EP2016278B1 - Pressure control valve with limp-home and ventilation function - Google Patents

Pressure control valve with limp-home and ventilation function Download PDF

Info

Publication number
EP2016278B1
EP2016278B1 EP07726779A EP07726779A EP2016278B1 EP 2016278 B1 EP2016278 B1 EP 2016278B1 EP 07726779 A EP07726779 A EP 07726779A EP 07726779 A EP07726779 A EP 07726779A EP 2016278 B1 EP2016278 B1 EP 2016278B1
Authority
EP
European Patent Office
Prior art keywords
pressure
control valve
cavity
closing
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.)
Active
Application number
EP07726779A
Other languages
German (de)
French (fr)
Other versions
EP2016278A1 (en
Inventor
Gerhard Geyer
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2016278A1 publication Critical patent/EP2016278A1/en
Application granted granted Critical
Publication of EP2016278B1 publication Critical patent/EP2016278B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

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

  • FIG. 9 is a pressure regulating valve known.
  • the pressure control valve is used on a high-pressure pump, see page 267, Figure 7 of the same publication.
  • the pressure regulating valve comprises a ball valve, which contains a ball-shaped closing body.
  • an armature is received, which is acted upon on the one hand 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.
  • DE 102 14 084 A1 refers to an adjustable pressure control valve for fuel injection systems.
  • 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 In high-pressure injection systems such as, for example, a common rail system for motor vehicles, 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. In the case of commercial vehicles, the aforementioned lekage-free injectors have hitherto not been used, which means that the pressure reduction in this application only takes place via the system-inherent leakage of the fuel injectors.
  • a known from the prior art pressure control valve FIG.
  • a fuel injection system according to the preamble of claim 1 is known from WO-03/100247 known.
  • the present invention seeks to provide a pressure control valve for use in high-pressure accumulator injection systems, especially for commercial vehicles, which ensures a Notfahrfunktion.
  • 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 area of the high pressure accumulator, if by the Cooling in the high pressure accumulator resulting negative pressure of this check valve opens 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 check valve closes the high pressure area against the low pressure side return from.
  • 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 direction of action of the electromagnet and the closing spring are interchanged in comparison with the solution known from the prior art.
  • 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 closing the high-pressure accumulator space at one end, while an armature pin which holds the closing element acted upon, acting closing spring acts in relation to the closing element in the closing direction.
  • a negative pressure is created in the latter, as a result of which the valve opens and a subsequent flow of fuel from the low-pressure region into the high-pressure reservoir body results. This ensures a complete filling of the high-pressure accumulator body during system restart and thus a faster start possible.
  • FIG. 1 is to be taken from a known from the prior art pressure control valve in which an electromagnet acts in the closing direction with respect to a closing element and a 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 regulating valve 10 as shown in FIG. 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 housing 14 of the pressure control valve 10 as shown in FIG FIG. 1 the already mentioned solenoid 26 is received.
  • 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 in the illustration according to FIG. 1 is formed spherical.
  • 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, for example, a high-pressure pump, which in the illustration in FIG. 1 is not reproduced, but is connected to the high-pressure accumulator 34.
  • a high-pressure delivery unit acting on the high-pressure accumulator 34 such as, for example, a high-pressure pump, which in the illustration in FIG. 1 is not reproduced, but is connected to the high-pressure accumulator 34.
  • FIG. 2 shows in a schematic manner the effective directions of the electromagnet and the compression spring according to the embodiment FIG. 1 ,
  • the representation according to FIG. 3 is a block diagram of a pressure control valve can be removed, in which the effective directions of the electromagnet and the valve spring in comparison to the representation according to FIG. 2 are reversed.
  • FIG. 3 shown schematic diagram acts the solenoid 26 as shown in FIG. 1 in a second direction of action 72, ie 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 when the magnetic coil 26 becomes de-energized (see FIG FIG. 1 ) Uncontrolled outflow of stored in the cavity 46 of the high pressure accumulator 34 fuel volume is suppressed in the low pressure holes 36 and thus in the return line 38 to the tank of the vehicle. A refilling of the cavity 46 as shown in FIG FIG. 3 However, this is not possible with the thematic basic structure presented there.
  • FIG. 4 is a schematic diagram of the inventively proposed pressure control valve can be seen.
  • FIG. 4 shows that in the solenoid 26 of a pressure regulator valve 80 described in more detail below has an electromagnet 26 which acts in the second direction of action 72, ie in relation to the closing element 48 in the opening direction.
  • a closing force is applied by a closing spring described in more detail below, in the illustration according to FIG. 4 extends in the second direction of action 70, that is, the closing element 48 is acted upon in the closing direction and thus in the seat in the seat ring 42.
  • the solenoid 26 is thus ensured that the stockpiled in the cavity 46 of the high-pressure accumulator 34, under system pressure fuel volume does not uncontrollably flows back into the low pressure holes 36 and thus in the return line 38 to the tank of the vehicle.
  • 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. Accordingly, 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.
  • FIG. 5 is a section through the inventively proposed pressure control valve with reversed direction of action of a closing spring and an electromagnet to refer in more detail.
  • FIG. 5 illustrated pressure control valve 80 is screwed via the thread 52 with the tubular high-pressure accumulator 34 (common rail).
  • the magnetic coil 26 is received, the electrical connections 12 are each enclosed by sealing rings 82.
  • the housing 14 of the pressure control valve 80 with reverse direction of action are also 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 flattening 90 is the in FIG. 5 spherical closure member 48 opposite.
  • the housing 14 of the pressure control valve 80 with reverse direction of action as shown in FIG FIG. 5 is also disposed within the receptacle 44 of the seat ring 42, in which the seat 50 is formed by the ball-shaped closure member 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.
  • 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.
  • This biasing member 96, on which one end of the closing spring 84 is supported, acting on the anchor bolt plate 86 of the anchor bolt 20, acting in the second direction of action 70 spring force which is applied by the closing spring 84, can be adjusted.
  • the other end of the closing spring 84 is supported on the anchor bolt plate 86 of the anchor bolt 20.
  • FIG. 5 In the illustration according to FIG. 5 is the check valve 74 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 may, as in FIG. 5 shown to be fixed by a pressed-in 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 region and low pressure region, the spherical closure member 108 and fixed by a ring spring 106 are integrally formed in the seat ring 42 and also a filling possibility of Provide cavity 46.
  • the check valve 74 in the wall of the high-pressure accumulator 34 (common rail), the fuel flow is prevented by the pressurized system cavity 46 of the high pressure accumulator 34 in the direction of a low pressure side cavity 112, as shown in the illustration FIG. 5 Spherically shaped closing element 108 is pressed into its seat 110 in the wall of the high pressure accumulator 34.
  • the non-return valve 74 it is achieved with the non-return valve 74 that when the fuel is cooled and the internal combustion engine is shut off via the low-pressure side cavity 112, 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 check valve 74 Will start the Internal combustion engine in the cavity 46 constructed by the over the internal combustion engine when spinning driven high-pressure pump system pressure, the check valve 74, the cavity 46 is separated from the low-pressure side cavity 112 in that the here spherical closure 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 check valve 74 it is also possible in the FIG. 5 illustrated check valve 74 also in the base plate 42 of the pressure control valve 80 to accommodate with reverse direction of action.
  • the check valve 74 alone is decisive that is separated by this 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.
  • FIG. 5 illustrated pressure control valve 80 with reverse direction of action is advantageously used 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 in FIG. 5 shown pressure control valve 80 de-energized, which may occur, for example, by a cable waste, it is ensured via the closing spring 84, which acts in the second direction of action 70 on the spherical closure member 48, that he not stored in the cavity 46 over the fuel opened closure member 48 in the low pressure side cavity 40 in the housing 14 and from there via the low pressure bores 36 in the in FIG. 1 illustrated low-pressure side return 38 flows. 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 fuel volume z. B. reduced by cooling and thus creates a negative pressure in the high pressure storage volume.

