EP0974008A1 - Systeme d'injection, soupape de pression et soupape regulatrice de debit, et procede de reglage de la pression du carburant - Google Patents

Systeme d'injection, soupape de pression et soupape regulatrice de debit, et procede de reglage de la pression du carburant

Info

Publication number
EP0974008A1
EP0974008A1 EP98912258A EP98912258A EP0974008A1 EP 0974008 A1 EP0974008 A1 EP 0974008A1 EP 98912258 A EP98912258 A EP 98912258A EP 98912258 A EP98912258 A EP 98912258A EP 0974008 A1 EP0974008 A1 EP 0974008A1
Authority
EP
European Patent Office
Prior art keywords
pressure
fuel
volume flow
volume
valve
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP98912258A
Other languages
German (de)
English (en)
Other versions
EP0974008B1 (fr
Inventor
Hinrich KRÜGER
Martin Werner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP0974008A1 publication Critical patent/EP0974008A1/fr
Application granted granted Critical
Publication of EP0974008B1 publication Critical patent/EP0974008B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/34—Varying fuel delivery in quantity or timing by throttling of passages to pumping elements or of overflow passages, e.g. throttling by means of a pressure-controlled sliding valve having liquid stop or abutment
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0011—Constructional details; Manufacturing or assembly of elements of fuel systems; Materials therefor
    • F02M37/0023—Valves in the fuel supply and return system
    • F02M37/0029—Pressure regulator in the low pressure fuel system
    • 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
    • F02M63/004—Sliding valves, e.g. spool valves, i.e. whereby the closing member has a sliding movement along a seat for opening and closing
    • 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
    • F02M63/0047—Four-way valves or valves with more than four ways
    • 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
    • F02M63/005—Pressure relief valves
    • F02M63/0052—Pressure relief valves with means for adjusting the opening pressure, e.g. electrically controlled
    • 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
    • F02M63/0205—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 for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine
    • F02M63/0215—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 for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine by draining or closing fuel conduits
    • 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
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
    • F04B49/22—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00 by means of valves
    • F04B49/225—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00 by means of valves with throttling valves or valves varying the pump inlet opening or the outlet opening

