EP0064794A2 - Dispositif de sécurité pour un moteur diesel à injection et avec turbocompresseur à gaz d'échappement - Google Patents

Dispositif de sécurité pour un moteur diesel à injection et avec turbocompresseur à gaz d'échappement Download PDF

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Publication number
EP0064794A2
EP0064794A2 EP82200546A EP82200546A EP0064794A2 EP 0064794 A2 EP0064794 A2 EP 0064794A2 EP 82200546 A EP82200546 A EP 82200546A EP 82200546 A EP82200546 A EP 82200546A EP 0064794 A2 EP0064794 A2 EP 0064794A2
Authority
EP
European Patent Office
Prior art keywords
boost pressure
pressure
safety device
valve
pressure sensor
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.)
Withdrawn
Application number
EP82200546A
Other languages
German (de)
English (en)
Other versions
EP0064794A3 (fr
Inventor
Rüdiger Ing.-grad. Kuss
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.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
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 Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP0064794A2 publication Critical patent/EP0064794A2/fr
Publication of EP0064794A3 publication Critical patent/EP0064794A3/fr
Withdrawn legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/447—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston means specially adapted to limit fuel delivery or to supply excess of fuel temporarily, e.g. for starting of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/16—Other safety measures for, or other control of, pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B77/00—Component parts, details or accessories, not otherwise provided for
    • F02B77/08—Safety, indicating, or supervising devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the invention relates to a safety device for a diesel injection internal combustion engine with an exhaust gas turbocharger, with a fault detector which controls a ventilation valve for a load pressure-dependent full load stop for the control element of the injection pump when a fault occurs.
  • the fault detector responds to an excessive temperature of the exhaust gases (US Pat. No. 4,157,701).
  • the exhaust gas temperature is an inaccurate and sluggish indicator of the particularly critical error in a supercharged diesel internal combustion engine, too high a boost pressure.
  • Such an error occurs, for example, in an exhaust gas turbocharger in which a bypass control on the charger or turbine side limits the maximum boost pressure when the bypass valve used for this fails. Excessive boost pressure can result in engine damage.
  • the invention has for its object to provide a safety device of the type mentioned, which responds safely and quickly to an increase in the boost pressure.
  • the invention solves this problem in that the fault detector is a pressure sensor acted on by the boost pressure, which responds when the boost pressure value is excessive.
  • a ventilation valve for the full load stop is controlled.
  • a safety device for an internal combustion engine is also known (DE-Gm 74 37 614), which takes back the full load stop for the control element of the injection pump in the event of an impermissibly high boost pressure.
  • a servomotor is used for this.
  • a conventional pressure sensor has no switching hysteresis. This means that if its response value is exceeded, it causes the full load stop to be vented and immediately ends when the value falls below its response value. Since the venting of the full load stop often falls below the response value relatively quickly, the ventilation is ended just as quickly. If there is a fault such as the failure of the bypass control valve mentioned at the beginning, the boost pressure immediately rises above the response value when the ventilation is ended, whereupon the ventilation of the full load stop starts again. The consequence of this is a so-called sawing and associated frequent exceeding of a boost pressure value critical for the internal combustion engine. This problem can be eliminated in a surprisingly simple manner by a development of the invention.
  • the pressure sensor has a response hysteresis in such a way that it only switches the ventilation valve ineffective again far below a normal value of the boost pressure.
  • the boost pressure may not rise again until the ventilation valve is closed again. To do this, however, the boost pressure must have dropped significantly. As a result, the rise and fall periods of the boost pressure are considerably lengthened, which means that the critical response value of the pressure sensor is exceeded much less frequently.
  • the pressure sensor and the ventilation valve can interact in different ways.
  • the pressure sensor can generate an electrical signal and control an electromagnetic vent valve. This solution is characterized by constructive simplicity.
  • the pressure sensor and the ventilation valve can be formed in one piece as a three-way valve.
  • the two supply connections are charged with the boost pressure or with atmospheric pressure.
  • the discharge connection is connected to the full load stop.
  • a double valve element for the two supply connections keeps the connection * and, if necessary, an acoustic and / or visual warning display at the same time to the boost pressure under the action of a spring against the boost pressure up to the response value of the boost pressure and closes the connection to the atmosphere.
  • the double valve member closes the connection to the boost pressure and opens the connection to the atmosphere.