Landscapes

  • 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)

Abstract

The invention relates to a fuel injection system for internal combustion engines, having a high-pressure accumulator which has a cavity under system pressure. Provided to the high-pressure accumulator is a pressure control valve that can be actuated electromagnetically. The cavity can be connected by the latter to a low-pressure side of the high-pressure accumulator. Arranged between the cavity and the low-pressure side of the high-pressure accumulator is a check valve which enables the high-pressure accumulator to be filled from the low-pressure side to the system pressure side.

Description

Stand der TechnikState of the art

Aus der Veröffentlichung " Dieselmotor-Management", 2., aktualisierte und erweiterte Auflage, Viehweg 1998, Braunschweig; Wiesbaden, ISBN 3-528-03873-X, S. 270 Abbildung 9 ist ein Druckregelventil bekannt. Das Druckregelventil wird an einer Hochdruckpumpe eingesetzt, vergleiche S. 267, Bild 7 derselben Veröffentlichung. Das Druckregelventil umfasst ein Kugelventil, welches einen kugelförmig ausgebildeten Schließkörper enthält. Innerhalb des Druckregelventils ist ein Anker aufgenommen, der einerseits von einer Druckfeder beaufschlagt ist und dem andererseits ein Elektromagnet gegenüberliegend angeordnet ist. Der Anker des Druckregelventils ist zur Schmierung und zur Kühlung von Kraftstoff umspült.From the publication " Diesel Engine Management ", 2nd, updated and expanded edition, Viehweg 1998, Braunschweig; Wiesbaden, ISBN 3-528-03873-X, p. 270 Figure 9 is a pressure regulating valve known. The pressure control valve is used on a high-pressure pump, see page 267, Figure 7 of the same publication. The pressure regulating valve comprises a ball valve, which contains a ball-shaped closing body. Within the pressure control valve, an armature is received, which is acted upon on the one hand 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.

Ist das Druckregelventil nicht angesteuert, so steht der im Hochdruckspeicherraum oder am Ausgang der Hochdruckpumpe anliegende hohe Druck über den Hochdruckzulauf am Druckregelventil an. Da der stromlose Elektromagnet keine Kraft ausübt, überwiegt die Hochdruckkraft gegenüber der Federkraft einer Druckfeder, so dass das Druckregelventil öffnet und dieses je nach geförderter Kraftstoffmenge mehr oder weniger geöffnet bleibt.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.

Wird das Druckregelventil hingegen angesteuert, d. h. wird der Elektromagnet bestromt, wird der Druck im Hochdruckkreis erhöht. Dazu wird zusätzlich zur durch die Druckfeder ausgeübten Kraft eine magnetische Kraft erzeugt. Das Druckregelventil wird geschlossen, bis zwischen der Hochdruckkraft einerseits und der Federkraft sowie der Magnetkraft andererseits ein Kräftegleichgewicht vorliegt. Die magnetische Kraft des Elektromagneten ist proportional zum Ansteuerstrom I der Magnetspule innerhalb des Druckregelventils. Der Ansteuerstrom I kann durch Taktung (Pulsweitenmodulation) variiert werden.If 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).

Gemäß der oben genannten Veröffentlichung Seite 270, Bild 7 wird das Druckregelventil in die Hochdruckpumpe zum Beispiel eingeschraubt. Dabei tritt das Problem auf, dass die notwendige, exakte Kennlinie p = f(I), wobei mit I der Ansteuerstrom des Elektromagneten bezeichnet ist für q̇ = const. Der Luftspalt L wird bei der Demontage des Druckregelventils in einen Aufnahmekörper, hier zum Beispiel eine Hochdruckpumpe, eingestellt. Abhängig vom Luftspalt L stellt sich die Kennlinie des Druckregelventils p = f(I) ein. Die geforderte Toleranz der genannten Kennlinie p = f(I) des Druckregelventils wird in einem Prüfpunkt eingestellt, der durch einen ausgewählten Wert für den Ansteuerstrom I der Spule des Elektromagneten definiert ist. In diesem Prüfpunkt wird eine Drucktoleranz ±Δp des Druckregelventils ermittelt. Je kleiner diese Toleranz ausfällt, eine um so bessere Regelqualität hinsichtlich des Ansteuerverhaltens des Druckregelventils ist erzielbar und desto genauer spricht das Druckregelventil auf Druckschwankungen zwischen Hochdruckseite und Niederdruckseite an. Da der Luftspalt L abhängig von der Montagequalität ist und bei bisherigen Vorgehen nur mit größerem Aufwand eingestellt werden kann, hängt im Prüfpunkt sich einstellende Drucktoleranz ±Δp in erheblichem Maße von der Güte der Montage des Druckregelventils an einer Hochdruckpumpe oder einem anderen mit hohem Druck beaufschlagten Bauteil ab.According to the above publication page 270, Figure 7, the pressure control valve is screwed into the high-pressure pump, for example. In this case, the problem arises that the necessary, exact characteristic p = f (I), where I is the drive current of the electromagnet is designated for q̇ = const. 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. Depending on the air gap L, the characteristic of the pressure control valve p = f (I) is set. The required tolerance of said characteristic p = f (I) of the pressure regulating valve is set in a test point, which is defined by a selected value for the drive current I of the coil of the electromagnet. In this test point, a pressure tolerance ± Δp of the pressure control valve is determined. The smaller this tolerance fails, the better the control quality with regard to the control behavior of the pressure regulating valve is achievable and the more accurate the pressure regulating valve responds to pressure fluctuations between the high pressure side and the low pressure side. Since the air gap L is dependent on the assembly quality and can be adjusted with previous procedure only with great effort, depends in the checkpoint adjusting pressure tolerance ± Δp to a considerable extent on the quality of mounting the pressure control valve to a high-pressure pump or other high-pressure component acted upon from.

DE 102 14 084 A1 bezieht sich auf ein einstellbares Druckregelventil für Kraftstoffeinspritzsysteme. Das Kraftstoffeinspritzsystem umfasst einen Hochdruckspeicherraum, der über ein Hochdruckförderaggregat mit unter hohem Druck stehenden Kraftstoff beaufschlagt ist und der Kraftstoffinjektoren mit Kraftstoff versorgt. Dem Hochdruckförderaggregat ist ein Druckregelventil zugeordnet, das zwischen einer Hochdruckseite und einer Niederdruckseite angeordnet ist und ein Ventilelement umfasst, welches über eine elektrische Stelle ansteuerbar ist. Das Druckregelventil umfasst eine Gehäusekomponente, die einen verformbaren Bereich enthält, über den bei Montage des Druckregelventils an einem Aufnahmekörper ein Spalt L zwischen Flächen einer elektrisch ansteuerbaren Stellenanordnung einstellbar ist. DE 102 14 084 A1 refers to an adjustable pressure control valve for fuel injection systems. 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.

