EP2888469B1 - Common-rail-system - Google Patents

Common-rail-system Download PDF

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Publication number
EP2888469B1
EP2888469B1 EP13750553.3A EP13750553A EP2888469B1 EP 2888469 B1 EP2888469 B1 EP 2888469B1 EP 13750553 A EP13750553 A EP 13750553A EP 2888469 B1 EP2888469 B1 EP 2888469B1
Authority
EP
European Patent Office
Prior art keywords
valve
pressure pump
ball
pressure
vno
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
EP13750553.3A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2888469A1 (de
Inventor
Florian Schulz
Gerd Strobel
Wolfgang Knöbel
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.)
Kendrion Villingen GmbH
Original Assignee
Kendrion Villingen 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 Kendrion Villingen GmbH filed Critical Kendrion Villingen GmbH
Publication of EP2888469A1 publication Critical patent/EP2888469A1/de
Application granted granted Critical
Publication of EP2888469B1 publication Critical patent/EP2888469B1/de
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
    • F02M63/02—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
    • F02M63/0265—Pumps feeding 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • F02M59/368—Pump inlet valves being closed when actuated
    • 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

Definitions

  • the invention relates to a common rail system for an internal combustion engine of a vehicle according to the preamble of patent claim 1.
  • Common rail systems as fuel injection systems which have a high-pressure pump for providing high-pressure fuel for a high-pressure accumulator (common rail) and a low-pressure pump as a prefeed pump, which promotes the fuel from a fuel tank via a delivery line to the high-pressure pump, wherein the controlled by the high-pressure pump the high-pressure accumulator amount of fuel through a flow control valve arranged in the feed line and the measured by the flow control valve amount of fuel is acted upon by the high-pressure pump with the appropriate high pressure.
  • a high-pressure pump for providing high-pressure fuel for a high-pressure accumulator (common rail) and a low-pressure pump as a prefeed pump, which promotes the fuel from a fuel tank via a delivery line to the high-pressure pump, wherein the controlled by the high-pressure pump the high-pressure accumulator amount of fuel through a flow control valve arranged in the feed line and the measured by the flow control valve amount of fuel is acted upon by the high-pressure pump with the appropriate high pressure.
  • Such a common-rail system CRS is schematically shown in FIG FIG. 4 shown. Thereafter, this common rail system CRS consists of a high-pressure accumulator R, from which injectors Inj an internal combustion engine (not shown), for example. A diesel engine are supplied with fuel.
  • the high-pressure accumulator R is connected via a high-pressure line L1 to a high-pressure pump HP, which is driven by an electric motor M1.
  • Fuel is conveyed from a fuel tank KB by means of a low-pressure pump NP driven by an electric motor M2 via a delivery line L2 for a flow control valve VNC, which is designed as an electromagnetic switching valve of the type slide valve and closed in the de-energized state ("normally closed").
  • this slide valve VNC is connected to the high-pressure pump HP.
  • a high-pressure control valve HPV connects the high-pressure accumulator R via a pressure relief line L3 to the output side of the low-pressure pump NP.
  • This designed as an electromagnetic switching valve high pressure control valve HPV is used for rapid pressure reduction of the high-pressure accumulator R.
  • This high-pressure control valve HPV is necessary because disadvantageously, the slide valve VNC has no 100% leakage. This leakage has its cause in the required for the displacement of the slide element game between this slide element and the valve body.
  • fuel enters and is compressed in the high-pressure pump HP, with the result that the pressure in the high-pressure accumulator R increases when the injectors Inj do not deliver fuel to the internal combustion engine, ie no consumer is connected to the high-pressure accumulator R.
  • the HPV high-pressure control valve the pressure is released in such operating states.
  • Both the flow control valve VNC, the high and low pressure pumps HP and NP, the high pressure control valve HPV and the injectors Inj are controlled by a controller (not shown).
  • One of the FIG. 4 appropriate common rail system is, for example, from the DE 60 2005 003 427 T2 known, in which a slide valve is used as a flow control valve, which is closed in the de-energized state.
