EP2835526B1 - Agencement de vannes pour une installation d'alimentation en carburant et installation d'alimentation en carburant - Google Patents

Agencement de vannes pour une installation d'alimentation en carburant et installation d'alimentation en carburant Download PDF

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Publication number
EP2835526B1
EP2835526B1 EP14180094.6A EP14180094A EP2835526B1 EP 2835526 B1 EP2835526 B1 EP 2835526B1 EP 14180094 A EP14180094 A EP 14180094A EP 2835526 B1 EP2835526 B1 EP 2835526B1
Authority
EP
European Patent Office
Prior art keywords
pressure
supply system
valve
fuel supply
pressure region
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.)
Not-in-force
Application number
EP14180094.6A
Other languages
German (de)
English (en)
Other versions
EP2835526A1 (fr
Inventor
Christian Monzert
Andreas Stichnoth
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.)
MAN Energy Solutions SE
Original Assignee
MAN Diesel and Turbo SE
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Filing date
Publication date
Application filed by MAN Diesel and Turbo SE filed Critical MAN Diesel and Turbo SE
Publication of EP2835526A1 publication Critical patent/EP2835526A1/fr
Application granted granted Critical
Publication of EP2835526B1 publication Critical patent/EP2835526B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/005—Pressure relief valves
    • 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
    • F02M63/026—Means for reducing the pressure in common rails at power off

