Title of Invention

AN INTERNAL COMBUSTION ENGINE AND A HIGH PRESSURE FUEL PUMP ASSEMBLY FOR THE INTERNAL COMBUSTION ENGINE

Abstract An internal combustion engine is provided having an accessory drive system. A high-pressure fuel pump assembly is mounted with respect to the engine and driven by the accessory drive system. Additionally, the internal combustion engine includes an engine block and at least one cylinder head mounted thereto. The engine block and the at least one cylinder head delineate a plane. The high-pressure fuel pump assembly includes a high-pressure fuel pump that is mounted substantially behind the plane. The high-pressure fuel pump is driven by a drive shaft which is configured to collapse and/or telescope in the presence of an axial force of sufficient magnitude.
Full Text GP-309203-PTE-JK
1
REMOTELY MOUNTED HIGH-PRESSURE FUEL PUMP ASSEMBLY
CROSS-REFERENCE TO RELATED APPLICATION
[0001] This application claims the benefit of U.S. Provisional Application No.
60/824961, filed September 8, 2006, which is hereby incorporated by reference in its
entirety.
TECHNICAL FIELD
[0002] The present invention relates to a remotely mounted high-pressure fuel pump
assembly for an internal combustion engine and more specifically for a high-pressure fuel
pump assembly of a spark ignition direct injection engine.
BACKGROUND OF THE INVENTION
[0003] Fuel pumps for vehicles are used for pumping fuel from a fuel source to a fuel
delivery system of an internal combustion engine. Depending on the type of fuel delivery
system; carburetor, throttle body injection, port injection, or direct injection, the fuel is
delivered under low- or high-pressure. A fuel injection system typically requires fuel to
be delivered at higher pressure than that of a carburetor.
[0004] Traditional Spark Ignition Direct Injection (SIDI) engines employ a high-
pressure fuel pump that is driven by a camshaft used for valve train actuation of the
internal combustion engine. It is beneficial to drive the pump with the engine's camshaft
or camshaft drive since the pump typically needs to be synchronized with engine timing.
[0005] For certain compact engine designs including, for example, engines having
pushrod valve train systems, access to the camshaft and space for packaging the pump is
limited. Therefore, to mount a high-pressure fuel pump directly operated by the engine
camshaft would require a significant redesign of the engine block. Thus, in these
situations, a remotely mounted, accessory-driven fuel pump would provide an alternative
means to meet the requirements for such applications.

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[0006] A remotely mounted, accessory-driven fuel pump may also be desirable in
applications where modularity between the SIDI and multi-port fuel injection versions of
the same engine is desired, or to reduce investment in engine changes to convert to SIDI.
No commercially available engines, however, disclose an accessory driven high-pressure
fuel pump.
SUMMARY OF THE INVENTION
[0007] An internal combustion engine, such as a spark-ignited direct injection engine,
is provided having an accessory drive system. A high-pressure fuel pump assembly is
mounted with respect to the engine and driven by the accessory drive system.
Additionally, the internal combustion engine includes an engine block and at least one
cylinder head mounted thereto. The engine block and at least one cylinder head delineate
a plane. The high-pressure fuel pump assembly includes a high-pressure fuel pump, such
as a rotary type or a piston type pump, that is mounted substantially behind the plane.
The high-pressure fuel pump is driven by a drive shaft which is configured to collapse or
telescope in the presence of an axial force of sufficient magnitude.
[0008] In one embodiment, the high-pressure fuel pump may be a piston type pump
having a camshaft configured to operate the high-pressure fuel pump. The drive shaft
may be configured to selectively telescope within the camshaft in the presence of an axial
force of sufficient magnitude.
[0009] In another embodiment, the drive shaft of the high-pressure fuel pump
assembly may include a tube portion and a shaft portion in engagement with the tube
portion for unitary rotation therewith. The shaft portion may be configured to selectively
telescope within the tube portion in the presence of an axial force of sufficient magnitude.
Alternately, the drive shaft may include a plurality of pleats to allow the collapsing or
bucking of the drive shaft in the presence of an axial force of sufficient magnitude.
[0010] In yet another embodiment, the drive shaft may include a pulley sufficiently
configured to engage a drive belt of the accessory drive system. Furthermore, the high-
pressure fuel pump assembly may include a sensor, such as a Hall Effect type sensor,
operable to provide pump synchronization with the internal combustion engine.

