EP1234976B1 - Valve system for regulating the pressure of fuel supply in a combustion engine - Google Patents

Valve system for regulating the pressure of fuel supply in a combustion engine Download PDF

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Publication number
EP1234976B1
EP1234976B1 EP01129778A EP01129778A EP1234976B1 EP 1234976 B1 EP1234976 B1 EP 1234976B1 EP 01129778 A EP01129778 A EP 01129778A EP 01129778 A EP01129778 A EP 01129778A EP 1234976 B1 EP1234976 B1 EP 1234976B1
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EP
European Patent Office
Prior art keywords
fuel
armature
pressure
closing direction
compression spring
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.)
Expired - Lifetime
Application number
EP01129778A
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German (de)
French (fr)
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EP1234976A2 (en
EP1234976A3 (en
Inventor
Werner Buse
Albert Denne
Janusz Zurke
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Pierburg GmbH
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Pierburg GmbH
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Publication of EP1234976A3 publication Critical patent/EP1234976A3/en
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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
    • 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
    • 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
    • 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

Definitions

  • the invention relates to a fuel injection device with a valve arrangement for pressure control of the fuel supply in an internal combustion engine according to the preamble of claim 1.
  • Such fuel injectors with valve assemblies are particularly known in engines with direct fuel injection. Such engines require injection pressures of about 100 to 120 bar. This pressure is generated by high pressure pumps, which are very sensitive to cavitation, ie the supplied fuel must be free of vapor bubbles. In normal engine operation, a flow pressure of approximately 4 bar is sufficient to deliver the fuel vapor-free from a prefeed pump to the high-pressure pump. In the starting phase of the engine, however, the admission pressure in the line system must be increased to approximately 7 bar in order to suppress vapor bubble formation and to ensure injection pressure at the start of the engine without an effective mechanical high-pressure pump. The required pressure increase to 7 bar is achieved by an electromagnetically operable shut-off device and by a front or behind arranged 4 bar - pressure control device.
  • Such a valve assembly requires a relatively large amount of space and is also very expensive due to the increased assembly costs of the other.
  • the present invention is therefore based on the object to provide a remedy for the above-described problems.
  • the magnetic force acts on the armature in the closing direction of the closing element, wherein furthermore a compression spring, which is supported on a housing part, acts in the closing direction on the armature.
  • a compression spring which is supported on a housing part, acts in the closing direction on the armature.
  • This version is a so-called "normally open” variant. Ie. in de-energized state, a low pressure level of about 4 bar is set via the compression spring. In the energized state, a magnetic force is exerted on the plunger via the armature, which together with the compression spring adds up to a high pressure level of approximately 7 bar.
  • the magnetic force acts on the armature against the closing direction of the closing element, wherein a first compression spring acts in the closing direction on the armature and a second compression spring acts in the closing direction on the plunger and both compression springs are supported on housing parts.
  • a first compression spring acts in the closing direction on the armature
  • a second compression spring acts in the closing direction on the plunger and both compression springs are supported on housing parts.
  • the spring forces of the two compression springs add up in the currentless Condition to approx. 7 bar.
  • the magnetic force acts against the first compression spring, so that only the second compression spring acts with a pressure level of about 4 bar in the closing direction of the plunger.
  • the housing may have an armature core movable in the closing direction, against which the pressure spring acting on the armature is supported, whereby the pressure level of the armature can be set in a simple manner.
  • the electromagnetic drive has a proportional magnetic system, wherein the armature core has an elliptical outer contour.
  • the indented armature core is thus not exactly circular at the contacting magnetic flux transition point resulting in a minimum and a maximum of the magnetic force within a 90 ° rotation, which in turn allows a force adjustment.
  • FIG. 1 shows in schematic form the fuel flow in a further not shown internal combustion engine, wherein a pressure control of the fuel supply takes place by a valve assembly 1 according to the prior art.
  • the fuel from a fuel tank 2 is passed by means of a prefeed pump 3 to a high-pressure pump 4, which supplies the fuel at a pressure of about 100 to 120 bar a fuel rail 5, wherein a arranged behind the manifold pressure regulator 6 excess fuel to a pressure of up down to 4 bar.
