• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a valve (4, 4') for a fuel system for a combustion engine, comprising a ball retainer (26) provided with a cavity (28) to accommodate a ball (22), which ball (22) has a first seal surface (30) intended to cooperate with and abut sealingly against a seat (32). The ball retainer (26) has a secondary seal surface (34) intended to cooperate with and abut sealingly against the seat (32) when the ball (22) is not in the ball retainer (26). The invention relates also to a method for controlling a fuel system for a combustion engine.
    公开号:SE1250500A1
    申请号:SE1250500
    申请日:2012-05-16
    公开日:2013-11-17
    发明作者:Kim Kylstroem
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    15 20 25 30 If the valve is located in a fuel injector, the spring bias, which acts on a valve holder, will also decrease due to reduced bias, which also means that the valve is not able to counteract an equal pressure as when the ball was arranged in the valve. and sealed against the seat. This leads to the valve no longer clogging and the result is that it is no longer possible to control the dosing of fuel into the cylinders of the internal combustion engine.
    An uncontrolled fuel injection leads to overdose of fuel in the cylinder. This leads to the exhaust system receiving a large amount of unburned fuel, which means that the exhaust after-treatment system can be damaged and its service life significantly reduced. During hard operation, the fuel in the exhaust after-treatment system can also ignite. This creates an undesirable temperature increase in said system, which further damages the exhaust after-treatment system and reduces its service life. Furthermore, fuel consumption and emissions in the exhaust gases will increase.
    It is possible to detect uncontrolled fuel injection in your own way. For example, the combustion engine control unit can measure the exhaust gas temperature after an oxidation catalyst in the exhaust aftertreatment system. If the temperature after the oxidation catalyst increases unreasonably fast, there is a high probability that uncontrolled injection has occurred. The control unit of the internal combustion engine can also measure the acceleration of the flywheel at each cylinder ignition. If a cylinder gives the flywheel a deviating acceleration, this may also indicate uncontrolled fuel injection. The combustion engine control unit controls the fate of the high pressure pump till to the fuel injectors.
    If the control unit of the internal combustion engine receives a signal from the high-pressure pump to increase the fl fate abnormally sharply, this may also mean that uncontrolled fuel injection has occurred.
    The measure used today to prevent reduced service life and damage to the exhaust after-treatment system, when uncontrolled injection has been detected, is to restrict the fuel supply to the fuel injectors, which leads to the internal combustion engine being switched off automatically. Alternatively, the driver is warned that a valve failure has occurred, which leads to the driver switching off the internal combustion engine. This is a major disadvantage because it makes it impossible with the vehicle's internal combustion engine to drive the vehicle to a workshop to rectify the fault.
    An example of a known fuel engine and its function is shown in document SE-C2-529810.
    The injection means comprises a passage for receiving fuel with a first overpressure, a pressure booster and an injection valve, which is adjustable in an open position and in a closed position. The injection valve comprises a piston element, a closing chamber and an opening chamber. When fuel is intended to be injected, the pressure booster generates a second higher fuel pressure in the opening chamber, so that the piston element is moved to an open position and fuel is injected. When the injection of fuel is to be completed, the high pressure in the opening chamber is reduced and the closing chamber is connected to said fuel source with the first pressure, so that the valve is moved towards the closing position by a common force created by the first pressure and said spring means.
    In view of the above-mentioned shortcomings of known valves, there is a need for a new valve for fuel systems.
    SUMMARY OF THE INVENTION The object of the present invention is to provide a valve for a fuel system which exhibits a valve action despite a failure in the valve.
    A further object of the present invention is to provide a valve for a fuel system which allows engine operation despite uncontrolled fuel injection.
    These objects are achieved with a valve for a fuel system and with a method for controlling a fuel system for an internal combustion engine according to the features stated in the independent claims.
    With such a valve, a valve function will be obtained despite a breakdown in the valve. In the event of a valve failure, the internal combustion engine can still be used to drive the vehicle to a workshop for replacement or repair of the valve or fuel injector.