Bei Hochdruckeinspritzsystemen wie, z.B. einem Common-Rail-System für Kraftfahrzeuge, wird im Zusammenhang mit dem Zweistellerkonzept ein Druckregelventil verwendet, welches die Aufgabe hat, den dynamischen Druckabbau bei leckfreien Injektoren, so zum Beispiel mittels eines Piezoaktors angesteuerten Kraftstoffinjektoren im unteren Drehzahl- und Lastbereich der Verbrennungskraftmaschine eine sehr gute Druckregelung bei niedrigen Drücken zu ermöglichen. Diese ist durch allein auf der Saugseite eines Hochdruckförderaggregates wirksame Regelungen nicht in der erforderlichen Güte realisierbar. Bei Nutzfahrzeugen sind bisher die genannten lekagenfreien Injektoren nicht im Einsatz, was bedeutet, dass der Druckabbau in diesem Anwendungsfall nur über die systemimmanente Leckage der Kraftstoffinjektoren erfolgt. Ein aus dem Stand der Technik bekanntes Druckregelventil (Figur 1) hat die Eigenschaft, im stromlosen Zustand vollständig geöffnet zu sein, um die Befüllung des Hochdruckspeichers auch nach Abstellen der Verbrennungskraftmaschine und damit einen schnellen Wiederstart der Verbrennungskraftmaschine sicherzustellen. Für Nutzfahrzeuge ist eine solche Lösung von der Kundenseite her nicht akzeptabel, da zum Beispiel bei Auftreten eines elektrischen Fehlers wie zum Beispiel eines Kabelabfalls dieses Kraftstoffeinspritzsystem drucklos wird und damit ein sofortiges Abstellen der Verbrennungskraftmaschine zur Folge hat. Dies ist wegen der hohen geforderten Fahrzeugverfügbarkeit nicht zulässig.In high-pressure injection systems such as, for example, a common rail system for motor vehicles, 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. In the case of commercial vehicles, the aforementioned lekage-free injectors have hitherto not been used, which means that the pressure reduction in this application only takes place via the system-inherent leakage of the fuel injectors. A known from the prior art pressure control valve ( FIG. 1 ) has the property of being fully open when de-energized, 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. For Commercial vehicles, such 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 allowed because of the high required vehicle availability.

Ein Kraftstoffeinspritzsystem gemäß Oberbegriff des Anspruchs 1 ist aus der WO-03/100247 bekannt.A fuel injection system according to the preamble of claim 1 is known from WO-03/100247 known.

Offenbarung der ErfindungDisclosure of the invention

Angesichts des aufgezeigten technischen Problems und der aus dem Stand der Technik bekannten Lösungen liegt der vorliegenden Erfindung die Aufgabe zugrunde, ein Druckregelventil für den Einsatz in Hochdruckspeichereinspritzsystemen insbesondere für Nutzfahrzeuge bereitzustellen, welches eine Notfahrfunktion gewährleistet.In view of the indicated technical problem and the known from the prior art solutions, the present invention seeks to provide a pressure control valve for use in high-pressure accumulator injection systems, especially for commercial vehicles, which ensures a Notfahrfunktion.

Erfindungsgemäß wird diese Aufgabe dadurch gelöst, dass am Druckregelventil oder am Hochdruckspeicherkörper (Common-Rail) ein Rückschlagventil eingesetzt wird, dessen Öffnungsrichtung von der Niederdruckseite zur Hochdruckseite gerichtet ist und welches eine Verbindung des niederdruckseitigen Kraftstoffrücklaufes mit dem Hochdruckbereich des Hochdruckspeichers ermöglicht, wenn der durch die Abkühlung im Hochdruckspeicher entstehende Unterdruck dieses Rückschlagventil öffnet und damit die Befüllung des Hochdruckspeichers sicherstellt. Damit ist immer die vollständige Befüllung des Hochdruckspeichers sichergestellt. Wird im Hochdruckspeicher durch das den Hochdruckspeicher beaufschlagende Hochdruckförderaggregat, wie zum Beispiel die Kraftstoffhochdruckpumpe, Hochdruck, d. h. Systemdruck aufgebaut, so schließt das Rückschlagventil den Hochdruckbereich gegen den niederdruckseitigen Rücklauf ab.According to the invention, 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 area of the high pressure accumulator, if by the Cooling in the high pressure accumulator resulting negative pressure of this check valve opens 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.

Das die Niederdruckseite von der Hochdruckseite des Hochdruckspeichers trennende Rückschlagventil kann in die Wand des Hochdruckspeicherraumes (Common-Rail) integriert sein oder lässt sich auch in einer Grundplatte des Druckregelventils unterbringen. Entscheidend für die Einbaustelle des Rückschlagventils ist der Umstand, dass durch das Rückschlagventil die Hochdruckseite und die Niederdruckseite des Hochdruckspeicherraums in eine Richtung, d. h. von der Niederdruckseite in Richtung auf die Hochdruckseite von Kraftstoff durchströmbar ist und somit eine ständige Befüllung des Hohlraumes des Kraftstoffhochdruckspeichers (Common-Rail) gewährleistet ist. Bei dem erfindungsgemäß vorgeschlagenen Druckregelventil sind im Vergleich zu der aus dem Stand der Technik bekannten Lösung der Wirksinn des Elektromagneten und der Schließfeder vertauscht. Dies bedeutet, dass der Elektromagnet des erfindungsgemäß vorgeschlagenen Druckregelventils eine Kraft in Öffnungsrichtung in Bezug auf ein den Hochdruckspeicherraum an einer Stirnseite verschließendes Schließelement aufbringt, während eine einen Ankerbolzen, der das Schließelement beaufschlagt, beaufschlagende Schließfeder in Bezug auf das Schließelement in Schließrichtung wirkt. Bei der Abkühlung des Hochdruckspeicherkörpers entsteht in diesem ein Unterdruck, wodurch das Ventil öffnet und ein Nachströmen von Kraftstoff aus dem Niederdruckbereich in den Hochdruckspeicherkörper nach sich zieht. Damit ist beim Systemwiederstart immer eine vollständige Füllung des Hochdruckspeicherkörpers sichergestellt und somit ein schnellerer Start möglich.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. In the pressure regulating valve proposed according to the invention, the direction of action of the electromagnet and the closing spring are interchanged in comparison with the solution known from the prior art. This means that 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 closing the high-pressure accumulator space at one end, while an armature pin which holds the closing element acted upon, acting closing spring acts in relation to the closing element in the closing direction. When the high-pressure storage body cools down, a negative pressure is created in the latter, as a result of which the valve opens and a subsequent flow of fuel from the low-pressure region into the high-pressure reservoir body results. This ensures a complete filling of the high-pressure accumulator body during system restart and thus a faster start possible.

Zeichnungdrawing

Anhand der Zeichnung wird die Erfindung nachstehend eingehender beschrieben.With reference to the drawing, the invention will be described below in more detail.

Es zeigt:

Figur 1
ein aus dem Stand der Technik bekanntes Druckregelventil, bei dem der Elekt- romagnet in Schließrichtung wirkt und ein Federelement in Öffnungsrichtung wirkt,
Figur 2
eine Prinzipskizze des in Figur 1 dargestellten Druckregelventils,
Figur 3
ein Druckregelventil mit vertauschter Wirkrichtung von durch die Elektromag- netspule erzeugter Magnetkraft und durch eine Schließfeder aufgebrachter Schließkraft,
Figur 4
eine Prinzipskizze des erfindungsgemäß vorgeschlagenen Druckregelventils mit in Öffnungsrichtung wirkendem Elektromagneten und in Schließrichtung wir- kender Schließfeder und einer schematisch dargestellten Einbauposition eines Rückschlagventils und
Figur 5
einen Schnitt durch das erfindungsgemäß vorgeschlagene Druckregelventil ge- mäß der Prinzipskizze in Figur 4 und
Figur 5.1
ein in einen Sitzring integriertes Ventil zur Befüllung des Hochdruckspeichers.
It shows:
FIG. 1
a known from the prior art pressure control valve in which the elec- magnet acts in the closing direction and a spring element acts in the opening direction,
FIG. 2
a schematic diagram of the in FIG. 1 illustrated pressure control valve,
FIG. 3
a pressure regulating valve with an interchanged effective direction of magnetic force generated by the solenoid magnet coil and a closing force applied by a closing spring,
FIG. 4
a schematic diagram of the inventively proposed pressure control valve with acting in the opening direction of the electromagnet and in the closing direction wirk kender closing spring and a schematically illustrated installation position of a check valve and
FIG. 5
a section through the inventively proposed pressure control valve according to the schematic diagram in FIG. 4 and
Figure 5.1
a built-in a seat ring valve for filling the high-pressure accumulator.

