Method of testing a unit pump system performance

Abstract

A method of testing a unit pump system performance is disclosed. In one embodiment of the present disclosure, the method of testing a unit pump system performance determines if mechanical and/or electrical stability of a control valve of the unit pump system are achieved before measuring an output injection volume variation.

Claims

1. A method of testing a unit pump system performance comprising the steps of: setting up and initializing a test bench; determining if a mechanical stability of a control valve of the unit pump system is achieved by measuring a fuel temperature of the unit pump system; wherein the mechanical stability of the control valve of the unit pump system is achieved when the fuel temperature of the unit pump system matches a target value of temperature for mechanical stability, and measuring an injection quantity if the mechanical stability of the control valve of the unit pump system is achieved.

2. The method of claim 1, wherein the step of determining if the mechanical stability of the control valve of the unit pump system is achieved continues to be performed if the mechanical stability is not achieved.

3. A method of testing a unit pump system performance comprising the steps of: setting up and initializing a test bench; determining if an electrical stability of a control valve of the unit pump system is achieved by measuring an electric current profile of the control valve; wherein the step of measuring the electric current profile of the control valve comprises determining a moment in time a first predetermined electric current value is measured, determining a moment in time a second predetermined electric current value is measured and calculating a time difference between the moments the two predetermined electric current values are measured, and measuring an injection quantity if the electrical stability of the control valve of the unit pump system is achieved.

4. The method of claim 3, wherein the electric current profile is measured by measuring a solenoid resistance of the control valve of the unit pump system.

5. The method of claim 3, wherein the electrical stability of the control valve of the unit pump system is achieved when the time difference between the determined moments of the two predetermined electric current values is lower than a threshold value of time for electrical stability.

6. The method of claim 3, wherein the step of determining if the electrical stability of the control valve of the unit pump system is achieved continues to be performed if the electrical stability is not achieved.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1 is an illustration of a unit pump system.

(2) FIG. 2 is a flow-chart of one embodiment of the method of testing a unit pump system performance of the present disclosure.

(3) FIG. 3 is a flow-chart of one embodiment of the method of testing a unit pump system performance of the present disclosure.

(4) FIG. 4 is a graph of fuel temperatures for different pumps with different initial temperatures of an example of the method of testing a unit pump system performance of the present disclosure.

(5) FIG. 5 is a table showing fuel temperatures and injection volume outputs for different pumps with different initial temperatures of an example of the method of testing a unit pump system performance of the present disclosure.

(6) FIG. 6 is a graph of injection volume output variations for different pumps of an example of the method of testing a unit pump system performance of the present disclosure.

(7) FIG. 7 is a graph of injection volume output measurements for different pumps of an example of the method of testing a unit pump system performance of the present disclosure.

(8) FIG. 8 is a graph of temperature variation of components of the unit pump system of the present disclosure over time of an example of the method of testing a unit pump system performance.

(9) FIG. 9 is a graph of injection volume output measurements for different components' temperatures in different days of an example of the method of testing a unit pump system performance of the present disclosure.

(10) FIG. 10 is a graph of temperature variation of components of the unit pump system of the present disclosure over time of an example of the method of testing a unit pump system performance.

(11) FIG. 11 is a graph of risetime monitoring compared to temperature variation of components of the unit pump system of the present disclosure over time of an example of the method of testing a unit pump system performance.

(12) FIG. 12 is a graph of the temperature influence over the electrical behavior of a stator of a unit pump system of the present disclosure.

(13) FIG. 13 is a graph of the temperature variation of a stator by current trace of a unit pump system of the present disclosure.

(14) FIG. 14 is a graph of the temperature influence on a stator resistance of a control valve of a unit pump system of the present disclosure.

(15) FIG. 15 is a graph of the temperature influence on a stator resistance of a control valve of a unit pump system of the present disclosure highlighting moments before and after a warm up test.

(16) FIG. 16 is a graph of an example of electric current profile measurement of the method of testing a unit pump system performance of the present disclosure.

(17) FIG. 17 is a graph of an example of fuel temperature measurements of the method of testing a unit pump system performance of the present disclosure.

