Classifications

• • 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
  • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
  • F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
  • F02M55/025—Common rails
• • 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
  • F02M63/0012—Valves
  • F02M63/0014—Valves characterised by the valve actuating means
  • F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
  • F02M63/0017—Valves characterised by the valve actuating means electrical, e.g. using solenoid using electromagnetic operating means
• • 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
  • F02M63/0012—Valves
  • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
  • F02M63/0043—Two-way valves
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
  • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
  • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
  • F02M63/023—Means for varying pressure in common rails
  • F02M63/0235—Means for varying pressure in common rails by bleeding fuel pressure
  • F02M63/025—Means for varying pressure in common rails by bleeding fuel pressure from the common rail
• • 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
  • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
  • F02M69/46—Details, component parts or accessories not provided for in, or of interest apart from, the apparatus covered by groups F02M69/02 - F02M69/44
  • F02M69/54—Arrangement of fuel pressure regulators

Definitions

• Figure 9 shows a pressure regulating valve known from the publication "Diesel engine management", 2nd, updated and expanded edition - Set, compare page 267, Figure 7 of the same publication.
• the pressure regulating valve comprises a ball valve, which contains a ball-shaped closing body.In the pressure regulating valve, an armature is received, on the one hand acted upon by a compression spring and on the other hand, an electromagnet is arranged opposite. The armature of the pressure control valve is lapped for lubrication and cooling of fuel.
• the pressure regulating valve If the pressure regulating valve is not actuated, the high pressure applied in the high-pressure storage space or at the outlet of the high-pressure pump is applied via the high-pressure inlet to the pressure regulating valve. Since the electroless electromagnet exerts no force, the high pressure force outweighs the spring force of a compression spring, so that the pressure regulating valve opens and this remains more or less open depending on the amount of fuel delivered.
• the pressure control valve is activated, d. H. when the electromagnet is energized, the pressure in the high-pressure circuit is increased. For this purpose, a magnetic force is generated in addition to the force exerted by the compression spring.
• the pressure control valve is closed until there is an equilibrium of forces between the high-pressure force on the one hand and the spring force and the magnetic force on the other hand.
• the magnetic force of the solenoid is proportional to the drive current I of the solenoid within the pressure control valve.
• the drive current I can be varied by clocking (pulse width modulation).
• the pressure control valve is screwed into the high-pressure pump, for example.
• the air gap L is at the dismantling of the pressure control valve in a receiving body, here for example a high-pressure pump set.
• a pressure tolerance ⁇ ⁇ p of the pressure control valve is determined.
• the fuel injection system comprises a high-pressure storage space, which is acted upon by a high-pressure delivery unit with high-pressure fuel and the fuel injectors supplied with fuel.
• the high-pressure conveying unit is assigned a pressure regulating valve, which is arranged between a high-pressure side and a low-pressure side and comprises a valve element which can be activated via an electrical point.
• the pressure regulating valve comprises a housing component, which contains a deformable region, by means of which a gap L between surfaces of an electrically controllable location arrangement can be adjusted during assembly of the pressure regulating valve to a receiving body.
• a pressure regulating valve is used in connection with the two-position concept, which has the task of dynamic pressure reduction in leak-free injectors, such as by means of a piezoelectric actuator controlled fuel injectors in the lower speed and load range the internal combustion engine to allow a very good pressure control at low pressures. This can not be realized in the required quality by alone on the suction side of a high-pressure pumping unit effective regulations.
• the above-mentioned lekage-free injectors have hitherto not been used, which means that the pressure reduction in this application occurs only via the system-inherent leakage of the fuel injectors.
• a known from the prior art pressure control valve (Figure 1) has the property of being completely open in the de-energized state to ensure the filling of the high-pressure accumulator even after switching off the internal combustion engine and thus a quick restart of the internal combustion engine.