Ausführungsvariantenvariants

Figur 1 ist ein aus dem Stand der Technik bekanntes Druckregelventil zu entnehmen, bei dem ein Elektromagnet in Schließrichtung in Bezug auf ein Schließelement wirkt und eine den Anker des Druckregelventils beaufschlagende Druckfeder in Öffnungsrichtung in Bezug auf das Schließelement wirkt. FIG. 1 is to be taken from a known from the prior art pressure control valve in which an electromagnet acts in the closing direction with respect to a closing element and a acting on the armature of the pressure control valve pressure spring acts in the opening direction with respect to the closing element.

Figur 1 zeigt ein Druckregelventil 10, welches eine Magnetspule 26 aufweist, die über einen elektrischen Anschluss 12 mit Steckeranschluss bestrombar ist. Das Druckregelventil 10 gemäß der Darstellung in Figur 1 umfaßt ein Gehäuse 14, welches über einen Dichtring 16 gegen den elektrischen Anschluss 12 abgedichtet ist. Im Gehäuse 14 des Druckregelventils 10 ist eine Druckfeder 18 aufgenommen, welche einen Ankerbolzen 20 umschließt und eine Ankerplatte 22 in Öffnungsrichtung beaufschlagt. Der Ankerplatte 22 gegenüberliegend befindet sich am Stecker 12 ein Anschlag 24. Im Gehäuse 14 des Druckregelventils 10 gemäß der Darstellung in Figur 1 ist die bereits erwähnte Magnetspule 26 aufgenommen. Eine Stirnseite 28 der Ankerplatte 22 und eine Stirnseite 30 des Gehäuses 14 weisen einander zu, wobei der Abstand zwischen diesen beiden Stirnseiten 28, 30 den Hubweg des Ankerbolzens 20 bei Bestromung der Magnetspule 26 definiert. 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 regulating valve 10 as shown in FIG FIG. 1 comprises a housing 14, which is sealed by a sealing ring 16 against the electrical connection 12. In the housing 14 of the pressure regulating valve 10, 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. In the housing 14 of the pressure control valve 10 as shown in FIG FIG. 1 the already mentioned solenoid 26 is received. 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.

Der Ankerbolzen 20 ist in einer Ankerbohrung 32 des Gehäuses 14 des Druckregelventils 10 verschiebbar.The anchor bolt 20 is slidable in an anchor hole 32 of the housing 14 of the pressure regulating valve 10.

Das Gehäuse 14 des Druckregelventils 10 ist mittels eines Gewindes 52 mit einem Hochdruckspeicher 34 verschraubt. Im Gehäuse 14 des Druckregelventils 10 sind beidseits eines Hohlraums 40 Niederdruckbohrungen 36 ausgebildet, die in einen Rücklauf 38 münden, über den niederdruckseitig Kraftstoff in einen Tank eines Kraftfahrzeugs zurückströmt. Im Gehäuse 14 ist innerhalb einer Aufnahme 44 ein Sitzring 42 angeordnet. Im Sitzring 42 ist ein Sitz 50 für ein Schließelement 48 ausgebildet, welches in der Darstellung gemäß Figur 1 kugelförmig ausgebildet ist. Im Hochdruckspeicher 34 (Common-Rail) ist ein rohrförmig ausgebildeter Hohlraum 46 ausgebildet, in welchem unter Systemdruck stehender Kraftstoff bevorratet wird. Der Systemdruck des Kraftstoffs wird über ein den Hochdruckspeicher 34 beaufschlagendes Hochdruckförderaggregat wie zum Beispiel eine Hochdruckpumpe aufgebaut, die in der Darstellung gemäß Figur 1 nicht wiedergegeben ist, mit dem Hochdruckspeicher 34 jedoch verbunden ist.The housing 14 of the pressure regulating valve 10 is screwed by means of a thread 52 with a high-pressure accumulator 34. In the housing 14 of the pressure control valve 10 40 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. In the housing 14, a seat ring 42 is disposed within a receptacle 44. In the seat ring 42, a seat 50 is formed for a closing element 48, which in the illustration according to FIG. 1 is formed spherical. In the high-pressure accumulator 34 (common rail), 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, for example, a high-pressure pump, which in the illustration in FIG FIG. 1 is not reproduced, but is connected to the high-pressure accumulator 34.

Bei dem in Figur 1 dargestellten Druckregelventil 10 verliert im Falle eines Fehlers wie zum Beispiel eines Kabelabfalls am elektrischen Anschluss 12 der im Hohlraum 46 des Hochdruckspeichers 34 bevorratete Kraftstoff den für die Einspritzung erforderlichen Druck. Dies wird dadurch verursacht, dass im Falle eines Stromloswerdens der Magnetspule 26 die Ankerplatte 22 den Ankerbolzen 20 und damit das hier kugelförmig ausgebildete Schließelement 48 nicht in Schließrichtung beaufschlagt, sondern die Druckfeder 18 die Ankerplatte 22 gegen den Anschlag 24 am elektrischen Anschluss 12 stellt, so dass das Schließelement 48 öffnet und der im Hohlraum 46 des Hochdruckspeichers 34 gespeicherte Druck in den niederdruckseitigen Hohlraum 40 abgebaut wird und von dort über die Niederdruckbohrungen 36 in den Rücklauf 38 zum Tank des Fahrzeugs abströmt. Mithin kann mit der in Figur 1 dargestellten Ausführungsvariante des Druckregelventils 10 im Falle eines Fehlers wie zum Beispiel einem Kabelabfall das gesamte Kraftstoffeinspritzsystem drucklos werden, was zum sofortigen Abstellen der Verbrennungskraftmaschine führt, was aus Verfügbarkeitsgründen bei Nutzfahrzeuganwendungen nicht hinnehmbar ist.At the in FIG. 1 illustrated pressure control valve 10 loses in the case of a fault such as a cable drop at the electrical connection 12 of the stored in the cavity 46 of the high-pressure accumulator 34 fuel required for the injection pressure. This is caused by the fact that in the case of a Stromloswerdens the solenoid 26, the armature plate 22, the anchor bolt 20 and thus the ball-shaped closure member 48 is not applied in the closing direction, but the compression spring 18, the anchor plate 22 against the stop 24 at the electrical connection 12, so that the closing element 48 opens and stored in the cavity 46 of the high-pressure accumulator 34 pressure in the low-pressure side cavity 40 is reduced and flows from there via the low-pressure holes 36 in the return line 38 to the tank of the vehicle. Consequently, with the in FIG. 1 illustrated embodiment of the pressure control valve 10 in the event of an error such as a cable waste the entire fuel injection system are depressurized, resulting in the immediate shutdown of the internal combustion engine, which is unacceptable for availability reasons in commercial vehicle applications.