(18) FIG. 18 is a graph of an example of injection volume variation output of the method of testing a unit pump system performance of the present disclosure.

(19) FIG. 19 is a table of an example of injection volume variation output of the method of testing a unit pump system performance of the present disclosure.

DETAILED DESCRIPTION

(20) Differently from the popular unit injector systems, unit pump systems are modular, which means that the main components of the system are separated. FIG. 1 illustrates an example of unit pump system 30 consisting of an injector 40 and a nozzle 50 connected to each other by a high-pressure line 60.

(21) The injector 40 is usually secured to the side of an engine block (not illustrated) and comprises a unit pump 41 and a control valve 42. The unit pump 41 receives fuel from a fuel supply 61 line from a vehicle fuel system and pressurizes the supplied fuel by moving a plunger 43 inside a high-pressure chamber 44. The control valve 42 controls the passage of fuel from the fuel supply line 61 to the high-pressure chamber 44 and from the high-pressure chamber 44 to the high-pressure line 60.

(22) The control valve 42, also known as solenoid valve, is an electromechanical device comprising a coil and a magnet core (not illustrated), which uses electric current to generate a magnetic field. Such magnetic field is used to operate a needle 45 that regulates the passage of fuel inside the unit pump 30 and the fuel quantity that will be delivered to the high-pressure line 60 and, subsequently, to the nozzle 50. Therefore, the operation of the control valve 42 is of great importance to the efficiency of the fuel combustion because it controls the fuel injection pressure.

(23) The fuel supplied by the fuel supply line 61 and flowing inside the injector 40 is essentially delivered to the high-pressure line 60 when injection is desired but can also return to the vehicle fuel system through a fuel return line 62 when the injection is not occurring. When the plunger 43 is reducing the high-pressure chamber 44 volume before the fuel injection but the control valve 42 is still open, the fuel may flow back from the unit pump 30 to the fuel return line 62. Fuel may also flow back from the unit pump 30 to the fuel return line 62 after the required quantity of fuel is injected.

(24) The nozzle 50 of a unit pump system is usually installed in a cylinder head (not illustrated) and is responsible for delivering fuel to an engine combustion chamber. The fuel is supplied by the high-pressure line 60 through a pressure fitting 51, passes through an injection chamber 52 inside the nozzle 50 and is injected in the engine combustion chamber when a nozzle-needle 53 is opened.

(25) The fuel supplied to the injection chamber 52 by the high-pressure line 60 is pressurized in the high-pressure chamber 44 and can be pressurized to as high as 2200 bar. The injection duration in an engine may vary from 1 millisecond to 2 milliseconds (ms). The injected fuel quantities in an engine may vary between 1 mm.sup.3 and 50 mm.sup.3, and between 3 mm.sup.3 and 350 mm.sup.3 on a commercial vehicle. These quantities have to pass through an opening of less than 0.25 mm.sup.2 during 1 or 2 ms of injection duration.

(26) Such dimensional values show the importance of considering the environment influence when performing injection variation measurements during tests in unit pump systems. For example, minor variations in the engine component's temperature can result in significant and undesired injection volume variations. The method of the present disclosure recognizes the impact of these effects on the product performance and performs the test under mechanical and electrical stability in order to evaluate the product performance with better precision.

(27) FIGS. 2 and 3 show examples of embodiment of the present disclosure. In such examples, the method of the present disclosure starts with a test bench initialization. The test bench is responsible for performing engine tests. Setting it up for a unit pump system performance test allows users to perform measurements related to different aspects of the engine, including a pump injection volume variation measurement.

(28) After setting up and initializing a test bench, stabilizing the system is desired in order to guarantee that the results of the tests will not be affected by undesired variations. Such system stability may comprise mechanical stability and/or electrical stability.

(29) One example of a condition that may affect an output measurement of the test is temperature variation. Some products are produced in locations that present significant temperature variations during the day and from one day to another, resulting in significant effects on the mechanical stability of test methods of some components of the unit pump system.

(30) Achieving the mechanical stability of the control valve of the unit pump system during the test is important to improve its performance in terms of injection volume deviation rate. The injection volume deviation rate usually has a tolerance of 3 mm.sup.3 of spread, which is considered an acceptable deviation value for a performance test. It is important to note that such tolerance may vary.

