EP1492954A1 - Adjustable pressure regulating valve for fuel injection systems - Google Patents

Adjustable pressure regulating valve for fuel injection systems

Info

Publication number
EP1492954A1
EP1492954A1 EP03704232A EP03704232A EP1492954A1 EP 1492954 A1 EP1492954 A1 EP 1492954A1 EP 03704232 A EP03704232 A EP 03704232A EP 03704232 A EP03704232 A EP 03704232A EP 1492954 A1 EP1492954 A1 EP 1492954A1
Authority
EP
European Patent Office
Prior art keywords
pressure
housing component
fuel injection
injection system
control valve
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP03704232A
Other languages
German (de)
French (fr)
Other versions
EP1492954B1 (en
Inventor
Kurt Frank
Werner Wagner
Christian Braeuer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1492954A1 publication Critical patent/EP1492954A1/en
Application granted granted Critical
Publication of EP1492954B1 publication Critical patent/EP1492954B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0014—Valves characterised by the valve actuating means
    • F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
    • 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
    • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
    • F02M61/16—Details not provided for in, or of interest apart from, the apparatus of groups F02M61/02 - F02M61/14
    • F02M61/168—Assembling; Disassembling; Manufacturing; Adjusting
    • 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
    • F02M63/004—Sliding valves, e.g. spool valves, i.e. whereby the closing member has a sliding movement along a seat for opening and closing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0043—Two-way valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—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
    • F02M63/0052—Pressure relief valves with means for adjusting the opening pressure, e.g. electrically controlled
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/023—Means for varying pressure in common rails
    • F02M63/0235—Means for varying pressure in common rails by bleeding fuel pressure

Definitions

  • accumulator injection systems are used to inject fuel.
  • These injection systems include one.
  • High-pressure storage space which is supplied with fuel under high pressure via a high-pressure pump.
  • the high-pressure pump represents the interface between the high-pressure part and the low-pressure part of the injection system.
  • the high-pressure pump comprises a pressure control valve which, on the one hand, serves to open the pressure in the high-pressure storage space at too high a pressure, so that fuel flows from it back to the fuel tank via a manifold and, on the other hand, does so to seal the high-pressure side against the low-pressure side if the pressure in the high-pressure storage space is too low.
  • a pressure control valve is known.
  • the pressure control valve is used on a high pressure pump, cf. P. 267 image 7 of the same publication.
  • the pressure control valve comprises a 'ball valve which comprises a ball-shaped closing body.
  • An armature is accommodated within the pressure control valve, which is acted upon on the one hand by a compression spring and on the other hand an electromagnet is arranged opposite. The armature of the pressure control valve is flushed for the lubrication and cooling of fuel.
  • the pressure control valve is activated, i.e. If the electromagnet is energized, the pressure in the high pressure circuit is increased. For this purpose, a magnetic force is generated in addition to the force exerted by the compression spring.
  • the pressure control valve is closed until there is a balance of forces between the high pressure force on the one hand and the spring force and the magnetic force on the other.
  • the magnetic force of the electromagnet is proportional to the drive current I of the solenoid coils within the pressure control valve.
  • the control current I can be varied by clocking (pulse width modulation).
  • Test point set by a selected value for the drive current I
  • Coils of the electromagnet is defined. In this test point there is a pressure tolerance ⁇
  • the pressure tolerance ⁇ ⁇ p that arises in the test point depends to a large extent on the quality of the assembly of the pressure control valve on a high pressure pump or another with a high level Component under pressure.
  • the advantage of the solution proposed according to the invention can be seen above all in the fact that when designing a housing body of the pressure control valve with a specifically weakened area, ie a softer component area, when mounting the pressure control valve in a high-pressure pump or a high-pressure storage space, targeted elastic and / or plastic deformation can be brought about.
  • the air gap L in the armature plate / magnetic core magnet system can be set or changed in a targeted manner.
  • the setting or change in the air gap L can be specified via the assembly force, for example via the assembly torque to be applied. If the air gap L is set within the magnet system, the pressure tolerances resulting from the component tolerances in the test point can be minimized for a given control current I for the magnet coils of the electromagnet.
  • the solution proposed according to the invention ensures a simpler assembly of a pressure control valve on a high-pressure pump or a high-pressure storage space, since the assembly of the pressure control valve on one of the components mentioned is less dependent on individual ability, as a result of which the output rate in the large-scale production of injection systems or injection system components increases considerably leaves.
  • Figure 1 shows the components of a fuel injection system with high pressure storage space and Figure 2 shows the pressure control valve reproduced on a larger scale, integrated into a high-pressure component such as a high-pressure pump or a high-pressure storage space.
  • a high-pressure component such as a high-pressure pump or a high-pressure storage space.
  • FIG. 1 shows the components of a high-pressure injection system with a high-pressure accumulator (common rail).
  • the fuel injection system 1 shown in FIG. 1 comprises a fuel tank 2 in which there is fuel corresponding to a fuel level 3.
  • a pre-filter 4 is arranged below the fuel level within the fuel tank 2 and is connected upstream of a pre-delivery unit 5.
  • the pre-delivery unit 5 conveys the fuel drawn in via the pre-filter 4 from the fuel tank 2 via a fuel filter 6 into a low-pressure delivery section 7, which opens into a high-pressure delivery unit 8.
  • the high-pressure delivery unit 8, which can be a high-pressure pump, for example, is controlled via a control line 9 by a central control unit 14, which is only shown schematically here.
  • the Hochdruclc moreaggregat 8 includes in addition to the connection of the low pressure line connection 7, a pressure control valve 12 with an electrical connection 14, which is also controlled via a control 13 via the central control unit 14.
  • a high-pressure inlet 10 branches off from the high-pressure delivery unit 8, via which a high-pressure fuel, which is configured in a tubular manner, is acted upon.
  • a fuel return line 11 branches off from the high-pressure delivery unit 8, which ends in a return line 17, which in turn directs excess, outflowing fuel back into the fuel tank 2.
  • the fuel which is conveyed via the high-pressure inlet 10 by the high-pressure delivery unit 8 and is under very high pressure, enters the high-pressure storage space 15 (common rail), on the outer circumference of which a pressure sensor 16 is received.
  • the pressure sensor 16 is in turn connected via a pressure signal line 25 to a central signal transmission line 24, which in turn extends from the control unit 14.
  • High-pressure lines 18 branch off from the high-pressure storage space 15, which can be designed, for example, as a tubularly configured component that is designed as a forged part, in a number corresponding to the number of fuel injectors 19.
  • the high-pressure feed lines 18 open at the respective inlet connection 20 of the injector body of the fuel injectors 19.
  • the fuel injectors 19 comprise actuators, for example can be designed as piezo actuators, mechanical-hydraulic translators or also as solenoid valves and which initiate the injection processes in an appropriate sequence.
  • the actuators of the individual fuel injectors 19 are also connected via actuator control lines 22 to the central signal transmission line 24, which originates from the schematically reproduced central control unit 14.
  • the individual fuel injectors 19 have return lines 21, which likewise open into the return 17 to the fuel tank 1 already mentioned, so that, for example, control volumes to be controlled can flow into the fuel tank 2.
  • control line 26 also branches off from the control unit 14, by means of which the in the fuel tank 2 housed feed unit 5 can be controlled.
  • the central control unit 14 of the fuel injection system also receives signals from a crankshaft sensor, which is used to detect the rotational position of the internal combustion engine, signals from a camshaft sensor 28, via which the corresponding phase position of the internal combustion engine can be determined, and input signals from an accelerator pedal sensor 29
  • Central control device 14 via the central signal transmission line 24 signals characterizing the boost pressure 30 via a corresponding sensor accommodated in the intake tract of the internal combustion engine.
  • the engine temperature 31, for example recorded on the walls of the combustion chambers of the internal combustion engine, and the temperature 32 of the cooling fluid are transmitted via the central control line 24 to the central control unit 14 shown in a schematic form in FIG.
  • Figure 2 shows on an enlarged scale in longitudinal section the configuration of the pressure control valve according to the invention, which is installed in a high-pressure component, be it a high-pressure delivery unit or a high-pressure storage space.
  • the pressure control valve 12 comprises an electrical connection 40, via which an electrically controllable actuator arranged in the pressure control valve 12 can be activated or deactivated.
  • the electrical actuator is designed as an electromagnetic actuator.
  • An armature bore 40 is provided in a housing component 41 of the pressure regulating valve 12 and an armature part 45 passes through it.
  • An anchor plate 46 is received at one end of the anchor part 45.
  • the Armature plate 46 is acted upon by a compression spring element 44 at its connection-side end.
  • the compression spring element 44 and the outer peripheral surface of the armature disk 46 are enclosed by a bell-shaped insert 42, which is also received in the housing component 41 of the pressure control valve 12.
  • an electromagnet 47 is let into the housing component 41 of the pressure control valve 12.
