as KAPTON® flexible film (E. I. du Pont de Nemours and Company, 1007 Market St., Wilmington, Del.). Flexible dielectric films are well known by those having skill in the art and need not be described further herein. - The output from the
pressure sensing element 48 is typically a 0.0-5.0 volt direct current (DC) analog signal. However, the output from thepressure sensing element 48 may also be a digital data stream. The output from thepressure sensing element 48 is preferably generated internally via an application specific integrated circuit (ASIC) which has a processor built therein. The processor takes a voltage reading from thesemiconductor element 100 and a voltage reading that is proportional to temperature and generates the output voltage. - The
flex circuit assembly 102 preferably includes a static ground protection system and an electromagnetic interference (EMI) circuit to dampen out background radiation. Static ground protection systems and EMI circuits are well known by those of skill in the art and need not be described further herein. - Preferably,
additional terminals 110 b-110 e are housed within thesocket 114, as illustrated in FIG. 8. As would be understood by one of skill in the art,terminals 110 b-110 e may be provided to perform various functions, including: providing electrical power to thecoil 52; providing ground; providing an output line from thepressure sensing element 48; providing power to thepressure sensing element 48; and providing ground. - Prior to final assembly of the
pressure regulating apparatus 40, the electronicpressure sensing element 48 is typically calibrated. However, assembly of thepressure regulating apparatus 40 may induce mechanical strain on theouter tube 66 and/or thepressure sensing element 48 which may, in turn, negatively affect any pre-assembly calibration efforts. According to another embodiment of the present invention, calibration of a pressure sensing element housed within a pressure regulating apparatus can be performed after assembly is complete. - Referring now to FIG. 9, operations for calibrating a pressure sensing element within a pressure regulating apparatus to compensate for mechanical strain imposed on the pressure sensing element during assembly of the pressure regulating apparatus are illustrated. A pressure chamber and pressure sensing element attached thereto is enclosed within a housing, such that the pressure sensing element is electrically connected to an electrical terminal located external to the housing (Block200). Electrical signals generated by the pressure sensing element are detected via the electrical terminal (Block 202). Finally, the pressure sensing element is then calibrated to compensate for mechanical strain imposed thereon during assembly by transmitting electrical signals to the pressure sensing element via the electrical terminal (Block 204).
- Because actual changes in voltage generated by the
pressure sensing element 48 are small, temperature can play an important role in calibration of thepressure sensing element 48. Calibration is preferably performed by applying known pressures to thepressure sensing element 48 while thepressure sensing element 48 is at different temperatures and then monitoring the voltage signals produced by thepressure sensing element 48. The output signal from thepressure sensing element 48 can then be adjusted. - Preferably, an electrical terminal for transmitting the output signal from the
pressure sensing element 48 is utilized as a digital input/output (I/O) port to program the ASIC. The ASIC has a monitoring circuit that checks the electrical terminal for digital communications. The electrical terminal thus allows thepressure sensing element 48 to be calibrated after thepressure regulating apparatus 40 has been assembled. By contrast, calibration of conventional pressure sensors is performed prior to final assembly. - Referring now to FIG. 10, a direct
injection fuel system 5′ for an internal combustion engine incorporating a pressure regulating apparatus according to various aspects of the present invention is schematically illustrated. The illustrated directinjection fuel system 5′ includes afuel tank 10, afuel rail 42, and afuel supply line 17 connecting thefuel tank 10 and thefuel rail 42. A highpressure booster pump 14 is provided for pumping fuel from thefuel tank 10 to thefuel rail 42 via thefuel supply line 17. As described above with respect to FIG. 1, a lowpressure fuel pump 12 may also be utilized, as would be understood by one skilled in the art. A plurality offuel injectors 18 are in fluid communication with thefuel rail 42 and eachfuel injector 18 is configured to directly inject fuel from thefuel rail 42 into arespective combustion chamber 22 within the internal combustion engine. - A
pressure regulating apparatus 40 as described above is in fluid communication with thefuel rail 42. Afuel return line 19 connects thepressure regulating apparatus 40 and thefuel tank 10 and is configured to return fuel exiting from thepressure regulating apparatus 40 to the fuel tank. - As will be described below, a