    The ball holder recess, which is included in the valve, can have different shapes, for example spherical dome shape or conical shape. The depression of the ball holder has dimensions which mean that a substantial part of the ball is surrounded by the depression. For example, if the depression of the ball holder has a spherical dome shape, the diameter of the sphere is larger than the diameter of the ball.
    A primary sealing surface is provided at the abutment surface between the ball and the seat. For example, if the diameter of the ball is about 1.1 mm and a primary sealing diameter is about 0.6 mm, a primary sealing pressure of about 3400 bar is obtained. By primary sealing diameter is meant the diameter of the circle formed by the abutment surface between the ball and the seat. In the event of a breakdown occurring in the valve, the ball holder will abut sealingly against the seat instead of the ball and then a secondary sealing surface is provided at the abutment surface between the ball holder and the seat. The sealing surface of the ball holder against the seat will be larger than the sealing surface of the ball against the seat, which results in a lower sealing pressure. The sealing pressure of the ball holder will depend on its geometry. If a secondary sealing diameter is approximately 1.22 mm, a secondary sealing pressure will be approximately 730 bar. By secondary sealing diameter is meant the diameter of the circle formed by the abutment surface between the ball holder and the seat. The secondary sealing pressure decreases proportionally with a larger ball diameter. The valve can thus not counteract an equal pressure in the event of a breakdown occurring in the valve, as when the ball was arranged in the valve and sealed against the seat. A maintained fuel pressure thus leads to the valve no longer clogging.
    The valve can be arranged in several places in the fuel system. It can, for example, be arranged between the high-pressure pump and the fuel injectors to act as a safety valve, which opens at too high a fuel pressure in the fuel system, and thus lowers the pressure, so that fuel injectors and other equipment in the fuel system are not damaged by excessive pressure. . However, if the fuel pressure in the high-pressure pump is reduced in the event of a breakdown in the valve, to a pressure lower than the sealing pressure of the ball holder, the valve will seal, but at a pressure lower than normal fuel pressure during normal operation.
    The valve can also be arranged in a fuel injector. With the same detection of uncontrolled injection as with prior art, it is possible to reduce the fuel pressure with uncontrolled injection, so that it becomes lower than the pressure of the ball holder. Then the valve can seal at a pressure lower than normal fuel pressure during normal operation, which means that the fuel injectors will operate at a lower fuel pressure. However, the fuel pressure becomes high enough to supply the cylinders with fuel and drive the engine, which means that switching off the internal combustion engine can be avoided. This makes it possible to drive the vehicle with limited power without damaging the internal combustion engine or the exhaust gas treatment system.
    Additional advantages of the invention will become apparent from the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS In the following, as an example, a preferred embodiment of the invention is described with reference to the accompanying drawings, in which: Fig. 1 shows a schematic side view of a vehicle 1 comprising a valve for a fuel system according to the present invention, which valve is arranged between the high pressure pump and the fuel injectors and / or in a fuel injector, Fig. 2 shows a sectional view of a valve comprising a ball according to the present invention, Fig. 3 shows a sectional view of a valve according to the present invention lacking a ball, Fig. 4 shows a sectional view of a fuel injector comprising a valve according to the present invention, Fig. 5 shows a sectional view of an upper part of a fuel injector comprising a valve according to the present invention, and Fig. 6 shows a fate diagram of a method for to control a fuel system for an internal combustion engine.
    DETAILED DESCRIPTION OF THE INVENTION In the description, the same reference numerals are used for the same or similar components where possible.