  • This excess fuel is then passed directly to the valve arrangement 1 or in connection with the fuel present in the short-circuit line 7.
  • the valve assembly 1 consists of a pressure control valve 8 and a check valve 9. From the check valve 9 from fuel is fed back into the fuel tank 2.
  • the shut-off valve 9 is closed, so that the pressure control valve 8 is opened from a pressure of about 4 bar opens out of operation.
  • the prefeed pump 3 thus promotes fuel at a pressure of about 7 bar
  • a pressure regulator 10 is disposed in the fuel tank, which opens at a pressure of more than 7 bar.
  • the shut-off valve 9 is opened by means of an electromagnetic drive, so that now a pressure in the fuel circuit of about 4 bar is realized by the pressure control valve 8. In this case, fuel can be returned to the valve assembly 1 and from there into the fuel tank 2 before the high pressure pump 4 or after the pressure control valve 6.
  • FIG. 2 now shows a valve assembly 1.
  • This valve assembly 1 has an inlet fitting 11 and an outlet fitting 12, which are fluidly connected to each other via a connecting channel 13.
  • the connecting channel can be opened or closed by a closing element 14.
  • the closing element 14 is in a known manner arranged on a plunger 15 which is actuated by an electromagnetic drive 16 and is mounted in a guide bushing 20.
  • the electromagnetic drive 16 consists in a known manner from a bobbin 17, which cooperates with an electromagnetic yoke, wherein both parts are arranged in a housing 19 made of injection molding. Furthermore, an armature 21 is slidably mounted in a further guide bushing 20 in the longitudinal direction. A compression spring 22 acts in the closing direction of the closing element 14 on the armature 21. The compression spring 22 is supported on a displaceably arranged in the housing 19 armature core 23 from. In this way, by the displaceable armature core 23 to a spring force can be adjusted and on the other hand, when the armature core 23 has an elliptical outer contour, the magnetic force. About the plug 24, the power supply of the electromagnetic drive is ensured.
  • the normally open open valve arrangement 1 in FIG. 2 functions as follows:
  • the electromagnetic drive 16 is not supplied with power. Accordingly, no magnetic force is exerted on the armature 21.
  • the valve assembly 1 is in the "normally open” state. In this case, the compression spring 22 has a low pressure level of about 4 bar. If a system pressure which is greater than 4 bar is reached in the fuel circuit, the closing element 14 opens against the compression spring 22 and fuel can be returned to the fuel tank 2. In the energized state, the armature 21 is pressed by the magnetic force and the spring force against the plunger 15. The magnetic force can be adjusted so that a pressure level of about 7 bar is reached.
  • the valve assembly 1 opens only at a pressure level in the fuel circuit, which is higher than 7 bar. The adjustment of the magnetic force takes place here, as already described, via the rotation of the armature core 23.
  • FIG. 3 shows a cross section of an embodiment of the valve assembly according to the invention 1. Same parts have the same functions in this case the same reference numerals.
  • This valve assembly 1 has two inlet fittings 25 and 26 and two outlet fittings 27 and 28.
  • the valve assembly 1 is connected via the inlet fitting 25 directly to the prefeed pump 3 and via the outlet fitting 27 of the fuel to the high-pressure pump 4 is passed.
  • the second inlet fitting 26 is connected to the pressure regulator 6 and returns excess fuel through the outlet fitting 28 into the fuel tank 2.
  • the connecting channel 13 simultaneously assumes the function of the short-circuit line 7 illustrated in FIG.
  • the valve arrangement 1 according to FIG. 3 is in contrast to the valve arrangement 1 from FIG. 2 connected "de-energized closed". Ie. that in the currentless state, the maximum pressure level of about 7 bar by the closing force acting on the closing element 14, is achieved.
  • the present valve arrangement 1 has a first compression spring 29 which acts in the closing direction on the armature 21 and a second compression spring 30, which acts in the closing direction on the plunger 15. Both compression springs 29 and 30 are supported on housing parts and add up to the maximum spring force, which corresponds to a pressure level of about 7 bar. In the starting phase, this valve assembly 1 is thus switched de-energized, so that the fuel is conveyed to the high-pressure pump 4 with 7 bar.
  • the closing element 14 opens, thus releasing the short-circuit line 7 via the connecting channel 13, so that fuel can be fed back into the fuel tank 2.
  • the valve assembly 1 is energized and the magnetic force moves the armature 21 against the compression spring 29, so that only the compression spring 30 with a pressure level of 4 bar acts on the plunger 15, so that the valve at a pressure level, the greater than 4 bar opens and fuel can be returned through the connector 28 to the fuel tank 2.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Description

Die Erfindung betrifft eine Kraftstoffeinspritzvorrichtung mit einer Ventilanordnung zur Druckregelung der Kraftstoffzufuhr bei einer Brennkraftmaschine gemäß dem Oberbegriff des Anspruchs 1.The invention relates to a fuel injection device with a valve arrangement for pressure control of the fuel supply in an internal combustion engine according to the preamble of claim 1.