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[0011] The above features and advantages and other features and advantages of the
present invention are readily apparent from the following detailed description of the best
modes for carrying out the invention when taken in connection with the accompanying
drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0012] Figure 1 is a top view of a portion of a spark ignited direct injection internal
combustion engine incorporating a remotely mounted "piston type" high-pressure fuel
pump assembly in accordance with the present invention;
[0013] Figure 2 is a schematic cross sectional illustration of the remotely mounted
"piston type" high-pressure fuel pump assembly of Figure 1;
[0014] Figure 3 is a schematic cross sectional illustration of a remotely mounted
"rotary type" high-pressure fuel pump assembly in accordance with the present invention;
and
[0015] Figure 4 is a schematic cross sectional illustration of an alternate embodiment
of the remotely mounted "rotary type" high-pressure fuel pump assembly of Figure 3.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0016] Referring to the drawings, wherein like reference numbers correspond to like
or similar components throughout the several figures, there is shown in Figure 1 an
internal combustion engine, generally indicated at 10. The internal combustion engine is
preferably a Spark Ignition Direct Injection, or SIDI, engine the operation of which is
known to those skilled in the art. The internal combustion engine 10 is shown as a V-
type engine having cylinder bores, not shown, arranged in a V-shaped fashion. Those
skilled in the art will recognize that the invention described hereinbelow may be applied
to other engine types such as inline, horizontally opposed, W-type, etc.
[0017] The internal combustion engine 10 includes an engine block 12 having a first
cylinder head 14 and a second cylinder head 16 mounted thereto. An accessory drive
system 18 is mounted with respect to the internal combustion engine 10 ahead of a plane,
indicated by broken line P (the plane being perpendicular to the page), which is

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delineated by the engine block 12 and the first and second cylinder heads 14 and 16,
respectively. Therefore, the engine block 12 and the first and second cylinder heads 14
and 16 are disposed generally behind plane P, while the accessory drive system 18 is
disposed substantially in front of plane P. The orientation of the plane P within the
vehicle, not shown, will vary depending on the orientation of the internal combustion
engine 10. For a longitudinal orientation of the internal combustion engine 10, the plane
P will face toward the front of the vehicle. Alternately, for a transverse orientation of the
internal combustion engine 10, the plane P will face toward either the driver's side or
passenger's side of the vehicle.
[0018] The accessory drive system 18 includes an alternator 20, water pump 22, and
a high-pressure fuel pump assembly 24 all of which are driven by a serpentine drive belt
25. The serpentine drive belt 25 transmits torque from the crankshaft, not shown, of the
internal combustion engine 10 to the alternator 20, water pump 22, and high-pressure fuel
pump assembly 24. Those skilled in the art will recognize that the accessory drive
system 18 may include additional components, such as a power steering pump, air
conditioning compressor, etc. while remaining within the scope of that which is claimed.
Since the high-pressure fuel pump assembly 24 is not driven directly by the engine's
camshaft, not shown, or cam drive, not shown, as in conventional fuel pump drives, the
high-pressure fuel pump assembly 24 can be characterized as remotely mounted.
[0019] The high-pressure fuel pump assembly 24 includes a high-pressure fuel pump
26 mounted with respect to a pump camshaft housing 28. The high-pressure fuel pump
assembly 24 further includes a pulley 30 operable to transfer driving torque from the
serpentine drive belt 25 to a drive shaft 32, shown as a broken line. The drive shaft 32 is
configured to drive the high-pressure fuel pump 26 in a manner to be described
hereinbelow with reference to Figure 2.
[0020] A bearing support bracket 34 and the pump camshaft housing 28 cooperate to
mount the high-pressure fuel pump assembly 24 with respect to the internal combustion
engine 10. The high-pressure fuel pump 26 is preferably mounted behind the plane P,
thereby reducing the likelihood of damage caused to the high-pressure fuel pump 26 in
the event of a vehicle accident or impact. A high-pressure oil feed 36 may be provided