  • An air gap L is set between the end face 48 of the anchor plate 46 and an end face 41 of the housing component 41.
  • the housing component 41 of the pressure control valve 12 is enclosed by a mounting element 51.
  • the mounting element 51 is rotatably received on the outer circumferential surface of the housing component 41. In the axial direction with respect to the housing component 41, the mounting element 51 is supported on a support ring 65 received in the tapered diameter region of the housing component 41.
  • the mounting element 51 can, as shown, be designed as a mounting screw which comprises an external thread which can be screwed into a corresponding thread on a receiving body 8 or 15, in which the pressure regulating valve 12 is fastened.
  • the receiving body 8 or 15 can be, for example, the high-pressure delivery unit 8 shown in FIG. 1 or the high-pressure storage space (common rail) designated by reference number 15.
  • a well-defined tightening torque can be introduced into the mounting element 51, with which the housing component 41 of the pressure control valve 12 is screwed into the receiving body 8 or 15.
  • the armature part 45 of the electrical actuator acts with its end opposite the armature plates 46 on a closing element 54 which is spherical in the illustration of the pressure regulating valve according to FIG. 2, here designed as a valve ball.
  • the valve ball 54 is placed by means of the armature part 45 of the electrically controllable upright in a seat 55 which is formed on a seat ring 64.
  • the seat ring 64 is enclosed by the housing component 41 with the interposition of a disk-shaped spacer element 63.
  • the valve element 54 which is spherical in the illustration according to FIG. 2, closes a through bore of the seat ring 64 which acts as a throttle.
  • the seat ring 64 the outer peripheral surface of which is enclosed by the housing component 41 of the pressure control valve 12, is on the side opposite the closing element 54 in a cavity 56 applied system pressure.
  • the through bore within the seat ring 64 which can be closed or released by the valve element 54, acts as an outlet throttle with regard to the high pressure present in the receiving body 8 or 15.
  • the housing component 41 of the pressure control valve 12 comprises a deformable region 57 at its end opposite the electrical connection 40.
  • the deformable region 57 extends in an axial extent 61 between a sealing element 62 received on the circumferential surface of the housing component 41 and the disk-shaped element 63, which is likewise enclosed by the housing component 41 of the pressure control valve 12.
  • the armature bore 50 which is penetrated by the armature part 45 of the electrical actuator, is enclosed by a cavity. Bores extending perpendicular to the axis of the armature bore 50 are arranged in the cavity wall and are aligned with the low-pressure bores 53 in the receiving body 8, 15.
  • the deformable region 57 which extends over the axial length 61, can be designed to be specifically weakened, so that a plastic or elastic deformation of the deformable region 57 occurs when the housing component 41 of the pressure control valve 12 is mounted in the receiving body 8 or 15.
  • the weakening within the deformable region 57 can also be dimensioned such that when the housing component 41 of the pressure control valve 12 is assembled, an elastic and a plastic opening of the region 57 is established. From the illustration according to FIG. 2 it can be seen that the wall of the housing component 41 can be formed with a reduced wall thickness within the axial length 61.
  • Reference number 59 designates a first wall thickness, which is considerably reduced in comparison with the wall thickness between the connector bore 50 and the outer peripheral surface of the housing component 41 in the region of the mounting element 51.
  • the wall thickness 59.1 as shown in FIG. 2 exceeds the wall thickness 59, but ensures that when the housing component 41 of the pressure regulating valve 12 is mounted in the receiving body 8 or 15, an elastic or plastic deformation of the deformable region 57 is ensured.
  • weakening the wall by reducing the wall thickness to a wall thickness 59 or 59.1 according to FIG.
  • passage openings 60 can also be arranged within the deformable area. Depending on the number of through openings 60 and their arrangement in relation to the circumferential surface of the deformable area 57 of an axial length 61 on the outer circumference of the housing component 41, the degree of deformability of the deformable section 57 of the housing component 41 can be influenced.
  • the through openings 60 shown in FIG. 2 can be designed as through bores; however it is also possible to form the openings 60 as blind holes so that a different deformability in the radial ' direction of the housing component 41 can be achieved when they are mounted on the receiving body 8 or 15.
  • deformable region 57 at the end of the housing component 41 of the pressure control valve 12 opposite the connection-side end with a combined wall weakening with through openings 60 arranged in this weakened wall zone. In this way, a particularly soft deformation region 57 can be achieved, the elastic deformability of which, after application of a specific assembly torque, changes into plastic deformation.
  • the deformable region 57 on the housing component 41 of the pressure control valve 12 In addition to forming the deformable region 57 on the housing component 41 of the pressure control valve 12 by making a wall weakening 59 or 59.1 and / or arranging through openings 60 along the circumferential surface. of the deformable area 57 on the housing component 41, the deformable area 57 can also be formed on this in the form of a Z-profile, similar to a bellows.
  • the setting of the air gap L when the pressure control valve 12 is installed in the receiving body 8, 15 is carried out as described below:
  • the housing component 41 of the pressure regulating valve 12 is first screwed into the internal thread of the bore in the receiving body 8 or 15 by means of the mounting element 51 designed as an assembly screw. A torque can then be introduced in a simple manner on the mounting element 51, with which the housing component 41 is prestressed in the receiving body 8.
  • the axial movement of the housing component 41 is ensured in that the mounting element 51 designed as a mounting screw is supported on the outer circumferential surface of the housing component 41 on a support ring 65 embedded therein. This ensures that the housing component 41 is prestressed against the receiving body 8 or 15 when the mounting element 51 is tightened.
  • the disc-shaped intermediate element 63 rests on an end face of the housing component 41.
  • the seat ring 64 which is provided with a throttle point acting as a discharge throttle, rests on the receiving body 8 or 15.
  • an air gap L is established between the end face 48 of the armature plate 46 facing the electromagnet 47 and the end face 49 of the housing component 41. Since the air gap L is dependent on the position of the armature plate 46 with respect to the end face 49 of the housing component 41 and the tip of the armature part 45 adjoins the closing element 54, which is accommodated in the seat 55 of the seat ring 64, depending on the assembly torque an air gap L forms the end face 58 of the anchor plate 46 and the end face 49 of the housing component 41.
  • an air gap L which is determined only by the tightening torque of the mounting element 51.
  • a variation of the air gap L can take place in that when the mounting element 51 is further acted on, the mounting force 58 - indicated by the arrows in FIG. 2 pointing towards one another - a deformation, be it plastic, elastic and / or plastic and elastic of the deformable area 57 effected on the housing component 41.
  • the degree of deformation of the deformable region 64 on the housing component 41 can be defined.
  • an exactly defined air gap L results between the end face 48 of the anchor plate 46 and the end face 49 of the housing component 41.
  • the air gap L of the electrical actuator designed here as an electromagnet can be influenced. After the air gap L has been set, the electrical connection 40 is simply clipped onto its peripheral surface at the connection-side end of the housing component 41 of the pressure regulating valve 12.
  • the pressure control valve 12 When the pressure control valve 12 is mounted on a receiving body 8 or 15, be it a high-pressure delivery unit 8 or a high-pressure storage space 15, the air gap L between the end face 48 of the anchor plate 46 and the end face 49 is due to the assembly force 58 and the deformability of the deformable region 57 the housing component 41 set.
  • the pressure tolerance ⁇ ⁇ p of the pressure regulating valve 12 can thus be set in a specific test point, which is defined by a specific control current I of the electromagnet 47, by applying a control current I.
  • the air gap L on the magnetic component can be varied relative to one another by varying the tightening force of the mounting element 51 and a resulting change in the deformation of the deformable region 57 of the housing component 41.
  • the change in the air gap L is thus a direct consequence of the assembly force 58 applied during assembly by the assembly element 51, which in turn determines the deformability of the deformable region 57 at the end opposite the connection-side end of the housing component 41.
  • the assembly force 58 When the assembly force 58 is applied - for example in the present case as assembly torque with which the assembly element 51 is acted upon - the large tolerances are brought to almost zero by the assembly force 58 which is established.
  • the air gap L between the armature plate 46 and the end face of the housing component 41 of the pressure regulating valve 12 only arises with a further increase in the assembly force 58, accordingly after the point in time at which the component tolerances have already been equalized. Due to a further, well-defined increase in the assembly force 48, the opening influencing the air gap L is established within the deformable region 57 on the housing component 41.
  • a cavity is formed within the housing component 41.
  • Low-pressure bores 53 branch off from this cavity perpendicular to the armature bore 50, which is penetrated by the armature part 45.
  • Fuel injection system Fuel tank Fuel level Pre-filter Pre-delivery unit Fuel filter Low-pressure line section High-pressure delivery unit Control line High-pressure inlet Fuel return Pressure control valve Activation electromagnet Control unit High-pressure storage space Dump sensor Return to fuel tank High-pressure supply line Injector Fuel injector Inlet side Return from fuel injector Sensor sensor sensor line Pump sensor sensor control line Fuel pressure sensor Sensor signal line Fuel pressure sensor Sensor signal line Fuel pressure sensor

