WO2024114994A1 - Dispositif de distribution de carburant pour système d'alimentation en carburant pour alimenter en carburant gazeux un moteur à combustion interne, et système d'alimentation en carburant - Google Patents

Dispositif de distribution de carburant pour système d'alimentation en carburant pour alimenter en carburant gazeux un moteur à combustion interne, et système d'alimentation en carburant Download PDF

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Publication number
WO2024114994A1
WO2024114994A1 PCT/EP2023/078735 EP2023078735W WO2024114994A1 WO 2024114994 A1 WO2024114994 A1 WO 2024114994A1 EP 2023078735 W EP2023078735 W EP 2023078735W WO 2024114994 A1 WO2024114994 A1 WO 2024114994A1
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WO
WIPO (PCT)
Prior art keywords
fuel
valve
distribution device
connection
fuel distribution
Prior art date
Application number
PCT/EP2023/078735
Other languages
German (de)
English (en)
Inventor
Markus Schetter
Stefan PFUHL
Stephan Wehr
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 WO2024114994A1 publication Critical patent/WO2024114994A1/fr

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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
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/0245—High pressure fuel supply systems; Rails; Pumps; Arrangement of 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
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/023—Valves; Pressure or flow regulators in the fuel supply or return system
    • F02M21/0239—Pressure or flow regulators therefor
    • 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
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/023—Valves; Pressure or flow regulators in the fuel supply or return system
    • F02M21/0242—Shut-off valves; Check valves; Safety valves; 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
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F02M21/02—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form for gaseous fuels
    • F02M21/0218—Details on the gaseous fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02M21/0293—Safety devices; Fail-safe measures

