WO2018141546A1 - Clapet anti-retour et d'étranglement pour un accumulateur haute pression - Google Patents

Clapet anti-retour et d'étranglement pour un accumulateur haute pression Download PDF

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Publication number
WO2018141546A1
WO2018141546A1 PCT/EP2018/051078 EP2018051078W WO2018141546A1 WO 2018141546 A1 WO2018141546 A1 WO 2018141546A1 EP 2018051078 W EP2018051078 W EP 2018051078W WO 2018141546 A1 WO2018141546 A1 WO 2018141546A1
Authority
WO
WIPO (PCT)
Prior art keywords
valve
throttle
check
throttle valve
pressure accumulator
Prior art date
Application number
PCT/EP2018/051078
Other languages
German (de)
English (en)
Inventor
Peter Boehland
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 WO2018141546A1 publication Critical patent/WO2018141546A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • 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
    • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
    • F02M55/04—Means for damping vibrations or pressure fluctuations in injection pump inlets or outlets
    • 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
    • F02M63/0054—Check 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
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0056—Throttling valves, e.g. having variable opening positions throttling the flow

Definitions

  • the present invention relates to a non-return throttle valve for a high-pressure accumulator.
  • a high-pressure accumulator with a non-return throttle valve is known from DE 696 19 949 T2.
  • the known check-throttle valve is arranged in a fuel line from a high-pressure pump to the high-pressure accumulator and comprises a parallel circuit of a check valve and a throttle.
  • the non-return throttle valve serves to dampen
  • the present invention is the optimized damping of pressure waves between the high-pressure accumulator and one or more downstream injectors.
  • the non-return throttle valve according to the invention in particular for a high-pressure accumulator of a fuel injection system, has an optimized damping of pressure waves between the high-pressure accumulator and one or more downstream injectors. Especially for short
  • the non-return throttle valve is particularly well suited.
  • the non-return throttle valve on a valve housing, in which an inlet and an outlet are formed.
  • the check-throttle valve further includes a fluidic connection of the inlet to the outlet Parallel connection of a throttle bore and a closable further flow cross section.
  • In the valve housing acts a movable
  • a throttle is connected in series.
  • the valve housing can be made in one or more parts.
  • the throttle is cylindrical and has a
  • the throttle can be upstream or upstream
  • the throttle damps the pressure waves, which run back and forth between the high-pressure accumulator and the injector with the closing body - that is, with the valve seat open. Especially for short consecutive
  • the throttle is formed in the valve housing.
  • the spatial proximity to the valve seat allows a particularly good damping of pressure waves when the valve seat is open.
  • the non-return throttle valve is designed so particularly space-saving.
  • the throttle bore is formed in the closing body.
  • the closing body has several functionalities; This reduces the number of parts and the required space of the non-return throttle valve.
  • valve seat is formed on the one- or multi-part valve housing. This also leads to a reduction of the number of parts and the required installation space of the non-return throttle valve.
  • a stroke stop for the closing body is formed in the non-return throttle valve, wherein the stroke stop limits a maximum stroke of the closing body.
  • Stroke stop designed so that the closing body already at small Injection quantities of the injector is pressed against it.
  • the maximum stroke to 0.15 mm.
  • the stroke stop is formed on the valve housing, preferably opposite to the valve seat.
  • the closing body can be moved linearly defined between the valve seat and the stroke stop, resulting in a robust closing and opening behavior of the non-return throttle valve.
  • the throttle and the valve seat are cylindrical. Preferably, they are designed so that the throttle has a diameter of 0.95 mm and the valve seat has a diameter of 3.5 mm. This has been the best for the injection behavior of the injector