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

Abstract

The invention relates to a fuel injection system for internal combustion engines. Said fuel injection system comprises a high-pressure accumulator chamber (15) that is impinged upon with highly pressurized fuel via a high-pressure conveyor unit (8) and that supplies the fuel injectors (19) with fuel. The high-pressure conveyor unit (8) is associated with a pressure regulating valve (12) that is disposed between a high-pressure side (10, 56) and a low-pressure side (11, 63) and comprises a valve element (54) which is actuated via an electric actuator (47). The pressure regulating valve (12) comprises a housing component (41) with a deformable zone (57) via which a gap L is adjusted between surfaces (48, 49) of an electrically actuated actuator unit (45, 47) when the pressure regulating valve (12) is assembled on a receiving body (52).

Description

Einstellbares Druckregelventil für KraftstoffeinspritzsystemeAdjustable pressure control valve for fuel injection systems
Technisches GebietTechnical field
An selbstzündenden Verbrennungskraftmaschinen werden heute neben Pumpe-Düse- Systemen und Pumpe-Leitung-Düse-Systemen Speichereinspritzsysteme zum Einspritzen von Kraftstoff eingesetzt. Diese Einspritzsysteme umfassen einen. Hochdruckspeicherraum, der über eine Hochdruckpumpe mit unter hohem Druck stehenden Kraftstoff versorgt wird. Die Hochdruckpumpe stellt die Schnittstelle zwischen dem Hochdruckteil und dem Niederdruckteil des Einspritzsystemes dar. Die Hochdruckpumpe umfaßt ein Druckregelventil, welches einerseits dazu dient, bei zu hohem Druck im Hochdruckspeicherraum zu öffnen, so daß Kraftstoff aus diesem über eine Sammelleitung zurück zum Kraftstoffbehälter strömt und andererseits dazu, bei zu niedrigem Druck im Hochdruckspeicherraum die Hochdruckseite gegen die Niederdruckseite abzudichten.In self-igniting internal combustion engines, in addition to pump-nozzle systems and pump-line-nozzle systems, accumulator injection systems are used to inject fuel. These injection systems include one. High-pressure storage space, which is supplied with fuel under high pressure via a high-pressure pump. The high-pressure pump represents the interface between the high-pressure part and the low-pressure part of the injection system. The high-pressure pump comprises a pressure control valve which, on the one hand, serves to open the pressure in the high-pressure storage space at too high a pressure, so that fuel flows from it back to the fuel tank via a manifold and, on the other hand, does so to seal the high-pressure side against the low-pressure side if the pressure in the high-pressure storage space is too low.
Stand der TechnikState of the art
Aus der Veröffentlichung "Dieselmotor-Management", 2. aktualisierte und erweiterte Auflage, Vieweg 1998, Braunschweig; Wiesbaden, ISBN 3-528-03873-X, S. 270, Abbildung 9 ist ein Druckregelventil bekannt. Das Druckregelventil wird an einer Hochdruckpumpe eingesetzt, vgl. S. 267 Bild 7 derselben Veröffentlichung. Das Druckregelventil umfaßt ein 'Kugelventil, welches einen kugelförmig ausgebildeten Schließkörper enthält. Innerhalb des Druckregelventils ist ein Anker aufgenommen, der einerseits von einer Druckfeder beaufschlagt ist und dem andererseits ein Elektromagnet gegenüberliegend angeordnet ist. Der Anker des Druckregelventils ist zur Schmierung und zur Kühlung von Kraftstoff umspült.From the publication "Diesel Engine Management", 2nd updated and expanded edition, Vieweg 1998, Braunschweig; Wiesbaden, ISBN 3-528-03873-X, p. 270, Figure 9 a pressure control valve is known. The pressure control valve is used on a high pressure pump, cf. P. 267 image 7 of the same publication. The pressure control valve comprises a 'ball valve which comprises a ball-shaped closing body. An armature is accommodated within the pressure control valve, which is acted upon on the one hand by a compression spring and on the other hand an electromagnet is arranged opposite. The armature of the pressure control valve is flushed for the lubrication and cooling of fuel.
Ist das Druckregelventil nicht angesteuert, so steht der i Hochdruckspeicherraum oder amIf the pressure control valve is not activated, the i high-pressure storage space or is
-Ausgang der Hochdruckpumpe anliegende hohe Druck über den Hochdruckzulauf am-Output of high pressure pump applied high pressure via the high pressure inlet on
Druckregelventil an. Da der stromlose Elektromagnet keine Kraft ausübt, überwiegt die Hochdruckkraft gegenüber der Federkraft der Druckfeder, so daß das Druckregelventil öffnet und dieses je nach geförderter Kraftstoffmenge mehr oder weniger geöffnet bleibt.Pressure control valve on. Since the electroless electromagnet does not exert any force, it predominates High pressure force against the spring force of the compression spring, so that the pressure control valve opens and this remains more or less open depending on the amount of fuel delivered.
Wird das Druckregelventil hingegen angesteuert, d.h. wird der Elektromagnet bestromt, wird der Druck im Hochdruckkreis erhöht. Dazu wird zusätzlich zur durch die Druckfeder ausgeübten Kraft eine magnetische Kraft erzeugt. Das Druckregelventil wird geschlossen, bis zwischen der Hochdruckkraft einerseits und der Federkraft sowie der Magnetkraft andererseits ein Kräftegleichgewicht vorliegt. Die magnetische Kraft des Elektromagneten ist proportional zum Ansteuerstrom I der Magnetspulen innerhalb des Druckregelventils. Der Ansteuerstrom I kann durch Taktung (Pulsweitenmodulation) variiert werden.However, if the pressure control valve is activated, i.e. If the electromagnet is energized, the pressure in the high pressure circuit is increased. For this purpose, a magnetic force is generated in addition to the force exerted by the compression spring. The pressure control valve is closed until there is a balance of forces between the high pressure force on the one hand and the spring force and the magnetic force on the other. The magnetic force of the electromagnet is proportional to the drive current I of the solenoid coils within the pressure control valve. The control current I can be varied by clocking (pulse width modulation).
Gemäß der oben genannten Veröffentlichung, Seite 270, Bild 7 wird das Druckregelventil in die Hochdruckpumpe zum Beispiel eingeschraubt. Dabei tritt das Problem auf, daß die notwendige, exakte Kennlinie p = f(I), wobei mit I der Ansteuerstrom des Elektromagneten bezeichnet ist, für Q = const. im wesentlichen vom sich zwischen der Ankerplatte und dem Magnetkern, in dem die Magnetspulen des Elektromagneten aufgenommen sind, einstellenden Luftspalt L abhängig ist. Der Luftspalt L wird bei der Montage des Druckregelventils in einen Aufnahmekörper, hier zum Beispiel eine Hochdruckpumpe, eingestellt. Abhängig vom Luftspalt L stellt sich die Kennlinie des Druckregelventils p = f(I) ein. Die geforderte Toleranz der genannten Kennlinie p = f(I) des Druclcregelventils wird in einemAccording to the publication mentioned above, page 270, Figure 7, the pressure control valve is screwed into the high-pressure pump, for example. The problem arises that the necessary, exact characteristic curve p = f (I), where I denotes the drive current of the electromagnet, for Q = const. essentially depends on the air gap L established between the armature plate and the magnetic core in which the magnet coils of the electromagnet are accommodated. The air gap L is set when the pressure control valve is installed in a receiving body, here for example a high-pressure pump. The characteristic of the pressure control valve p = f (I) is set depending on the air gap L. The required tolerance of the mentioned characteristic curve p = f (I) of the pressure control valve is in one
Prüfpunkt eingestellt, der durch einen ausgewählten Wert für den Ansteuerstrom I derTest point set by a selected value for the drive current I
Spulen des Elektromagneten definiert ist. In diesem Prüfpunkt wird eine Drucktoleranz ±Coils of the electromagnet is defined. In this test point there is a pressure tolerance ±
Δp des Druckregelventils ermittelt. Je kleiner diese Toleranz ausfällt, eine um so bessereΔp of the pressure control valve determined. The smaller this tolerance, the better
- Regelqualität hinsichtlich des Ansteuerverhaltens des Druckregelventils ist erzielbar und desto genauer spricht das Druclcregelventil auf Druckschwankungen zwischen Hochdruckseite und Niederdruckseite an.- Control quality with regard to the control behavior of the pressure control valve can be achieved and the more precisely the pressure control valve responds to pressure fluctuations between the high pressure side and the low pressure side.
Da der Luftspalt L abhängig von der Montagequalität ist und beim bisherigen Vorgehen nur mit größerem Aufwand eingestellt werden kann, hängt die im Prüfpunkt sich einstel- lende Drucktoleranz ± Δp in erheblichem Maße von der Güte der Montage des Druclcregelventils an einer Hochdruckpumpe oder einem anderen mit hohem Druck beaufschlagten Bauteil ab.Since the air gap L depends on the assembly quality and can only be set with great effort in the previous procedure, the pressure tolerance ± Δp that arises in the test point depends to a large extent on the quality of the assembly of the pressure control valve on a high pressure pump or another with a high level Component under pressure.
Darstellung der ErfindungPresentation of the invention
Der Vorteil der erfindungsgemäß vorgeschlagenen Lösung ist vor allem darin zu erblicken, daß bei Auslegung eines Gehäusekörpers des Druckregelventils mit einem gezielt ge- schwächten Bereich, d.h. einem weicher ausgelegten Bauteilbereich, bei der Montage des Druckregelventils in eine Hochdruckpumpe oder einem Hochdruckspeicherraum gezielt eine elastische und/oder plastische Verformung herbeigeführt werden kann. Mit einem einen elastisch und/oder plastisch verformbaren Bereich aufweisenden Gehäusekörper eines Druckregelventils läßt sich der Luftspalt L im Magnetsystem Ankerplatte/Magnetkern gezielt einstellen bzw. gezielt verändern. Die Einstellung bzw. Veränderung des Luftspaltes L ist über die Montagekraft, wie zum Beispiel über das aufzubringende Montagedrehmoment vorgebbar. Ist der Luftspalt L innerhalb des Magnetsystems eingestellt, lassen die sich aus den Bauteiltoleranzen resultierenden Drucktoleranzen im Prüfpunkt bei vorgegebenem Ansteuerstrom I für die Magnetspulen des Elektromagneten minimieren.The advantage of the solution proposed according to the invention can be seen above all in the fact that when designing a housing body of the pressure control valve with a specifically weakened area, ie a softer component area, when mounting the pressure control valve in a high-pressure pump or a high-pressure storage space, targeted elastic and / or plastic deformation can be brought about. With a housing body of a pressure control valve that has an elastically and / or plastically deformable region, the air gap L in the armature plate / magnetic core magnet system can be set or changed in a targeted manner. The setting or change in the air gap L can be specified via the assembly force, for example via the assembly torque to be applied. If the air gap L is set within the magnet system, the pressure tolerances resulting from the component tolerances in the test point can be minimized for a given control current I for the magnet coils of the electromagnet.