Definitions

  • the invention relates to a valve arrangement for a fuel supply system of an internal combustion engine. Furthermore, the invention relates to a fuel supply system with such a valve arrangement.
  • a common rail fuel supply system per cylinder of the internal combustion engine comprises at least one injector. Fuel can be injected into each of the cylinders of the internal combustion engine via the injectors.
  • the common rail fuel supply system further comprises at least one low pressure pump, at least one high pressure pump and at least one high pressure accumulator to promote fuel from a low pressure region of the common rail fuel supply system in a high pressure region thereof, wherein in the high pressure region between the pumping device and the injectors a permanent high pressure standing pressure accumulator system is provided.
  • the permanently high-pressure accumulator system which is also referred to as a common rail, has one or more storage units.
  • the storage units are connected to the pumping device and each other via high-pressure lines permanently under high pressure.
  • the accumulator system namely the storage units, are further connected to the injectors via high-pressure lines that are temporarily under high pressure as a function of the injection cycle.
  • the high-pressure lines which are temporarily under high pressure depending on the injection stroke, and which connect the injectors to the storage units, are associated with switching valves which deliver fuel to the injectors as a function of the injection cycle.
  • one of the storage units of the accumulator system is assigned a safety valve and a flushing valve.
  • the safety valve and the flushing valve together form a relief device, wherein the safety valve and flushing valve can also be realized by a single valve element.
  • the purge valve can be emptied in the direction of a tank after switching off the engine, the fuel supply system, according to the DE 101 57 135 B4 the control of the purge valve via its own control medium takes place, either pneumatically or electromagnetically.
  • the present invention seeks to provide a novel valve assembly for a fuel supply system and a fuel supply system with such a valve assembly.
  • valve assembly allows automatic relief of the high pressure region and the low pressure region of the fuel supply system after switching off the engine or after switching off a low pressure pump of the fuel supply system, in a mechanical manner, without the need for a pneumatic or electromagnetic or electronic control is required.
  • an automatic pressure relief of the fuel supply system is possible after switching off the engine without control by a control unit.
  • As the control medium of the pressure applied in the fuel supply system anyway of the fuel is used.
  • the pressure relief of the fuel supply system can be done within a few seconds using the valve assembly according to the invention.
  • the injectors of the fuel supply system can be effectively protected against wear.
  • the pressure regulating valve with a pressure connection can be connected to the low-pressure region of the fuel supply system in such a way that, when the operating pressure in the low-pressure region is applied, the pressure regulating valve opens automatically against an adjustable spring force of a spring element.
  • the pilot valve is connected to a first pressure port to the low pressure region of the fuel supply system and with a second pressure port with the interposition of at least one throttle to the high pressure area of the fuel supply system such that when concerns the operating pressure in the low pressure region and concerns of the operating pressure in the high pressure region, the pilot valve closes automatically.
  • the main valve can be connected with the two pressure connections to the high pressure region of the fuel supply system, wherein when applied the operating pressure in the high pressure region, the main valve closes automatically.
  • pilot valve and the main valve open automatically, so that the low-pressure region and the high-pressure region can be emptied into a fuel tank.
  • This interconnection of pilot valve, main valve and pressure control valve is preferred and allows with little effort an automatic, automatic pressure relief of the fuel injection system after switching off the engine or the low pressure pump of the fuel supply system without external control via a control unit.
  • the fuel supply system according to the invention comprises a valve arrangement according to the invention.
  • the present invention relates to a valve assembly for a fuel supply system and a fuel supply system, in particular a common rail fuel supply system, a preferably designed as a large diesel engine or marine diesel engine engine.
  • the basic structure of a designed as a common-rail fuel supply system fuel supply system of an internal combustion engine is familiar to the person skilled in the art and already from the DE 101 57 135 B4 known.
  • the present invention relates to a valve arrangement for such a fuel supply system, which supports the setting of defined operating pressures when starting the internal combustion engine and after the start thereof both in the low pressure region and in the high pressure region of the fuel supply system, and after stopping the engine or the low pressure pump, an automatic, automatic pressure relief of the fuel supply system allows.
  • Fig. 1 shows a block diagram of a valve assembly 10 according to the invention for a fuel supply system, in particular for a common rail fuel supply system designed as a marine diesel engine, wherein the valve assembly 10 includes a pilot valve 11, a main valve 12 and a pressure control valve 13.
  • the valve assembly 10 of Fig. 1 is connectable both to a low pressure region 14 and to a high pressure region 15 of the fuel supply system of the internal combustion engine.
  • the main valve 12 which in the embodiment of the Fig. 1 With two pressure ports 16 and 17, the main valve 12 can be connected to the high-pressure region 15 of the fuel supply system, wherein the two pressure ports 16 and 17 differ with respect to their pressure surfaces.
  • the first pressure port 16 which is connected with the interposition of a throttle 18 to the high pressure region 15 of the fuel supply system, over a larger pressure surface than the second pressure port 17 of the main valve 12, via which the main valve 12 directly without the interposition of a throttle to the high pressure region 15 of Fuel supply system can be connected.