Figur 2 zeigt in schematischer Weise die Wirkrichtungen des Elektromagneten und der Druckfeder im Ausführungsbeispiel gemäß Figur 1. FIG. 2 shows in a schematic manner the effective directions of the electromagnet and the compression spring according to the embodiment FIG. 1 ,

Aus der Darstellung gemäß Figur 2 geht hervor, dass die in Figur 1 dargestellte Magnetspule 26 den Ankerbolzen 20 in eine erste Wirkrichtung 62 beaufschlagt, wodurch das Schließelement 48 in den Sitzring 42 gestellt wird. Die im Ausführungsbeispiel gemäß Figur 1 dargestellte Druckfeder 18 wirkt in einer ersten Wirkrichtung 60. Wird die Magnetspule 26 stromlos, wird die erste Wirkrichtung 62 der Magnetkraft aufgehoben und das Schließelement 48 öffnet aufgrund der in der ersten Wirkrichtung 60 wirkenden Federkraft der Ventilfeder der Druckfeder 18, so dass der Raum 46, in welchem unter Systemdruck stehender Kraftstoff bevorratet ist, über die Niederdruckbohrungen 36 drucklos wird, da das Schließelement 48 offensteht.From the illustration according to FIG. 2 it appears that the in FIG. 1 shown solenoid 26, the anchor bolt 20 is acted upon in a first direction of action 62, whereby the closing element 48 is placed in the seat ring 42. In the embodiment according to FIG. 1 If the solenoid coil 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 is stored, is depressurized via the low-pressure bores 36, since the closing element 48 is open.

Der Darstellung gemäß Figur 3 ist ein Prinzipschaltbild eines Druckregelventils entnehmbar, bei dem die Wirkrichtungen des Elektromagneten und der Ventilfeder im Vergleich zur Darstellung gemäß Figur 2 umgekehrt sind.The representation according to FIG. 3 is a block diagram of a pressure control valve can be removed, in which the effective directions of the electromagnet and the valve spring in comparison to the representation according to FIG. 2 are reversed.

Gemäß des in Figur 3 dargestellten schematischen Schaubildes wirkt die Magnetspule 26 gemäß der Darstellung in Figur 1 in eine zweite Wirkrichtung 72, d. h. in Bezug auf das Schließelement 48 in Öffnungsrichtung. Demgegenüber wirkt die Druckfeder 18 in Bezug auf das Schließelement 48 in Schließrichtung, so dass bei einem Stromloswerden der Magnetspule 26 (vgl. Darstellung gemäß Figur 1) unkontrolliertes Abströmen des im Hohlraum 46 des Hochdruckspeichers 34 bevorrateten Kraftstoffvolumens in die Niederdruckbohrungen 36 und damit in den Rücklauf 38 zum Tank des Fahrzeugs unterbunden ist. Eine Wiederbefüllung des Hohlraumes 46 gemäß der Darstellung in Figur 3 ist mit der dort dargestellten thematischen Prinzipstruktur jedoch nicht möglich.According to the in FIG. 3 shown schematic diagram acts the solenoid 26 as shown in FIG FIG. 1 in a second direction of action 72, ie with respect to the closing element 48 in the opening direction. In contrast, the compression spring 18 acts in the closing direction with respect to the closing element 48, so that when the magnetic coil 26 becomes de-energized (see FIG FIG. 1 ) Uncontrolled outflow of stored in the cavity 46 of the high pressure accumulator 34 fuel volume is suppressed in the low pressure holes 36 and thus in the return line 38 to the tank of the vehicle. A refilling of the cavity 46 as shown in FIG FIG. 3 However, this is not possible with the thematic basic structure presented there.

Der Darstellung gemäß Figur 4 ist eine schematische Prinzipskizze des erfindungsgemäß vorgeschlagenen Druckregelventils zu entnehmen.The representation according to FIG. 4 is a schematic diagram of the inventively proposed pressure control valve can be seen.

Aus der Darstellung gemäß Figur 4 geht hervor, dass der in die Magnetspule 26 eines nachfolgend eingehender beschriebenen Druckregelventils 80 mit umgekehrtem Wirksinn einen Elektromagneten 26 aufweist, der in die zweite Wirkrichtung 72, d. h. in Bezug auf das Schließelement 48 in Öffnungsrichtung wirkt. Demgegenüber wird durch eine nachfolgend eingehender beschriebene Schließfeder eine Schließkraft aufgebracht, die in der Darstellung gemäß Figur 4 in die zweite Wirkrichtung 70 verläuft, d. h. das Schließelement 48 in Schließrichtung beaufschlagt und damit in den Sitz im Sitzring 42 stellt. Bei einem Stromloswerden der Magnetspule 26 ist somit sichergestellt, dass das im Hohlraum 46 des Hochdruckspeichers 34 bevorratete, unter Systemdruck stehende Kraftstoffvolumen nicht unkontrolliert in die Niederdruckbohrungen 36 und damit in den Rücklauf 38 zum Tank des Fahrzeugs zurückströmt. Zwischen dem Hohlraum 46 des Hochdruckspeichers 34 und der Niederdruckseite - hier angedeutet durch die Niederdruckbohrungen 36 - ist ein Rückschlagventil 74 integriert. Das Rückschlagventil hat eine Öffnungsrichtung, die vom Niederdruckbereich zum Hochdruckbereich, d. h. zum Hohlraum 46 im Hochdruckspeicher 34 gerichtet ist. Demnach wird das Rückschlagventil 74 bei Druckbeaufschlagung des Hohlraumes 46 des Hochdruckspeichers 34 in Richtung auf den Niederdruck verschlossen, wohingegen bei Abkühlung des Hochdruckspeichers 34 bzw. des in dem Hohlraum 46 bevorrateten Kraftstoffvolumens und der durch die damit verbundene Volumenabnahme des Kraftstoffes entstehende Unterdruck - bei Abstellen der Verbrennungskraftmaschine - ein Einströmen von Kraftstoff von der Niederdruckseite über das Rückschlagventil 74 in den Hohlraum 46 ermöglicht.From the illustration according to FIG. 4 shows that in the solenoid 26 of a pressure regulator valve 80 described in more detail below has an electromagnet 26 which acts in the second direction of action 72, ie in relation 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, in the illustration according to FIG. 4 extends in the second direction of action 70, that is, the closing element 48 is acted upon in the closing direction and thus in the seat in the seat ring 42. In a Stromloswerden the solenoid 26 is thus ensured that the stockpiled in the cavity 46 of the high-pressure accumulator 34, under system pressure fuel volume does not uncontrollably flows back into the low pressure holes 36 and thus in the return line 38 to the tank of the vehicle. Between the cavity 46 of the high pressure accumulator 34 and the low pressure side - indicated here by the low pressure bores 36 - a check valve 74 is integrated. 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. Accordingly, 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.

Der Darstellung gemäß Figur 5 ist ein Schnitt durch das erfindungsgemäß vorgeschlagene Druckregelventil mit vertauschtem Wirksinn von einer Schließfeder und eines Elektromagneten detaillierter zu entnehmen.The representation according to FIG. 5 is a section through the inventively proposed pressure control valve with reversed direction of action of a closing spring and an electromagnet to refer in more detail.