    Fig. 1 shows a schematic vehicle 1 with an internal combustion engine 16 which comprises a number of cylinders 18. The internal combustion engine 16 is connected to a gearbox 20. Between the internal combustion engine 16 and the gearbox 20 a flywheel 7 is arranged. The vehicle 1 further comprises an exhaust after-treatment system 3, which comprises an oxidation catalyst 5. The exhaust after-treatment system may in addition in a known manner comprise a number of additional components. In connection with the oxidation catalyst 5, a temperature sensor (not shown) is arranged for sensing the exhaust gas temperature after the oxidation catalyst 5. The cylinders 18 of the internal combustion engine each comprise a fuel injector 14 for injecting fuel. The fuel injectors 14 are part of a fuel system 2 which also comprises valves 4, 4 'according to the present invention. A low pressure pump 6 is arranged in a fuel line 8 for transporting fuel from a fuel tank 10, via a high pressure pump 12, on to the combustion engine 16. A control unit 9 is intended to control the operation of the low pressure pump 6, the high pressure pump 12 and the fuel injectors 14. According to a In the first embodiment, the valve 4 is arranged between the high-pressure pump 12 and the fuel injectors 14. Each of the cylinders 18 comprises a fuel injector 14, which according to a second embodiment each comprises the valve 4 '. Preferably, the internal combustion engine 16 is a diesel engine. Fuel system 2 can be, for example, a Common Rail system. The valve 4 can be designed as a safety valve, which opens at an excessive pressure in the fuel system 2, and thus lowers the pressure, so that the fuel injectors 14 and other equipment in the fuel system 2 are not damaged by an excessive pressure.
    Fig. 2 shows a sectional view of a valve 4, 4 'according to the present invention, which comprises a spring 24 and a sealing element in the form of a ball 22. The ball 22 is preferably made of a hard and brittle material, such as a ceramic material, for example alumina or silicon nitride. Other possible materials are stone materials, such as industrially produced diamonds, or a hardened steel material or a hardened polymer. A ball made of such a material is resistant to wear. The ball 22 may further have a substantially spherical shape and its diameter may be, for example, 0.5 -2 mm. The valve 4, 4 'also comprises a ball holder 26, which is formed with a recess 28 for receiving the ball 22. The recess 28 may have different shapes, for example a substantially spherical dome shape or a substantially conical shape.
    The depression 28 of the ball holder 26 has dimensions which mean that a substantial part of the ball 22 is surrounded by the depression 28. If the depression 28, for example, has a spherical dome shape, the diameter of the sphere is larger than the diameter of the ball 22. The ball 22 further has a primary sealing surface 30, provided at the abutment surface between the ball 22 and a seat 32, which is intended to cooperate with and abut sealingly against the seat 32. The primary sealing surface 30 is smaller than a secondary sealing surface 34, which is shown in Fig. 3; for example, about 10% smaller than the secondary sealing surface 34. However, the primary sealing surface 30 could be equal to or larger than the secondary sealing surface. The valve 4, 4 'further has a primary sealing diameter. By primary sealing diameter is meant the diameter of the circle formed by the abutment surface between the ball and the seat. For example, if the diameter of the ball 22 is about 1.1 mm and the primary sealing diameter is about 0.6 mm, a primary sealing pressure of about 3400 bar is obtained. The valves 4, 4 'according to both embodiments can be arranged in a Common Rail system. According to a first embodiment, the valve 4 is arranged between the high-pressure pump 12 and the fuel injectors 14. The valve 4 can be designed as a safety valve, which opens at too high a fuel pressure in the fuel system 2, thereby lowering the pressure, so that the fuel injectors 14 and other equipment in the fuel system 2 is not damaged by an excessively high 10 15 20 25 30 pressure. Each of the cylinders 18 comprises a fuel injector 14, which according to a second embodiment each comprises a valve 4 '.
    Fig. 3 shows a sectional view of a valve 4, 4 'which lacks the ball 22, shown in Fig. 2. The valve 4, 4' can be arranged in a Common Rail system. According to the first embodiment, the valve 4 is arranged between the high-pressure pump 12 and the fuel injectors 14. The ball holder 26 has a secondary sealing surface 34, provided at the abutment surface between the ball holder 26 and the seat 32, which is intended to cooperate with and abut the seat 32 when the ball 22 - nas after, for example, a bullet accident. A ball failure can occur due to handling errors or if, for example, a hard foreign particle comes into contact with the ball 22 when the valve 4, 4 'is being closed, which can cause the ball 22 to break into your small parts and be flushed away. The secondary sealing surface 34 of the ball holder 26 may have a substantially circular shape. The primary sealing surface 30, shown in fi g. 2, may be smaller than the secondary sealing surface 34.