• a solution from the customer side is not acceptable because, for example, in the event of an electrical failure such as a cable drop this fuel injection system is depressurized and thus has an immediate shutdown of the internal combustion engine result. This is not permitted because of the high required vehicle availability.
• the present invention seeks to provide a pressure control valve for use in high-pressure accumulator injection systems, in particular for commercial vehicles, which ensures an emergency running function.
• this object is achieved in that the pressure control valve or the high-pressure accumulator body (common rail), a check valve is used, the opening direction is directed from the low pressure side to the high pressure side and which allows a connection of the low pressure side fuel return to the high pressure region of the high pressure accumulator, if by the Cooling in the high-pressure accumulator resulting negative pressure opens this check valve and thus ensures the filling of the high-pressure accumulator. This ensures that the high-pressure accumulator is completely filled. Is in the high-pressure accumulator by the high pressure accumulator pressurizing high-pressure pumping unit, such as the high-pressure fuel pump, high pressure, d. H. Built system pressure, the check valve closes the high pressure area against the low pressure side return from.
• high-pressure pumping unit such as the high-pressure fuel pump, high pressure, d. H.
• the non-return valve separating the low-pressure side from the high-pressure side of the high-pressure accumulator can be integrated in the wall of the high-pressure accumulator chamber (common rail) or can also be accommodated in a base plate of the pressure control valve. Decisive for the installation point of the check valve is the fact that through the check valve the high pressure side and the low pressure side of the high-pressure accumulator space in one direction, ie from the low pressure side toward the high pressure side of fuel can flow and thus a constant filling of the cavity of the high-pressure fuel accumulator (Common Rail) is guaranteed.
• the pressure regulating valve proposed according to the invention in comparison to the solution known from the prior art, the direction of action of the electromagnet and the closing spring are reversed.
• the electromagnet of the pressure regulating valve proposed according to the invention applies a force in the opening direction with respect to a closing element which closes the high-pressure reservoir at one end, while an armature bolt, which closes the closing acted upon element acted upon closing spring acts in relation to the closing element in the closing direction.
• FIG. 1 shows a pressure regulating valve known from the prior art, in which the electromagnet acts in the closing direction and a spring element acts in the opening direction;
• FIG. 2 shows a schematic diagram of the pressure regulating valve shown in FIG. 1,
• FIG. 3 shows a pressure regulating valve with a reversed effective direction of magnetic force generated by the electromagnetic coil and a closing force applied by a closing spring
• Figure 4 is a schematic diagram of the inventively proposed pressure control valve with acting in the opening direction electromagnet and acting in the closing direction closing spring and a schematically illustrated installation position of a check valve and
• FIG. 5 shows a section through the pressure regulating valve proposed according to the invention, measured according to the schematic diagram in FIG. 4 and FIG. 5
• Figure 5.1 a valve integrated in a seat ring for filling the high-pressure accumulator.
• FIG. 1 shows a pressure regulating valve known from the prior art, in which an electromagnet acts in the closing direction with respect to a closing element, and FIG acting on the armature of the pressure control valve pressure spring acts in the opening direction with respect to the closing element.
• FIG. 1 shows a pressure regulating valve 10, which has a magnetic coil 26, which can be supplied with current via an electrical connection 12 with a plug connection.
• the pressure control valve 10 as shown in Figure 1 comprises a housing 14 which is sealed by a sealing ring 16 against the electrical connection 12.
• a compression spring 18 is received, which encloses an anchor bolt 20 and an anchor plate 22 is acted upon in the opening direction.
• the armature plate 22 opposite is located on the plug 12 a stop 24.
• the aforementioned magnetic coil 26 is added.
• An end face 28 of the anchor plate 22 and an end face 30 of the housing 14 are facing each other, wherein the distance between these two end faces 28, 30 defines the stroke of the anchor bolt 20 when the solenoid 26 is energized.
• the anchor bolt 20 is slidable in an anchor hole 32 of the housing 14 of the pressure regulating valve 10.
• the housing 14 of the pressure regulating valve 10 is screwed by means of a thread 52 with a high-pressure accumulator 34.
• low pressure holes 36 are formed on both sides of a cavity, which open into a return line 38, flows back through the low pressure side fuel into a tank of a motor vehicle.
• a seat ring 42 is disposed within a receptacle 44.
• a seat 50 is formed for a closing element 48, which is formed spherical in the illustration of Figure 1.
• a tubular cavity 46 is formed in which fuel under system pressure is stored.