  • a slide valve is used as a flow control valve, which is closed in the de-energized state.
  • an improved construction of a slide valve is proposed. This improved construction relates to the design of the slider element.
  • the invention has the object of developing a common rail system of the type mentioned in such a way that the disadvantages known from the prior art are avoided, in particular a simple structure with few components is made possible.
  • This common rail system for an internal combustion engine of a vehicle comprises a high-pressure pump which supplies high-pressure fuel to a high-pressure accumulator, from which the fuel is supplied to at least one injection valve of the internal combustion engine, and a low-pressure pump for conveying fuel from a fuel tank via a delivery line to the high-pressure pump and finally a flow control valve as an electromagnetic switching valve, which is arranged in the delivery line for controlling the amount of fuel supplied from the high-pressure pump to the high-pressure accumulator.
  • the flow control valve is formed as a ball seat valve with an inlet port connected to the low pressure pump and an outlet port connected to the high pressure pump, which is open in the de-energized state.
  • Such ball seat valves as electromagnetic switching valves, which are open in the de-energized state, are, for example, from the DE 40 41 377 A1 or the EP 1 241 338 A1 known.
  • DE 102 51 014 A1 discloses an electromagnetic control valve for fuel injection liners of internal combustion engines, which is designed as a slide valve.
  • the valve is controlled by an adjustable valve piston with side openings that interact with the outlet openings of the valve.
  • the sealing of the valve via a sealing ball, which can be pressed by a plunger on the valve piston against a sealing ball seat.
  • the common rail system according to the invention is characterized in that the ball seat valve is formed with a valve seat and a valve ball, such that in the energized state of the ball seat valve by pressurization by the low pressure pump, the valve ball rests against the valve seat under closure of the inlet opening. In addition, pressed in the de-energized state, a valve lifter to the valve ball and lifts it from the valve seat.
  • valve ball Since the valve ball is located on the pressure side and is pressed against the valve seat exclusively by the fluid pressure of the low-pressure pump in the energized state of the ball seat valve, eliminates spring elements on the pressure side and therefore no spring tolerances must be respected or adjusted. It is achieved a high tightness and thus ensures complete freedom from leaks.
  • the ball seat valve is formed with a spring-biased valve tappet, such that for opening the inlet opening of the valve tappet in the de-energized state of the ball seat valve in a valve ball stands by the valve seat lifting operative connection.
  • the ball seat valve has a relative to a pole core displaceable armature, which receives the valve stem centrally.
  • the armature which receives the valve stem, working against a compression spring, which is located on the non-pressurized side.
  • the pole core has a central bore for receiving a compression spring, at one end the compression spring is supported against the armature and the other end against a bore on the armature facing away from the pole core occlusive closure part of the pole core is supported.
  • the spring force of the compression spring acting on the valve tappet can be adjusted depending on the penetration depth of the closure part into the pole core.
  • the armature is formed with a decentralized bore which connects the bore of the pole core with a valve ball-side valve chamber.
  • the common-rail system CRS after FIG. 1 consists of a high-pressure accumulator R with high-pressure fuel, which is supplied by means of injectors Inj an internal combustion engine (not shown).
  • the high-pressure accumulator R is connected via a high-pressure line L1 to a high-pressure pump HP, which is driven by an electric motor M1.
  • a driven by an electric motor M2 low pressure pump NP delivers fuel from a fuel tank KB, which is supplied via a delivery line L2 of the high-pressure pump HP, wherein in this delivery line L2 a ball seat valve VNO is arranged as a flow control valve, which is open as an electromagnetic switching valve in the de-energized state.
  • the high-pressure accumulator R is connected via a mechanical overpressure valve VÜ and a pressure relief line L3 to the delivery line L2 between the low-pressure pump NP and the ball seat valve VNO.
  • This pressure relief valve VÜ is required only for safety reasons in order to be able to discharge an overpressure in the high-pressure accumulator R in the event of a "worst case".