Ein in Figur 5 dargestelltes Druckregelventil 80 ist über das Gewinde 52 mit dem hier rohrförmig ausgebildeten Hochdruckspeicher 34 (Common-Rail) verschraubt. Im Gehäuse 14 des Druckregelventils 80 mit umgekehrtem Wirksinn ist die Magnetspule 26 aufgenommen, deren elektrische Anschlüsse 12 jeweils von Dichtringen 82 umschlossen sind. Im Gehäuse 14 des Druckregelventils 80 mit umgekehrtem Wirksinn befinden sich darüber hinaus ein eine Ankerbolzenplatte 86 umschließende Ankerbolzenaufnahme 98 sowie eine eine Schließfeder 84 umschließende Schließfederaufnahme 100. Die Ankerbolzenaufnahme 98 und die Schließfederaufnahme 100 sind durch einen Spalt 92 voneinander getrennt. Ein Spaltabstand 94 zwischen den einander zuweisenden Stirnseiten der Ankerbolzenaufnahme 98 und der Schließfederaufnahme 100 ist durch Bezugszeichen 94 gekennzeichnet. Im Gehäuse 14 ist in der Ankerbohrung 32 der Ankerbolzen 20 geführt, der einerseits mit der bereits erwähnten Ankerbolzenplatte 86 versehen und andererseits an seiner dem Sitzring 42 zuweisenden Seite eine Abflachung 90 aufweist. Die Abflachung 90 liegt dem in Figur 5 kugelförmig dargestellten Schließelement 48 gegenüber. Im Gehäuse 14 des Druckregelventils 80 mit umgekehrtem Wirksinn gemäß der Darstellung in Figur 5 ist darüber hinaus innerhalb der Aufnahme 44 der Sitzring 42 angeordnet, in dem der Sitz 50 durch das kugelförmig ausgebildete Schließelement 48 ausgebildet ist. Eine Hochdruckseite des Sitzringes 42 ist durch Bezugszeichnung 102 identifiziert, eine Niederdruckseite des Sitzringes 42, die den Hohlraum 40 im Gehäuse 14 zuweist, ist durch Bezugszeichen 104 identifiziert.An in FIG. 5 illustrated pressure control valve 80 is screwed via the thread 52 with the tubular high-pressure accumulator 34 (common rail). In the housing 14 of the pressure control valve 80 with reverse direction of action, the magnetic coil 26 is received, the electrical connections 12 are each enclosed by sealing rings 82. In the housing 14 of the pressure control valve 80 with reverse direction of action are also 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. In 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 the in FIG. 5 spherical closure member 48 opposite. In the housing 14 of the pressure control valve 80 with reverse direction of action as shown in FIG FIG. 5 is also disposed within the receptacle 44 of the seat ring 42, in which the seat 50 is formed by the ball-shaped closure member 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.

Die sowohl der Schließfederaufnahme 100 als auch teilweise von der Ankerbolzenaufnahme 98 umschlossene Schließfeder 84 wird über ein Vorspannelement 96 vorgespannt. Über dieses Vorspannelement 96, an welchem sich ein Ende der Schließfeder 84 abstützt, kann die auf die Ankerbolzenplatte 86 des Ankerbolzens 20 wirkende, in die zweite Wirkrichtung 70 wirkende Federkraft, die durch die Schließfeder 84 aufgebracht wird, eingestellt werden. Das andere Ende der Schließfeder 84 stützt sich auf der Ankerbolzenplatte 86 des Ankerbolzens 20 ab.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. About this biasing member 96, on which one end of the closing spring 84 is supported, acting on the anchor bolt plate 86 of the anchor bolt 20, acting in the second direction of action 70 spring force which is applied by the closing spring 84, can be adjusted. The other end of the closing spring 84 is supported on the anchor bolt plate 86 of the anchor bolt 20.

In der Darstellung gemäß Figur 5 befindet sich das Rückschlagventil 74 in der Wand des rohrförmig ausgebildeten Hochdruckspeichers 34 (Common-Rail). Das Rückschlagventil 74 weist ein hier kugelförmig ausgebildetes Schließelement 108 auf, welches über eine Feder 106 beaufschlagt ist. Die Feder 106 kann, wie in Figur 5 dargestellt, durch einen eingepressten Ring fixiert werden, so dass die Feder 106 nur kleine Federkräfte aufbringen muss. In Figur 5.1 ist eine Ausführungsvariante der erfindungsgemäß vorgeschlagenen Lösung gezeigt, in der die Komponenten des Ventils 74, ausgeführt als Rückschlagventil, zwischen Hochdruckbereich und Niederdruckbereich, das kugelförmige Schließelement 108 und die durch einen Ring fixierte Feder 106 in dem Sitzring 42 integriert ausgebildet sind und ebenfalls eine Befüllmöglichkeit des Hohlraums 46 bereitstellen. Durch das Rückschlagventil 74 in der Wand des Hochdruckspeichers 34 (Common-Rail) wird die Kraftstoffströmung vom unter Systemdruck stehenden Hohlraum 46 des Hochdruckspeichers 34 in Richtung eines niederdruckseitigen Hohlraumes 112 unterbunden, da das in der Darstellung gemäß Figur 5 kugelförmig ausgebildete Schließelement 108 in seinen Sitz 110 in der Wand des Hochdruckspeichers 34 gedrückt wird. Andererseits wird mit dem Rückschlagventil 74 erreicht, dass bei abkühlendem Kraftstoff und abgestellter Verbrennungskraftmaschine über den niederdruckseitigen Hohlraum 112 eine Befüllung des in diesem Falle nicht mit Systemdruck beaufschlagten Hohlraums 46 über das Rückschlagventil 74 vom niederdruckseitigen Hohlraum 112 aus erfolgt. Das Rückschlagventil 74 wird durch den sich im Hohlraum 46 des Hochdruckspeichers 34 bei Abkühlung des darin enthaltenen Kraftstoffes einstellenden Unterdruck geöffnet, wodurch eine Befüllung des Hohlraumes 46 des Hochdruckspeichers 34 über den niederdruckseitigen Hohlraum 112 aus möglich ist. Wird bein Anlassen der Verbrennungskraftmaschine im Hohlraum 46 durch die über die Verbrennungskraftmaschine beim Durchdrehen angetriebene Hochdruckpumpe Systemdruck aufgebaut, so wird über das Rückschlagventil 74 der Hohlraum 46 von dem niederdruckseitigen Hohlraum 112 dadurch getrennt, dass das hier kugelförmig ausgebildete Schließelement 108 des Rückschlagventils 74 in seinen Sitz 110 in der Wand des Hochdruckspeichers 34 (Common-Rail) gedrückt wird.In the illustration according to FIG. 5 is the check valve 74 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 may, as in FIG. 5 shown to be fixed by a pressed-in ring, so that the spring 106 has to apply only small spring forces. In 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 region and low pressure region, the spherical closure member 108 and fixed by a ring spring 106 are integrally formed in the seat ring 42 and also a filling possibility of Provide cavity 46. By the check valve 74 in the wall of the high-pressure accumulator 34 (common rail), the fuel flow is prevented by the pressurized system cavity 46 of the high pressure accumulator 34 in the direction of a low pressure side cavity 112, as shown in the illustration FIG. 5 Spherically shaped closing element 108 is pressed into its seat 110 in the wall of the high pressure accumulator 34. On the other hand, it is achieved with the non-return valve 74 that when the fuel is cooled and the internal combustion engine is shut off via the low-pressure side cavity 112, 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. Will start the Internal combustion engine in the cavity 46 constructed by the over the internal combustion engine when spinning driven high-pressure pump system pressure, the check valve 74, the cavity 46 is separated from the low-pressure side cavity 112 in that the here spherical closure element 108 of the check valve 74 in its seat 110 in the wall of the high-pressure accumulator 34 (common rail) is pressed.