Dies führt dazu, daß sich kostengünstige, da mit größeren Bauteiltoleranzen behaftete Komponenten einsetzen lassen, da deren Bauteiltoleranzen bei der Montage der Komponenten mit einer wohldefinierten Montagekraft, wie zum Beispiel eines maximal zulässi- gen Montagedrehmomentes egalisiert werden können.This means that inexpensive components, which have greater component tolerances, can be used, since their component tolerances can be equalized with a well-defined assembly force, such as a maximum permissible assembly torque, when assembling the components.
Durch Veränderung des Luftspaltes L im Magnetsystem mittels eines durch eine definierte Montagekraft beaufschlagbaren verformbaren Bereiches eines Druckregelventils kann eine zuvor große Drucktoleranz ± Δp durch eine Montagekraft auf die geforderte Drucktoleranz ± Δp verringert werden. Damit läßt sich eine stabilere Regelcharalcteristik eines Kraftstoffeinspritzsystems mit Hochdruckspeicherraum (Common Rail) erzielen. Andererseits stellt die erfindungsgemäß vorgeschlagene Lösung eine einfachere Montage eines Druckregelventils an einer Hochdruckpumpe bzw. einem Hochdruckspeicherraum sicher, da die Montage des Druclcregelventils an einer der genannten Komponenten vom individuellen Können unabhängiger ist, wodurch sich die Ausbringungsrate in der Großserienfertigung von Einspritzanlagen bzw. Einspritzanlagenlcomponenten erheblich steigern läßt.By changing the air gap L in the magnet system by means of a deformable area of a pressure control valve which can be acted upon by a defined assembly force, a previously large pressure tolerance ± Δp can be reduced to the required pressure tolerance ± Δp by an assembly force. This enables a more stable control characteristic of a fuel injection system with a high-pressure storage space (common rail) to be achieved. On the other hand, the solution proposed according to the invention ensures a simpler assembly of a pressure control valve on a high-pressure pump or a high-pressure storage space, since the assembly of the pressure control valve on one of the components mentioned is less dependent on individual ability, as a result of which the output rate in the large-scale production of injection systems or injection system components increases considerably leaves.
Zeichnungdrawing
Anhand der Zeichnung wird die erfindungsgemäße Lösung nachstehend eingehender beschrieben.The solution according to the invention is described in more detail below with reference to the drawing.
Es zeigt:It shows:
Figur 1 die Komponenten eines Kraftstoffeinspritzsystems mit Hochdruckspeicherraum und Figur 2 das in größerem Maßstab in Schnittdarstellung wiedergegebene Druckregelventil, integriert in eine hochdrackführende Komponente wie etwa eine Hochdruckpumpe oder einen Hochdruckspeicherraum eingebaut.Figure 1 shows the components of a fuel injection system with high pressure storage space and Figure 2 shows the pressure control valve reproduced on a larger scale, integrated into a high-pressure component such as a high-pressure pump or a high-pressure storage space.
AusftthrungsvariantenAusftthrungsvarianten
Figur 1 sind die Komponenten eines Hochdruckeinspritzsystems mit Hochdruckspeicher (Common Rail) zu entnehmen.FIG. 1 shows the components of a high-pressure injection system with a high-pressure accumulator (common rail).
Das in Figur 1 dargestellte Kraftstoffeinspritzsystem 1 umfaßt einen Kraftstoffbehälter 2, in dem sich Kraftstoff entsprechend eines Kraftstoffniveaus 3 befindet. Unterhalb des Kraftstoffspiegels innerhalb des Kraftstoffbehälters 2 ist ein Vorfilter 4 angeordnet, der einem Vorförderaggregat 5 vorgeschaltet ist. Das Vorförderaggregat 5 fördert den über den Vorfilter 4 angesaugten Kraftstoff aus dem Kraftstoffbehälter 2 über einen Kraftstoffilter 6 in einen Niederdruckleirungsabschnitt 7, der in ein Hochdruckförderaggregat 8 mündet. Das Hochdruckförderaggregat 8, bei dem es sich beispielsweise um eine Hochdruckpumpe handeln kann, wird über eine Ansteuerleitung 9 von einem hier nur schematisch dargestellten zentralen Steuergerät 14 angesteuert. Das Hochdruclcförderaggregat 8 umfaßt ne- ben dem Anschluß des Niederdruckleitungsanschlusses 7 ein Druckregel ventil 12 mit einem elektrischen Anschluß 14, welcher über eine Ansteuerung 13 ebenfalls über das zentrale Steuergerät 14 angesteuert wird. Vom Hochdruckförderaggregat 8 zweigt ein Hochdruckzulauf 10 ab, über den ein rohrförmig konfigurierter Hochdruckspeicherraum 15 mit unter hohem Druck stehenden Kraftstoff beaufschlagt wird. Femer zweigt vom Hochdruck- förderaggregat 8 eine Kraftstoffrücklaufleitung 11 ab, welche in einen Rücklauf 17 mündet, der seinerseits überschüssigen, abströmenden Kraftstoff wieder in den Kraftstoffbehälter 2 zurückleitet.The fuel injection system 1 shown in FIG. 1 comprises a fuel tank 2 in which there is fuel corresponding to a fuel level 3. A pre-filter 4 is arranged below the fuel level within the fuel tank 2 and is connected upstream of a pre-delivery unit 5. The pre-delivery unit 5 conveys the fuel drawn in via the pre-filter 4 from the fuel tank 2 via a fuel filter 6 into a low-pressure delivery section 7, which opens into a high-pressure delivery unit 8. The high-pressure delivery unit 8, which can be a high-pressure pump, for example, is controlled via a control line 9 by a central control unit 14, which is only shown schematically here. The Hochdruclcförderaggregat 8 includes in addition to the connection of the low pressure line connection 7, a pressure control valve 12 with an electrical connection 14, which is also controlled via a control 13 via the central control unit 14. A high-pressure inlet 10 branches off from the high-pressure delivery unit 8, via which a high-pressure fuel, which is configured in a tubular manner, is acted upon. Furthermore, a fuel return line 11 branches off from the high-pressure delivery unit 8, which ends in a return line 17, which in turn directs excess, outflowing fuel back into the fuel tank 2.
Der über den Hochdruclczulauf 10 vom Hochdruckförderaggregat 8 geförderte, unter sehr hohem Druck stehende Kraftstoff tritt in den Hochdruckspeicherraum 15 (Common Rail) ein, an dessen Außenumfang ein Drucksensor 16 aufgenommen ist. Der Drucksensor 16 steht seinerseits über eine Drucksignalleitung 25 mit einer zentralen Signalübertragungsleitung 24 in Verbindung, die sich ihrerseits wieder ausgehend vom Steuergerät 14 aus erstreckt. Vom Hochdruckspeicherraum 15, der zum Beispiel als ein rohrförmig konfigu- riertes, als Schmiedeteil beschaffenes Bauteil ausgebildet sein kann, zweigen Hochdruckleitungen, 18 in einer der Anzahl der Kraftstoffinjektoren 19 entsprechenden Anzahl ab. Die Hochdruckzuleitungen 18 münden am jeweiligen Zulaufanschluß 20 der Injektorkörper der Kraftstoffinjektoren 19. Die Kraftstoffinjektoren 19 umfassen Aktoren, die zum Beispiel als Piezoaktoren, mechanisch hydraulische Übersetzer oder auch als Magnetventile beschaffen sein können und die die Einspritzvorgänge in entsprechender Abfolge initiieren. Die Aktoren der einzelnen Kraftstoffinjektoren 19 stehen über Aktoransteuerungsleitungen 22 ebenfalls mit der zentralen Signalübertragungsleitung 24, die vom schematisch wieder- gegebenen zentralen Steuergerät 14 ausgeht, in Verbindung. Daneben weisen die einzelnen Kraftstoffinjektoren 19 Rücklaufleitungen 21 auf, die ebenfalls in den bereits erwähnten Rücklauf 17 zum Kraftstoffbehälter 1 münden, so daß zum Beispiel abzusteuernde Steuervolumina in den Kraftstoffbehälter 2 abströmen können.The fuel, which is conveyed via the high-pressure inlet 10 by the high-pressure delivery unit 8 and is under very high pressure, enters the high-pressure storage space 15 (common rail), on the outer circumference of which a pressure sensor 16 is received. The pressure sensor 16 is in turn connected via a pressure signal line 25 to a central signal transmission line 24, which in turn extends from the control unit 14. High-pressure lines 18 branch off from the high-pressure storage space 15, which can be designed, for example, as a tubularly configured component that is designed as a forged part, in a number corresponding to the number of fuel injectors 19. The high-pressure feed lines 18 open at the respective inlet connection 20 of the injector body of the fuel injectors 19. The fuel injectors 19 comprise actuators, for example can be designed as piezo actuators, mechanical-hydraulic translators or also as solenoid valves and which initiate the injection processes in an appropriate sequence. The actuators of the individual fuel injectors 19 are also connected via actuator control lines 22 to the central signal transmission line 24, which originates from the schematically reproduced central control unit 14. In addition, the individual fuel injectors 19 have return lines 21, which likewise open into the return 17 to the fuel tank 1 already mentioned, so that, for example, control volumes to be controlled can flow into the fuel tank 2.