    For example, the primary sealing surface 30 may be about 10% smaller than the secondary sealing surface 34. The valve 4, 4 'further has a secondary sealing diameter. By secondary sealing diameter is meant the diameter of the circle formed by the abutment surface between the ball holder and the seat. The sealing pressure of the ball holder 26, the so-called secondary sealing pressure, will depend on its geometry. The secondary sealing pressure decreases proportionally with the larger diameter of the ball 22. If a secondary sealing diameter is approximately 1.22 mm, the secondary sealing pressure will be approximately 730 bar. The valve 4, 4 'can thus not counteract an equal pressure in the event of a breakdown occurring in the valve 4, 4', as when the ball 22 was arranged in the valve 4, 4 'and sealed against the seat 32. A maintained fuel pressure thus leads to the valve 4, 4 'no longer seals. If the fuel pressure in the high-pressure pump 12 is reduced in the event of a breakdown in the valve 4, 4 ', to a pressure which is lower than the sealing pressure of the ball holder 26, the valve, 4, 4' will still seal, but at a pressure lower than normal fuel pressure during normal operation. However, the fuel pressure becomes high enough to supply the cylinders 18 with fuel and drive the internal combustion engine 16, which means that switching off the internal combustion engine 16 can be avoided. This makes it possible to drive the vehicle 1 with limited power without damaging the internal combustion engine 16 or the exhaust after-treatment system 3, which is shown in fi g. 1.
    Figs. 4 and 5 are a sectional view of a fuel injector 14 for injecting high pressure fuel into a combustion chamber 40 in the internal combustion engine 16. Fig. 5 is an enlarged sectional view of the upper portion of the fuel injector 14 of Fig. 4. one of the cylinders 18 shown in Fig. 1 comprises a fuel injector 14. Preferably, the internal combustion engine 16 is a diesel engine in which the fuel injected consists of diesel oil. The lower part of the fuel injector 14 is inserted into the combustion chamber 40 of the internal combustion engine 16. By injecting the fuel at a high pressure, the emissions of emissions from the internal combustion engine 16 are reduced. Other advantages of operating the engine are also obtained when the fuel is injected at high pressure. Fuel is supplied to the fuel engine 14 under high pressure via an inlet pipe 42. The fuel engine 14 comprises a needle 44 and, at a lower portion, an injection valve with a valve body in the form of a needle valve 45. The needle valve comprises an elongate portion having a tapered end with a mold, so that it is possible to close to outlet openings 46 of the fuel injector 14. The fuel injector 14 also comprises a cylinder element 48, which has a control volume 50, which is limited by the upper end of the needle 44 and the upper end of the cylinder element 48. move into the control volume 50. To the control volume 50 there is an inlet choke 52 and an outlet choke 54. The inlet choke 52 has a smaller opening than the outlet choke 54, which means that the inlet choke 52 is more choke than the outlet choke 54. When the fuel inlet drips from the inlet 52 to the outlet choke 54, the pressure in the control volume 50 will decrease. In order for fuel to be able to flow through the control volume 50, the valve 4 'must be opened. The valve 4 'is opened by activating an electromagnet 64. When the electromagnet 64 is activated, an armature 66 is pulled against the electromagnet 64. The armature 66 lifts a valve holder 68, which overcomes a spring force. At one end of the valve holder 68, the ball holder 26 is arranged. When the valve holder 68 is lifted, the ball holder 26 will lift from the seat 32, which means that fuel is allowed to pass through the valve 4 'and further in return to the fuel tank. As fuel passes through the opened valve 4 ', fuel will flow through the control volume 50. Due to the fuel pressure acting on the lower portion of the needle 44, the upper piston portion of the elongate portion of the needle 44 will move into the control volume 50, so that the control volume 50 decreases and the tapered portion of the needle 44 moves upwards, so that the outlet openings 46 are opened and fuel is injected into the combustion chamber 40. The fuel injector 14 may be arranged in a Common Rail system. The ball 22 has a primary sealing surface, provided at the abutment surface between the ball 22 and the seat 32, which is intended to cooperate with and abut sealingly against the seat 32. The valve 4 'further has a primary sealing diameter. By primary sealing diameter is meant the diameter of the circle formed by the abutment surface between the ball 22 and the seat 32. The ball holder 26 has a secondary sealing surface, provided at the abutment surface between the ball holder 26 and the seat 32, which is intended to cooperate with and abut sealingly against the seat 32 when the ball 22 is missing after, for example, a bullet failure, which has been described above. Fig. 6 shows a method for controlling the fuel system according to the invention. The procedure begins with a first starting step a.