Definitions

  • the invention relates to a fuel distribution device and a fuel supply system according to the preambles of the independent claims.
  • a fuel supply system for supplying an internal combustion engine with gaseous fuel, for example hydrogen is generally known on the market.
  • gaseous fuel for example hydrogen
  • Such an internal combustion engine can be used, for example, to drive motor vehicles.
  • the hydrogen can be stored in liquid form in a tank-like fuel storage unit, for example under relatively high pressure, for example 700 bar. From there it passes through a high-pressure pressure control device to a low-pressure pressure control device and then to a fuel distribution device, which is functionally similar to the known fuel rail in an internal combustion engine with gasoline or diesel direct injection.
  • the high-pressure pressure control device typically regulates the gas pressure down to, for example, around 40-50 bar, while the low-pressure pressure control device regulates the gas pressure further down, typically to a pressure of around 10-20 bar.
  • One or more injectors are usually connected to the fuel distribution device, which inject the gaseous fuel directly into the combustion chambers of the internal combustion engine (H2 direct injection) or into a prechamber (port fuel injection).
  • the fuel supply system typically includes a safety valve.
  • the safety valve is designed as a shut-off valve device. When the internal combustion engine is switched off, the shut-off valve device is closed, and the shut-off valve device opens when the internal combustion engine is to be started. When the internal combustion engine is switched off, the shut-off valve device is designed to prevent unwanted gas leakage into the fuel distribution device or from the injectors in the event of a leak.
  • valve device is arranged exactly where the valve device is intended to perform its function. Undesirable dead volumes are avoided or at least reduced in this way. In particular, if the valve device is a shut-off valve device, the volume of gas that can escape unintentionally in the case of a leaking injector or a leaking distribution chamber is reduced.
  • a fuel distribution device for a fuel supply system for supplying an internal combustion engine with gaseous fuel can be, for example, hydrogen, in particular gaseous hydrogen.
  • the hydrogen is therefore used for internal engine combustion.
  • the internal combustion engine can essentially be a typical piston internal combustion engine, such as those used in motor vehicles or stationary generators.
  • the hydrogen can be stored in liquid form in a fuel storage tank under relatively high pressure, for example 700 bar. From there, it can be High-pressure pressure control device to a low-pressure pressure control device and then to a fuel distribution device, which is functionally similar to the fuel rail in an internal combustion engine with gasoline or diesel direct injection.
  • the fuel distribution device typically comprises a first connection or several first connections, to each of which an injector is connected. The injectors blow the fuel directly into the combustion chambers of the internal combustion engine (H2 direct injection) or into a prechamber (port fuel injection).
  • the fuel distribution device further comprises a second connection to which a supply line for supplying gaseous fuel into the fuel distribution device is connected.
  • a distribution chamber in which a gas volume is stored under a desired pressure is arranged fluidically between the first connection and the second connection.
  • the first connection or connections is/are typically arranged in the region of the distribution chamber.
  • the high-pressure pressure control device typically regulates the gas pressure down to, for example, approximately 40-50 bar
  • the low-pressure pressure control device regulates the gas pressure further down, typically to a pressure of approximately 10-20 bar.
  • the low-pressure pressure control device (HIPR) regulates the pressure and thus the mass or volume flow in the distribution chamber or to the distribution chamber of the fuel distribution device according to the specific requirements.
  • the HIPR can comprise at least one pressure control valve, typically a proportional valve.
  • the fuel distribution device comprises a valve device, in particular a shut-off valve device, which is arranged fluidically between the second connection and the distribution chamber.
  • the valve device thus functionally influences the conditions directly in the distribution chamber of the fuel distribution device.
  • the second connection is formed in the area of the valve device or on the valve device. This simplifies the structural design of the fuel distribution device and minimizes the gas volume in the fuel distribution device which is arranged upstream of the valve device and therefore cannot be functionally influenced by the valve device.
  • the fuel distribution device has an adapter section which comprises: a first region which is fluidically connected to the distribution chamber, a second region which comprises the second connection, and a third region to which a housing of the valve device is attached.
  • the adapter section itself can be manufactured relatively inexpensively. If the valve device is, for example, a shut-off valve device, this can be implemented to a large extent using components of a known quantity control valve, as is known from the market for high-pressure fuel pumps.
  • Such a quantity control valve typically comprises a magnet assembly with an actuator which, when used in a high-pressure fuel pump, can temporarily block an inlet valve of the high-pressure fuel pump, designed as a check valve, in the open position.
  • a magnet assembly of such a quantity control valve with its housing can be adopted largely unchanged and attached to the adapter section.
  • the second connection and an electrical connection of the valve device are arranged at least approximately parallel to one another. If the second connection and the electrical connection point essentially in the same direction, assembly is simplified. If, on the other hand, the electrical connection and the second connection point essentially in diametrically opposite directions, operational reliability can be increased under certain circumstances.
  • a valve seat for a valve element of the valve device is arranged on a housing of the fuel distribution device. This means that a separate valve seat on the valve device can be omitted. This further simplifies the structure of the fuel distribution device, which can save costs. This applies in particular to the case already described above in which a Adapter section is provided for coupling the valve device. In this case, the valve seat could be present on the adapter section. Functionally, the adapter section would then be assigned to the housing of the fuel distribution device.