• the system pressure of the fuel is built up via a high-pressure delivery unit acting on the high-pressure accumulator 34, such as a high-pressure pump, which is not shown in the illustration according to FIG. 1, but is connected to the high-pressure accumulator 34.
• the entire fuel injection system can become pressureless in the event of a fault such as a cable waste, which leads to the immediate shutdown of the internal combustion engine, which is unacceptable for reasons of availability in commercial vehicle applications.
• FIG. 2 shows a schematic view of the directions of action of the electromagnet and of the compression spring in the exemplary embodiment according to FIG. 1.
• FIG. 2 shows that the magnetic coil 26 shown in FIG. 1 acts on the anchor bolt 20 in a first effective direction 62, whereby the closing element 48 is placed in the seat ring 42. If the solenoid 26 is de-energized, the first effective direction 62 of the magnetic force is released and the closing element 48 opens due to acting in the first direction of action 60 spring force of the valve spring of the compression spring 18, so that the space 46, in which fuel under system pressure fuel is stored, is depressurized via the low-pressure bores 36, since the closing element 48 is open.
• Figure 3 is a schematic diagram of a pressure control valve can be removed, in which the directions of action of the electromagnet and the valve spring in comparison to the representation of Figure 2 are reversed.
• the magnetic coil 26, as shown in FIG. 1 acts in a second effective direction 72, ie. H. with respect to the closing element 48 in the opening direction.
• the compression spring 18 acts in the closing direction with respect to the closing element 48, so that uncontrolled outflow of the fuel volume stored in the cavity 46 of the high-pressure accumulator 34 into the low-pressure bores 36 and thus into the solenoid coil 26 (see illustration according to FIG the return line 38 is prevented to the tank of the vehicle.
• refilling the cavity 46 according to the illustration in FIG. 3 is not possible with the thematic basic structure shown there.
• FIG. 4 shows a schematic schematic diagram of the pressure regulating valve proposed according to the invention. It can be seen from the illustration according to FIG. 4 that the reverse-acting pressure regulating valve 80 described in greater detail below in the magnet coil 26 has an electromagnet 26 which acts in the second direction of action 72, ie with respect to the closing element 48 in the opening direction. In contrast, a closing force is applied by a closing spring described in more detail below, which in the illustration of FIG 4 in the second direction of action 70, ie the closing element 48 is acted upon in the closing direction and thus in the seat in the seat ring 42.
• the magnet coil 26 When the magnet coil 26 is not energized, it is thus ensured that the fuel volume stored in the cavity 46 of the high-pressure accumulator 34 does not flow back into the low-pressure bores 36 and thus into the return line 38 to the tank of the vehicle without system pressure.
• a check valve 74 is integrated between the cavity 46 of the high pressure accumulator 34 and the low pressure side - indicated here by the low pressure bores 36 - .
• the check valve has an opening direction which is directed from the low-pressure region to the high-pressure region, ie to the cavity 46 in the high-pressure accumulator 34.
• the check valve 74 is closed when pressure is applied to the cavity 46 of the high-pressure accumulator 34 in the direction of the low pressure, whereas upon cooling of the high-pressure accumulator 34 and stored in the cavity 46 fuel volume and resulting from the associated decrease in volume of the fuel vacuum - when the Internal combustion engine - allows inflow of fuel from the low pressure side via the check valve 74 into the cavity 46.
• a pressure regulating valve 80 shown in FIG. 5 is screwed by way of the thread 52 to the high-pressure accumulator 34 (common rail) which is of tubular design here.
• the magnetic coil 26 is received, the electrical connections 12 are each enclosed by sealing rings 82.
• an anchor bolt plate 86 enclosing anchor bolt receptacle 98 and a closing spring 84 enclosing closing spring receptacle 100.
• the anchor bolt receptacle 98 and the closing spring receptacle 100 are separated by a gap 92.
• a gap spacing 94 between the mutually facing end sides of the anchor bolt receptacle 98 and the closing spring receptacle 100 is indicated by reference numeral 94.
• the housing 14 of the anchor bolt 20 is guided in the anchor hole 32, which on the one hand provided with the aforementioned anchor bolt plate 86 and on the other hand, at its the seat ring 42nd facing side has a flattening 90.
• the flattening 90 is opposite to the closing element 48 shown in FIG. 5 in spherical form.
• the seat ring 42 is furthermore arranged inside the receptacle 44, in which the seat 50 is formed by the ball-shaped closing element 48.
• a high pressure side of the seat ring 42 is identified by reference drawing 102
• a low pressure side of the seat ring 42 which assigns the cavity 40 in the housing 14, is identified by reference numeral 104.