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should the high-pressure fuel pump assembly 24 require an external lubrication source.
The oil may drain from the high pressure fuel pump 26 to an area beneath a rocker cover
40. Alternately, an oil return passage 38 may be provided in a rocker cover 40 to enable
drain back of lubricant from the high-pressure fuel pump assembly 24.
[0021] Referring now to Figure 2, there is shown a cross sectional view of the high-
pressure fuel pump assembly 24. The pulley 30 is mounted to a flanged shaft 42 via a
plurality of fasteners 44. The flanged shaft 42 is rotatably supported within the bearing
support bracket 34 by a bearing 46. The bearing 46 may be a type known in the art such
as a roller bearing, ball bearing, journal bearing, etc. The flanged shaft 42 includes an
end portion 48 sufficiently configured to engage a coupling member 50 for unitary
rotation therewith. The end portion 48 may engage the coupling member 50 through an
interference fit, threaded engagement, or any other engagement mechanism known in the
art to substantially limit the axial movement between the flanged shaft 42 and the
coupling member 50, while allowing the transfer of torque therebetween.
[0022] The coupling member 50 is sufficiently configured to engage the drive shaft
32 for unitary rotation therewith. The coupling member 50 preferably engages a first end
52 of the drive shaft 32 via a splined engagement, hex engagement or any other
engagement mechanism known in the art to allow the axial movement between the
coupling member 50 and the drive shaft 32, while allowing the transfer of torque
therebetween. A second end 54 of the drive shaft 32 is sufficiently configured to engage
a camshaft 56 for unitary rotation therewith. The second end 54 of the drive shaft 32
preferably engages the camshaft 56 via a splined engagement, hex engagement or any
other engagement mechanism known in the art to allow the axial movement between the
drive shaft 32 and the camshaft 56, while allowing the transfer of torque therebetween.
The camshaft 56 is rotatably supported within the pump camshaft housing 28 and
includes an eccentric cam 58 operable to selectively bias a piston 60 to effect operation of
the high-pressure fuel pump 26 with the rotation of the camshaft 56.
[0023] A seal support 62 is mounted to the pump camshaft housing 28 and is
configured to retain a seal member 64 in relation to the camshaft 56 to reduce the
likelihood external leakage of lubricant from within the pump camshaft housing 28.

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Additionally, the seal member 64 may prevent the intrusion of foreign matter into the
pump camshaft housing 28, thereby increasing the reliability of the high-pressure fuel
pump assembly 24. A sleeve 66 extends between the seal support 62 and the bearing
support bracket 34 and is sealed by seal members 68 and 70, respectively. The sleeve 66
is operable to prevent infiltration of foreign matter, such as dirt, water, grease, etc. within
the high-pressure fuel pump assembly 24.
[0024] A target wheel 72 is mounted with respect to the camshaft 56, while a sensor
74 is mounted with respect to the pump camshaft housing 28. The sensor 74 and the
target wheel 72 cooperate to provide camshaft position information for pump
synchronization purposes. The sensor may be any type known in the art, such as a Hall
Effect sensor, while remaining within the scope of that which is claimed.
[0025] The camshaft 56 is preferably formed with a hollow center having an internal
diameter of Dl, while the drive shaft 32 is formed having an external diameter of D2.
Preferably, the diameter Dl is greater than the diameter D2. A shaft retainer 76 is
provided within the camshaft 56 and operates to maintain the relative axial position
between the drive shaft 32 and the camshaft 56. Should an axial force of sufficient
magnitude be applied to the pulley 30 and the flanged shaft 42, such as in a vehicle
impact situation, the driveshaft 32 will cause the shaft retainer 76 to shear thereby
allowing the translation of the drive shaft 32 within the camshaft 56. This relative
translational or axial movement between the drive shaft 32 and the camshaft 56 allows a
predetermined amount of deflection to occur within the high-pressure fuel pump
assembly 24 while allowing the high-pressure fuel pump 26 to remain substantially
undamaged. The sleeve 66 includes a plurality of pleats 78, which allow the sleeve 66 to
collapse or buckle as the drive shaft 32 telescopes within the camshaft 56.
[0026] Referring now to Figure 3, there is shown an alternate embodiment of the
high-pressure fuel pump assembly 24 of Figures 1 and 2, generally indicated at 24A. The
high-pressure fuel pump assembly 24A includes a high-pressure fuel pump 26A driven
by the pulley 30 through a drive shaft 32A. The high-pressure fuel pump 26A is
preferably a "rotary type" pump. The drive shaft 32A includes a shaft portion 80
disposed at least partially within a tube portion 82. The shaft portion 80 preferably