(31) One way of determining if the mechanical stability of the control valve has been achieved is to measure a fuel temperature of the unit pump system. One example of measurement may be performed by measuring the fuel flow back temperature of the unit pump system, which is the temperature of the fuel that flows from the unit pump back to the fuel return line.

(32) In order to determine if the mechanical stability of the control valve of the unit pump system has been achieved, the fuel temperature of the unit pump system must match a predetermined target value of temperature for mechanical stability.

(33) As can be seen from FIGS. 4 to 7, initial pump temperatures and unit pump system types may influence the injection volume variation measurement. FIGS. 4 to 7 illustrate examples of how the output measurements are made and how these measurements help to determine if such injection variations are within the acceptable spread values. FIG. 4 illustrates measurements of the fuel temperature made for ten different pumps with three different test benches and three different temperatures. The obtained values are shown in FIG. 5. FIG. 5 illustrates a table with an injection volume output (Qc) in mm.sup.3/stk (mm.sup.3/stroke) and the fuel temperature (TRet) for each test condition (triggers, test benches and initial pump temperatures). It also illustrates an average output value in mm.sup.3/stk, a minimum and a maximum output value in mm.sup.3/stk and a spread value, which is a difference between the maximum and the minimum output value.

(34) FIG. 6 illustrates a graph of the influence of different initial pumps temperatures on the injection volume in mm.sup.3/stk using the fuel temperature as trigger, or, in other words, using a control valve that achieved mechanical stability. The relevant information is presented below the graph, including pump type, average injection volume output variation, minimum output variation, maximum output variation and spread value. As can be seen in the example of FIG. 6, achieving mechanical stability of the control valve may result, in some cases, in output variations within the acceptable spread value and, in others, outside the acceptable spread value.

(35) FIG. 7 illustrates a graph of the influence of different initial pumps temperatures on the injection volume output in mm.sup.3/stk using a trigger by temperature. As can be seen, different pumps are affected differently by temperature variations even when mechanical stability has already been achieved.

(36) Therefore, the electrical stability is another important aspect to improve the control valve performance in terms of injection volume deviation rate. Several factors may influence the electrical stability of the control valve. For example, if a stator of the control valve has a material that is different from a pump body material, the thermal stability of electric components may be achieved at a different moment from the mechanical stability. The thermal stability of electric components may affect the solenoid resistance and, consequently, the electrical stability of the unit pump system. In addition, the current applied to the control valve coil may also influence the thermal stability, affecting the electrical stability of the control valve.

(37) FIGS. 8 and 9 illustrate the injection volume output in mm.sup.3/stk for different fuel injection components' calorie exchange rate. FIG. 8 illustrates the temperature of three different components of the unit pump system over time, body, stator core and spacer. Three different moments with different calorie exchange rates are highlighted to demonstrate the calorie exchange rate influence in injection volume stability. The injection volumes measured in each of these moments are shown in FIG. 9. The same time frames were measured in different days and compared in order to obtain the injection volume stability. As the magnetic force changed, the injection volume output was affected. As it can be noticed, a better stability of injection volume output is obtained when the pump (stator) is in a lower rate of calorie exchange.

(38) FIG. 10 illustrates a pump components' temperature increase over time, which causes a change in the magnetic force and affects the injection volume output. FIG. 11 illustrates a risetime monitoring in seconds along a test to show the effect of such temperature increase. The mechanical response of the hydraulic valve is affected by the temperature variation during the pump warm up.

(39) FIG. 12 illustrates the temperature influence over the electrical behavior of the stator. As the stator core temperature rises, the electrical resistance in the control valve increases, affecting the current. However, the calorie contribution from the current trace of an engine control unit of the unit pump system is minimal. The fuel contact with the stator has a major part in its heating, as can be seen when FIG. 12 is compared with FIG. 13, which illustrates the stator heating by current trace. Such behavior allows a temperature control using the electrical resistance.