  • a spring element 19 presses the main valve 12 in the in Fig.
  • this spring element 19 may be performed with a relatively small spring force, since the spring element 19 essentially only serves to position the main valve 12 in the unpressurized state. Then, when an operating pressure is built up in the high-pressure region 15 via at least one high-pressure pump, the main valve 12 is also in the in. In the fact that the first pressure port 16 of the main valve 12 has a larger pressure surface than the pressure port 17 Fig. 1 shown closed position pressed.
  • the pilot valve 11 and the pressure control valve 13 are connected to pressure ports 20, 21 to the low pressure region 14 of the fuel supply system, wherein a throttle 22 of the low pressure region 14 damps pressure oscillations in the low pressure region 14. Then, when the low-pressure region 14 is depressurized, the pilot valve 11 by a spring element 23 in the in Fig. 1 shown closed position, wherein the spring element 23 of the pilot valve 11 as well as the spring element 19 of the main valve 12 is designed with a small spring force and in the case of the pilot valve 11 exclusively serves to position the pilot valve 11 in the unpressurized state. Optionally, the spring element 23 can be completely dispensed with.
  • the pilot valve 11, which in the illustrated embodiment of Fig. 1 as well as the main valve 12 is designed as a 2/2-way valve, in addition to the pressure port 21, via which the pilot valve 11 is connected to the low pressure region 14 of the fuel supply system, via a further pressure port 24, via which the pilot valve 11 to the high pressure region 15 connectable is, with the interposition of at least one throttle.
  • Fig. 1 is between the pressure port 24 of the pilot valve 11 and the high-pressure region 15, the aforementioned throttle 18 and another throttle 25 connected.
  • the two pressure ports 21 and 24 of the pilot valve 11 in turn have different pressure surfaces, wherein the pressure surface of the first pressure port 21 is greater than the pressure surface of the second pressure port 24, in such a way that when in the low pressure region 14 and in the high pressure region 15 each corresponding Operating pressure is built, the pilot valve 11 in the in Fig. 1 shown closed position is pressed.
  • the pressure regulating valve 13 can be connected via the pressure port 20 to the low pressure region 14, wherein when the low pressure region 14 is depressurized, an adjustable with respect to its spring force spring element 26, the pressure control valve 13 in the in Fig. 1 shown closed position presses. Then, when an operating pressure is built up in the low pressure region 14, the same is applied to the pressure port 20 and depending on the set spring force of the spring element 26, the pressure control valve 13 out of the closed position, namely such that at the pressure ports 20 and 21 of pressure control valve 13 and Pilot valve 11 sets a constant pressure.
  • the pressure control valve 13 With the help of the pressure control valve 13 and the adjustable spring element 26 can thus be ensured even with pressure fluctuations in the fuel supply system, a constant opening pressure for the main valve 12 in which too high pressure at the pressure port 20 thus also at the pressure port 21 to open the pressure control valve 13, namely until the pressure at a throttle 27 of the pressure control valve 13 has fallen to a desired value.
  • the pressure control valve 13 may be integrated into the piston of the pilot valve 11.
  • valves 11, 12 and 13 of the valve arrangement 10 take over the Fig. 1 shown position.
  • a corresponding injection pressure is applied to injectors, not shown, of the fuel supply system.
  • the pressure port 16 of the main valve 12 is filled, wherein, as already mentioned, the pressure port 16 has a larger pressure surface than the pressure port 17, so that the main valve 12 is kept securely closed after starting the engine.
  • the pressure port 16 of the main valve 12 is not completely sealed, so that a certain amount of fuel due to a so-called gap guidance of the main valve 12 in the direction of a fuel tank or return tank 28 is lost.
  • the leakage of the pressure port 16 of the main valve 12 is in Fig. 1 shown schematically via a throttle 29, but this is not a structurally designed throttle, but only to a loss of fuel from the second pressure port 16 in the direction of the return tank 28 due to the leakage of the pressure port 16 of the main valve 12.
  • the throttle 25 is greater than the throttle 18, so that more fuel can flow out of the pressure port 16 via the throttle 25, as is fed into the same via the throttle 18 in the same.
  • the main valve 12 can also be automatically opened via the pressure at the pressure connection 17 and then automatically and automatically in the direction of the high-pressure region 15 of the fuel supply system after switching off or switching off the internal combustion engine within a few seconds on the return tank 28 to empty or aerate.
  • throttle 30 represents the pressure loss to the return tank 28.
  • the valve assembly 10 thus utilizes the pressure conditions in the low-pressure region 14 and high-pressure region 15 of the fuel supply system to automatically close the pilot valve 11 and the main valve 12 when starting or starting the internal combustion engine and after switching off the internal combustion engine, the pilot valve 11 and the main valve 12 within less Seconds to open automatically.
  • an automatic pressure relief of the fuel supply system is guaranteed after switching off the internal combustion engine without control via a separate control unit.
  • No pneumatic or hydraulic compressed air supply or electromagnetic or other type of control is required.
  • the control medium corresponds to the working medium, ie the fuel, so that there can be no undesired mixing of different media, such as in a pneumatic control for mixing fuel and compressed air.
  • pilot valve 11 and main valve 12 of the valve assembly 10 after switching off the engine and thus the pressure relief of the fuel supply system takes place within a few seconds, so that, for example, fuel injectors can be relieved quickly.
  • the spring elements 19 and 23 of main valve 12 and pilot valve 11 are designed with low spring forces, since they are used in the unpressurized state substantially only the positioning of the corresponding valves 11, 12.