In der Darstellung gemäß Figur 5 ist das Rückschlagventil 74 in der Wand des Hochdruckspeichers 34 (Common-Rail) ausgebildet. Alternativ ist es auch möglich, das in Figur 5 dargestellte Rückschlagventil 74 auch in der Grundplatte 42 des Druckregelventils 80 mit umgekehrtem Wirksinn unterzubringen. Für den Einbauort des Rückschlagventils 74 ist allein maßgebend, dass durch dieses der Systemdruck führende Hohlraum 46 des Hochdruckspeichers 34 von der Niederdruckseite des Druckregelventils 80 mit umgekehrtem Wirksinn derart getrennt ist, dass sich eine Öffnungsrichtung des Rückschlagventils 74 von der Niederdruckseite zur Hochdruckseite ergibt.In the illustration according to FIG. 5 the check valve 74 is formed in the wall of the high pressure accumulator 34 (common rail). Alternatively, it is also possible in the FIG. 5 illustrated check valve 74 also in the base plate 42 of the pressure control valve 80 to accommodate with reverse direction of action. For the installation location of the check valve 74 alone is decisive that is separated by this 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.

Das in Figur 5 dargestellte Druckregelventil 80 mit umgekehrtem Wirksinn wird in vorteilhafter Weise bei Kraftfahrzeug- oder Nutzfahrzeuganwendungen eingesetzt, bei welchem leckagefreie Kraftstoffinjektoren, die beispielsweise mittels eines Piezoaktors angesteuert werden, eingesetzt werden. Wird die Magnetspule 26 des in Figur 5 dargestellten Druckregelventils 80 mit umgekehrtem Wirksinn stromlos, was zum Beispiel durch einen Kabelabfall auftreten kann, so wird über die Schließfeder 84, die in der zweiten Wirkrichtung 70 auf das kugelförmig ausgebildete Schließelement 48 wirkt, sichergestellt, dass er im Hohlraum 46 bevorratete Kraftstoff nicht über das geöffnete Schließelement 48 in den niederdruckseitigen Hohlraum 40 im Gehäuse 14 und von dort über die Niederdruckbohrungen 36 in den in Figur 1 dargestellten niederdruckseitigen Rücklauf 38 abströmt. Damit ist bei einem Kabelabfall sichergestellt, dass im Hohlraum 46 unter Systemdruck stehender Kraftstoff bevorratet bleibt, so dass eine Notfahrfunktion des mit einem Hochdruckspeichereinspritzsystem mit dem erfindungsgemäß vorgeschlagenen Druckregelventil 80 ausgestattet, erhalten bleibt.This in FIG. 5 illustrated pressure control valve 80 with reverse direction of action is advantageously used 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 in FIG. 5 shown pressure control valve 80 de-energized, which may occur, for example, by a cable waste, it is ensured via the closing spring 84, which acts in the second direction of action 70 on the spherical closure member 48, that he not stored in the cavity 46 over the fuel opened closure member 48 in the low pressure side cavity 40 in the housing 14 and from there via the low pressure bores 36 in the in FIG. 1 illustrated low-pressure side return 38 flows. 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.

Durch die Schließfeder 84 wird zum einen der Ankerbolzen 20 in die zweite Wirkrichtung 70 beaufschlagt, so dass das Schließelement 48 in seinem Sitz 50 im Sitzring 42 verbleibt. Ferner wird durch das entweder in der Wand des Hochdruckspeichers 34 (Common-Rail) eingelassene Rückschlagventil 74 oder das in eine Grundplatte des Druckregelventils 80 mit umgekehrtem Wirksinn eingelassene Ventil 74 sichergestellt, dass im Falle des Stromloswerdens der Magnetspule 26 Kraftstoff in den Hohlraum 46 des Hochdruckspeichers 34 (Common-Rail) aus dem Niederdruckbereich 112 nachströmen kann, wenn sich das Kraftstoffvolumen z. B. durch Abkühlung verringert und damit im Hochdruckspeichervolumen ein Unterdruck entsteht.On the one hand, 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 fuel volume z. B. reduced by cooling and thus creates a negative pressure in the high pressure storage volume.

Claims (9)

  1. Fuel injection system for internal combustion engines, comprising a high-pressure accumulator (34), which has a cavity (46) under system pressure, and the accumulator (34) has assigned to it a pressure control valve (80), which can be actuated electromagnetically and by means of which the cavity (46) can be connected to a low-pressure side (36, 38, 40, 112) of the high-pressure accumulator (34), characterized in that the cavity (46) and the low-pressure side (36, 38, 40, 112) of the high-pressure accumulator (34) have arranged between them a valve (74) which enables the high-pressure accumulator (34) to be filled from the low-pressure side to the system pressure side.
  2. Fuel injection system according to Claim 1, characterized in that a magnet coil (26) of the pressure control valve (80) produces a force which acts in the opening direction (72) relative to a closing element (48).
  3. Fuel injection system according to Claim 1, characterized in that a closing spring (84) of the pressure control valve (80) produces a force which acts in the closing direction (70) relative to the closing element (48).
  4. Fuel injection system according to Claim 3, characterized in that the force of the closing spring (48) acting in the closing direction (70) is adjusted by means of a pre-loading element (96) screwed into the housing (14).
  5. Fuel injection system according to Claim 1, characterized in that the valve (74) is constructed as a non-return valve.
  6. Fuel injection system according to Claim 1, characterized in that the valve (74) is either let into the wall of the high-pressure accumulator (34) or is formed in a base plate (42) of the pressure control valve (80).
  7. Fuel injection system according to Claim 3, characterized in that the closing spring (84) is surrounded by an armature-pin receptacle (98) which is spaced apart from a closing-spring receptacle (100) by a spacing gap (94).
  8. Fuel injection system according to Claim 7, characterized in that the spacing gap (94) between the armature-pin receptacle (98) and the closing-spring receptacle (100) defines a travel of an armature pin (20) in the housing (14) of the pressure control valve (80).
  9. Fuel injection system according to Claim 1, characterized in that, with the internal combustion engine switched off and a reduced pressure building up in the cavity (46) owing to the cooling of the fuel, the cavity (46) of the high-pressure accumulator (34) is equalized from the low-pressure side (36, 38, 40, 112) via the valve (74), and the cavity (46) is always full.
EP07726779A 2006-05-04 2007-03-12 Pressure control valve with limp-home and ventilation function Active EP2016278B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006020692A DE102006020692A1 (en) 2006-05-04 2006-05-04 Pressure control valve with emergency drive and ventilation function
PCT/EP2007/052264 WO2007128606A1 (en) 2006-05-04 2007-03-12 Pressure control valve with limp-home and ventilation function

Publications (2)

Publication Number Publication Date
EP2016278A1 EP2016278A1 (en) 2009-01-21
EP2016278B1 true EP2016278B1 (en) 2009-11-04

Family

ID=38069857

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07726779A Active EP2016278B1 (en) 2006-05-04 2007-03-12 Pressure control valve with limp-home and ventilation function

Country Status (6)

Country Link
US (1) US20090199820A1 (en)
EP (1) EP2016278B1 (en)
JP (1) JP2009535562A (en)
AT (1) ATE447669T1 (en)
DE (2) DE102006020692A1 (en)
WO (1) WO2007128606A1 (en)