controller 30 may be electrically connected with a pressure sensing element within thepressure regulating apparatus 40 and configured to maintain fuel pressure within a prescribed range of pressures based upon the requested input. Thecontroller 30 may be a proportional controller, a derivative controller, an integral controller, or some combination thereof. For example, thecontroller 30 may be a proportional-derivative controller, a proportional-integral controller, or a proportional-integral-derivative (PID) controller. Each of the above-mentioned types of controllers are well known to those skilled in the art and need not be described further herein. - Referring back to FIG. 2, operation of the illustrated
pressure regulating apparatus 40 will now be described. High pressure fuel enters thepressure regulating apparatus 40 from thefuel rail 42 through thefuel inlet passageway 54 a in theflow plug 46. The fuel passes through theaperture 63 in theflange 62 of theinner tube 60 and into thefuel flow path 69 between the inner andouter tubes fuel flow path 69 and into thepressure chamber 65 between the outer tube closedend 67 c and the inner tube closedend 61 c. - Fuel pressure within the
pressure chamber 65 causes the outer tube closedend 67 c to deflect, which in turn causes thesemiconductor element 100 within thepressure sensing element 48 to deflect. As would be understood by one of skill in the art, the resistance in the Wheatstone bridge embedded within thesemiconductor element 100 changes with the deflection (strain) in the strain in thesemiconductor element 100 to produce an output voltage when a constant current is applied viaterminal 110 a. The output voltage is proportional to the deflection of thesemiconductor element 100 which is proportional to the fuel pressure inpressure chamber 65. As would be understood by one of skill in the art, the fuel pressure measured in thepressure chamber 65 will be the same as the fuel pressure within thefuel rail 42. - The
pressure sensing element 48 reports fuel pressure in thefuel rail 42 back to the vehicle ECU (24, FIG. 10). The pressurized fuel also exerts positive pressure against the magnetic armaturesecond end 80 b throughaperture 71 in the inner tubesecond end 61 c. - To regulate fuel pressure within the
fuel rail 42, a vehicle ECU reads the fuel pressure output signal from thepressure sensing element 48 and determines what the proper fuel pressure should be based upon various vehicle parameters including, but not limited to, throttle position, engine speed (RPM), transmission gear, and wheel slip. The ECU checks to see if the fuel pressure is where it should be, and if not, adjusts the signal to thepressure regulating apparatus 40 to change the fuel pressure to the desired level. As described above, fuel pressure is adjusted by applying electrical current to thecoil 52. The generated magnetic field causes themagnetic armature 80 to move along the axial direction A toward themagnetic pole piece 84, which opens a leak path back to the fuel tank (10, FIG. 10) in the vehicle, thereby reducing fuel pressure in thefuel rail 42. The leak path is formed by theslots magnetic armature 80, theaxial bore 85 through themagnetic pole piece 84, thechamber 92 within theflow plug 46, thefuel outlet passageway 54 b in theflow plug 46, and thefuel outlet passageway 99 in the annularfirst housing 42. - The
pressure regulating apparatus 40 can also act as a pressure relief valve if fuel pressure exceeds a predetermined pressure limit. Excessive fuel pressure applied to the magnetic armaturesecond end 80 b can cause thespring 82 to compress, which will allow flow through the leak path and, thus, a reduction in fuel pressure. - According to another embodiment of the present invention, the controller (30, FIG. 10) may be electrically connected with a
pressure sensing element 48 to create a “smart solenoid” (i.e., a closed loop feedback control system is incorporated into the pressure sensing electronics), whereby fuel pressure can be maintained within a prescribed range of pressures. Thecontroller 30 closes the loop around the sensed pressure via thepressure sensing element 48 and adjusts, via current induced within thecoil 52, axial movement of themagnetic armature 80 within theinner tube 60 in order to maintain fuel pressure within a predetermined range. - By reading the
pressure sensing element 48, an ECU is able to see the effects that its changes are having on fuel pressure and can vary fuel pressure change requests. The control of how much change an ECU asks thepressure sensing element 48 to make and how quickly it should make that change is preferably controlled via proportional-integral-derivative (PID) control. A PID controller can allow a system to control the amount of overshoot that a fuel rail sees from thepressure regulating apparatus 40 and also can help insure that thepressure regulating apparatus 40 receives the required value quickly. - A pressure regulating apparatus according to the present invention provides a number of advantages. First, the number of electrical terminals required by a pressure regulating apparatus according to the present invention can be reduced from five to three. Second, the output signal line from a pressure regulating apparatus according to the present invention can change from analog to digital. Third, a pressure regulating apparatus according to the present invention can house the control electronics (e.g., a FET transistor, resistor, and capacitor) required to drive the coil.