  • it comprises an elongated, for example a tubular housing, and that the valve device is arranged at an axial end region of the housing. This simplifies both the assembly of the valve device and the connection of the injectors.
  • valve device is arranged in an opening in the housing that extends parallel to a longitudinal axis of the housing.
  • the valve device can be attached, for example screwed, at least indirectly to an end face of a housing of the fuel distribution device.
  • a longitudinal axis of a valve element of the valve device runs parallel to the longitudinal axis of the housing of the fuel distribution device. This also simplifies the manufacture of the fuel distribution device and, in addition, the radial dimensions of the fuel distribution device are kept small.
  • the invention also includes a fuel supply system for supplying an internal combustion engine with gaseous fuel, comprising a fuel reservoir, at least one pressure control device, a fuel distribution device arranged downstream of the pressure control device and at least one injector connected to the fuel distribution device.
  • a fuel supply system for supplying an internal combustion engine with gaseous fuel, comprising a fuel reservoir, at least one pressure control device, a fuel distribution device arranged downstream of the pressure control device and at least one injector connected to the fuel distribution device.
  • the fuel distribution device is designed in the manner described above.
  • Figure 1 is a schematic representation of a fuel supply system for supplying an internal combustion engine with gaseous fuel, including a fuel distribution device and a shut-off valve device;
  • FIG. 2 is a perspective view of the fuel distribution device and the shut-off valve device of Figure 1;
  • Figure 3 is a side view of the fuel distribution device and the shut-off valve device of Figure 1;
  • Figure 4 is a longitudinal section through the fuel distribution device and the shut-off valve device of Figure 1;
  • FIG. 5 is a hydraulic equivalent circuit diagram of the shut-off valve device of Figure 1;
  • Figure 6 is a perspective view of an axial end portion of the fuel distribution device of Figure 1 with the shut-off valve device;
  • Figure 7 shows a longitudinal section through the axial end region of Figure 5.
  • a fuel supply system is shown in Figure 1 as a whole with the reference number 10. It serves to supply an internal combustion engine (not shown) with a fuel, in particular a gaseous fuel, in this case for example gaseous hydrogen.
  • a fuel in particular a gaseous fuel, in this case for example gaseous hydrogen.
  • the hydrogen is stored in liquid form under high pressure, for example approximately 700 bar, in a tank-like fuel storage unit 12. This can be filled via a filling connection 14.
  • an integrated unit 16 comprising a tank valve for filling and dispensing hydrogen into or from the fuel storage 12 and a temperature sensor for detecting the temperature of the gaseous hydrogen coming from the fuel storage 12 is arranged in the fuel storage 12.
  • the gaseous hydrogen first reaches a filter 20 via a pressure line 18 and from there to a high-pressure pressure control device 22. This reduces the pressure of the gaseous hydrogen to a pressure in the range of 40-50, in particular approximately 44 bar, for example.
  • the pressure line 18 leads from the high-pressure pressure control device 22 to a pressure sensor 24, another filter 26 and an optional temperature control device 28 and finally to a low-pressure pressure control device 30.
  • the low-pressure pressure control device 30 comprises, for example, two hydraulically parallel pressure control valves 34 and a low-pressure pressure sensor 36.
  • the two pressure control valves 34 are identically constructed and are typically proportional valves.
  • the low-pressure pressure control device 30 reduces the pressure in the pressure line 18 again from the inlet-side pressure of approximately 40-50 bar, as an example, to a pressure of approximately 10-20 bar, in particular approximately 15 bar.
  • the pressure line 18 leads to a combined shut-off valve device 37 with a fuel distribution device 38, which can be designed as an elongated pipe in the manner of a typical fuel rail, as is known from gasoline and diesel fuel systems.
  • a fuel distribution device 38 which can be designed as an elongated pipe in the manner of a typical fuel rail, as is known from gasoline and diesel fuel systems.
  • the gas pressure prevailing in the fuel distribution device 38 is detected by a pressure sensor 40.
  • injectors 42 are connected to the fuel distribution device 38, which inject the gaseous hydrogen directly into combustion chambers 44 of the internal combustion engine.
  • the gaseous hydrogen is mixed with atmospheric oxygen in the combustion chambers 44, and this mixture is ignited by a respective ignition device 46.
  • a respective ignition device 46 Typically, this is
  • the internal combustion engine is a 2-stroke or 4-stroke piston internal combustion engine of a largely standard design.
  • such an internal combustion engine is used to drive a motor vehicle. However, it can also be used stationary, for example, to drive a generator to generate electricity.
  • the fuel supply system 10 and its components are controlled by an electronic control and regulating device 48, which has one or more corresponding microprocessors, a memory for program code, etc. This receives signals from, among others, the temperature sensor 16, the pressure sensor 24, the pressure sensor 40, etc.
  • the control and regulating device 48 controls various components of the fuel supply system 10, including the low-pressure pressure control device 30 and the ignition devices 46.
  • a control device 50 is also controlled by the control and regulating device 48, which in turn specifically controls or regulates the operation of the fuel storage device 12.
  • the fuel distribution device 38 comprises a tubular housing 52 with a longitudinal axis 54, a central section 55 and, in the present case, a total of six first connections 56, whereby an injector 42 can be connected to each first connection 56.
  • the first connections 56 are in the present case designed as screw connectors which extend orthogonally to the longitudinal axis 54 in the radial direction.
  • the pressure sensor 40 is arranged on the housing 52 at the right axial end in the figures.
  • the fuel distribution device 38 further comprises a second connection 58 to which the pressure line 18 can be connected for supplying the gaseous fuel to the fuel distribution device 38.