  • the non-return throttle valve has a plurality of throttle bores, which are preferably formed in the closing body.
  • Throttle holes greatly increased, resulting in a better damping effect of the throttle bores. This is particularly advantageous for the operating state of the closed valve seat.
  • the check-throttle valve has about 100 orifices, each having a diameter of 50 pm. These can be laser drilled, for example, and thus be tolerated very tightly.
  • this applies in combination with a diameter of the throttle of 0.95 mm and with a diameter of the valve seat of 3.5 mm.
  • the check-throttle valve is disposed in a high pressure accumulator for a fuel injection system.
  • High-pressure accumulator comprises a storage tube with one in the storage tube trained storage room.
  • the high-pressure accumulator has a
  • Supply port for supplying high-pressure fuel and a discharge port for discharging high-pressure fuel to an injector.
  • the high pressure accumulator faces downstream of the
  • a check-throttle valve is preferably arranged in each discharge connection.
  • Fig. 1 shows schematically a known from the prior art
  • Fuel injection system with only the essential areas are shown.
  • Fig. 2 is a check-throttle valve of the prior art in
  • Fig. 3 shows an inventive check-throttle valve in longitudinal section, wherein only the essential areas are shown.
  • Fig. 4 shows a high-pressure accumulator in longitudinal section with several of it
  • Embodiments of the invention Fig.l shows a known from DE 696 19 949 T2 fuel injection system 1.
  • the fuel injection system 1 comprises a fuel tank 8, a
  • Pre-feed pump 9 a high-pressure pump 7, a high pressure accumulator 4 and a plurality of injectors 2 (2a, 2b, 2e, 2f) for injecting fuel into the combustion chamber of an internal combustion engine.
  • the injection of the injectors 2 is controlled by electromagnetic control valves 3, which in turn are controlled by a control unit 83.
  • a pressure sensor 14 arranged on the high-pressure accumulator 4 determines the pressure of the fuel in a storage space of the high-pressure accumulator 4 and transmits this value to the control unit 83.
  • a supply port for supplying fuel under high pressure is arranged, which is conveyed by the high-pressure pump 7. Furthermore, four more at the high-pressure accumulator
  • Check valve 16 is arranged, which allows a volume flow of the fuel from the high pressure pump 7 to the high pressure accumulator 4 and which prevents a flow back to the high pressure pump 7.
  • a restriction, not shown, at the outlet of the high-pressure accumulator 4 for conducting to an injector 2 dampens the pressure oscillations, which are excited by the injection process of the injector 2 into the combustion chamber of the internal combustion engine.
  • This throttling is designed so that the pressure loss during the main injection of the injector 2 is not too large and at the same time the pressure oscillations are sufficiently attenuated.
  • the respective throttle to the injector 2 must be designed so that the pressure wave is extinguished. However, this throttle cross-section would be so small that again the pressure loss at the throttle would be too large.
  • a check valve can be used parallel to the throttle at the output of the high-pressure accumulator 4, which opens during the promotion, thereby preventing the throttling during injection. After injection, the check valve closes, and the throttle optimal for the Pressure damping is designed dampens the excited vibration optimally.
  • FIG. 2 shows a design of the check valve 16 from DE 696 19 949 12, wherein the check valve 16 is designed as a check-throttle valve 100.
  • the check-throttle valve 100 is between the coming of the high-pressure pump 7 fuel line 5 and the
  • High-pressure accumulator 4 is arranged, however, should be modified within the scope of the present invention and arranged at the outlet of the high-pressure accumulator 4.
  • the check-throttle valve 100 has a ball 28 and a valve seat 27, wherein the ball 28 is disposed in a ball seat 29 and is pressed by a spring 30 against the valve seat 27.
  • a groove opening 26 is formed, which still forms an open flow cross-section, more precisely just the throttle when the ball 28 on the valve seat 27.
  • the check-throttle valve 100 of DE 696 19 949 T2 is a