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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)
  • Fluid-Pressure Circuits (AREA)

Claims (5)

  1. Dispositif de soupape (10) pour une installation d'alimentation en carburant, notamment pour une installation d'alimentation en carburant à rail commun d'un moteur à combustion interne conçu comme un moteur diesel de navire, comportant une soupape pilote (11), une soupape principale (12) et une soupape de régulation de pression (13), dans lequel la soupape principale (12) peut être raccordée avec des raccords de pression (16, 17) sur une plage à haute pression (15) de l'installation d'alimentation en carburant, et dans lequel tant la soupape pilote (11) que la soupape de régulation de pression (13) peuvent être raccordées avec des raccords de pression (20, 21) sur une plage de basse pression (4) de l'installation d'alimentation en carburant, à savoir de telle sorte que la soupape pilote (11), la soupape principale (12) et la soupape de régulation de pression (13) puissent être commandées automatiquement en fonction de la pression dans la plage à basse pression (14) et/ou en fonction de la pression dans la plage à haute pression (15), caractérisé en ce que la soupape principale (12) peut être raccordée avec deux raccords de pression (16, 17), qui se différencient en ce qui concerne leurs surfaces de pression, sur la plage à haute pression (15) de l'installation d'alimentation en carburant de telle sorte que en présence de la pression de fonctionnement dans la plage à haute pression (15) la soupape principale (12) se ferme automatiquement, dans lequel un premier raccord de pression (16) agissant dans la direction de fermeture de la soupape principale (12), qui présente une surface de pression relativement grande, en intercalant au moins un étranglement (18) peut être raccordé sur la plage à haute pression (15) de l'installation d'alimentation en carburant et dans lequel un deuxième raccord de pression (17) agissant dans la direction d'ouverture de la soupape principale (12), qui présente une surface de pression relativement petite, peut être raccordé directement à la plage à haute pression (15) de l'installation d'alimentation en carburant.
  2. Dispositif de soupape selon la revendication 1, caractérisé en ce que la soupape de régulation de pression (13) peut. être raccordé avec un raccord de pression (20) de telle sorte à la plage à basse pression (14), que en présence de la pression de fonctionnement dans la plage à basse pression (14) la soupape de régulation de carburant (13) s'ouvre automatiquement en sens contraire à une force de ressort réglable d'un élément de ressort (26) en garantissant une pression de fonctionnement constante dans la plage à basse pression (14).
  3. Dispositif de soupape selon la revendication 1 ou 2, caractérisé en ce que la soupape pilote (11) peut être raccordée avec un premier raccord de pression (21) à la plage à basse pression (14) de l'installation d'alimentation en carburant et avec un deuxième raccord de pression (24) en intercalant au moins un étranglement (18, 25) sur la plage à haute pression (15) de l'installation d'alimentation en carburant de telle sorte que en présence de la pression de fonctionnement dans la plage à basse pression (14) et en présence de la pression de fonctionnement dans la plage à haute pression (15) la soupape pilote (11) se ferme automatiquement.
  4. Dispositif de soupape selon une des revendications 1 à 3, caractérisé en ce que la soupape pilote (11) et la soupape principale (12) sont conçues comme des soupapes à 2/2 voies.
  5. Installation d'alimentation en carburant, notamment installation d'alimentation en carburant à rail commun d'un moteur à combustion interne conçu comme un moteur diesel de navire, comportant une plage à basse pression (14) et une plage à haute pression (15), caractérisé par un dispositif de soupape (10) selon une des revendications 1 à 4.
EP14180094.6A 2013-08-08 2014-08-06 Agencement de vannes pour une installation d'alimentation en carburant et installation d'alimentation en carburant Not-in-force EP2835526B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102013013231.2A DE102013013231A1 (de) 2013-08-08 2013-08-08 Ventilanordnung für eine Kraftstoffversorgungsanlage und Kraftstoffversorgungsanlage