Definitions

  • Injection system pressure valve and volume flow control valve and method for regulating a fuel pressure
  • the invention relates to an injection system for an internal combustion engine according to the preamble of claim! ', A volume flow regulating valve and pressure valve according to the preamble of claim 3 and a method for controlling egg nes fuel pressure in a fuel accumulator according to the preamble of claim 7.
  • the control of the fuel pressure in a fuel accumulator is particularly important in a common rail system, since the maximum fuel pressure in a common rail system is, for example, 1600 bar. Due to the high pressure, it is advantageous to regulate the pressure in the fuel accumulator with as little power loss as possible.
  • a system for regulating the fuel pressure in a fuel accumulator is already known, in which the fuel pump always pumps too much fuel into the fuel accumulator and a pressure valve opens when a predetermined fuel pressure is exceeded.
  • this system has a relatively low efficiency.
  • a fuel injection system is known from US Pat. No. 4,884,545, in which a fuel pump conveys fuel into a fuel accumulator, which forwards the fuel to injection valves.
  • a volume flow control valve is provided in the inlet to the fuel pump, which adjusts the fuel flow to the fuel pump.
  • the volume flow control valve is controlled by a control unit via an actuator.
  • a safety valve 13 is provided on the fuel accumulator, which allows fuel to flow back from the fuel accumulator to the fuel tank when a predetermined pressure is exceeded.
  • a fuel injection system in which a fuel pump supplies fuel to a fuel accumulator that supplies the fuel injectors to the fuel.
  • a volume flow control valve is provided in the inlet to the fuel pump and is controlled by a control unit.
  • the fuel accumulator is connected to a pressure control valve that is mechanically coupled to the volume flow control valve.
  • the mechanical coupling is designed in such a way that the pressure control valve can be moved from a closed position into a through position by the movement of the actuator which controls the volume flow control valve, which leads to a rapid pressure relief of the fuel accumulator.
  • the object of the invention is an inexpensive
  • a major advantage of The invention is based on the fact that both the volume flow in the inlet to the high-pressure pump and the pressure in the fuel accumulator are regulated with a single control valve.
  • FIG. 1 shows an injection system with the control valve according to the invention
  • FIG. 2 shows the schematic structure of the control valve
  • FIG. 3 shows a further embodiment of the control valve
  • FIG. 4 shows a holding pressure and volume flow characteristic curve
  • FIG. 5 shows a preferred design of the control valve.
  • FIG. 1 schematically shows the structure of an injection system that supplies fuel from a fuel tank 11 via a prefeed pump 2 via a control valve 10 to a high-pressure pump 1.
  • the high-pressure pump 1 compresses the supplied fuel and releases the fuel under high pressure into the fuel accumulator 4.
  • the fuel accumulator 4 is connected to injection valves 5, via which the fuel is injected into an internal combustion engine.
  • a pre-pressure control valve 3 is connected in parallel with the pre-feed pump 2 and adjusts the fuel pressure after the pre-feed pump 2 to a predetermined value.
  • the fuel accumulator 4 is connected to the control valve 10 via a return line 26.
  • the control valve 10 is also connected to a tank line 27 which is led to the fuel tank 11.
  • a pressure sensor 9 is arranged on the fuel accumulator 4 and is connected to a control unit 6 via a signal line.
  • a speed sensor 8 and a gas pedal sensor 7 is provided, which are also connected to the control unit 6 via a signal line.
  • the control unit ⁇ has a data memory 28 and is connected to the injection valves 5 via first control lines and to the control valve 10 via a second control line.
  • the arrangement according to FIG. 1 functions as follows:
  • the control device 6 controls the injection valves 5 according to a corresponding program, which is stored in the data memory 28, as a function of the speed of the internal combustion engine and the driver's request.
  • the control unit 6 controls the control valve 10 as a function of the speed of the internal combustion engine and the fuel pressure in the fuel accumulator 4 and thus regulates the fuel pressure in the fuel accumulator 4.
  • FIG. 2 shows schematically the structure of the control valve 10.
  • the control valve 10 has an actuator 21 which is designed, for example, as a magnet.
  • the actuator 21 is connected directly to a volume closing member 20, which connects the fuel inlet 24, which comes from the prefeed pump 2, with the fuel outlet 23, which is led to the high-pressure pump 1.
  • the volume closing member 20 is connected via a spring 12 to a pressure closing member 22, which closes the connection between the return line 26 and the tank line 27 with an adjustable holding pressure.