Derartige Kraftstoffeinspritzvorrichtungen mit Ventilanordnungen sind insbesondere bei Motoren mit einer Kraftstoff-Direkteinspritzung bekannt. Derartige Motoren benötigen Einspritzdrücke von ca. 100 bis 120 bar. Dieser Druck wird dabei von Hochdruckpumpen erzeugt, die sehr kavitationsempfindlich sind, d. h. der zugeführte Kraftstoff muß frei von Dampfblasen sein. Im normalen Motorbetrieb genügt dazu ein Vorlaufdruck von ungefähr 4 bar um den Kraftstoff dampfblasenfrei von einer Vorförderpumpe zur Hochdruckpumpe zu fördern. In der Startphase des Motors muß im Leitungssystem jedoch der Vordruck auf ca. 7 bar erhöht werden, um eine Dampfblasenbildung zu unterdrücken und Einspritzdruck bei Motorstart ohne wirksame mechanische Hochdruckpumpe sicher zu stellen. Die erforderliche Druckerhöhung auf 7 bar wird dabei durch eine elektromagnetisch betätigbare Absperreinrichtung und durch eine davor oder dahinter angeordnete 4 bar - Druckregeleinrichtung erreicht. Eine derartige Druckregelung durch ein Druckregelventil ist jedoch auch aus der EP 0 267 162 bekannt. Überschüssiger Kraftstoff wird hinter einer Kraftstoffverteilerleiste über eine Rücklaufleitung zum Kraftstofftank geführt. Die Rücklaufleitung wiederum ist mit der Zulaufleitung der Hochdruckpumpe über eine Kurzschlussleitung verbunden, um auch nicht benötigten Kraftstoff zum Kraftstofftank zurückzuführen.Such fuel injectors with valve assemblies are particularly known in engines with direct fuel injection. Such engines require injection pressures of about 100 to 120 bar. This pressure is generated by high pressure pumps, which are very sensitive to cavitation, ie the supplied fuel must be free of vapor bubbles. In normal engine operation, a flow pressure of approximately 4 bar is sufficient to deliver the fuel vapor-free from a prefeed pump to the high-pressure pump. In the starting phase of the engine, however, the admission pressure in the line system must be increased to approximately 7 bar in order to suppress vapor bubble formation and to ensure injection pressure at the start of the engine without an effective mechanical high-pressure pump. The required pressure increase to 7 bar is achieved by an electromagnetically operable shut-off device and by a front or behind arranged 4 bar - pressure control device. However, such pressure regulation by a pressure regulating valve is also known from EP 0 267 162. Excess fuel is routed behind a fuel rail through a return line to the fuel tank. The return line, in turn, is connected to the supply line of the high-pressure pump via a short-circuit line, in order to also return unneeded fuel to the fuel tank.

Eine derartige Ventilanordnung benötigt relativ viel Bauraum und ist durch den erhöhten Montageaufwand des weiteren auch sehr kostenintensiv.Such a valve assembly requires a relatively large amount of space and is also very expensive due to the increased assembly costs of the other.

Der vorliegenden Erfindung liegt daher die Aufgabe zugrunde, eine Abhilfe für die vorstehend geschilderten Probleme zu schaffen.The present invention is therefore based on the object to provide a remedy for the above-described problems.

Diese Aufgabe wird durch den kennzeichnenden Teil des Anspruchs 1 gelöst.This object is solved by the characterizing part of claim 1.