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engages the tube portion 82 via a splined engagement, hex engagement or any other
engagement mechanism known in the art to allow axial movement between the shaft
portion 80 and the tube portion 82, while allowing the transfer of torque therebetween. A
shaft retainer 84 is provided within the tube portion 82 and operates to limit the axial
movement of the shaft portion 80 within the tube portion 82. Should an axial force of
sufficient magnitude be applied to the pulley 30, such as in a vehicle impact situation, the
shaft portion 80 will cause the shaft retainer 84 to shear thereby allowing the translation
of the shaft portion 80 within the tube portion 82. This relative translational or axial
movement between the shaft portion 80 and the tube portion 82 allows a predetermined
amount of deflection to occur within the drive shaft 32A while allowing the high-pressure
fuel pump 26A to remain substantially undamaged.
[0027] Referring now to Figure 4, there is shown an alternate embodiment of the
high-pressure fuel pump assembly 24A of Figure 3, generally indicated at 24B. The
high-pressure fuel pump assembly 24B includes a high-pressure fuel pump 26A driven by
the pulley 30 through a drive shaft 32B. As in Figure 3, the high-pressure fuel pump 26A
is preferably a "rotary type" pump. The drive shaft 32B is generally tubular in shape and
includes a plurality of pleats 86. The tube is preferably designed to allow the effective
transfer of torque between the pulley 30 and the high-pressure fuel pump 26A. Should an
axial force of sufficient magnitude be applied to the pulley 30, such as in a vehicle impact
situation, the pleats 86 will allow the drive shaft 32B to collapse or buckle, thereby
allowing a predetermined amount of deflection to occur within the drive shaft 32B while
allowing the high-pressure fuel pump 26A to remain substantially undamaged.
[0028] The telescoping nature of the drive shafts 32 and 32A and the bucking nature
of the drive shaft 32B in conjunction with the positioning of the high-pressure fuel pumps
26 and 26A behind the plane P (i.e. toward the top of the drawing as viewed in Figure 1),
shown in Figure 1, and delineated by the edge of the cylinder heads 14 and 16 and the
engine block 12, is effective in isolating the high-pressure fuel pumps 26 and 26A from
certain types of impact loads.
[0029] While the best modes for carrying out the invention have been described in
detail, those familiar with the art to which this invention relates will recognize various

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alternative designs and embodiments for practicing the invention within the scope of the
appended claims.

GP-309203-PTE-JK
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CLAIMS
1. An internal combustion engine comprising:
an accessory drive system; and
a high-pressure fuel pump assembly mounted with respect to the
engine and driven by said accessory drive system.
2. The internal combustion engine of claim 1, further comprising:
an engine block;
at least one cylinder head mounted to said engine block;
wherein said engine block and said at least one cylinder head
delineate a plane;
wherein said engine block and at least one cylinder head are
disposed substantially behind said plane and wherein said accessory drive system is
disposed substantially in front of said plane;
wherein said high-pressure fuel pump assembly includes a high-
pressure fuel pump; and
wherein said high-pressure fuel pump is mounted substantially
behind said plane.
3. The internal combustion engine of claim 1, wherein said high-
pressure fuel pump assembly includes a high-pressure fuel pump and wherein said high-
pressure fuel pump is a rotary type fuel pump.
4. The internal combustion engine of claim 1, wherein said high-
pressure fuel pump assembly includes a high-pressure fuel pump and wherein said high-
pressure fuel pump is a piston type fuel pump.
5. The internal combustion engine of claim 1, wherein said high-
pressure fuel pump assembly includes:

GP-309203-PTE-JK
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a high-pressure fuel pump;
a drive shaft operable to drive said high-pressure fuel pump; and
a pulley operable to transmit torque from said accessory drive
system to said high-pressure fuel pump through said drive shaft.
6. The internal combustion engine of claim 5, wherein said drive
shaft includes:
a tube portion; and
a shaft portion in engagement with said tube portion for unitary
rotation therewith and configured to selectively telescope within said tube portion in the
presence of an axial force of sufficient magnitude.
7. The internal combustion engine of claim 5, wherein said drive
shaft includes a plurality of pleats and wherein said drive shaft is configured to
selectively buckle in the presence of an axial force of sufficient magnitude.
8. The internal combustion engine of claim 4, wherein said high-
pressure fuel pump assembly includes:
a camshaft configured to operate said high-pressure fuel pump;
a drive shaft operable to drive said camshaft; and
wherein said drive shaft is configured to selectively telescope
within said camshaft in the presence of an axial force of sufficient magnitude.
9. The internal combustion engine of claim 1, wherein the high-
pressure fuel pump assembly includes a sensor operable to provide pump
synchronization.
10. The internal combustion engine of claim 1, wherein the internal
combustion engine is a spark ignited direct injection engine.

GP-309203-PTE-JK
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11. The internal combustion engine of claim 1, wherein said accessory
drive system is driven by a drive belt.
12. A high-pressure fuel pump assembly for an internal combustion
engine having a cylinder block, cylinder head, and an accessory drive system wherein a
plane is delineated by at least one of the cylinder block and cylinder head such that at
least one of the cylinder block and cylinder head is disposed substantially behind the
plane and wherein the accessory drive system is disposed substantially in front of the
plane, the high-pressure fuel pump assembly comprising:
a high-pressure fuel pump mounted with respect to the internal
combustion engine substantially behind the plane delineated by at least one of the
cylinder block and cylinder head;
a drive shaft operatively connected to said high-pressure fuel
pump; and
wherein said drive shaft is driven by the accessory drive system.
13. The high-pressure fuel pump assembly of claim 12, wherein said
high pressure fuel pump is one of a rotary type pump and a piston type pump.
14. The high-pressure fuel pump assembly of claim 12, wherein said
drive shaft includes:
a tube portion; and
a shaft portion in engagement with said tube portion for unitary
rotation therewith and configured to selectively telescope within said tube portion in the
presence of an axial force of sufficient magnitude.
15. The high-pressure fuel pump assembly of claim 12, wherein said
drive shaft includes a plurality of pleats and wherein said drive shaft is configured to
selectively buckle in the presence of an axial force of sufficient magnitude.

GP-309203-PTE-JK
12
16. The high-pressure fuel pump assembly of claim 12, wherein said
high-pressure fuel pump includes:
a camshaft configured to operate said high-pressure fuel pump; and
wherein said drive shaft is configured to selectively telescope
within said camshaft in the presence of an axial force of sufficient magnitude.
17. The high-pressure fuel pump assembly of claim 12, wherein the
accessory drive system is driven by a drive belt.
18. A high-pressure fuel pump assembly for an internal combustion
engine having a cylinder block, cylinder head, and an accessory drive system driven by a
drive belt wherein a plane is delineated by at least one of the cylinder block and cylinder
head such that at least one of the cylinder block and cylinder head is disposed
substantially behind the plane and wherein the accessory drive system is disposed
substantially in front of the plane, the high-pressure fuel pump assembly comprising:
a high-pressure fuel pump mounted with respect to the internal
combustion engine substantially behind the plane delineated by at least one of the
cylinder block and cylinder head;
a drive shaft operatively connected to said high-pressure fuel
pump;
a pulley mounted to said drive shaft for unitary rotation therewith;
wherein said pulley is sufficiently configured to be driven by the
drive belt of the accessory drive system; and
wherein said high-pressure fuel pump is one of a rotary type pump
and a piston type pump.
19. The high-pressure fuel pump assembly of claim 18,
wherein said drive shaft includes:
a tube portion; and

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a shaft portion in engagement with said tube portion for unitary
rotation therewith and configured to selectively telescope within said tube portion in the
presence of an axial force of sufficient magnitude.
20. The high-pressure fuel pump assembly of claim 18,
wherein said high-pressure fuel pump includes:
a camshaft configured to operate said high-pressure fuel pump; and
wherein said drive shaft is configured to selectively telescope
within said camshaft in the presence of an axial force of sufficient magnitude.