  • the connection cross section between the fuel inlet 24 and the fuel outlet 23 is closed by the volume closing member 20 and the connection between the return line 26 and the tank line 27 is opened. If the control device 6 now controls the magnet 21, the volume closing member 20 is moved in the direction of the pressure closing member 22 and the connection cross section between the fuel inlet 24 and the fuel outlet 23 is thus opened. To- which is biased by the spring 12, the pressure closing member 22 against the opening cross section of the return line 26.
  • the spring 12 is preferably designed such that, in the rest position, the pressure closing member 22 releases the return line 26 and the return line 26 is connected to the tank line 27.
  • FIG 3 shows a development of the control valve 10, in which the operative connection between the volume closing element 20 and the pressure closing element 22 is achieved via a first coupling spring 16 and a second coupling spring 17.
  • the second coupling spring 17 is biased to a predetermined spring force. If the control device 6 now controls the actuator 21, the volume closing member 20 is moved and the volume flow that flows to the high-pressure pump is increased. In addition, the pressure closing member 22 is biased against the return line 26 via the first coupling spring 16. If the first coupling spring 16 is now compressed to such an extent that the pretensioned spring force of the second coupling spring 17 is reached, the first and second coupling springs 16, 17 act in series connection when the volume closing element 20 is deflected further.
  • FIG. 4 shows characteristic curves for the holding pressure P for various spring couplings between the volume closing element and the pressure closing element as a function of the displacement path S of the actuator 21 and as a function of the opening cross section Q that the volume closing element 20 opens.
  • the holding pressure P corresponds to a closing force F.
  • the deflection in the range greater than S1 corresponds to a volume flow Q> 0.
  • the pressure closing member 22 first builds up a holding pressure before the volume closing member 20 establishes the connection cross section between the Fuel inlet 24 and fuel outlet 23 open at the first deflection S1.
  • the characteristic curve A corresponds to the control valve 10 of FIG. 2, in which only one spring 12 is provided between the volume closing element 20 and the pressure closing element 22.
  • the pressure that is set by the pressure closing member 22 increases linearly with the deflection s of the actuator 21.
  • the volume closure member 20 initially i.e. for the deflection s ⁇ Sl covers an empty path in which the fuel outlet is not yet connected to the fuel inlet.
  • the pressure closing element 22 is biased with a holding force F0 at the first deflection S1, at which the volume closing element opens the connection cross section between the fuel feed line and the fuel discharge line.
  • the linear characteristic has the disadvantage that a large holding force F is built up with a large deflection s.
  • the first coupling spring 16 is relaxed and the second coupling spring 17 is biased by means of a stop 18 and a transmission disk 19.
  • an empty travel is provided for the volume closing member 20, so that it only opens when the pressure closing member 22 is already biased against the return line 26 with a holding force F1. If the actuator 21 is now activated and the volume closing element 20 is deflected, the holding force with which the pressure closing element 22 is preloaded increases linearly up to a second deflection S2. The linear increase corresponds to the spring rate of the first coupling spring 16.
  • the first coupling spring 16 is tensioned such that the spring force of the first coupling spring 16 is the spring force of the pretensioned second coupling spring 17 reached.
  • the transmission disk 19 is released from the stop 18 and the second coupling spring 17 is also compressed.
  • the first and second coupling springs 16, 17 thus act in series from the second deflection S2. Therefore, from the second deflection S2, the linear increase in the holding force kinks into a second, flatter linear increase, which corresponds to a lower spring rate. From the second deflection S2, the holding force with which the
  • the plate spring has a predetermined holding force F2.
  • the degressive disc spring or the two coupling springs 16, 17, starting from the rest position at s 0, result in a steep increase in the holding force on the pressure closing element 22, which changes to a flat increase from a predeterminable, second deflection S2 of the actuator 21.
  • the characteristic curves B and C are adapted to the actual ratios of the fuel pressure in the fuel accumulator and the volume flow supplied to the fuel accumulator. For a common Rail systems are already required with low volume flows, ie with a small amount of fuel that is injected and a low engine speed, high fuel pressures. Characteristic curves B and C thus offer good efficiency for electrical control, since unnecessarily high holding forces are avoided with large deflections.