  • the check-throttle valve 100 has a high-pressure accumulator-side inlet 40 and an injector-side outlet 20.
  • the non-return throttle valve 100 comprises a valve housing 101, which in the embodiment of FIG. 3 has a valve body 102 and a valve cover 103 firmly connected thereto.
  • a through-passage 104 is formed in the axial direction, which forms a fluidic connection from the inlet 40 to the outlet - or from the high-pressure accumulator 4 to the injector 2 -.
  • Passage channel 104 has different diameters, ie different flow cross sections.
  • valve cover 103 valve seat 106.
  • valve spring 107 presses the closing body 105 against the valve seat 106.
  • the closing body 105 is a throttle bore 108th
  • the closing body 105 defines an injector-side first valve space 111 and opposite a high-pressure accumulator-side second valve space 112, which are fluidly connected to each other directly through the throttle bore 108.
  • the first valve space 111 is formed adjacent to the outlet 20, and the second valve space 112 is formed adjacent to the inlet 40.
  • Orifice 108 to a pressure difference between the first Valve space 111 and the second valve chamber 112. If the pressure of the first valve chamber 111 connected to the injector 2 drops so far that the valve spring 107 is no longer able to hold the closing body 105 in the valve seat 106, then the closing body 105 raises due to the comparatively high pressure in the second valve chamber 112 from the valve seat 106 and thus releases a further flow cross-section 109 from the second valve chamber 112 to the first valve chamber 111.
  • a throttle 110 is formed in the through-hole 104, which leads to the parallel circuit from the other
  • the throttle 110 can be arranged either injector side or high pressure accumulator side. Both variants are shown in FIG. 3 for this illustration.
  • the throttle 110 is a constriction of the
  • throttle 110 which is preferably arranged directly upstream or downstream of the non-return throttle valve 100 between the inlet 40 and the outlet 20, a defined flow at the open check throttle valve 100 - ie when released further flow cross-section 109 - set.
  • the injected fuel quantity of the subsequent injection for example, the so-called
  • Main injection or the fuel quantity of the pilot injection changed then change in the undamped case, the injected fuel quantity and the course of the main injection.
  • An attenuation of this quantity wave by the throttle 110 reduces this disadvantageous influence.
  • the check-throttle valve 100 has a stroke limiter for the closing body 105.
  • a stroke stop 115 is formed on the valve housing 101, in the embodiment of Figure 3 on the valve body 102.
  • the stroke h of the closing body 105 is limited to a maximum stroke f.
  • the maximum stroke f of the closing body 105 is achieved even with small injection quantities of the injector 2.
  • Knock-throttle valve 100 thus has a longer life.
  • a plurality of small throttle bores 108 are formed in the closing body 105.
  • Throttle holes 108 as an alternative to a single bore results in a
  • Design of the rail throttle valve 100 is not significant because at lower
  • the high-pressure accumulator 4 has a storage tube 41, which surrounds a storage space 42.
  • High-pressure accumulator 4 is for a fuel injection system for
  • a plurality of discharge ports 43 are formed for fuel pressure lines to injectors, not shown. Furthermore, a supply port 47 to a high-pressure pump, not shown on the
  • Storage tube 41 is formed. In addition, on the storage pipe 41
  • the attachment component 14 is a
  • Attachment component 49 is a pressure valve, preferably a pressure regulating valve for regulating the pressure in the storage space 42.
  • the pressure valve 49 and the pressure sensor 14 are arranged at mutually remote ends of the high-pressure accumulator 4.
  • the distribution of these add-on components 14, 49 on the high pressure accumulator 4 is basically arbitrary.
  • the high-pressure accumulator 4 is in particular for a fuel injection system
  • a common rail system suitable. From a high-pressure pump, not shown, fuel is at high pressure via the supply port
  • each a check-throttle valve 100 is used according to one of the embodiments described above, in such a way that the respective inlet 40 of the check-throttle valve 100 opens into the storage space 42 of the high-pressure accumulator 4.