Auf diese Weise wird eine Ventilanordnung geschaffen, die einfach und kostengünstig herzustellen ist und des weiteren wenig Bauraum sowie einen geringen Montageaufwand benötigt. Sowohl die Druckregelung der Kraftstoffzufuhr als auch die Absperrmöglichkeit wird durch dieses eine Bauteil gewährleistet. In einer ersten Ausführungsform wirkt die Magnetkraft auf den Anker in Schließrichtung des Schließelementes, wobei des weiteren eine Druckfeder, die sich an einem Gehäuseteil abstützt, in Schließrichtung auf den Anker wirkt. Bei dieser Ausführung handelt es sich um eine sogenannte "stromlos offene" Variante. D. h. in stromlosem Zustand wird über die Druckfeder ein niedriges Druckniveau von ca. 4 bar eingestellt. Im bestromten Zustand wird über den Anker eine Magnetkraft auf den Stößel ausgeübt, die sich zusammen mit der Druckfeder auf ein hohes Druckniveau von ca. 7 bar summiert.In this way, a valve assembly is provided which is simple and inexpensive to manufacture and further requires little space and a low installation cost. Both the pressure control of the fuel supply and the shut-off is ensured by this one component. In a first embodiment, the magnetic force acts on the armature in the closing direction of the closing element, wherein furthermore a compression spring, which is supported on a housing part, acts in the closing direction on the armature. This version is a so-called "normally open" variant. Ie. in de-energized state, a low pressure level of about 4 bar is set via the compression spring. In the energized state, a magnetic force is exerted on the plunger via the armature, which together with the compression spring adds up to a high pressure level of approximately 7 bar.

Bei einer zweiten Ausführungsform wirkt die Magnetkraft auf den Anker gegen die Schließrichtung des Schließelementes, wobei eine erste Druckfeder in Schließrichtung auf den Anker wirkt und eine zweite Druckfeder in Schließrichtung auf den Stößel wirkt und sich beide Druckfedern an Gehäuseteilen abstützten. Auf diese Weise wird eine "stromlos geschlossene" Variante der Ventilanordnung realisiert. Hierbei summieren sich die Federkräfte der zwei Druckfedern im stromlosen Zustand auf ca. 7 bar. In bestromten Zustand wirkt die Magnetkraft gegen die erste Druckfeder, so daß lediglich die zweite Druckfeder mit einem Druckniveau von ca. 4 bar in Schließrichtung auf den Stößel wirkt.In a second embodiment, the magnetic force acts on the armature against the closing direction of the closing element, wherein a first compression spring acts in the closing direction on the armature and a second compression spring acts in the closing direction on the plunger and both compression springs are supported on housing parts. In this way, a "normally closed" variant of the valve arrangement is realized. Here, the spring forces of the two compression springs add up in the currentless Condition to approx. 7 bar. In energized state, the magnetic force acts against the first compression spring, so that only the second compression spring acts with a pressure level of about 4 bar in the closing direction of the plunger.

Das Gehäuse kann einen in Schließrichtung bewegbaren Ankerkern aufweisen, an dem sich die auf den Anker wirkende Druckfeder abstützt, wodurch sich das Druckniveau des Ankers auf einfache Weise einstellen läßt. Als besonders vorteilhaft hat es sich weiterhin erwiesen, daß der elektromagnetische Antrieb ein Proportional-Magnetsystem aufweist, wobei der Ankerkern eine elliptische Außenkontur besitzt. Der eingedrückte Ankerkern ist somit an der berührenden Magnetflußübergangsstelle nicht exakt kreisrund wodurch sich innerhalb einer 90° Drehung ein Minimum und ein Maximum der Magnetkraft ergibt, was wiederum eine Krafteinstellung ermöglicht.The housing may have an armature core movable in the closing direction, against which the pressure spring acting on the armature is supported, whereby the pressure level of the armature can be set in a simple manner. To be particularly advantageous, it has further been found that the electromagnetic drive has a proportional magnetic system, wherein the armature core has an elliptical outer contour. The indented armature core is thus not exactly circular at the contacting magnetic flux transition point resulting in a minimum and a maximum of the magnetic force within a 90 ° rotation, which in turn allows a force adjustment.

Ein Ausführungsbeispiele der Erfindung ist in der Zeichnung dargestellt und werden nachfolgend beschrieben, hierin zeigt:

Figur 1
eine schematische Ansicht des Kraftstoffflusses bei einer Brennkraftmaschine,
Figur 2
ein Querschnitt einer bekannten Ventilanordnung, und
Figur 3
ein Querschnitt der erfindungsgemäßen Ventilanordnung.
An embodiment of the invention is illustrated in the drawing and described below, which shows:
FIG. 1
a schematic view of the fuel flow in an internal combustion engine,
FIG. 2
a cross section of a known valve assembly, and
FIG. 3
a cross section of the valve arrangement according to the invention.