  • the spring with the degressive spring characteristic so that it is arranged at a predetermined distance from the volume closing element or pressure closing element, because this prevents a build-up of back pressure if the pressure in the fuel accumulator is reduced via the pressure closing element.
  • the characteristic curve forms B, C also offer the advantage that in the area between the rest position of the actuator 21 and the second deflection S2 there is a large change in the holding force of the
  • Pressure-closing member 22 is achieved with a small deflection of the actuator 21, with a small change in the deflection of the volume closing member 20 and thus with a small change in the volume flow. In this way, low volume flows can be set precisely.
  • the pressure holding force F is a function, preferably proportional, of the control current I with which the actuator 21 is controlled.
  • the volume flow Q is also preferably proportional to the deflection S.
  • FIG. 5 shows a preferred embodiment of the control valve 10 with a spring combination corresponding to Figure 3.
  • the control valve 10 has a valve body 31 which is screwed into a stepped bore of a housing 34 with a key attack 32 and a central thread 33.
  • Housing 34 is preferably the housing of a high pressure pump.
  • An inlet bore 35, an outlet bore 36, a high-pressure inlet bore 38 and a high-pressure outlet bore 37 are made in the housing 34.
  • the force The material inlet 24, the fuel outlet 23 to the outlet bore 36, and the return line to the high-pressure inlet bore 38
  • the inlet bore 35, the outlet bore 36 and the high-pressure outlet bore 37 are preferably designed as radial connection bores and open into a corresponding first annular channel 39, second annular channel 40 and third annular channel 41.
  • first annular channel 39 and the second annular channel 40 result from axially offset diameter steps in the housing 34 and in the valve body 31.
  • the third annular channel 41 is introduced as a circumferential groove in the valve body 31.
  • the control valve 10 shown in FIG. 5 is generally cylindrical symmetry with the axis of symmetry 71.
  • first sealing ring 42 Between the first ring channel 39 and the central thread 33 there is a first sealing ring 42, between the first ring channel 39 and the second ring channel 40 there is a second sealing ring 43 and between the second ring channel 40 and the third ring channel 41 there is a third sealing ring 44 in the valve housing 31 brought in.
  • the first, the second and the third sealing ring 42, 43, 44 are designed as radially sealing O-rings.
  • a first connecting bore 55, a second connecting bore 57 and a third connecting bore 64 are made in the valve body 31, starting from the first, the second and the third annular channel 39, 40, 41.
  • the first, the second and the third connecting bore 55, 57, 64 connect the first, the second and the third ring channel 39, 40, 41 to a central bore 70 which is symmetrical to the axis of symmetry 71 and in the longitudinal direction of the valve body 31 in the valve body 31 is introduced.
  • a control slide 53 which is designed as a sleeve, is introduced in the central bore 70 parallel to the axis of symmetry 71.
  • a locking pin 51 is provided within the control slide 53 is arranged symmetrically and in the longitudinal direction to the axis of symmetry 71.
  • the locking pin 51 and the control slide 53 are fitted into the central bore 70 and are arranged to be displaceable in the longitudinal direction of the central bore 70.
  • the regulating slide 53 has an annular space 54 which is annular and open to the valve body 31 and which, in the rest position of the regulating slide 53, is only connected to the first inlet bore 35. If the control slide 53 is moved into the working position by the electromagnet 72, the first inlet bore 35 is connected to the first outlet bore 36 via the annular space 54. In this way, the volume flow that is supplied to the high pressure pump 1 is controlled.
  • the high-pressure inlet bore 38 is made in the center of the axis of symmetry 71 and at the lower end of the control valve 10.
  • the central bore 70 is closed in the lower region by a head piece 45, which at the same time projects into the high-pressure inlet bore 38 with a closure piece.
  • the head piece 45 is arranged centrally to the axis of symmetry 71 and has a pressure relief bore 48 in the center.
  • the pressure relief bore 48 widens in the direction of the central bore 70 into a conical valve seat, in which a ball 50 is arranged, which is held by a receptacle 52 on the pressure relief bore 48.
  • the receptacle 52 forms the lower end of the locking pin 51.
  • annular space 63 is formed all around the locking pin 51, to which the high-pressure drain hole 37 is connected via the third connecting hole 64.
  • the cylindrical extension of the head piece 45, which projects into the high-pressure inlet 38, is of an annular shape