(40) FIG. 14 illustrates the temperature influence on the unit pump system stator resistance over time. The stator resistance is shown in micro-ohm (mΩ) and the time in seconds (s). The marked areas define two moments when the stator resistance values were measured (before and after an electrical warm up test). These values were extracted and plotted in FIG. 15 to facilitate the visualization of such influence. From FIGS. 14 and 15, it is possible to notice that the electrical warm up test help to achieve a reduced stator resistance spread. It is important to notice that for the electrical warm up test, difference of the stators must be respected in order to avoid its natural construction characteristics.

(41) The method of testing of the present disclosure introduces a step of achieving electrical stability before carrying out the injection deviation measurements. In order to determine the achievement of electrical stability of the control valve, a solenoid measurement is performed. The solenoid measurement is an electrical measurement of the solenoid resistance. Such measurement provides an electric current profile of the control valve.

(42) FIG. 16 shows an example of current profile of a control valve. The left side presents one cycle of the current profile and the right side presents a zoom of the last part of the cycle, also known as current shut down period. The current profile of the control valve help to determine if the electrical stability was achieved. The control valve is considered to be electrically stable if a time difference between two predetermined electric current values (Δt) is lower than a threshold value of time for electrical stability. First, two electric current values are determined. Then, when a first predetermined electric current value is measured, the moment of measurement of such first predetermined electric current value is determined. The same process is performed for a second predetermined electric current value. After determining the moment of the first and second predetermined electric current values, a time difference (Δt) between the moments is calculated. Such time difference is compared to the threshold value of time for electrical stability to determine if the electrical stability has been achieved. If the measured time difference is lower than the threshold value of time for electrical stability, the electrical stability has been achieved. Otherwise, electrical stability has not yet been achieved.

(43) To determine the electrical behavior of the unit pump system, the following equation can be used:

(44) $L=\frac{N\Phi }{i}$

(45) Wherein “N” is the number of coil turns; Φ is the magnetic flux; and “i” is the current of the system.

(46) The magnetic flux is calculated from the following equation:

(47) $\Phi =\frac{N.Math.i}{R}$

(48) Wherein “N” is the number of coil turns; “i” is the current; and “R” is the resistance.

(49) The current is calculated from the following equation:

(50) $i=\frac{U}{R}$

(51) Wherein “U” is the voltage; and “R” is the resistance.

(52) The resistance can be obtained from:
R=R.sub.0[1+a(t−t.sub.0)]

(53) Wherein R.sub.0 is the resistance at 22° C. [91.1±9.2]mΩ; “a” is the material coefficient; “t.sub.0” is the initial time; and “t” is the time of measurement.

(54) The magnetic force is obtained from:

(55) $\mathrm{Fmag}=\frac{{\left(\Phi \right)}^2}{2A{\mu }_o{\mu }_R}$

(56) Wherein “A” is the core area on the armature; “Φ” is the magnetic flux; “μ.sub.o” is the vacuum permeability; and “μ.sub.o” is the material permeability.

(57) The injection volume variation is only measured after the mechanical and the electrical stability is achieved in order to provide more stabilized results. Such stabilized results are achieved when the system is stable or, in other words, when the measurements are made at the same target value of temperature for mechanical stability and/or at the same threshold value of time for electrical stability. Consequently, the required performance to legal emission standards can be achieved.

(58) An example of the result of an injection variation measurement test can be seen in FIGS. 17 to 19. FIG. 17 illustrates a graph of the fuel temperature of four different pumps in three different initial pump temperatures. In such conditions, the injection volume output measurements were performed and are illustrated in FIGS. 18 and 19, which show the injection volume output measurement with a maximum spread of 1.42 mm.sup.3. This maximum value is within a standard tolerated spread limit for injection deviation. FIG. 19 illustrates a table with the values extracted from the graph of FIG. 18, with the injection volume output (Qc) in mm.sup.3/stk and the fuel temperature (TRet) for each test condition (5° C., 30° C. and 38° C.). It also shows an average injection volume output, a minimum injection volume output, a maximum injection volume output and a spread value for each pump.

(59) Although the description above contains some specifications, these should not be construed as limiting the scope of the disclosure but as merely providing illustrations of some of embodiments of this disclosure. Thus, the scope of the disclosure should be determined by the appended claims and their legal equivalents rather than by the examples given.