An internal combustion engine is provided having an accessory drive
system. A high-pressure fuel pump assembly is mounted with respect to the engine and
driven by the accessory drive system. Additionally, the internal combustion engine
includes an engine block and at least one cylinder head mounted thereto. The engine
block and the at least one cylinder head delineate a plane. The high-pressure fuel pump
assembly includes a high-pressure fuel pump that is mounted substantially behind the
plane. The high-pressure fuel pump is driven by a drive shaft which is configured to
collapse and/or telescope in the presence of an axial force of sufficient magnitude.

Documents:

00881-kol-2007-abstract.pdf

00881-kol-2007-assignment.pdf

00881-kol-2007-claims.pdf

00881-kol-2007-correspondence others 1.1.pdf

00881-kol-2007-correspondence others 1.2.pdf

00881-kol-2007-correspondence others 1.3.pdf

00881-kol-2007-correspondence others 1.4.pdf

00881-kol-2007-correspondence others.pdf

00881-kol-2007-description complete.pdf

00881-kol-2007-drawings.pdf

00881-kol-2007-form 1.pdf

00881-kol-2007-form 18.pdf

00881-kol-2007-form 2.pdf

00881-kol-2007-form 3.pdf

00881-kol-2007-form 5.pdf

00881-kol-2007-priority document.pdf

881-KOL-2007-(08-11-2011)-ABSTRACT.pdf

881-KOL-2007-(08-11-2011)-AMANDED CLAIMS.pdf

881-KOL-2007-(08-11-2011)-DESCRIPTION (COMPLETE).pdf

881-KOL-2007-(08-11-2011)-DRAWINGS.pdf

881-KOL-2007-(08-11-2011)-EXAMINATION REPORT REPLY RECIEVED.pdf

881-KOL-2007-(08-11-2011)-FORM 1.pdf

881-KOL-2007-(08-11-2011)-FORM 2.pdf

881-KOL-2007-(08-11-2011)-FORM 3.pdf

881-KOL-2007-(08-11-2011)-OTHERS.pdf

881-KOL-2007-(08-11-2011)-PETITION UNDER RULR 137.pdf

881-KOL-2007-(27-02-2012)-AMANDED CLAIMS.pdf

881-KOL-2007-(27-02-2012)-CORRESPONDENCE.pdf

881-KOL-2007-(28-12-2011)-CORRESPONDENCE.pdf

881-KOL-2007-(28-12-2011)-PA.pdf

881-kol-2007-CORRESPONDENCE.pdf


Patent Number 251608
Indian Patent Application Number 881/KOL/2007
PG Journal Number 13/2012
Publication Date 30-Mar-2012
Grant Date 26-Mar-2012
Date of Filing 18-Jun-2007
Name of Patentee GM GLOBAL TECHNOLOGY OPERATIONS, INC
Applicant Address 300 GM RENAISSANCE CENTER DETROIT, MICHIGAN
Inventors:
# Inventor's Name Inventor's Address
1 ALAN W. HAYMAN 11110 WEST GATES, ROMEO, MICHIGAN 48065
2 DAVID P. SCZOMAK 1407 TWAIN COURT, TROY, MICHIGAN 48083
3 JAMES J. MAZZOLA III 5845 CELICO, DRYDEN, MICHIGAN 48428
PCT International Classification Number F02D15/02; F02B75/04
PCT International Application Number N/A
PCT International Filing date
PCT Conventions:
# PCT Application Number Date of Convention Priority Country
1 60/824,961 2006-09-08 U.S.A.