  • the second connection 58 is arranged in the present case on an adapter section 60 of the housing 52 and, in the present case, also extends, for example, orthogonally to the longitudinal axis 54 in the radial direction to the tubular housing 52 and parallel to the first connections 56.
  • the adapter section 60 forms an axial end region of the housing 52. It is screwed to an axial end face of the central section 55.
  • the shut-off valve device 37 is arranged on the adapter section 60 of the housing 52 and thus on its axial end region, and thus the second connection 58 is formed in the region of the shut-off valve device 37.
  • An electrical connection 62 of the shut-off valve device 37 is arranged parallel to the second connection 58 and extends in the same direction as the second connection 58. In an embodiment not shown, the electrical connection can also extend diametrically opposite to the second connection.
  • an essentially cylindrical distribution chamber 64 extends in the tubular housing 52 parallel or coaxially to the longitudinal axis 54. This is arranged fluidically between the first connections 56 and the second connection 58. As will be explained further below, the shut-off valve device 37 is in turn arranged fluidically between the second connection 58 and the distribution chamber 64. In this way, the shut-off valve device 37 can separate the distribution chamber 64 from the second connection 58. In the event of a leak, for example at one of the injectors 42 and/or the distribution chamber 64, an undesirable escape of gas from the pressure line 18 can be prevented.
  • shut-off valve device 37 The arrangement and design of the shut-off valve device 37 will now be explained in more detail with reference to Figures 5-7.
  • the structural design of the shut-off valve device 37 is to be understood as merely an example.
  • the shut-off valve device 37 can be structurally different. Typically, however, it is closed without current and is designed in such a way that only comparatively little electrical energy is required to keep it open.
  • the very basic hydraulic structure of the shut-off valve device 37 is shown in Figure 5.
  • the shut-off valve device 32 comprises an inlet 66 and an outlet 68.
  • the inlet 66 is identical to the second connection 58.
  • the outlet 68 leads to the distribution chamber 64.
  • the shut-off valve device 37 includes two valves arranged hydraulically parallel to one another, namely a first valve 70 and a second valve 72. Both valves 70 and 72 are designed as switching valves, each with a closed and an open switching position.
  • the first valve 70 has a first valve element, not yet shown in Figure 5, which is acted upon in the closing direction by a first pre-tensioning device 74 and which can be acted upon in the opening direction by a controllable actuator 76.
  • the actuator 76 can be, for example, an electromagnetic actuator, as is known from quantity control valves for controlling the delivery quantity of piston pumps in diesel and gasoline fuel systems.
  • the first valve element of the first valve 70 is also subjected to the fluid pressure prevailing at the inlet 66 in the closed position and the fluid pressure prevailing at the outlet 68 in the open position, which is indicated by corresponding dashed lines.
  • the flow cross section of the first valve 70 is relatively small in the open position, which is indicated in Figure 5 by a throttle 78.
  • the second valve 72 has a second valve element, also not shown in Figure 5, which is acted upon in the opening direction by a second prestressing device 80 and which is also acted upon in the closing direction by the fluid pressure prevailing at the inlet 66 and in the opening direction by the fluid pressure prevailing at the outlet 68, which in turn is indicated by corresponding dashed lines.
  • a prestressing force F1 of the first prestressing device 74 is greater than a prestressing force F2 of the second prestressing device 80.
  • the second valve 72 is mechanically coupled to the first valve 70 in the closing direction such that it closes or is closed when the first valve 70 closes or is closed. The coupling is such, however, that the first valve 70 can open without the second valve 72 being mechanically forced into the open position.
  • the mechanical coupling is indicated in Figure 5 by a dash-dotted line 82.
  • the shut-off valve device 37 functions as follows: if the internal combustion engine is not in operation and the fuel supply system 10 is switched off, the actuator 76 is not actuated, i.e. without current. The preload force F1 of the first preload device 74 pushes the first valve 70 into the closed position, and this also forces the second valve 72 into the closed position. The shut-off valve device 37 is thus closed as a whole, and the distribution chamber 64 is separated from the second connection 58.
  • the above-mentioned exemplary fluid pressure of approximately 15 bar prevails at the inlet 68.
  • the first valve element is opened against the preload force F1 of the first preload device 74 and against the hydraulic force of the fluid pressure prevailing at the inlet 66. Hydrogen gas thus flows through the throttle 78 to the outlet 68, whereby the pressure there increases and the pressure at the inlet 66 decreases. Due to this changing pressure difference between the inlet 66 and outlet 68 and the preload force F2 of the second preload device 80, the second valve element of the second valve 72 is pressed into the open position. This releases the comparatively large opening cross-section of the second valve 72, so that hydrogen gas can now flow largely unhindered from the inlet 66 to the outlet 68. The pressure at the outlet 68 is now only slightly lower than at the inlet 66.
  • shut-off valve device 37 If the shut-off valve device 37 is to be closed again, the activation of the actuator 76 is terminated, i.e. it is de-energized, for example. Due to the preload force F1 of the first preload device 74, the first valve element of the first valve 70 is now pushed into the closed position. Due to the mechanical coupling 82, it takes the second valve element of the second valve 72 with it into the closed position against the preload force F2 of the second preload device 80.
  • the actuator 78 comprises a magnet assembly 84, which is identical to the magnet assemblies of the above-mentioned quantity control valves of petrol and diesel fuel pumps. It comprises a fluid-tight housing 86 with a present example ring-shaped electromagnet 88, which is connected to the electrical connection 62.
  • the magnet assembly 84 also includes a ring-shaped armature 92, one end of which is adjacent to a pole body 93. This is firmly connected to a needle-like valve tappet 94 (hence also referred to as a "valve needle”), which can also be designed very similarly to typical valve tappets of the said quantity control valves.
  • An annular collar 96 is provided on the valve tappet 94, and a counterholder 100 is pressed into a connecting piece 98 which connects the housing 86 to the adapter section 60.