    In the next step b, signals are obtained from different sensors in order to detect a breakdown occurring in the valve 4, 4 '. These signals are compared with reference values in order to detect if the signal values deviate from normal values. One way can be in one step, among other things, to measure the exhaust gas temperature after an oxidation catalyst 5 in an exhaust after-treatment system 3 and to determine whether it has an abnormal value. Another way can be in a step b2 to make a measurement of the acceleration of the flywheel of the engine 16 at each cylinder ignition and determine whether it has an abnormal value. As an alternative, another method of measuring the acceleration of the engine speed can be used by means of a sensor provided for this purpose or another analogous method. A further way may be to receive in a step b3 a signal directly from the high pressure pump 12 or its control system 9 which indicates a fault. Conveniently, several or all of these methods in steps b1, b2, b3 may be used to indicate a valve failure is used.
    In the next step c, a valve failure is detected if any of the signals indicated in the previous step b.
    In the event that no valve failure is indicated, a retest is performed in a continuous loop.
    In the event that it has been detected in step c that a valve failure has occurred, in the next step d a reduction of the fuel pressure generated by the high pressure pump 12 to a pressure lower than a sealing pressure effected by the abutment of the ball holder 26 against the seat 32 takes place. .
    In a subsequent step e, the engine 16 is controlled with a reduced fuel pressure. This means that the operation of the engine can continue, albeit with reduced power. However, this enables the vehicle 1 to be driven to a workshop to remedy the fault that has occurred.
    The procedure is then terminated in a final step f. After the error has been rectified, the procedure can be resumed from the initial step a.
    The invention is in no way limited to the described embodiments but can be varied freely within the scope of the claims. The stated components and features stated above can be combined within the scope of the invention between different specified embodiments.
    权利要求:
    Claims (17)
    [1]
    A valve for a fuel system (2) for an internal combustion engine (16), comprising a ball holder (26) formed with a recess (28) for receiving a ball (22), the ball (22) having a primary sealing surface (30), which is intended to cooperate with and abut sealingly against a seat (32), characterized in that the ball holder (26) has a secondary sealing surface (34), which is intended to cooperate with and abut sealingly against the seat (32). when the ball (22) is not arranged in the ball holder (26).
    [2]
    Valve according to Claim 1, characterized in that the ball (22) is made of a hard and brittle material.
    [3]
    Valve according to Claim 1 or 2, characterized in that the ball (22) is made of a ceramic material, stone material, steel material or of a polymer.
    [4]
    Valve according to one of Claims 1 to 3, characterized in that the ball (22) has a spherical shape.
    [5]
    Valve according to Claim 4, characterized in that the diameter of the ball (22) is 0.5-2 mm.
    [6]
    Valve according to one of the preceding claims, characterized in that the recess (28) has a spherical dome shape.
    [7]
    Valve according to one of Claims 1 to 4, characterized in that the recess (28) has a conical shape.
    [8]
    Valve according to one of the preceding claims, characterized in that the secondary sealing surface (34) of the ball holder (26) has a circular shape.
    [9]
    Valve according to Claim 8, characterized in that the primary sealing surface (30) is smaller than the secondary sealing surface (34).
    [10]
    Valve according to Claim 9, characterized in that the primary sealing surface (30) is approximately 10% smaller than the secondary sealing surface (34). 10 15 20 25 30 11
    [11]
    Valve according to one of the preceding claims, characterized in that the valve (4, 4 ') is arranged in a common rail system.