  • the ball 50 is subjected to a corresponding holding force F by a corresponding movement of the locking pin 51. strikes, so that the pressure relief bore 48 is only released when the pressure in the pressure relief bore 48 is greater than the holding force F. In this way, the connection between the high pressure inlet 38 and the high pressure outlet 37 is controlled.
  • the locking pin 51 with the ball 50 represents a pressure closing member 22 corresponding to Figures 2 and 3.
  • the sealing ring 46 and the support ring 47 offer the advantage that no axial contact force is required to seal the high-pressure inlet bore 38.
  • the axial contact pressure would have to be absorbed between the head piece 45 and the central thread 33 by the valve housing 31 if, for example, a metallic flat seat or conical seat or a cutting ring would be used as a seal.
  • an electromagnet 72 with a magnetic winding 73 and an associated armature guide rod 58 is arranged, which is guided in the middle of the axis of symmetry 71 in a guide sleeve 80.
  • the armature guide rod 58 projects into the central bore 70 and is operatively connected to the control slide 53 via a second coupling spring 17.
  • the second coupling spring 17 is prestressed by a transmission bush 60, the transmission bush 60 resting on a stop surface 62 of the control slide 53 and the second coupling spring 17 prestressing against a stop sleeve 74, which is designed as an end piece of the armature guide rod 58.
  • the transmission bushing 60 has, adjacent to the stop 62, a retaining ring 75 which is formed perpendicular to the axis of symmetry 71 and which, with a terminating bushing 76, which represents the upper end piece of the control slide 53, forms a sleeve-like second spring chamber 77 which, in the direction of the electromagnet 72, from the stop sleeve 74 is limited.
  • the stop sleeve 74 is firmly connected to the terminating bush 76. This connection absorbs the biasing force of the second coupling spring 17.
  • the transmission socket 60 is terminated on the electromagnet side with an end plate 87.
  • the locking pin 51 which terminates with a transmission plate 78, which has a diameter corresponding to the diameter of the transmission bush 60, projects into the transmission bush 60.
  • the end plate 78 is arranged in the center of the axis of symmetry 71 and is arranged to be movable perpendicular to the axis of symmetry 71 and into the transmission bushing 60.
  • a first coupling spring 16 is introduced between the transmission plate 78 and the end plate 87.
  • the armature guide rod 58 rests with a stop plate 79 against a stop 66 of the magnet housing 81.
  • the stop 66 is preferably correspondingly adjustable, for example, using shims.
  • the magnet armature 82 is adjusted via a further plate 85 and the stop plate 79 on the armature guide rod 58.
  • the locking pin 51 is not biased against the ball 50 in the rest position.
  • the pressure relief bore 48 is in the rest position, i.e. opened without driving the electromagnet 72.
  • the control slide 53 is arranged in the rest position so that the inlet bore 35 is connected to the annular space 54.
  • the drain hole 36 is not connected to the annular space 54.
  • the actuator guide rod 58 moves in the direction of the locking pin 51 and in doing so transmits a higher pressure holding force to the ball 50 via the second coupling spring 17 and the first coupling spring 16. near with the deflection S of the actuator guide rod 58, as shown in FIG.
  • the second connecting bore 57 preferably has the shape of a rectangular longitudinal slot, which extends in the direction of movement of the control slide 53, so that the opening cross section is directly proportional to the path S with which the control slide 53 is moved. Another advantageous shape is a triangular opening cross section.
  • the control slide 53 represents a volume closing member 20 according to FIGS. 2 and 3.
  • the first coupling spring 16 is compressed to such an extent that the spring force of the first coupling spring 16 is equal to the spring force of the second, preloaded coupling spring 17. With a further deflection of the actuator guide rod 58, both the first coupling spring 16 and the second coupling spring 17 are thus compressed.
  • the transmission bush 60 moves together with the stop sleeve 74 and the control slide 53. From the second deflection S2, the transmission bush 60 moves in the equilibrium of forces of the second coupling spring 17 and the first coupling spring 16 with respect to the stop sleeve 74 of the armature guide rod 58. In this way, the increase in the holding force F on the ball 50 kinks into one from the second deflection S2 smaller increase per deflection unit s, as can be seen from FIG. 4.
  • the high-pressure inlet bore 38 is only connected to the high-pressure outlet bore 37 when a greater pressure acts on the ball 50 from the high-pressure inlet bore than on the ball 50 due to the holding force F of the closing pin 51.
  • a degressive spring can also be used between the armature guide rod 58 and the locking pin 51. In this way, a pressure holding characteristic curve according to the characteristic curve C of FIG. 4 is made possible.