• the both the closing spring receptacle 100 and partially enclosed by the anchor bolt receptacle 98 closing spring 84 is biased by a biasing member 96.
• the other end of the closing spring 84 is supported on the anchor bolt plate 86 of the anchor bolt 20.
• the check valve 74 is located in the wall of the tubular high-pressure accumulator 34 (common rail).
• the check valve 74 has a ball-shaped closing element 108, which is acted upon by a spring 106.
• the spring 106 can, as shown in Figure 5, be fixed by a pressed-ring, so that the spring 106 has to apply only small spring forces.
• Figure 5.1 a variant of the proposed solution according to the invention is shown, in which the components of the valve 74, designed as a check valve, between the high pressure area and low pressure area, the spherical closure member 108 and fixed by a ring spring 106 are integrally formed in the seat ring 42 and also provide a filling possibility of the cavity 46.
• the check valve 74 in the wall of the high-pressure accumulator 34 (common rail), the fuel flow is suppressed by the pressurized system cavity 46 of the high-pressure accumulator 34 in the direction of a low-pressure side cavity 112, since the in the illustration of Figure 5 spherically shaped closing element 108 in his seat 110 is pressed in the wall of the high-pressure accumulator 34.
• the check valve 74 it is achieved with the check valve 74 that when the fuel is cooled and the internal combustion engine is shut off, the cavity 46, which in this case is not subjected to system pressure, is filled via the check valve 74 from the low-pressure side cavity 112.
• the check valve 74 is opened by adjusting itself in the cavity 46 of the high pressure accumulator 34 upon cooling of the fuel contained therein negative pressure, whereby a filling of the cavity 46 of the high pressure accumulator 34 via the low pressure side cavity 112 is possible.
• the cavity 46 is separated from the low-pressure side cavity 112 through the check valve 74 in that the here spherically shaped closing element 108 of the check valve 74 in its seat 110 in the wall of the high-pressure accumulator 34 (common rail) is pressed.
• the check valve 74 is formed in the wall of the high-pressure accumulator 34 (common rail).
• the non-return valve 74 shown in FIG. 5 also in the base plate 42 of the pressure regulating valve 80 with the reverse direction of action.
• the check valve 74 alone is decisive that is separated by the system pressure leading cavity 46 of the high-pressure accumulator 34 of the low pressure side of the pressure control valve 80 with reverse direction of action such that an opening direction of the check valve 74 results from the low-pressure side to the high pressure side.
• the pressure control valve 80 shown in Figure 5 with reverse direction of effect is used advantageously in motor vehicle or commercial vehicle applications, in which leak-free fuel injectors, which are controlled for example by means of a piezoelectric actuator, are used. If the solenoid 26 of the pressure control valve 80 shown in Figure 5 de-energized, which may occur, for example, by a cable drop, it is on the closing spring 84, which acts in the second direction of action 70 on the ball-shaped closure member 48 ensures that he In the cavity 46, stored fuel does not flow via the open closing element 48 into the low-pressure side cavity 40 in the housing 14 and from there via the low-pressure bores 36 into the low-pressure-side return line 38 shown in FIG. This ensures at a cable waste that stored in the cavity 46 under system pressure fuel is stored, so that an emergency drive function of the equipped with a high-pressure accumulator injection system with the present invention proposed pressure control valve 80 is maintained.
• the anchor bolt 20 is acted upon by the closing spring 84 in the second direction of action 70, so that the closing element 48 remains in its seat 50 in the seat ring 42. Furthermore, it is ensured by the either in the wall of the high-pressure accumulator 34 (common rail) check valve 74 or recessed into a base plate of the pressure control valve 80 with reverse direction of action valve 74 that in the case of Stromlos becoming the solenoid 26 fuel in the cavity 46 of the high-pressure accumulator 34 (common rail) can flow from the low-pressure region 112 when the force fabric volume z. B. reduced by cooling and thus creates a negative pressure in the high pressure storage volume.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Physics & Mathematics (AREA)
• Electromagnetism (AREA)
• Fuel-Injection Apparatus (AREA)
• Safety Valves (AREA)

Applications Claiming Priority (2)

Publications (2)

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• 2006
  • 2006-05-04 DE DE102006020692A patent/DE102006020692A1/de not_active Withdrawn
• 2007
  • 2007-03-12 DE DE502007001915T patent/DE502007001915D1/de active Active
  • 2007-03-12 WO PCT/EP2007/052264 patent/WO2007128606A1/fr not_active Ceased
  • 2007-03-12 JP JP2009508271A patent/JP2009535562A/ja not_active Withdrawn
  • 2007-03-12 EP EP07726779A patent/EP2016278B1/fr active Active
  • 2007-03-12 US US12/299,378 patent/US20090199820A1/en not_active Abandoned
  • 2007-03-12 AT AT07726779T patent/ATE447669T1/de active

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