Vom Steuergerät 14 zweigen neben der bereits erwähnten Ansteuerleitung 13 zur Ansteue- rung eines im Druc regelventil 12 enthaltenen Elektromagneten und eine Ansteuerleitung 9 für das Hochdruckförderaggregat 8 sowie einer Drucksensorleitung 25 zum Drucksensor 16 des Hochdruckspeicherraums 15 auch eine Ansteuerleitung 26 ab, mit welcher das im Kraftstoffbehälter 2 untergebrachte Vorförderaggregat 5 ansteuerbar ist. Das zentrale Steu- ergerät 14 des Kraftstoffeinspritzsystems empfängt darüber hinaus Signale von einem Kurbelwellensensor, der zur Erfassung der Drehlage der Verbrennungskraftmaschine dient, ferner Signale eines Nockenwellensensors 28, über den die entsprechende Phasenlage der Verbrennungskraftmaschine bestimmbar ist, sowie Eingangssignale eines Fahrpedalsensors 29. Ferner erhält das zentrale Steuergerät 14 über die zentrale Signalübertragungsleitung 24 den Ladedruck 30 charakterisierende Signale über einen entsprechenden im Ansaugtrakt der Verbrennungskraftmaschine untergebrachten Sensor. Darüber hinaus wird die Motortemperatur 31, beispielsweise erfaßt an den Wänden der Brennräume der Verbrennungs- kraftmaschine, sowie die Temperatur 32 des Kühlfluides über die zentrale Steuerleitung 24 an das in Figur 1 in schematischer Form wiedergegebene zentrale Steuergerät 14 übermit- telt.In addition to the control line 13 already mentioned for controlling an electromagnet contained in the pressure control valve 12 and a control line 9 for the high-pressure delivery unit 8 and a pressure sensor line 25 for the pressure sensor 16 of the high-pressure storage space 15, a control line 26 also branches off from the control unit 14, by means of which the in the fuel tank 2 housed feed unit 5 can be controlled. The central control unit 14 of the fuel injection system also receives signals from a crankshaft sensor, which is used to detect the rotational position of the internal combustion engine, signals from a camshaft sensor 28, via which the corresponding phase position of the internal combustion engine can be determined, and input signals from an accelerator pedal sensor 29 Central control device 14 via the central signal transmission line 24 signals characterizing the boost pressure 30 via a corresponding sensor accommodated in the intake tract of the internal combustion engine. In addition, the engine temperature 31, for example recorded on the walls of the combustion chambers of the internal combustion engine, and the temperature 32 of the cooling fluid are transmitted via the central control line 24 to the central control unit 14 shown in a schematic form in FIG.
Figur 2 zeigt in vergrößertem Maßstab im Längsschnitt die erfindungsgemäße Konfiguration des Druckregelventils, welches in eine hochdruclcführende Komponente, sei es ein Hochdruckförderaggregat oder einen Hochdruckspeicherraum eingebaut ist.Figure 2 shows on an enlarged scale in longitudinal section the configuration of the pressure control valve according to the invention, which is installed in a high-pressure component, be it a high-pressure delivery unit or a high-pressure storage space.
Der Darstellung gemäß Figur 2 ist entnehmbar, daß das Druclcregelventil 12 einen elektrischen Anschluß 40 umfaßt, über welchen ein im Druclcregelventil 12 angeordneter elektrisch ansteuerbarer Steller aktiviert bzw. deaktiviert werden kann.It can be seen from the illustration in FIG. 2 that the pressure control valve 12 comprises an electrical connection 40, via which an electrically controllable actuator arranged in the pressure control valve 12 can be activated or deactivated.
Der elektrische Steller ist in der Ausführungsvariante der erfindungsgemäßen Lösung in Figur 2 als elektromagnetischer Steller ausgebildet. In einer Gehäusekomponente 41 des Druckregelventils 12 ist eine Ankerbohrung 40 vorgesehen, die von einem Ankerteil 45 durchsetzt ist. An einem Ende des Ankerteils 45 ist eine Ankerplatte 46 aufgenommen. Die Ankerplatte 46 ist an ihrem anschlußseitigen Ende von einem Druckfederelement 44 beaufschlagt. Das Druckfederelement 44 und die äußere Umfangsfläche der Ankerscheibe 46 sind von einem glockenförmig ausgebildeten Einsatz 42 umschlossen, der ebenfalls in der Gehäusekomponente 41 des Druckregelventils 12 aufgenommen ist. Einer Stirnseite 48 der Ankerplatte 46 gegenüberliegend ist in die Gehäusekomponente 41 des Druckregelventils 12 ein Elektromagnet 47 eingelassen. Zwischen der Stirnseite 48 der Ankerplatte 46 und einer Stirnseite 41 der Gehäusekomponente 41 ist ein Luftspalt L eingestellt.In the embodiment variant of the solution according to the invention in FIG. 2, the electrical actuator is designed as an electromagnetic actuator. An armature bore 40 is provided in a housing component 41 of the pressure regulating valve 12 and an armature part 45 passes through it. An anchor plate 46 is received at one end of the anchor part 45. The Armature plate 46 is acted upon by a compression spring element 44 at its connection-side end. The compression spring element 44 and the outer peripheral surface of the armature disk 46 are enclosed by a bell-shaped insert 42, which is also received in the housing component 41 of the pressure control valve 12. Opposite an end face 48 of the armature plate 46, an electromagnet 47 is let into the housing component 41 of the pressure control valve 12. An air gap L is set between the end face 48 of the anchor plate 46 and an end face 41 of the housing component 41.
Die Gehäusekomponente 41 des Druckregelventils 12 ist von einem Montageelement 51 umschlossen. Das Montageelement 51 ist in der Darstellung gemäß Figur 2 an der Außen- umfangsfläche der Gehäusekomponente 41 verdrehbar aufgenommen. In axialer Richtung in Bezug auf die Gehäusekomponente 41 stützt sich das Montageelement 51 an einem im verjüngten Durchmesserbereich der Gehäusekomponente 41 aufgenommenen Abstützring 65 ab. Das Montageelement 51 kann, wie dargestellt, als eine Montageschraube ausgebil- det sein, die ein Außengewinde umfaßt, welche in ein korrespondierendes Gewinde an einem Aufnahmekörper 8 bzw. 15, in welchem das Druclcregelventil 12 befestigt wird, eingeschraubt werden kann. Der Aufnahmekörper 8 bzw. 15 kann zum Beispiel das in Figur 1 dargestellte Hochdruckförderaggregat 8 oder der mit Bezugszeichen 15 bezeichnete Hochdruckspeicherraum (Common Rail) sein. In das Montageelement 51 kann ein wohldefi- niertes Anzugsdrehmoment eingeleitet werden, mit welchem die Gehäusekomponente 41 des Druckregelventils 12 in den Aufnahmekörper 8 bzw. 15 eingeschraubt wird.The housing component 41 of the pressure control valve 12 is enclosed by a mounting element 51. In the illustration according to FIG. 2, the mounting element 51 is rotatably received on the outer circumferential surface of the housing component 41. In the axial direction with respect to the housing component 41, the mounting element 51 is supported on a support ring 65 received in the tapered diameter region of the housing component 41. The mounting element 51 can, as shown, be designed as a mounting screw which comprises an external thread which can be screwed into a corresponding thread on a receiving body 8 or 15, in which the pressure regulating valve 12 is fastened. The receiving body 8 or 15 can be, for example, the high-pressure delivery unit 8 shown in FIG. 1 or the high-pressure storage space (common rail) designated by reference number 15. A well-defined tightening torque can be introduced into the mounting element 51, with which the housing component 41 of the pressure control valve 12 is screwed into the receiving body 8 or 15.
Das Ankerteil 45 des elektrischen Stellers beaufschlagt mit seinem der Ankerplatten 46 gegenüberliegenden Ende ein in der Darstellung des Druckregelventils gemäß Figur 2 ku- gelförmig ausgebildetes Schließelement 54, hier als Ventilkugel ausgebildet. Die Ventilkugel 54 wird mittels des Ankerteils 45 des elektrisch ansteuerbaren Stehers in einen Sitz 55 gestellt, der an einem Sitzring 64 ausgebildet ist. Der Sitzring 64 ist unter Zwischenschaltung eines scheibenförmigen Distanzelements 63 von der Gehäusekomponente 41 umschlossen. Das in der Darstellung gemäß Figur 2 kugelförmig ausgebildete Ventilelement 54 verschließt eine als Drossel wirkende Durchgangsbohrung des Sitzrings 64. Der Sitzring 64, dessen Außenumfangsfläche von der Gehäusekomponente 41 des Druclcregelventils 12 umschlossen ist, ist auf der dem Schließelement 54 gegenüberliegenden Seite von dem in einem Hohlraum 56 anstehenden Systemdruck beaufschlagt. Bei Betätigung des Ankerteils 45 des elektrisch ansteuerbaren Stellers des Druckregelventils 12 wirkt die durch das Ven- tilelement 54 verschließ- bzw. freigebbare Durchgangsbohrung innerhalb des Sitzrings 64 als Ablaufdrossel hinsichtlich des im Aufnahmekörper 8 bzw. 15 anstehenden Hochdrucks. Dieser kann bei Betätigung des Ankerteils 45 über die im Sitzring 64 als Durchgangsbohrung ausgeführte Ablaufdrossel in den Niederdrückten 11 entlastet werden, von dem aus sich senkrecht zur Achse des Ankerteils 45 im Aufnahmekörper 8, 15 erstreckende Niederdruckleitungen 53 abzweigen, die ihrerseits mit dem &aftstoffrückläuf 11 (vgl. Darstellung gemäß Figur 1) verbunden sind.The armature part 45 of the electrical actuator acts with its end opposite the armature plates 46 on a closing element 54 which is spherical in the illustration of the pressure regulating valve according to FIG. 2, here designed as a valve ball. The valve ball 54 is placed by means of the armature part 45 of the electrically controllable upright in a seat 55 which is formed on a seat ring 64. The seat ring 64 is enclosed by the housing component 41 with the interposition of a disk-shaped spacer element 63. The valve element 54, which is spherical in the illustration according to FIG. 2, closes a through bore of the seat ring 64 which acts as a throttle. The seat ring 64, the outer peripheral surface of which is enclosed by the housing component 41 of the pressure control valve 12, is on the side opposite the closing element 54 in a cavity 56 applied system pressure. When the armature part 45 of the electrically controllable actuator of the pressure control valve 12 is actuated, the through bore within the seat ring 64, which can be closed or released by the valve element 54, acts as an outlet throttle with regard to the high pressure present in the receiving body 8 or 15. This can be relieved when the armature part 45 is actuated via the outlet throttle in the seat ring 64 as a through hole in the depressed 11, from which branch off low-pressure lines 53 which extend perpendicular to the axis of the armature part 45 in the receiving body 8, 15 and which in turn are connected to the fuel return 11 (cf. illustration according to FIG. 1).