  • the above-mentioned first pre-tensioning device 74 is clamped in the form of a spiral spring between the annular collar 96 and the counterholder 100.
  • the connecting piece 98 also contains a stop plate 102 which interacts with a section of the annular collar 96 in such a way that a movement of the valve tappet 94 to the left in Figure 7 is thereby limited.
  • a cup-shaped element 104 is placed on the right end of the valve tappet 94 in Figure 7, which comprises a plate-like base 106, a cylindrical peripheral wall 108 and an annular collar 110 extending radially outward from the upper edge of the peripheral wall 106 in the figures.
  • the plate-like base 106 there is a comparatively small central through-opening which forms the throttle 78 mentioned above.
  • Through-openings are present in the cylindrical peripheral wall 108.
  • the cup-shaped element 104 is guided in a sliding fit on the valve tappet 94 through the inside of the peripheral wall 108.
  • An annular surface (without reference symbol) of the base 106 facing the valve tappet 94 is slightly conical, and an end face (without reference symbol) of the valve tappet 94 facing the base 106 is slightly spherical. In this way, in the relative position of the valve tappet 94 to the pot-shaped element 104 shown in Figure 7, the end face of the valve tappet 94 rests linearly on the annular surface of the base 106 in an area just radially outside of the central through-opening 78.
  • the adapter section 60 has a first region 114 which, in the manner of a nozzle, fits into a receiving opening 116 on the central section 55 of the housing 52 introduced and sealed against it by an O-ring 118. Furthermore, the adapter section 60 has a region orthogonal to the first region 114, which comprises the second connection 58 or, in the present case, forms it by way of example. Finally, the adapter section 60 also comprises a third region 120, which is arranged coaxially to the first region 114 and diametrically opposite thereto in the axial extension of the distribution chamber 64, and which serves to receive and attach the connecting piece 98 of the shut-off valve device 37. In this respect, the adapter section 60 is designed in the manner of a T-connecting piece.
  • valve tappet 94 While the valve tappet 94 with its end-side spherical face forms the first valve element of the first valve 70 mentioned above in connection with Figure 5, the cup-shaped element 104 forms the second valve element of the second valve 72 mentioned above in connection with Figure 5.
  • the bottom 106 of the cup-shaped element 104 forms a valve seat for the valve tappet 94, whereas an edge 122 facing the shut-off valve device 37 of a channel forming the outlet 68 of the shut-off valve device 37 in the first region 114 of the adapter section 60 forms a valve seat for the cup-shaped element 104.
  • valve seat 122 for the valve element 104 of the shut-off valve device 37 is ultimately arranged on the housing 52 of the fuel distribution device 37, namely on the adapter section 60. It can also be seen that the magnet assembly 84, the valve tappet 94 and the connecting piece 98 are arranged parallel, essentially even coaxially, to the longitudinal axis 54 of the housing 52 and to the receiving opening 116. In particular, it can be seen that a longitudinal axis of the valve tappet 94, which forms the first valve element of the shut-off valve device 37, runs parallel or coaxially to the longitudinal axis 54.
  • the second pre-tensioning device 80 which in the present case is also formed by a spiral spring, is clamped between the adapter section 60 and the annular collar 110. While the valve tappet 94 is made of metal, the pot-shaped element 104 is made of a sealing plastic, for example an elastomer material, PEEK, PTFE, Vespel or similar sealing materials. Connecting piece 98 is preferably welded to adapter section 60, for example by KEEP welding or laser welding.
  • the shut-off valve device 37 shown in Figures 6-7 functions as follows: when the shut-off valve device 37 is closed, the electromagnet 88 is de-energized. The valve tappet 94 is thus pressed with its spherical end face by the first pre-tensioning device 74 in Figure 7 to the right against the base 106 of the pot-shaped element 104, and this in turn is pressed against the edge 122 at the outlet 68 in the adapter section 60. This creates the above-mentioned mechanical coupling 82 between the first valve element 94 of the first valve 70 and the second valve element 104 of the second valve 72 in the closing direction. As already mentioned in connection with Figure 5, the pre-tensioning force F1 of the first pre-tensioning device 74 acting in the closing direction is greater than the pre-tensioning force F2 of the second pre-tensioning device 80 acting in the opening direction.
  • valve tappet 94 If the electromagnet 88 is energized, the armature 92 in Figure 7 is pushed to the left and thus the valve tappet 94, which is firmly connected to the armature 92, is pushed against the preload force F1 of the first preload device 74 away from the valve seat on the base 106 of the second valve element 104. The end face of the valve tappet 94 is thus lifted off the valve seat. This is also made easier by the fact that the fluid pressure prevailing at the inlet 66 can act over a large area of the end face on the valve tappet 94.
  • hydrogen gas can flow from the inlet 66 via the radial through-openings in the peripheral wall 108 of the pot-shaped element 104 and the central through-opening or throttle 78 to the outlet 68, whereby the pressure at the outlet 68 increases, as already explained above in connection with Figure 5, and whereby the pressure at the inlet 66 decreases, as also already explained above.
  • the pressure difference acting in the closing direction of the second valve element 104 between the annular surface on the base 106 facing the valve tappet 94 and the annular surface on the second valve element 104 facing the outlet 68 decreases until the preload force F2 of the second preload device 80 acting in the opening direction is sufficient to release the second valve element 104 from the Valve seat 122 to lift off.
  • the hydrogen gas can now also flow through the resulting annular gap between the second valve element 104 and the valve seat 122 from the inlet 66 to the outlet 68.
  • the electromagnet 88 continues to be energized.
  • shut-off valve device 37 If the shut-off valve device 37 is to be closed again, the current supply to the electromagnet 88 is stopped, whereby the valve tappet 94 is pressed against the second valve element 104 by the preload force F1 of the first preload device 74 and the latter is thereby carried along and finally pressed against the valve seat 122.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