Publications (2)

Publication Number Publication Date
EP2835526A1 EP2835526A1 (fr) 2015-02-11
EP2835526B1 true EP2835526B1 (fr) 2016-09-28

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP14180094.6A Not-in-force EP2835526B1 (fr) 2013-08-08 2014-08-06 Agencement de vannes pour une installation d'alimentation en carburant et installation d'alimentation en carburant

Country Status (5)

Country Link
EP (1) EP2835526B1 (fr)
JP (1) JP6483372B2 (fr)
KR (1) KR102125102B1 (fr)
CN (1) CN104454277B (fr)
DE (1) DE102013013231A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015008135A1 (de) * 2015-06-24 2016-12-29 L'orange Gmbh Sicherheitsventil und Kraftstoffeinspritzsystem mit einem solchen
CN106050495B (zh) * 2016-07-13 2019-12-03 十堰科纳汽车电子股份有限公司 两用燃料喷射系统及燃料喷射控制方法
JP7091634B2 (ja) * 2017-11-15 2022-06-28 いすゞ自動車株式会社 油圧制御弁

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19612413B4 (de) * 1996-03-28 2006-06-29 Siemens Ag Druckfluid-Versorgungssystem, insbesondere für ein Kraftstoff-Einspritzsystem
DE19612412B4 (de) * 1996-03-28 2006-07-06 Siemens Ag Regelung für ein Druckfluid-Versorgungssystem, insbesondere für den Hochdruck in einem Kraftstoff-Einspritzsystem
DE19807258C2 (de) * 1998-02-20 1999-12-09 Siemens Ag Selbsttätig arbeitendes Volumenstrom-Regelventil und Einspritzsystem mit einem solchen Regelventil
DE10157135B4 (de) 2001-11-21 2004-03-11 Man B & W Diesel Ag Kraftstoffversorgungsanlage in Form eines Common-Rail-Systems einer Brennkraftmaschine mit mehreren Zylindern
DE102004007317A1 (de) * 2004-02-14 2005-08-25 Robert Bosch Gmbh Kraftstoffhochdruckpumpe für eine Brennkraftmaschine
CN100381697C (zh) * 2004-10-13 2008-04-16 株式会社电装 燃料压力调节阀
DE102008021384B3 (de) * 2008-04-29 2009-11-26 Continental Aktiengesellschaft Überlagerte Druckregelung des Common-Rail-Systems
DE102008041506A1 (de) * 2008-08-25 2010-03-04 Robert Bosch Gmbh Hydraulisch geregeltes Zumessventil für die Hochdruckkraftstoffpumpe einer Verbrennungskraftmaschine
DE102009042120B4 (de) * 2009-09-18 2016-11-17 Marco Systemanalyse Und Entwicklung Gmbh Ventilanordnung
AT510464B1 (de) * 2010-09-27 2012-07-15 Bosch Gmbh Robert Ventil mit druckbegrenzungsfunktion
DE102010064179A1 (de) * 2010-12-27 2012-06-28 Robert Bosch Gmbh Druckregelanordnung eines Kraftstoffeinspritzsystems

Also Published As

Publication number Publication date
DE102013013231A1 (de) 2015-02-12
CN104454277B (zh) 2019-10-18
KR102125102B1 (ko) 2020-06-19
JP2015034552A (ja) 2015-02-19
CN104454277A (zh) 2015-03-25
JP6483372B2 (ja) 2019-03-13
KR20150018448A (ko) 2015-02-23
EP2835526A1 (fr) 2015-02-11

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