Aus der Darstellung gemäß Figur 2 geht ferner hervor, daß die Gehäusekomponente 41 des Druckregelventils 12 an ihrem dem elektrischen Anschluß 40 gegenüberliegenden Ende einen verformbaren Bereich 57 umfaßt. Der verformbare Bereich 57 erstreckt sich in einer Axialerstreckung 61 zwischen einem an der Umfangsfläche der Gehäusekomponente 41 aufgenommenen Dichtelement 62 und dem scheibenförmigen Element 63, das von der Ge- häusekomponente 41 des Druckregelventils 12 ebenfalls umschlossen wird. Innerhalb dieser axialen Länge 61 ist die Ankerbohrung 50, welche vom Ankerteil 45 des elektrischen Stellers durchsetzt wird, von einem Hohlraum umschlossen. In der Hohlraumwandung sind senkrecht zur Achse der Ankerbohrung 50 verlaufende Bohrungen angeordnet, die zur den Niederdruckbohrungen 53 im Aufnahmekörper 8, 15 fluchten. Der sich über die axiale Länge 61 erstreckende verformbare Bereich 57 kann gezielt geschwächt ausgelegt werden, so daß sich bei der Montage der Gehäusekomponente 41 des Druckregelventils 12 im Aufnahmekörper 8 bzw. 15 eine plastische oder eine elastische Verformung des verformbaren Bereiches 57 einstellt. Die Schwächung innerhalb des verformbaren Bereichs 57 kann auch so dimensioniert werden, daß sich bei der Montage der Gehäusekomponente 41 des Druck- regelventils 12 eine elastische und eine plastische Verfoπnung des Bereiches 57 einstellt. Aus der Darstellung gemäß Figur 2 geht hervor, daß die Wandung der Gehäusekomponente 41 innerhalb der axialen Länge 61 in reduzierter Wandstärke ausgebildet werden kann. Mit Bezugszeichen 59 ist eine erste Wandstärke bezeichnet, welche im Vergleich zur Wandstärke zwischen der Anlcerbohrung 50 und der Außenumfangsfläche der Gehäusekompo- nente 41 im Bereich des Montageelementes 51 erheblich reduziert ist. Daneben ist es durchaus auch möglich, die Wandstärke 59.1 im Vergleich zur erwähnten Wandstärke 59 in eine diese übersteigenden Wandstärke wie in Figur 2 dargestellt, auszubilden. Die Wandstärke 59.1 gemäß der Darstellung in Figur 2 übersteigt die Wandstärke 59, stellt jedoch sicher, daß bei einer Montage der Gehäusekomponente 41 des Druckregelventils 12 im Aufnahmekörper 8 bzw. 15 eine elastische bzw. eine plastische Verformung des verformbaren Bereichs 57 gewährleistet ist. Neben einer Wandschwächung durch Reduzierung der Wandstärke auf eine Wandstärke 59 bzw. 59.1 gemäß Figur 2 können innerhalb des verformbaren Bereichs auch Durchgangsöfmungen 60 angeordnet werden. Je nach Anzahl der Durchgangsöffnungen 60 und deren Anordnung in Bezug auf die Umfangsflä- ehe des verformbaren Bereiches 57 einer axialen Länge 61 am Außenumfang der Gehäusekomponente 41, kann der Verformbarkeitsgrad des verformbaren Abschnittes 57 der Gehäusekomponente 41 beeinflußt werden. Die in Figur 2 dargestellten Durchgangsöffnungen 60 können sowohl als Durchgangsbohrungen ausgebildet werden; es ist jedoch ebenfalls möglich, die Öffnungen 60 als Sacklochbohrungen auszubilden, so daß eine in radiale 'Richtung unterschiedliche Verformbarkeit der Gehäusekomponente 41 bei deren Montage am Aufnahmekörper 8 bzw. 15 erreicht werden kann. Es ist ebenfalls möglich, den verformbaren Bereich 57 an dem dem anschlußseitigen Ende gegenüberliegenden Ende der Gehäusekomponente 41 des Druckregelventils 12 mit einer kombinierten Wandschwächung mit in dieser geschwächten Wandzone angeordneten Durchgangsöffnungen 60 auszubilden. Auf diese Weise läßt sich ein besonders weicher Verformungsbereich 57 erzielen, dessen elastische Verformbarkeit nach Aufbringen eines bestimmten Montagedrehmomentes in eine plastische Verformung übergeht.From the illustration according to FIG. 2 it can further be seen that the housing component 41 of the pressure control valve 12 comprises a deformable region 57 at its end opposite the electrical connection 40. The deformable region 57 extends in an axial extent 61 between a sealing element 62 received on the circumferential surface of the housing component 41 and the disk-shaped element 63, which is likewise enclosed by the housing component 41 of the pressure control valve 12. Within this axial length 61, the armature bore 50, which is penetrated by the armature part 45 of the electrical actuator, is enclosed by a cavity. Bores extending perpendicular to the axis of the armature bore 50 are arranged in the cavity wall and are aligned with the low-pressure bores 53 in the receiving body 8, 15. The deformable region 57, which extends over the axial length 61, can be designed to be specifically weakened, so that a plastic or elastic deformation of the deformable region 57 occurs when the housing component 41 of the pressure control valve 12 is mounted in the receiving body 8 or 15. The weakening within the deformable region 57 can also be dimensioned such that when the housing component 41 of the pressure control valve 12 is assembled, an elastic and a plastic opening of the region 57 is established. From the illustration according to FIG. 2 it can be seen that the wall of the housing component 41 can be formed with a reduced wall thickness within the axial length 61. Reference number 59 designates a first wall thickness, which is considerably reduced in comparison with the wall thickness between the connector bore 50 and the outer peripheral surface of the housing component 41 in the region of the mounting element 51. In addition, it is also entirely possible to form the wall thickness 59.1 in comparison with the wall thickness 59 mentioned in a wall thickness exceeding this, as shown in FIG. 2. The wall thickness 59.1 as shown in FIG. 2 exceeds the wall thickness 59, but ensures that when the housing component 41 of the pressure regulating valve 12 is mounted in the receiving body 8 or 15, an elastic or plastic deformation of the deformable region 57 is ensured. In addition to weakening the wall by reducing the wall thickness to a wall thickness 59 or 59.1 according to FIG. 2, passage openings 60 can also be arranged within the deformable area. Depending on the number of through openings 60 and their arrangement in relation to the circumferential surface of the deformable area 57 of an axial length 61 on the outer circumference of the housing component 41, the degree of deformability of the deformable section 57 of the housing component 41 can be influenced. The through openings 60 shown in FIG. 2 can be designed as through bores; however it is also possible to form the openings 60 as blind holes so that a different deformability in the radial ' direction of the housing component 41 can be achieved when they are mounted on the receiving body 8 or 15. It is also possible to form the deformable region 57 at the end of the housing component 41 of the pressure control valve 12 opposite the connection-side end with a combined wall weakening with through openings 60 arranged in this weakened wall zone. In this way, a particularly soft deformation region 57 can be achieved, the elastic deformability of which, after application of a specific assembly torque, changes into plastic deformation.
Neben einer Ausbildung des verformbaren Bereiches 57 an der Gehäusekomponente 41 des Druckregelventils 12 durch Vornahme einer Wandschwächung 59 bzw. 59.1 und/oder die Anordnung von Durchgangsöffnungen 60 entlang der Umfangsfläche. des verformbaren Bereiches 57 an der Gehäusekomponente 41, kann der verformbare Bereich 57 an diesem auch in Form eines Z-Profiles ausgebildet werden, ähnlich wie ein Faltenbalg. Die Einstellung des Luftspaltes L bei der Montage des Druckregelventils 12 im Aufnahmekörper 8, 15 erfolgt wie nachstehend beschrieben:In addition to forming the deformable region 57 on the housing component 41 of the pressure control valve 12 by making a wall weakening 59 or 59.1 and / or arranging through openings 60 along the circumferential surface. of the deformable area 57 on the housing component 41, the deformable area 57 can also be formed on this in the form of a Z-profile, similar to a bellows. The setting of the air gap L when the pressure control valve 12 is installed in the receiving body 8, 15 is carried out as described below:
Die Gehäusekomponente 41 des Druckregelventils 12 wird zunächst mittels des als Mon- tageschraube ausgebildeten Montageelementes 51 in das Innengewinde der Bohrung im Aufnahmekörper 8 bzw. 15 eingeschraubt. Danach läßt sich am Montageelement 51 auf einfache Weise ein Drehmoment einleiten, mit welchem die Gehäusekomponente 41 im Aufnahmekörper 8 vorgespannt wird. Die axiale Bewegung der Gehäusekomponente 41 ist dadurch gewährleistet, daß sich das als Montageschraube ausgebildete Montageelement 51 an der Außenumfangsfläche der Gehäusekomponente 41 an einem in diese eingelassenen Abstützring 65 abstützt. Somit ist sichergestellt, daß die Gehäusekomponente 41 beim Anziehen des Montageelementes 51 gegen den Aufnahmekörper 8 bzw. 15 vorgespannt wird. Beim Einschrauben der Gehäusekomponente 41 legt sich das scheibenförmig ausgebildete Zwischenelement 63 an einer Stirnfläche der Gehäusekomponente 41 an. Der Sitzring 64, der mit einer als Ablaufdrossel wirkenden Drosselstelle versehen ist, legt sich am Aufnahmekörper 8 bzw. 15 an. Am gegenüberliegenden anschlußseitigen Ende der Gehäusekomponente 41 stellt sich zwischen der dem Elektromagneten 47 zuweisenden Stirnseite 48 der Ankerplatte 46 und der Stirnseite 49 der Gehäusekomponente 41 ein Luftspalt L ein. Da der Luftspalt L abhängig von der Position der Ankerplatte 46 in Bezug auf die Stirnseite 49 der Gehäusekomponente 41 ist und sich die Spitze des Ankerteils 45 an das Schließelement 54 anstellt, welches im Sitz 55 des Sitzrings 64 aufgenommen ist, stellt sich je nach Montagedrehmoment zwischen der Stirnseite 58 der Ankerplatte 46 und der Stirnseite 49 der Gehäusekomponente 41 ein Luftspalt L ein. In diesem Zustand herrscht ein Luftspalt L, der nur durch das Anzugsdrehmoment des Montageelementes 51 bestimmt wird. Eine Variation des Luftspaltes L kann dadurch erfolgen, daß bei weiterer Beaufschlagung des Montageelementes 51 die Montagekraft 58 - angedeutet durch die aufeinander zuweisenden Pfeile in Figur 2 - eine Verformung, sei sie plastisch, elastisch und/oder plastisch und ela- stisch des verformbaren Bereiches 57 an der Gehäusekomponente 41 bewirkt. Durch die Auslegung der Wandstärkenreduzierung 59 bzw. 59.1 entsprechend der axialen Länge 61 des verformbaren Bereiches 57 ist die sich einstellende Verformung abhängig von der Höhe des am Montageelement 51 aufgebrachten Anzugsdrehmomentes. Aufgrund der Auslegung des verformbaren Bereiches 57, sei es mit Durchgangsöffnungen 60, sei es mit Sacklochbohrungen entlang des Umfangs, sei es durch eine erste Reduzierung der Wandstärke (vgl. Bezugszeichen 59), sei es durch eine zweite Reduzierung der Wandstärke (vgl. Bezugszeichen 59.1) kann der Grad der Verformung des verformbaren Bereiches 64 an die Gehäusekomponente 41 definiert werden. Aufgrund des bekannten Anzugsdrehmomentes und des bekannten Verformungsverhaltens des verformbaren Bereiches 57 an der Gehäu- sekomponente 41 stellt sich als Resultat zwischen der Stirnseite 48 der Ankerplatte 46 und der Stirnseite 49 der Gehäusekomponente 41 ein exakt definierter Luftspalt L ein. Je nach aufgebrachtem Montageanzugsmoment am Montageelement 51 und der daraus resultierenden Verformung des verformbaren Bereiches 57 kann der Luftspalt L des hier als Elektromagneten ausgebildeten elektrischen Stellers beeinflußt werden. Nach erfolgter Einstellung des Luftspaltes L wird am anschlußseitigen Ende der Gehäusekomponente 41 des Druclcregelventils 12 der elektrische Anschluß 40 einfach auf dessen Umfangsfläche aufgeklipst.The housing component 41 of the pressure regulating valve 12 is first screwed into the internal thread of the bore in the receiving body 8 or 15 by means of the mounting element 51 designed as an assembly screw. A torque can then be introduced in a simple manner on the mounting element 51, with which the housing component 41 is prestressed in the receiving body 8. The axial movement of the housing component 41 is ensured in that the mounting element 51 designed as a mounting screw is supported on the outer circumferential surface of the housing component 41 on a support ring 65 embedded therein. This ensures that the housing component 41 is prestressed against