  • this common rail system comprises CRS according to FIG. 1 also a control unit (not shown), which controls the low pressure pump NP, the high pressure pump HP, the ball seat valve VNO and the injectors Inj via control lines (not shown) in response to sensor signals and operating condition of the internal combustion engine.
  • This common rail system CRS is characterized by the use of a ball seat valve VNO as a flow control valve, which is open in the de-energized state and controls the high-pressure pump HP supplied fuel flow.
  • the ball seat valve VNO In the idle state, ie in the de-energized state, the ball seat valve VNO is open, so that in case of failure or failure of this ball seat valve VNO funded by the low-pressure pump NP fuel can be delivered to the high-pressure pump, so that at least malfunctions are excluded with respect to the internal combustion engine.
  • Such a ball seat valve VNO shows FIG. 2 which accommodates in a valve housing 20 a centrally mounted pole core 8, which is partially enclosed by a toroidal coil, consisting of a arranged on a bobbin 15 coil winding 16.
  • a valve body 1 Connected to the pole core 8 via a connecting ring 13 is a valve body 1 with a central bore 1a, which forms a central receiving space 1b for an armature 5 on the pole core side.
  • the armature 5 carries centrally a valve stem 6, the pole core side, the end face of the armature 5 projects beyond and projects into a central bore 8 a of the pole core 8.
  • This bore 8a is closed at the end by a closure 11, wherein a disposed in the bore 8a of the pole core 8 compression spring 9 is supported on the one hand against this closure 11 and on the other hand against the adjacent end face of the armature 5 via a spring plate 7 present there.
  • the bore 8a of the pole core 8 goes on the anchor side in a stepped cylindrical bore 8b, whose diameter corresponds to the diameter of the armature 5, so that the armature 5 in energizing the coil winding 16 in this bore 8b of Polkerns 8 is pulled against the spring force of the prestressed compression spring 9 to the pole face of the pole core 8.
  • the surrounding this cylindrical bore ring 8c is formed as a control cone with an outer cone, which serves to adjust the magnetic force-stroke curve when the armature 5 from its rest position corresponding to the in FIG. 2 shown position is drawn by energizing the coil winding 16 in the direction of the pole face of the pole core 8.
  • the armature 5 is received by a sleeve 10 which extends over the region of the bore 1 b and the connecting ring 13.
  • the bore 1a of the valve body 1 extends into a valve chamber 1c and ends at an inlet port 1d, which is connected to the low-pressure pump NP.
  • valve chamber 1c takes a ball cage 3 for receiving a valve ball 4 and an adjoining valve seat 2 for the valve ball 4.
  • At least two diametrically opposite radial holes 1e are provided as an outlet opening 1e, which are guided on the high-pressure pump HP.
  • valve stem 6 starting from the pole core facing away from the end face of the armature 5 to such a length that in the in FIG. 2 illustrated rest position of the ball seat valve VNO, so in the de-energized state, the compression spring 9 the armature. 5 pushes completely into the bore 1b of the valve body 1 in the direction of the inlet opening 1d, while the valve stem 6 with a needle tip 6a lifts the valve ball 4 from the valve seat 2, so that the passage between the inlet port 1d and the outlet port 1e is released.
  • the armature 5 has a non-centered, parallel to the longitudinal axis extending bore 5a, which connects the two end faces.
  • the valve chamber 1c and the outlet openings 1e are connected to the bore 8a of the pole core 8, so that a pressure equalization between these spaces can take place during operation of the ball seat valve VNO, or builds up no pressure difference between these spaces.
  • a flange 12 is provided on the high pressure pump HP.
  • O-rings 14 and 21 of the valve body 1 are provided as sealing rings.
  • the bobbin 16 is encapsulated to form a connector 18 receiving plastic body 17, wherein a sealing disc 19 makes the seal against the environment.
  • FIG. 3 A schematic characteristic of the ball seat valve VNO according to Figure 2 shows FIG. 3 , which indicates the volume flow Q as a function of the current intensity I.
  • a high flow or volume flow of fluid, ie fuel is achieved, which decreases with increasing current, so with increasing current up to the value zero, ie until the ball seat valve VNO is closed. Because of the hysteresis properties of the electromagnet, the characteristic doubles in the middle range.