Abstract

Dans une enceinte sont placées une soupape de pression et une soupape régulatrice de débit qui se trouvent en liaison fonctionnelle par l'intermédiaire d'un ressort, en sorte que l'augmentation du débit entraîne un accroissement de la force de maintien de la soupape de pression. La soupape de pression et la soupape régulatrice de débit sont commandés conjointement par l'intermédiaire d'un actionneur.
EP98912258A 1997-04-08 1998-02-17 Systeme d'injection, soupape de pression et soupape regulatrice de debit, et procede de reglage de la pression du carburant Expired - Lifetime EP0974008B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19714489 1997-04-08
DE1997114489 DE19714489C1 (de) 1997-04-08 1997-04-08 Einspritzsystem, Druckventil und Volumenstromregelventil und Verfahren zum Regeln eines Kraftstoffdruckes
PCT/DE1998/000468 WO1998045594A1 (fr) 1997-04-08 1998-02-17 Systeme d'injection, soupape de pression et soupape regulatrice de debit, et procede de reglage de la pression du carburant

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EP0974008A1 true EP0974008A1 (fr) 2000-01-26
EP0974008B1 EP0974008B1 (fr) 2002-05-15

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EP (1) EP0974008B1 (fr)
DE (1) DE19714489C1 (fr)
WO (1) WO1998045594A1 (fr)

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WO2004007950A2 (fr) * 2002-07-11 2004-01-22 Siemens Automotive Hydraulics Sa Dispositif de controle de debit d'une pompe a injection directe d'essence
KR101086170B1 (ko) 2003-05-26 2011-11-25 콘티넨탈 오토모티브 게엠베하 내연기관, 연료 시스템 및 체적유동 제어밸브를 작동시키는방법

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IT1310753B1 (it) * 1999-11-30 2002-02-22 Elasis Sistema Ricerca Fiat Sistema di regolazione della portata di una pompa ad alta pressioneper l'alimentazione di combustibile ad un motore ad iniezione.
DE10244551A1 (de) * 2002-09-25 2004-04-08 Robert Bosch Gmbh Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
DE10329331B3 (de) * 2003-06-30 2005-05-25 Siemens Ag Verfahren zur Diagnose eines Volumenstromregelventils bei einer Brennkraftmaschine mit Hochdruck-Speichereinspritzsystem
FR2858432B1 (fr) * 2003-08-01 2005-10-07 Eaton Corp Electrovanne de regulation de debit et de pression
DE602004002105T2 (de) * 2004-06-30 2007-02-08 C.R.F. S.C.P.A. Hochdruckpumpe mit variabler Förderrate für ein Brennstoffeinspritzsystem
ATE344882T1 (de) * 2004-07-30 2006-11-15 Delphi Tech Inc Zumesseinrichtung
DE102005033636A1 (de) * 2004-10-06 2006-04-20 Robert Bosch Gmbh Kraftstoffsystem für eine Brennkraftmaschine
DE102008043237A1 (de) 2008-10-28 2010-04-29 Robert Bosch Gmbh Kraftstoff-Hochdruckpumpe für eine Brennkraftmaschine
DE102008043217A1 (de) 2008-10-28 2010-04-29 Robert Bosch Gmbh Kraftstoff-Hochdruckpumpe für eine Brennkraftmaschine
DE102010004215B4 (de) * 2010-01-08 2013-06-06 Continental Automotive Gmbh Vorrichtung zur Verhinderung des Absterbens des Motors bei einem mit einem Dieseleinspritzsystem ausgestatteten Fahrzeug
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IT201900017252A1 (it) * 2019-09-25 2021-03-25 Bosch Gmbh Robert Gruppo di pompaggio per alimentare combustibile, preferibilmente gasolio, ad un motore a combustione interna

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Cited By (4)

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Publication number Priority date Publication date Assignee Title
WO2004007950A2 (fr) * 2002-07-11 2004-01-22 Siemens Automotive Hydraulics Sa Dispositif de controle de debit d'une pompe a injection directe d'essence
WO2004007950A3 (fr) * 2002-07-11 2004-04-08 Siemens Automotive Hydraulics Dispositif de controle de debit d'une pompe a injection directe d'essence
US7270113B2 (en) 2002-07-11 2007-09-18 Siemens Automotive Hydraulics Sa Device for controlling flow rate of a direct injection fuel pump
KR101086170B1 (ko) 2003-05-26 2011-11-25 콘티넨탈 오토모티브 게엠베하 내연기관, 연료 시스템 및 체적유동 제어밸브를 작동시키는방법

Also Published As

Publication number Publication date
EP0974008B1 (fr) 2002-05-15
DE19714489C1 (de) 1998-10-01
WO1998045594A1 (fr) 1998-10-15

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