L'invention concerne un dispositif de distribution de carburant (38) pour un système d'alimentation en carburant (10) pour alimenter en carburant gazeux un moteur à combustion interne, ledit dispositif de distribution de carburant comprenant : au moins un premier raccordement auquel un injecteur pour injecter le carburant dans une chambre de combustion peut être raccordé ; au moins un second raccordement (58) auquel une ligne d'alimentation pour fournir du carburant gazeux au dispositif de distribution de carburant (38) peut être raccordée ; et une chambre de distribution (64) positionnée de manière fluidique entre le premier raccordement et le second raccordement (58). Selon l'invention, le dispositif de distribution de carburant (38) comprend un dispositif de soupape, en particulier un dispositif de soupape d'arrêt (37), qui est positionné de manière fluidique entre le second raccordement (58) et la chambre de distribution (64).
PCT/EP2023/078735 2022-12-02 2023-10-17 Dispositif de distribution de carburant pour système d'alimentation en carburant pour alimenter en carburant gazeux un moteur à combustion interne, et système d'alimentation en carburant WO2024114994A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022213024.3A DE102022213024A1 (de) 2022-12-02 2022-12-02 Brennstoffverteileinrichtung für ein Brennstoffversorgungssystem zur Versorgung einer Brennkraftmaschine mit gasförmigem Brennstoff, sowie Brennstoffversorgungssystem
DE102022213024.3 2022-12-02

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WO2024114994A1 true WO2024114994A1 (fr) 2024-06-06

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WO (1) WO2024114994A1 (fr)

Citations (3)

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Publication number Priority date Publication date Assignee Title
DE102013219025A1 (de) * 2013-09-23 2015-03-26 Continental Automotive Gmbh Kraftstoffverteilervorrichtung mit integriertem Gasdruckminderer
US20170138312A1 (en) * 2014-06-25 2017-05-18 Orbital Australia Pty Ltd Fuel rail assemblies
WO2022014150A1 (fr) * 2020-07-17 2022-01-20 日立Astemo株式会社 Pompe à carburant

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013219025A1 (de) * 2013-09-23 2015-03-26 Continental Automotive Gmbh Kraftstoffverteilervorrichtung mit integriertem Gasdruckminderer
US20170138312A1 (en) * 2014-06-25 2017-05-18 Orbital Australia Pty Ltd Fuel rail assemblies
WO2022014150A1 (fr) * 2020-07-17 2022-01-20 日立Astemo株式会社 Pompe à carburant

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