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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)
  • Magnetically Actuated Valves (AREA)
EP13750553.3A 2012-08-23 2013-08-14 Common-rail-system Not-in-force EP2888469B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012107764.9A DE102012107764A1 (de) 2012-08-23 2012-08-23 Common-Rail-System
PCT/EP2013/067020 WO2014029676A1 (de) 2012-08-23 2013-08-14 Common-rail-system

Publications (2)

Publication Number Publication Date
EP2888469A1 EP2888469A1 (de) 2015-07-01
EP2888469B1 true EP2888469B1 (de) 2019-04-24

Family

ID=49000474

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13750553.3A Not-in-force EP2888469B1 (de) 2012-08-23 2013-08-14 Common-rail-system

Country Status (6)

Country Link
US (1) US9765741B2 (zh)
EP (1) EP2888469B1 (zh)
CN (1) CN104583577B (zh)
DE (1) DE102012107764A1 (zh)
ES (1) ES2734990T3 (zh)
WO (1) WO2014029676A1 (zh)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015212387A1 (de) * 2015-07-02 2017-01-05 Robert Bosch Gmbh Elektromagnetisch betätigbares Saugventil für eine Hochdruckpumpe sowie Verfahren zur Herstellung eines solchen Saugventils
DE102015116240A1 (de) 2015-09-25 2017-03-30 Kendrion (Villingen) Gmbh Elektrischer Aktor einer Ventileinrichtung
DE102015119462A1 (de) 2015-11-11 2017-05-11 Kendrion (Villingen) Gmbh Elektromagnetischer Aktor für eine Ventileinrichtung
WO2018212289A1 (ja) * 2017-05-19 2018-11-22 アイシン・エィ・ダブリュ株式会社 リリーフ弁
DE102017222559B4 (de) * 2017-12-13 2021-03-11 Vitesco Technologies GmbH Verfahren und Vorrichtung zur Vorhersage des Ausfallzeitpunktes des Druckbegrenzungsventils einer Kraftstoffhochdruckpumpe eines Kraftfahrzeugs
CN111219279B (zh) * 2020-01-08 2021-07-09 一汽解放汽车有限公司 一种具有自保护功能的燃料喷射系统及压力控制方法
CN112138460B (zh) * 2020-10-02 2022-06-28 台州半城暖通科技有限公司 一种掀盖去磁过滤器

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4041377A1 (de) * 1989-12-28 1991-07-04 Aisin Aw Co 2-wege-elektromagnetventil
DE10251014A1 (de) * 2002-11-02 2004-05-19 Robert Bosch Gmbh Kraftstoffzumesseinheit für Kraftstoffeinspritzanlagen von Brennkraftmaschinen
DE69917552T2 (de) * 1998-09-29 2005-06-16 Eaton Electromagnetisches Druckregelventil

Family Cites Families (10)

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Publication number Priority date Publication date Assignee Title
JPH03157576A (ja) * 1989-11-15 1991-07-05 Aisin Aw Co Ltd 三方電磁弁及びその製造方法
DE19727785B4 (de) * 1997-06-30 2006-04-13 Robert Bosch Gmbh Mengenregelventil zur Steuerung von Flüssigkeiten
DE19846157A1 (de) 1998-10-07 2000-04-13 Bosch Gmbh Robert Pumpenanordnung zur Kraftstoffhochdruckerzeugung
EP1348864A4 (en) 2001-01-05 2005-03-16 Hitachi Ltd HIGH PRESSURE FUEL PUMP
JP4627603B2 (ja) * 2001-03-15 2011-02-09 日立オートモティブシステムズ株式会社 燃料供給装置
DE602005003427T2 (de) 2004-09-24 2008-09-18 Denso Corporation, Kariya Durchflussregelventil
DE102005027779A1 (de) * 2005-06-15 2006-12-28 Schultz, Wolfgang E., Dipl.-Ing. Elektromagnet mit Steuerkonus
DE102006054316A1 (de) 2006-07-18 2008-01-24 Robert Bosch Gmbh Verfahren zur Ermittlung eines Fehlers in einer Kraftstoffzumesseinheit eines Einspritzsystems
DE102007028960A1 (de) * 2007-06-22 2008-12-24 Robert Bosch Gmbh Hochdruckpumpe für ein Kraftstoffsystem einer Brennkraftmaschine
DE102008029979B4 (de) * 2008-06-24 2024-02-29 Robert Bosch Gmbh Betätigungsmagnet mit Antiklebescheibe

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4041377A1 (de) * 1989-12-28 1991-07-04 Aisin Aw Co 2-wege-elektromagnetventil
DE69917552T2 (de) * 1998-09-29 2005-06-16 Eaton Electromagnetisches Druckregelventil
DE10251014A1 (de) * 2002-11-02 2004-05-19 Robert Bosch Gmbh Kraftstoffzumesseinheit für Kraftstoffeinspritzanlagen von Brennkraftmaschinen

Also Published As

Publication number Publication date
CN104583577B (zh) 2018-11-20
EP2888469A1 (de) 2015-07-01
US9765741B2 (en) 2017-09-19
ES2734990T3 (es) 2019-12-13
CN104583577A (zh) 2015-04-29
DE102012107764A1 (de) 2014-04-10
WO2014029676A1 (de) 2014-02-27
US20150167611A1 (en) 2015-06-18

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