the receiving body 8 or 15 when the mounting element 51 is tightened. When the housing component 41 is screwed in, the disc-shaped intermediate element 63 rests on an end face of the housing component 41. The seat ring 64, which is provided with a throttle point acting as a discharge throttle, rests on the receiving body 8 or 15. At the opposite connection-side end of the housing component 41, an air gap L is established between the end face 48 of the armature plate 46 facing the electromagnet 47 and the end face 49 of the housing component 41. Since the air gap L is dependent on the position of the armature plate 46 with respect to the end face 49 of the housing component 41 and the tip of the armature part 45 adjoins the closing element 54, which is accommodated in the seat 55 of the seat ring 64, depending on the assembly torque an air gap L forms the end face 58 of the anchor plate 46 and the end face 49 of the housing component 41. In this state there is an air gap L which is determined only by the tightening torque of the mounting element 51. A variation of the air gap L can take place in that when the mounting element 51 is further acted on, the mounting force 58 - indicated by the arrows in FIG. 2 pointing towards one another - a deformation, be it plastic, elastic and / or plastic and elastic of the deformable area 57 effected on the housing component 41. By designing the reduction in wall thickness 59 or 59.1 in accordance with the axial length 61 of the deformable region 57, the deformation which occurs is dependent on the level of the tightening torque applied to the mounting element 51. Due to the design of the deformable area 57, be it with through openings 60, be it with blind holes along the circumference, be it through a first reduction in the wall thickness (see reference number 59) or be it through a second reduction in the wall thickness (see reference number 59.1 ) the degree of deformation of the deformable region 64 on the housing component 41 can be defined. As a result of the known tightening torque and the known deformation behavior of the deformable region 57 on the housing component 41, an exactly defined air gap L results between the end face 48 of the anchor plate 46 and the end face 49 of the housing component 41. Depending on the mounting tightening torque applied to the mounting element 51 and the resulting deformation of the deformable region 57, the air gap L of the electrical actuator designed here as an electromagnet can be influenced. After the air gap L has been set, the electrical connection 40 is simply clipped onto its peripheral surface at the connection-side end of the housing component 41 of the pressure regulating valve 12.
Im montierten Zustand des Druckregelventils 12 an einem Aufnahmekörper 8 bzw. 15, sei es ein Hochdruckförderaggregat 8 oder ein Hochdruckspeicherraum 15, ist durch die Montagekraft 58 und die Verformbarkeit des verformbaren Bereiches 57 der Luftspalt L zwischen der Stirnseite 48 der Ankerplatte 46 und der Stirnseite 49 der Gehäusekomponente 41 eingestellt. Damit läßt sich unter Aufgabe eines Ansteuerstromes I die Druclctole- ranz ± Δp des Druckregelventils 12 auf einfache Weise in einem bestimmten Prüfpunkt, der durch einen bestimmten Ansteuerstrom I des Elektromagneten 47 definiert ist, einstel- len. Wird die geforderte Toleranz im Prüfpunkt nicht erreicht, kann durch Variation der Anzugskraft des Montageelementes 51 und einer daraus resultierenden Veränderung der Verformung des verformbaren Bereiches 57 der Gehäusekomponente 41 der Luftspalt L am Magnetkomponenten relativ zueinander variiert werden. Die Veränderung des Luftspaltes L ist damit eine direkte Folge der bei der Montage durch das Montageelement 51 aufgebrachten Montagekraft 58, die wiederum die Verformbarkeit des verformbaren Bereiches 57 an dem anschlußseitigen Ende der Gehäusekomponente 41 gegenüberliegenden Ende bestimmt. Mit der erfindungsgemäß vorgeschlagenen Ausführung der Gehäusekomponente 41, einen verformbaren Bereich 57 enthaltend, lassen sich kostengünstige Bauteile mit relativ großen Toleranzen verwenden. Die großen Toleranzen werden bei Aufbringen der Montagekraft 58 - beispielsweise im vorliegenden Fall als Montagedrehmoment, mit welchem das Montageelement 51 beaufschlagt wird - durch die sich einstellende Montagekraft 58 fast auf Null gebracht. Der Luftspalt L zwischen der Ankerplatte 46 und der Stirnseite der Gehäusekomponente 41 des Druckregelventils 12 stellt sich erst bei weiterem Erhöhen der Montagekraft 58 ein, demnach nach dem Zeitpunkt, zu dem die Bauteiltoleranzen bereits egalisiert sind. Aufgrund einer weiteren, wohldefinierten Steigerung er Montagekraft 48 stellt sich die den Luftspalt L beeinflussende Verfoπnung innerhalb des verformbaren Bereichs 57 an der Gehäusekomponente 41 ein.When the pressure control valve 12 is mounted on a receiving body 8 or 15, be it a high-pressure delivery unit 8 or a high-pressure storage space 15, the air gap L between the end face 48 of the anchor plate 46 and the end face 49 is due to the assembly force 58 and the deformability of the deformable region 57 the housing component 41 set. The pressure tolerance ± Δp of the pressure regulating valve 12 can thus be set in a specific test point, which is defined by a specific control current I of the electromagnet 47, by applying a control current I. If the required tolerance is not reached at the test point, the air gap L on the magnetic component can be varied relative to one another by varying the tightening force of the mounting element 51 and a resulting change in the deformation of the deformable region 57 of the housing component 41. The change in the air gap L is thus a direct consequence of the assembly force 58 applied during assembly by the assembly element 51, which in turn determines the deformability of the deformable region 57 at the end opposite the connection-side end of the housing component 41. With the design of the housing component 41 proposed according to the invention, comprising a deformable region 57, inexpensive ones can be made Use components with relatively large tolerances. When the assembly force 58 is applied - for example in the present case as assembly torque with which the assembly element 51 is acted upon - the large tolerances are brought to almost zero by the assembly force 58 which is established. The air gap L between the armature plate 46 and the end face of the housing component 41 of the pressure regulating valve 12 only arises with a further increase in the assembly force 58, accordingly after the point in time at which the component tolerances have already been equalized. Due to a further, well-defined increase in the assembly force 48, the opening influencing the air gap L is established within the deformable region 57 on the housing component 41.
Am dem Sitzring 64 gegenüberliegenden Ende des Ankerteils 45 ist innerhalb der Gehäusekomponente 41 ein Hohlraum ausgebildet. Von diesem Hohlraum zweigen senkrecht zur Ankerbohrung 50, die vom Ankerteil 45 durchsetzt ist, Niederdruckbohrungen 53 ab. Bei Öffnung des Schließelementes 54 durch Ansteuerung des Ankerteils 45 gibt das hier kugel- förmig ausgebildete Schließelement 54 die im Sitzring 64 ausgebildete, als Ablaufdrossel wirkende Drosselstelle frei, so daß vom mit Systemdruck beaufschlagten Hohlraum 56 des Aufnahmekörpers 8 bzw. 15, in welchen das Druckregel ventil 12 mit seiner Gehäusekomponente 41 eingeschraubt ist, unter hohem Druck stehender Kraftstoff vom Hochdruckteil in den Niederdruckteil 11 bzw. 53 abströmen kann. At the end of the armature part 45 opposite the seat ring 64, a cavity is formed within the housing component 41. Low-pressure bores 53 branch off from this cavity perpendicular to the armature bore 50, which is penetrated by the armature part 45. When the closing element 54 is opened by actuating the armature part 45, the closing element 54, which is spherical here, releases the throttle point which acts in the seat ring 64 and acts as a discharge throttle, so that the cavity 56 of the receiving body 8 or 15, which is pressurized with system pressure, contains the pressure control valve 12 is screwed with its housing component 41, fuel under high pressure can flow from the high-pressure part into the low-pressure part 11 or 53.
BezugszeichenlisteLIST OF REFERENCE NUMBERS
Kraftstoffeinspritzsystem Kraftstoffbehälter Kraftstoffhiveau Vorfilter Vorförderaggregat Kraftstoffilter Niederdruckleitungsabschnitt Hochdruckförderaggregat Ansteuerleitung Hochdruckzulauf Kraftstoffrücklauf Druckregelventil Ansteuerung Elektromagnet Steuergerät Hochdruckspeicheπaum Dracksensor Rücklauf zum Kraftstoffbehälter Hochdruckzuleitung Injektor Kraftstoffinj ektor Zulaufseite Rücklauf vom Kraftstoffinj ektor Aktoransteuerung Einspritzdüsen zentrale Signalübertragungsleitung Drucksensorleitung Ansteuerung Vorförderpumpe Kurbelwellensensor Nockenwellensensor Fahrpedalsensor Ladedrucksensor Temperaturfühler KühlfluidsensorFuel injection system Fuel tank Fuel level Pre-filter Pre-delivery unit Fuel filter Low-pressure line section High-pressure delivery unit Control line High-pressure inlet Fuel return Pressure control valve Activation electromagnet Control unit High-pressure storage space Dump sensor Return to fuel tank High-pressure supply line Injector Fuel injector Inlet side Return from fuel injector Sensor sensor sensor line Pump sensor sensor control line Fuel pressure sensor Sensor signal line Fuel pressure sensor Sensor signal line Fuel pressure sensor
elektrischer Anschluß Gehäusekomponente Druckregelventil glockenförmiger Einsatz 43 Dichtringelectrical connection housing component pressure control valve bell-shaped insert 43 sealing ring
44 Druckfeder44 compression spring
45 Ankerteil45 anchor part
46 Ankerplatte46 anchor plate
47 Elektromagnet47 electromagnet
48 Stirnseite Ankerplatte48 Front side of anchor plate
49 Stirnseite Gehäusekomponente49 Front side of housing component
50 Ankerbohrung50 anchor hole
51 Montageelement51 mounting element
52 Aufhahmekörper Druckregelventil 1252 mounting body pressure control valve 12
53 Niederdruckleitung53 low pressure line
54 Ventilkugel54 valve ball
55 Ventilkugelsitz55 valve ball seat
56 Hohlraum mit Systemdruck56 System pressure cavity
57 verformbarer Bereich57 deformable area
58 Wirkrichtung Montagekraft58 Direction of action assembly force
59 erste vemngerte Wandstärke59 first reduced wall thickness
59.1 zweite vemngerte Wandstärke59.1 second reduced wall thickness
60 Schwächungsöffnung60 weakening opening
61 Längserstreckung verformbarer Bereich61 Longitudinally deformable area
62 Dichtelement62 sealing element
63 scheibenförmiger Einsatz63 disc-shaped insert
64 Sitzring mit Drosselöffhung64 seat ring with throttle opening
65 Abstützring65 support ring
L Luftspalt Magnetsystem L Air gap magnet system