- The foregoing is illustrative of the present invention and is not to be construed as limiting thereof. Although a few exemplary embodiments of this invention have been described, those skilled in the art will readily appreciate that many modifications are possible in the exemplary embodiments without materially departing from the novel teachings and advantages of this invention. Accordingly, all such modifications are intended to be included within the scope of this invention as defined in the claims. In the claims, means-plus-function clauses are intended to cover the structures described herein as performing the recited function and not only structural equivalents but also equivalent structures. Therefore, it is to be understood that the foregoing is illustrative of the present invention and is not to be construed as limited to the specific embodiments disclosed, and that modifications to the disclosed embodiments, as well as other embodiments, are intended to be included within the scope of the appended claims. The invention is defined by the following claims, with equivalents of the claims to be included therein.
Claims (43)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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US09/867,889 US6367334B2 (en) | 1999-08-18 | 2001-05-30 | Combination pressure sensor and regulator for direct injection engine fuel system |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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US09/376,823 US6298731B1 (en) | 1999-08-18 | 1999-08-18 | Combination pressure sensor and regulator for direct injection engine fuel system |
US09/867,889 US6367334B2 (en) | 1999-08-18 | 2001-05-30 | Combination pressure sensor and regulator for direct injection engine fuel system |
Related Parent Applications (1)
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US09/376,823 Division US6298731B1 (en) | 1999-08-18 | 1999-08-18 | Combination pressure sensor and regulator for direct injection engine fuel system |
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US09/376,823 Expired - Lifetime US6298731B1 (en) | 1999-08-18 | 1999-08-18 | Combination pressure sensor and regulator for direct injection engine fuel system |
US09/867,888 Expired - Fee Related US6422206B1 (en) | 1999-08-18 | 2001-05-30 | Combination pressure sensor and regulator for direct injection engine fuel system |
US09/867,889 Expired - Fee Related US6367334B2 (en) | 1999-08-18 | 2001-05-30 | Combination pressure sensor and regulator for direct injection engine fuel system |
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US09/376,823 Expired - Lifetime US6298731B1 (en) | 1999-08-18 | 1999-08-18 | Combination pressure sensor and regulator for direct injection engine fuel system |
US09/867,888 Expired - Fee Related US6422206B1 (en) | 1999-08-18 | 2001-05-30 | Combination pressure sensor and regulator for direct injection engine fuel system |
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1999
- 1999-08-18 US US09/376,823 patent/US6298731B1/en not_active Expired - Lifetime
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2001
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- 2001-05-30 US US09/867,889 patent/US6367334B2/en not_active Expired - Fee Related
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Also Published As
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US6422206B1 (en) | 2002-07-23 |
US6298731B1 (en) | 2001-10-09 |
US6367334B2 (en) | 2002-04-09 |
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