Landscapes

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

Abstract

L'invention concerne un clapet anti-retour et d'étranglement (100), en particulier pour un accumulateur haute pression (4), le clapet anti-retour et d'étranglement (100) comprenant un carter (101) de clapet. Une entrée (40) et une sortie (20) sont formées dans le carter (101) de clapet. Le clapet anti-retour et d'étranglement (100) présente, pour la liaison fluidique entre l'entrée (40) et la sortie (20), un montage en parallèle constitué d'un orifice (108) d'étranglement et d'une autre section d'écoulement (109) pouvant être fermée. Dans le carter (101) de clapet, un corps de fermeture (105) mobile coopère avec un siège (106) de clapet pour ouvrir et fermer l'autre section d'écoulement (109). Un étranglement (110) est monté en série par rapport au montage parallèle.
PCT/EP2018/051078 2017-02-01 2018-01-17 Clapet anti-retour et d'étranglement pour un accumulateur haute pression WO2018141546A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017201580.2 2017-02-01
DE102017201580.2A DE102017201580A1 (de) 2017-02-01 2017-02-01 Rückschlag-Drossel-Ventil für einen Hochdruckspeicher

Publications (1)

Publication Number Publication Date
WO2018141546A1 true WO2018141546A1 (fr) 2018-08-09

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PCT/EP2018/051078 WO2018141546A1 (fr) 2017-02-01 2018-01-17 Clapet anti-retour et d'étranglement pour un accumulateur haute pression

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DE (1) DE102017201580A1 (fr)
WO (1) WO2018141546A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114623029A (zh) * 2022-02-24 2022-06-14 哈尔滨工程大学 一种双活塞串连阻容式燃油压力波动耗散装置
US11713740B1 (en) * 2022-02-24 2023-08-01 Harbin Engineering University High-pressure common rail fuel injector capable of achieving highly stable injection based on throttling damping accommodating effect

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT522135B1 (de) * 2019-01-22 2020-10-15 Avl List Gmbh Druckregeleinrichtung für ein Kraftstoffverbrauchsmesssystem
DE102020201030A1 (de) * 2020-01-29 2021-07-29 Robert Bosch Gesellschaft mit beschränkter Haftung Hydraulisch betätigbares Ventil für einen Hochdrucktank
CN114635817B (zh) * 2022-02-24 2023-02-10 哈尔滨工程大学 一种基于两级活塞弹簧系统的压力波动抑制装置

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2193262A (en) * 1986-08-01 1988-02-03 Lucas Ind Plc Valve assembly
JPH08296521A (ja) * 1995-02-28 1996-11-12 Isuzu Motors Ltd インジェクタの針弁制御装置
EP0995902A2 (fr) * 1998-10-22 2000-04-26 Nippon Soken, Inc. Système d'alimentation en carburant pour amortir des variations de pression de carburant et procédé pour sa conception
WO2002001064A1 (fr) * 2000-06-29 2002-01-03 Bosch Automotive Systems Corporation Dispositif d'alimentation en carburant d'un accumulateur
DE69619949T2 (de) 1995-12-19 2002-11-14 Nippon Soken Speicherkraftstoffeinspritzvorrichtung
US20050067024A1 (en) * 2003-09-25 2005-03-31 Herbert Strahberger Reverse-flow throttle valve

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2193262A (en) * 1986-08-01 1988-02-03 Lucas Ind Plc Valve assembly
JPH08296521A (ja) * 1995-02-28 1996-11-12 Isuzu Motors Ltd インジェクタの針弁制御装置
DE69619949T2 (de) 1995-12-19 2002-11-14 Nippon Soken Speicherkraftstoffeinspritzvorrichtung
EP0995902A2 (fr) * 1998-10-22 2000-04-26 Nippon Soken, Inc. Système d'alimentation en carburant pour amortir des variations de pression de carburant et procédé pour sa conception
WO2002001064A1 (fr) * 2000-06-29 2002-01-03 Bosch Automotive Systems Corporation Dispositif d'alimentation en carburant d'un accumulateur
US20050067024A1 (en) * 2003-09-25 2005-03-31 Herbert Strahberger Reverse-flow throttle valve

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114623029A (zh) * 2022-02-24 2022-06-14 哈尔滨工程大学 一种双活塞串连阻容式燃油压力波动耗散装置
US11713740B1 (en) * 2022-02-24 2023-08-01 Harbin Engineering University High-pressure common rail fuel injector capable of achieving highly stable injection based on throttling damping accommodating effect

Also Published As

Publication number Publication date
DE102017201580A1 (de) 2018-08-02

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