Figur 1 zeigt in schematischer Form den Kraftstofffluß bei einer weiter nicht dargestellten Brennkraftmaschine, wobei eine Druckregelung der Kraftstoffzufuhr durch eine Ventilanordnung 1 gemäß dem Stand der Technik stattfindet. Dabei wird der Kraftstoff aus einem Kraftstofftank 2 mittels einer Vorförderpumpe 3 zu einer Hochdruckpumpe 4 geleitet, die den Kraftstoff mit einem Druck von ungefähr 100 bis 120 bar einer Kraftstoffverteilerleiste 5 zuführt, wobei ein hinter der Verteilerleiste angeordneter Druckregler 6 überschüssigen Kraftstoff auf einen Druck von bis zu 4 bar abregelt. Dieser überschüssige Kraftstoff wird dann direkt oder in Verbindung mit dem in der Kurzschlußleitung 7 vorhandenen Kraftstoff zur Ventilanordnung 1 geführt. Im herkömmlichen Fall besteht die Ventilanordnung 1 aus einem Druckregelventil 8 und einem Absperrventil 9. Vom Absperrventil 9 aus wird Kraftstoff wieder zurück in den Kraftstofftank 2 geführt.Figure 1 shows in schematic form the fuel flow in a further not shown internal combustion engine, wherein a pressure control of the fuel supply takes place by a valve assembly 1 according to the prior art. In this case, the fuel from a fuel tank 2 is passed by means of a prefeed pump 3 to a high-pressure pump 4, which supplies the fuel at a pressure of about 100 to 120 bar a fuel rail 5, wherein a arranged behind the manifold pressure regulator 6 excess fuel to a pressure of up down to 4 bar. This excess fuel is then passed directly to the valve arrangement 1 or in connection with the fuel present in the short-circuit line 7. In the conventional case, the valve assembly 1 consists of a pressure control valve 8 and a check valve 9. From the check valve 9 from fuel is fed back into the fuel tank 2.

Der dargestellte Kraftstoffkreislauf funktioniert nun wie folgt:The illustrated fuel cycle now works as follows:

In der Startphase des Motors ist das Absperrventil 9 geschlossen, so daß das Druckregelventil 8 das ab einer Druckzahl von ca. 4 bar öffnet außer Betrieb gesetzt wird. Die Vorförderpumpe 3 fördert damit Kraftstoff mit einem Druck von ca. 7 bar, wobei im vorliegenden Fall ein Druckregler 10 im Kraftstofftank angeordnet ist, der bei einem Druck von mehr als 7 bar öffnet. Auf diese Weise wird während der Startphase Kraftstoff dampfblasenfrei zur Hochdruckpumpe 4 gefördert, die Einspritzdrücke von ca. 100 bis 120 bar realisiert und den Kraftstoff zur Verteilerleiste 5 führt. Während der normalen Betriebsphase wird das Absperrventil 9 mittels einem elektromagnetischen Antrieb geöffnet, so daß nun ein Druck im Kraftstoffkreislauf von ca. 4 bar durch das Druckregelventil 8 realisiert wird. Dabei kann Kraftstoff vor der Hochdruckpumpe 4 oder nach dem Druckregelventil 6 zur Ventilanordnung 1 und von da aus in den Kraftstofftank 2 zurückgeführt werden.In the starting phase of the engine, the shut-off valve 9 is closed, so that the pressure control valve 8 is opened from a pressure of about 4 bar opens out of operation. The prefeed pump 3 thus promotes fuel at a pressure of about 7 bar, in the present case, a pressure regulator 10 is disposed in the fuel tank, which opens at a pressure of more than 7 bar. In this way, during the starting phase, fuel is conveyed to the high-pressure pump 4 free of steam bubbles, the injection pressures of approximately 100 to 120 bar are realized and the fuel is led to the distributor strip 5. During the normal operating phase, the shut-off valve 9 is opened by means of an electromagnetic drive, so that now a pressure in the fuel circuit of about 4 bar is realized by the pressure control valve 8. In this case, fuel can be returned to the valve assembly 1 and from there into the fuel tank 2 before the high pressure pump 4 or after the pressure control valve 6.