    [12]
    Valve according to one of the preceding claims, characterized in that the valve (4, 4 ') is arranged in a fuel injector (14).
    [13]
    Valve according to one of Claims 1 to 11, characterized in that the valve (4, 4 ') is designed as a safety valve.
    [14]
    Valve according to one of Claims 1 to 11 and 13, characterized in that the valve is arranged between a high-pressure pump (12) and at least one fuel injector (14).
    [15]
    A method of controlling a fuel system (2) for an internal combustion engine (16), comprising a ball holder (26) formed with a recess (28) for receiving a ball (22), which ball (22) has a primary sealing surface (30), which is intended to cooperate with and abut against a seat (32), characterized in that the method comprises the steps of: - detecting a breakdown occurring in the valve (4, 4 '); reducing the fuel pressure generated by a high pressure pump (12) to a pressure lower than a sealing pressure produced by the abutment of the ball holder (26) against the seat (32).
    [16]
    Method according to claim 15, characterized in that the detection is performed by a step (b1) which comprises measuring an exhaust gas temperature after an oxidation catalyst (5) in an exhaust gas after-treatment system (3); a step (b2) comprising measuring the acceleration of the engine speed, for example by measuring the acceleration of the engine flywheel (7) at each cylinder ignition; and / or a step (b3) comprising measuring a signal from the high pressure pump (12) to a control unit (9) -
    [17]
    Method according to one of Claims 15 to 16, characterized by a step (e) which comprises controlling the internal combustion engine (16) so that the internal combustion engine (16) is driven at the fuel pressure reduced by the high-pressure pump (12).
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    同族专利:
    公开号 | 公开日
    EP2850311A1|2015-03-25|
    CN104285057A|2015-01-14|
    US20150136099A1|2015-05-21|
    CN104285057B|2017-07-18|
    WO2013172764A1|2013-11-21|
    RU2014150873A|2016-07-10|
    BR112014027557A2|2017-06-27|
    US9964089B2|2018-05-08|
    EP2850311A4|2016-01-13|
    IN2014DN09272A|2015-07-10|
    KR20150006885A|2015-01-19|
    SE536494C2|2013-12-27|
    KR101626535B1|2016-06-13|
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    法律状态:
    2021-12-28| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    SE1250500A|SE536494C2|2012-05-16|2012-05-16|Valve for a fuel system for an internal combustion engine and a method for controlling a fuel system for an internal combustion engine|SE1250500A| SE536494C2|2012-05-16|2012-05-16|Valve for a fuel system for an internal combustion engine and a method for controlling a fuel system for an internal combustion engine|
    EP13791077.4A| EP2850311A4|2012-05-16|2013-04-10|Vavle for a fuel system for a combustion engine and method for controlling a fuel system for a combustion engine|
    CN201380025294.7A| CN104285057B|2012-05-16|2013-04-10|Valve and the method for the fuel system of control combustion engine for the fuel system of combustion engine|
    US14/399,313| US9964089B2|2012-05-16|2013-04-10|Valve for a fuel system for a combustion engine and method for controlling a fuel system for a combustion engine|
    BR112014027557A| BR112014027557A2|2012-05-16|2013-04-10|valve for a combustion engine fuel system and method for controlling a combustion engine fuel system|
    KR1020147034341A| KR101626535B1|2012-05-16|2013-04-10|Vavle for a fuel system for a combustion engine and method for controlling a fuel system for a combustion engine|
    PCT/SE2013/050384| WO2013172764A1|2012-05-16|2013-04-10|Vavle for a fuel system for a combustion engine and method for controlling a fuel system for a combustion engine|
    RU2014150873A| RU2014150873A|2012-05-16|2013-04-10|VALVE OF THE FUEL SUPPLY SYSTEM FOR THE INTERNAL COMBUSTION ENGINE AND METHOD FOR CONTROL OF THE FUEL SUPPLY SYSTEM FOR THE INTERNAL COMBUSTION ENGINE|
    IN9272DEN2014| IN2014DN09272A|2012-05-16|2014-11-05|
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