Claims

Patentansprüche claims
1. Kraftstoffeinspritzsystem für Verbrennungskraftmaschinen mit einem Hochdruckspeicherraum (15), der über ein Hochdruckförderaggregat (8) mit unter hohem Druck ste- henden Kraftstoff beaufschlagt ist und Kraftstoffinjektoren (19) mit Kraftstoff versorgt und dem Hochdruckförderaggregat (8) ein Druckregelventil (12) zugeordnet ist, welches zwischen einer Hochdruckseite (10, 56) und einer Niederdruckseite (11, 53) angeordnet ist und ein Ventilelement (54) umfaßt, welches über einen elektrischen Steller (47) ansteuerbar ist, dadurch gekennzeichnet, daß das Druckregelventil (12) eine Gehäusekomponente (41) umfaßt, die einen verformbaren Bereich (57) enthält, über den bei Montage des Druckregelventils (12) an einem hohen Druck führenden Aufnahmekörper (52) ein Spalt L zwischen Flächen (48, 49) einer elektrisch ansteuerbaren Stelleranordnung (45, 47) einstellbar ist.1. Fuel injection system for internal combustion engines with a high-pressure storage space (15) which is supplied with fuel under high pressure via a high-pressure delivery unit (8) and supplies fuel to injectors (19) and a pressure control valve (12) is assigned to the high-pressure delivery unit (8) , which is arranged between a high pressure side (10, 56) and a low pressure side (11, 53) and comprises a valve element (54) which can be controlled via an electrical actuator (47), characterized in that the pressure regulating valve (12) is a housing component (41), which contains a deformable region (57), via which, when the pressure regulating valve (12) is mounted on a high-pressure receiving body (52), a gap L between surfaces (48, 49) of an electrically controllable actuator arrangement (45, 47 ) is adjustable.
2. Kraftstoffeinspritzsystem gemäß Anspruch 1, dadurch gekennzeichnet, daß die den verformbaren Bereich (57) enthaltende Gehäusekomponente (41) des Druckregelventils (12) als Gehäusekörper ausgebildet ist.2. Fuel injection system according to claim 1, characterized in that the deformable region (57) containing housing component (41) of the pressure control valve (12) is designed as a housing body.
3. Kraftstoffeinspritzsystem gemäß Anspruch 2, dadurch gekemizeichnet, daß der ver- formbare Bereich (57) an der Gehäusekomponente (41) in einem Bereich liegt, der im montierten Zustand des Druckregelventils (12) an einem Aufnahmekörper (52) von diesem umschlossen ist.3. Fuel injection system according to claim 2, characterized in that the deformable area (57) on the housing component (41) lies in an area which is enclosed by the receptacle body (52) on the receptacle body (52) when the pressure control valve (12) is in the assembled state.
4. Kraftstoffeinspritzsystem gemäß Anspruch 2, dadurch gekennzeichnet, daß die Gehäu- sekomponente (41) ein relativ zu deren Außenseite bewegbares Montageelement (51) umfaßt.4. Fuel injection system according to claim 2, characterized in that the housing component (41) comprises a mounting element (51) which is movable relative to the outside thereof.
5. Kraftstoffeinspritzsystem gemäß Anspruch 1, dadurch, gekennzeichnet, daß der verformbare Bereich (57) an der Gehäusekomponente (41) des Druclcregelventils (12) durch eine Wandstärkenreduzierung (59, 59.1) gebildet ist.5. Fuel injection system according to claim 1, characterized in that the deformable region (57) on the housing component (41) of the pressure control valve (12) is formed by a reduction in wall thickness (59, 59.1).
6. Kraftstoffeinspritzsystem gemäß Anspruch 1, dadurch gekennzeichnet, daß der verformbare Bereich (57) an der Gehäusekomponente (41) des Druclcregelventils (12) durch senkrecht zur Wirkungslinie (58) der Montagekraft orientierte Ausnehmungen (60) gebildet ist.6. Fuel injection system according to claim 1, characterized in that the deformable region (57) on the housing component (41) of the pressure regulating valve (12) is formed by recesses (60) oriented perpendicular to the line of action (58) of the assembly force.
7. Kraftstoffeinspritzsystem gemäß Anspruch 6, dadurch gekennzeichnet, daß die Ausnehmungen (60) als Durchgangsbohrungen ausgeführt sind. 7. Fuel injection system according to claim 6, characterized in that the recesses (60) are designed as through holes.
8. Kraftstoffeinspritzsystem gemäß Anspruch 6, dadurch gekennzeichnet,- daß die Ausnehmungen (60) als Anbohrungen ausgebildet sind.8. Fuel injection system according to claim 6, characterized in - that the recesses (60) are designed as bores.
9. Kraftstoffeinspritzsystem gemäß Anspruch 4, dadurch gekennzeichnet, daß das Montageelement (51) in axiale Richtung auf der Außenseite der Gehäusekomponente (41) des Druclcregelventils (12) durch eine Abstützring (65) gesichert ist.9. Fuel injection system according to claim 4, characterized in that the mounting element (51) is secured in the axial direction on the outside of the housing component (41) of the pressure regulating valve (12) by a support ring (65).
10. Kraftstoffeinspritzsystem gemäß Anspruch 1, dadurch gekennzeichnet, daß am an- schlußseitigen Ende der Gehäusekomponente (41) des Druckregelventils (12) eine durch ein Federelement (44) beaufschlagte Ankerplatte (46) angeordnet ist, zwischen deren Stirnseite (48) und einer Stirnseite (49) der einen Elektromagneten (47) umschließenden Gehäusekomponente (41) ein Luftspalt L gebildet ist.10. Fuel injection system according to claim 1, characterized in that at the connection-side end of the housing component (41) of the pressure control valve (12) an armature plate (46) acted upon by a spring element (44) is arranged, between the end face (48) and one end face (49) of the housing component (41) enclosing an electromagnet (47), an air gap L is formed.
11. Kraftstoff einspritzsystem gemäß Anspruch 1, dadurch gekennzeichnet, daß die Gehäusekomponente (41) des Druckregelventils (12) am ventilseitigen Ende einen einen Ventilsitz (55) für das Ventilelement (54) aufweisenden Sitzring (64) umschließt.11. Fuel injection system according to claim 1, characterized in that the housing component (41) of the pressure control valve (12) at the valve end encloses a valve seat (55) for the valve element (54) having a seat ring (64).
12. Kraftstoffeinspritzsystem gemäß Anspruch 11, dadurch gekennzeichnet, daß der Sitz- ring (64) eine hochdruckseitig als Ablaufdrossel bezüglich des Systemsdruckes innerhalb eines Hohlraumes (46) des Aufnahmekörpers (52) dienende Drosselstelle umfaßt, die durch das Ventilelement (54) freigebbar bzw. verschließbar ist.12. A fuel injection system according to claim 11, characterized in that the seat ring (64) comprises a throttle point on the high-pressure side as a discharge throttle with respect to the system pressure within a cavity (46) of the receiving body (52), which can be released by the valve element (54) or is lockable.
13. Kraftstoffeinspritzsystem gemäß Anspruch 11, dadurch gekennzeichnet, daß sich der verformbare Bereich (57) der Gehäusekomponente (41) zwischen einem Dichtelement13. Fuel injection system according to claim 11, characterized in that the deformable region (57) of the housing component (41) between a sealing element
(62) und dem Sitzring (64) in Axialrichtung (61) erstreckt.(62) and the seat ring (64) in the axial direction (61).
14. Kraftstoffeinspritzsystem gemäß Anspruch 1, dadurch gekennzeichnet, daß der verformbare Bereich (57) der Gehäusekomponente (41) des Druclcregelventils (12) ela- stisch und/oder plastisch, abhängig von der am Montägeelement (51) aufgebrachten14. Fuel injection system according to claim 1, characterized in that the deformable region (57) of the housing component (41) of the pressure regulating valve (12) is elastic and / or plastic, depending on that applied to the mounting element (51)
Montagekraft (58) ist. Assembly force (58) is.
EP03704232A 2002-03-28 2003-01-20 Adjustable pressure regulating valve for fuel injection systems Expired - Lifetime EP1492954B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10214084 2002-03-28
DE10214084A DE10214084A1 (en) 2002-03-28 2002-03-28 Adjustable pressure control valve for fuel injection systems
PCT/DE2003/000137 WO2003083286A1 (en) 2002-03-28 2003-01-20 Adjustable pressure regulating valve for fuel injection systems

Publications (2)

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EP1492954A1 true EP1492954A1 (en) 2005-01-05
EP1492954B1 EP1492954B1 (en) 2006-01-25

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Country Status (5)

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US (1) US7121264B2 (en)
EP (1) EP1492954B1 (en)
JP (1) JP4188845B2 (en)
DE (2) DE10214084A1 (en)
WO (1) WO2003083286A1 (en)

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Also Published As

Publication number Publication date
DE10214084A1 (en) 2003-10-30
JP4188845B2 (en) 2008-12-03
DE50302288D1 (en) 2006-04-13
US20060042599A1 (en) 2006-03-02
US7121264B2 (en) 2006-10-17
WO2003083286A1 (en) 2003-10-09
EP1492954B1 (en) 2006-01-25
JP2005521830A (en) 2005-07-21

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