Figur 2 zeigt nun eine Ventilanordnung 1. Diese Ventilanordnung 1 besitzt ein Einlaßanschlußstück 11 und ein Auslaßanschlußstück 12, die über ein Verbindungskanal 13 fluidisch miteinander verbunden sind. Der Verbindungskanal kann dabei durch ein Schließelement 14 geöffnet oder geschlossen werden. Das Schließelement 14 ist auf bekannte Weise auf einem Stößel 15 angeordnet der durch einen elektromagnetischen Antrieb 16 betätigt wird und in einer Führungsbüchse 20 gelagert ist.Figure 2 now shows a valve assembly 1. This valve assembly 1 has an inlet fitting 11 and an outlet fitting 12, which are fluidly connected to each other via a connecting channel 13. The connecting channel can be opened or closed by a closing element 14. The closing element 14 is in a known manner arranged on a plunger 15 which is actuated by an electromagnetic drive 16 and is mounted in a guide bushing 20.

Der elektromagnetische Antrieb 16 besteht dabei auf bekannte Weise aus einem Spulenkörper 17, der mit einem elektromagnetischen Rückschluß zusammenwirkt, wobei beide Teile in einem Gehäuse 19 aus Spritzguß angeordnet sind. Des weiteren ist in einer weiteren Führungsbuchse 20 ein Anker 21 in Längsrichtung verschiebbar gelagert. Eine Druckfeder 22 wirkt in Schließrichtung des Schließelementes 14 auf den Anker 21. Die Druckfeder 22 stützt sich dabei auf einen im Gehäuse 19 verschiebbar angeordneten Ankerkern 23 ab. Auf diese Weise kann durch den verschiebbaren Ankerkern 23 zum einem die Federkraft eingestellt werden und zum anderen, wenn der Ankerkern 23 eine elliptische Außenkontur aufweist, die Magnetkraft. Über den Stecker 24 wird die Stromversorgung des elektromagnetischen Antriebes gewährleistet.The electromagnetic drive 16 consists in a known manner from a bobbin 17, which cooperates with an electromagnetic yoke, wherein both parts are arranged in a housing 19 made of injection molding. Furthermore, an armature 21 is slidably mounted in a further guide bushing 20 in the longitudinal direction. A compression spring 22 acts in the closing direction of the closing element 14 on the armature 21. The compression spring 22 is supported on a displaceably arranged in the housing 19 armature core 23 from. In this way, by the displaceable armature core 23 to a spring force can be adjusted and on the other hand, when the armature core 23 has an elliptical outer contour, the magnetic force. About the plug 24, the power supply of the electromagnetic drive is ensured.

Die als stromlos offen ausgelegte Ventilanordnung 1 in Figur 2 funktioniert dabei wie folgt:The normally open open valve arrangement 1 in FIG. 2 functions as follows:

In der Betriebsphase des Motors wird der elektromagnetische Antrieb 16 nicht mit Strom versorgt. Es wird dementsprechend keine Magnetkraft auf den Anker 21 ausgeübt. Die Ventilanordnung 1 ist im "stromlos offenen" Zustand. Dabei besitzt die Druckfeder 22 ein niedriges Druckniveau von ungefähr 4 bar. Wird im Kraftstoffkreislauf nun ein Systemdruck erreicht der größer ist als 4 bar öffnet das Schließelement 14 entgegen der Druckfeder 22 und Kraftstoff kann in den Kraftstofftank 2 zurückgeführt werden. Im bestromten Zustand wird der Anker 21 durch die Magnetkraft und die Federkraft gegen den Stößel 15 gedrückt. Dabei kann die Magnetkraft so eingestellt werden, daß ein Druckniveau von ca. 7 bar erreicht wird. Die Ventilanordnung 1 öffnet lediglich bei einem Druckniveau im Kraftstoffkreislauf, das höher ist als 7 bar. Die Einstellung der Magnetkraft erfolgt hierbei, wie bereits beschrieben, über die Drehung des Ankerkerns 23.In the operating phase of the engine, the electromagnetic drive 16 is not supplied with power. Accordingly, no magnetic force is exerted on the armature 21. The valve assembly 1 is in the "normally open" state. In this case, the compression spring 22 has a low pressure level of about 4 bar. If a system pressure which is greater than 4 bar is reached in the fuel circuit, the closing element 14 opens against the compression spring 22 and fuel can be returned to the fuel tank 2. In the energized state, the armature 21 is pressed by the magnetic force and the spring force against the plunger 15. The magnetic force can be adjusted so that a pressure level of about 7 bar is reached. The valve assembly 1 opens only at a pressure level in the fuel circuit, which is higher than 7 bar. The adjustment of the magnetic force takes place here, as already described, via the rotation of the armature core 23.