Families Citing this family (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2951783A1 (en) * 2009-10-22 2011-04-29 Bosch Gmbh Robert PRESSURE REGULATOR FOR A DIESEL INJECTION DEVICE COMPRISING MEANS PROVIDING DEGRADE MODE OPERATION, HEAT ENGINE COMPRISING SUCH AN INJECTION DEVICE AND VEHICLE
DE102009047649A1 (en) * 2009-12-08 2011-06-09 Robert Bosch Gmbh Pressure control valve for regulating the pressure in a high pressure fuel accumulator of an internal combustion engine
DE102010001252A1 (en) * 2010-01-27 2011-07-28 Robert Bosch GmbH, 70469 Fuel injection system with integrated high-pressure accumulator on a cylinder head
JP5780581B2 (en) * 2010-12-28 2015-09-16 ボッシュ株式会社 Pressure control valve for common rail fuel injection control system
DE102011075059A1 (en) * 2011-05-02 2012-11-08 Robert Bosch Gmbh fuel distributor
FR2982327B1 (en) * 2011-11-07 2013-11-29 Delphi Tech Holding Sarl CAP ASSEMBLY FOR HIGH PRESSURE VALVE
DE102011090010B4 (en) 2011-12-28 2019-07-25 Continental Automotive Gmbh Pressure control valve
EP2812559B1 (en) * 2012-02-07 2016-05-04 Ganser-Hydromag AG Fuel injector and apparatus to inject fuel
JP5838919B2 (en) * 2012-06-18 2016-01-06 株式会社日本自動車部品総合研究所 Pressure control device
FR2999658A1 (en) * 2012-12-18 2014-06-20 Delphi Technologies Holding HIGH PRESSURE VALVE
JP6201504B2 (en) * 2013-08-09 2017-09-27 株式会社デンソー Fuel injection device
US10539104B2 (en) * 2017-09-20 2020-01-21 Stanadyne Llc Three stage proportional control valve

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2841174A (en) * 1954-12-14 1958-07-01 Charles F Frye Valve
US3289694A (en) * 1963-03-27 1966-12-06 Deltrol Corp Ball check valve with particular cage means
FR2093250A5 (en) * 1970-06-08 1972-01-28 Peugeot
DE19645243C2 (en) * 1996-11-02 1998-10-29 Orange Gmbh Accumulator injector
JP2002509839A (en) * 1998-03-31 2002-04-02 コンチネンタル・テベス・アーゲー・ウント・コンパニー・オーハーゲー Solenoid valve
DE10016242B4 (en) * 2000-03-31 2006-04-13 Siemens Ag Pressure control valve with integrated safety function
JP2002004975A (en) * 2000-06-21 2002-01-09 Toyota Motor Corp High pressure fuel supply device
JP2002115622A (en) * 2000-10-12 2002-04-19 Toyota Motor Corp High pressure fuel supply device
DE10138756A1 (en) * 2001-08-07 2003-02-20 Bosch Gmbh Robert High-pressure fuel storage
DE10214084A1 (en) * 2002-03-28 2003-10-30 Bosch Gmbh Robert Adjustable pressure control valve for fuel injection systems
DE10222895A1 (en) * 2002-05-23 2003-12-11 Bosch Gmbh Robert High pressure accumulator for fuel injection systems with integrated pressure control valve
DE10246594A1 (en) * 2002-10-05 2004-04-15 Robert Bosch Gmbh Controllable pressure reservoir for road vehicle, has spring-loaded piston at end of common rail for fuel injection system to provide pressure at beginning of starting sequence
DE102004037557A1 (en) * 2004-08-03 2006-03-16 Robert Bosch Gmbh Fuel injection system
JP4114654B2 (en) * 2004-09-29 2008-07-09 株式会社デンソー Common rail fuel injection system

Also Published As

Publication number Publication date
DE102006020692A1 (en) 2007-11-08
EP2016278A1 (en) 2009-01-21
WO2007128606A1 (en) 2007-11-15
US20090199820A1 (en) 2009-08-13
DE502007001915D1 (en) 2009-12-17
JP2009535562A (en) 2009-10-01
ATE447669T1 (en) 2009-11-15

Similar Documents

Publication Publication Date Title
EP2016278B1 (en) Pressure control valve with limp-home and ventilation function
EP2238338B1 (en) Fuel injection system for an internal combustion engine
DE19612413B4 (en) Pressure fluid supply system, in particular for a fuel injection system
EP2137400B1 (en) Pressure control valve
DE19630938C2 (en) Fuel supply line with a volume flow control valve and volume flow control valve
EP1654456A1 (en) Fuel injection device for an internal combustion engine
WO1988000292A1 (en) Fuel injection device for internal combustion engines
EP3036430B1 (en) Device for a high-pressure pump for a motor vehicle
EP1799999B1 (en) Fuel system for an internal combustion engine
WO2002073028A2 (en) Seat/sliding valve comprising a pressure compensation pin
DE102010039051A1 (en) Injector
DE102016212671B4 (en) A driving method for driving an intake valve of a high-pressure fuel pump and fuel injection system
DE102006020634B4 (en) Injection injector for internal combustion engines
DE102012221157A1 (en) Pressure control valve for a high-pressure accumulator of an internal combustion engine
DE102007026834A1 (en) Electromagnetic control valve e.g. for internal combustion engine, has valve unit, full valve casing, inlet port, consumer connection and piston valve which is relocatable compared with valve casing
EP2659127B1 (en) Pressure switching valve for a fuel injection system of an internal combustion engine
WO2002090766A1 (en) Accumulator injection system (common rail) for internal combustion engines
DE102004020941B9 (en) Pressure control assembly
DE102015226248A1 (en) Electromagnetically actuated inlet valve and high-pressure pump with inlet valve
DE102014221660A1 (en) Method for controlling the flow rate of a high pressure pump and high pressure pump
DE19952511B4 (en) Common rail injector
WO2016020084A1 (en) Pressure control valve having an integrated pressure sensor
WO2006013151A1 (en) Method and device for reducing rail pressure in a common rail injection system
DE102012218384A1 (en) Accumulator injection system for internal combustion engine, comprises pressure-maintaining valve arranged between high-pressure accumulator and high-pressure pump, which closes high-pressure line when stopping internal combustion engine
DE102016203516A1 (en) Electromagnetically actuated inlet valve and high-pressure pump with inlet valve

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20081204

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC MT NL PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL BA HR MK RS

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

DAX Request for extension of the european patent (deleted)
GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC MT NL PL PT RO SE SI SK TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

REF Corresponds to:

Ref document number: 502007001915

Country of ref document: DE

Date of ref document: 20091217

Kind code of ref document: P

NLV1 Nl: lapsed or annulled due to failure to fulfill the requirements of art. 29p and 29m of the patents act
LTIE Lt: invalidation of european patent or patent extension

Effective date: 20091104

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091104

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20100215

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091104

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20100304

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091104

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20100304

REG Reference to a national code

Ref country code: IE

Ref legal event code: FD4D

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091104

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091104

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091104

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091104

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091104

Ref country code: IE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091104

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091104

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091104

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20100204

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091104

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091104

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

BERE Be: lapsed

Owner name: ROBERT BOSCH G.M.B.H.

Effective date: 20100331

26N No opposition filed

Effective date: 20100805

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20100331

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20100205

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20100331

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091104

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20110312

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20100331

Year of fee payment: 4

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110331

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110331

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20110312

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20100312

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20100505

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091104

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091104

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 447669

Country of ref document: AT

Kind code of ref document: T

Effective date: 20120312

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20120312

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20140319

Year of fee payment: 8

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20151130

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20150331

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20200526

Year of fee payment: 14

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 502007001915

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20211001