Figur 3 zeigt einen Querschnitt einer erfindungsgemäßen Ausführungsform der Ventilanordnung 1. Gleiche Teile mit gleichen Funktionen haben hierbei das gleiche Bezugszeichen erhalten. Diese Ventilanordnung 1 weist zwei Einlaßanschlußstücke 25 und 26 sowie zwei Auslaßanschlußstücke 27 und 28 auf. Dabei ist die Ventilanordnung 1 über das Einlaßanschlußstück 25 direkt mit der Vorförderpumpe 3 verbunden und über das Auslaßanschlußstück 27 wird der Kraftstoff zur Hochdruckpumpe 4 geleitet. Das zweite Einlaßanschlußstück 26 ist mit dem Druckregler 6 verbunden und führt überschüssigen Kraftstoff über das Auslaßanschlußstück 28 in den Kraftstofftank 2 zurück. Der Verbindungskanal 13 übernimmt im vorliegenden Fall gleichzeitig die Funktion der in Figur 1 dargestellten Kurzschlußleitung 7.Figure 3 shows a cross section of an embodiment of the valve assembly according to the invention 1. Same parts have the same functions in this case the same reference numerals. This valve assembly 1 has two inlet fittings 25 and 26 and two outlet fittings 27 and 28. The valve assembly 1 is connected via the inlet fitting 25 directly to the prefeed pump 3 and via the outlet fitting 27 of the fuel to the high-pressure pump 4 is passed. The second inlet fitting 26 is connected to the pressure regulator 6 and returns excess fuel through the outlet fitting 28 into the fuel tank 2. In the present case, the connecting channel 13 simultaneously assumes the function of the short-circuit line 7 illustrated in FIG.

Die Ventilanordnung 1 gemäß Figur 3 ist im Gegensatz zur Ventilanordnung 1 aus Figur 2 "stromlos geschlossen" geschaltet. D. h. das im stromlosen Zustand das maximale Druckniveau von ca. 7 bar durch die Schließkraft, die auf das Schließelement 14 wirkt, erreicht wird. Hierzu besitzt die vorliegende Ventilanordnung 1 eine erste Druckfeder 29, die in Schließrichtung auf den Anker 21 wirkt und eine zweite Druckfeder 30, die in Schließrichtung auf den Stößel 15 wirkt. Beide Druckfedern 29 und 30 stützen sich an Gehäuseteilen ab und summieren sich zur maximalen Federkraft, die einem Druckniveau von ca. 7 bar entspricht. In der Startphase ist diese Ventilanordnung 1 also stromlos geschaltet, so daß der Kraftstoff mit 7 bar zur Hochdruckpumpe 4 gefördert wird. Bei Überschreitung des Druckniveaus von 7 bar öffnet das Schließelement 14 und gibt so die Kurzschlußleitung 7 über den Verbindungskanal 13 frei, so daß Kraftstoff zurück in den Kraftstofftank 2 geführt werden kann. In der Betriebsphase der Brennkraftmaschine wird die Ventilanordnung 1 bestromt und die Magnetkraft bewegt den Anker 21 gegen die Druckfeder 29, so daß lediglich noch die Druckfeder 30 mit einem Druckniveau von 4 bar auf den Stößel 15 wirkt, so daß das Ventil bei einem Druckniveau, das größer ist als 4 bar öffnet und Kraftstoff durch das Anschlußstück 28 zum Kraftstofftank 2 zurückgeführt werden kann.The valve arrangement 1 according to FIG. 3 is in contrast to the valve arrangement 1 from FIG. 2 connected "de-energized closed". Ie. that in the currentless state, the maximum pressure level of about 7 bar by the closing force acting on the closing element 14, is achieved. For this purpose, the present valve arrangement 1 has a first compression spring 29 which acts in the closing direction on the armature 21 and a second compression spring 30, which acts in the closing direction on the plunger 15. Both compression springs 29 and 30 are supported on housing parts and add up to the maximum spring force, which corresponds to a pressure level of about 7 bar. In the starting phase, this valve assembly 1 is thus switched de-energized, so that the fuel is conveyed to the high-pressure pump 4 with 7 bar. When the pressure level of 7 bar is exceeded, the closing element 14 opens, thus releasing the short-circuit line 7 via the connecting channel 13, so that fuel can be fed back into the fuel tank 2. In the operating phase of the internal combustion engine, the valve assembly 1 is energized and the magnetic force moves the armature 21 against the compression spring 29, so that only the compression spring 30 with a pressure level of 4 bar acts on the plunger 15, so that the valve at a pressure level, the greater than 4 bar opens and fuel can be returned through the connector 28 to the fuel tank 2.

Claims (5)

  1. Fuel injection device with a valve system (1) for regulating the pressure of the fuel supply in a combustion engine with at least one pressure regulating device and a shut-off device which may be actuated by an electromagnetic drive (17), a housing being provided with at least one inlet connection and at least one outlet connection which are fluidically connected to one another via a connection channel (13), the electromagnetic drive (17) acting by means of an armature (21) on a tappet (15) with a closing element (14) which opens or closes the connection channel (13) and with at least one compression spring element (29) which acts directly or indirectly on the closing element in the closing direction, characterised in that the housing comprises two inlet connections (25, 26) and two outlet connections (27, 28), the first inlet connection (25) being directly connected to a pre-delivery pump (3) in order to convey fuel to a high pressure pump (4) and a common rail (5) via the first outlet connection (27) and the second inlet connection (26) returning fuel to the fuel tank (2) from a pressure regulator (6) arranged downstream of the common rail via the second outlet connection (28) and the connection channel (13) adopting the function of a bypass line (7) in order to return fuel to the fuel tank (2) via the second outlet connection (28) when a predetermined pressure level on the closing element (14) is exceeded.
  2. Fuel injection device according to claim 1, characterised in that the magnetic force acts on the armature in the closing direction of the closing element, a compression spring which is supported on a housing part, moreover, acting on the armature in the closing direction.
  3. Fuel injection device according to claim 1, characterised in that the magnetic force acts on the armature, counter to the closing direction of the closing element, a first compression spring acting on the armature in the closing direction and a second compression spring acting on the tappet in the closing direction and the two compression springs being supported on housing parts.
  4. Fuel injection device according to either claim 2 or 3, characterised in that the housing comprises an armature core movable in the closing direction, on which the compression spring acting on the armature is supported.
  5. Fuel injection device according to claim 4, characterised in that the electromagnetic drive comprises a proportional magnet system, the armature core having an elliptical outer contour.
EP01129778A 2001-02-17 2001-12-14 Valve system for regulating the pressure of fuel supply in a combustion engine Expired - Lifetime EP1234976B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10107618A DE10107618A1 (en) 2001-02-17 2001-02-17 Valve arrangement for pressure control of the fuel supply in an internal combustion engine
DE10107618 2001-02-17

Publications (3)

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EP1234976A2 EP1234976A2 (en) 2002-08-28
EP1234976A3 EP1234976A3 (en) 2003-05-21
EP1234976B1 true EP1234976B1 (en) 2006-06-21

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EP01129778A Expired - Lifetime EP1234976B1 (en) 2001-02-17 2001-12-14 Valve system for regulating the pressure of fuel supply in a combustion engine

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US (1) US6659424B2 (en)
EP (1) EP1234976B1 (en)
DE (2) DE10107618A1 (en)
ES (1) ES2266081T3 (en)

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JP4535033B2 (en) * 2005-10-14 2010-09-01 株式会社デンソー Pressure reducing valve and fuel injection device
WO2008149384A1 (en) * 2007-06-08 2008-12-11 Ucal Fuel Systems Limited Variable pressure fuel injection system
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DE102009032365B4 (en) * 2009-07-08 2011-04-28 Pierburg Gmbh Electromagnetic actuator for a valve
DE102009032367B4 (en) * 2009-07-08 2011-04-28 Pierburg Gmbh Electromagnetic actuator for a valve
EP2380811B1 (en) 2010-04-23 2012-07-18 Multivac Sepp Haggenmüller GmbH & Co. KG Packaging machine
CN106032852B (en) * 2015-03-11 2019-10-11 德昌电机(深圳)有限公司 Solenoid valve
CN204756101U (en) * 2015-06-05 2015-11-11 厦门科际精密器材有限公司 Electromagnetic valve
DE102018222614A1 (en) * 2018-12-20 2020-06-25 Robert Bosch Gmbh Electromagnetic actuator

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Also Published As

Publication number Publication date
ES2266081T3 (en) 2007-03-01
DE10107618A1 (en) 2002-08-29
US6659424B2 (en) 2003-12-09
EP1234976A2 (en) 2002-08-28
DE50110244D1 (en) 2006-08-03
EP1234976A3 (en) 2003-05-21
US20020113220A1 (en) 2002-08-22

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