  • a relief valve can be arranged in a gas channel of the internal combustion engine, which limits the boost pressure to a maximum value above the response value of the pressure sensor. It has been shown that, in particular in the case of highly charged diesel internal combustion engines, the reduction in the full-load limit cannot always achieve a sufficient boost pressure and thus torque reduction. By using a relief valve, exceeding the maximum boost pressure value can now be avoided with certainty. It is known (US Pat. No. 3,913,542) to use a relief valve to keep the boost pressure of a turbocharged internal combustion engine at a constant value. The relief valve does not serve as a safety device, which is only effective in the event of a fault, but is always, i.e. H. effective even under normal operating conditions. A special safety device is not provided when an error occurs.
  • the relief valve can be arranged in different ways. It is thus possible to arrange this valve between the internal combustion engine and the turbine parallel to the bypass valve which is generally provided. In contrast, an increase in the accuracy with regard to the point of use can be achieved in a simple manner in that the relief valve is located in the intake duct between the turbocharger charger and the internal combustion engine and opens at the maximum value of the boost pressure.
  • a throttle valve can also be arranged in the intake duct before or after the charger, which is switched on at the maximum value of the boost pressure.
  • a further improvement in the interaction of the pressure sensor and this relief valve with regard to its effectiveness can be achieved in that the tolerance range of the boost pressure values for opening the relief valve continuously adjoins the response value of the pressure sensor or its tolerance range. This avoids that the relief valve opens due to tolerance before the pressure sensor responds and reduces the amount of air supplied to the internal combustion engine with unchanged amount of fuel. The consequence of this would be a considerable impairment of both the internal combustion engine and the environment, since coking phenomena of the internal combustion engine and soot formation would inevitably result.
  • This further development of the invention ensures that the reduction in the fuel quantity precedes the reduction in the air quantity or, in the worst case, coincides therewith. As a result, there is always a sufficient amount of air available for soot-free combustion of the amount of fuel supplied.
  • This shows a safety device for a diesel injection internal combustion engine with an exhaust gas turbocharger to avoid a dangerously high boost pressure value for the internal combustion engine.
  • An exhaust gas turbocharger 3 with a supercharger 5 and a turbine driven thereby is assigned to a schematically represented diesel injection internal combustion engine 1 with a plurality of cylinders 2.
  • the exhaust gases of the internal combustion engine 1 are fed to the turbine 4 via an exhaust gas duct 6.
  • a bypass line 7 branches off from the exhaust duct 6, in which a Control valve 8 is arranged. This controls the amount of exhaust gas carried past the turbine 4 as a function of the boost pressure.
  • the boost pressure is generated by the supercharger 5 rigidly coupled to the turbine 4.
  • the air supplied to the charger 5 via an intake duct 9 is compressed by the charger 5 and reaches a charge air collector 11 via a charge air line 10, from which it is supplied to the cylinders 2.
  • the valve chamber 13 of the control valve 8 is connected to the supercharger 5 via a connecting line 12 and is therefore charged with the charge air pressure. Characterized the control valve 8 is adjusted according to the charge air pressure against the action of a spring 14 so that the amount of exhaust gas supplied to the turbine 4 is approximately constant. The boost pressure therefore also has a constant value of z. B. 0.8 bar.
  • the injection of the required amount of fuel takes place with the help of an injection pump 15, the control element (not shown) of which is limited in a known manner in its movement by a pneumatically controlled full-load stop, also not shown in detail, with the aid of a pressure cell 16. If the boost pressure has the specified normal value, the pressure cell 16 is connected to the charge air collector 11 via a line 17 and is therefore charged with the charge air pressure.
  • the first consists of an electromagnetic ventilation valve 18, which is arranged in line 17 and whose schematically illustrated valve member 19 is controlled by a pressure sensor 20.
  • the pressure sensor 20 is also charged with the charge air pressure and speaks at an excessive charge air pressure of z. B. 0.9 bar. He then controls the ventilation valve 18, the valve member 19 of which is electromagnetically moved from the position shown in the position shown in dashed lines. In this, the connection of the line 17 to the charge air collector 11 is interrupted and the part of the line leading to the pressure cell 16 is ventilated. For this purpose, the valve member 19 releases a connection 21 of the ventilation valve 18 to the atmosphere.
  • the full load stop of the injection pump 15 is adjusted in the sense of a reduction in the maximum fuel quantity.
  • the consequence of this, depending on the position of the control element, can be an actual reduction in the amount of fuel injected. This results in a reduction in the amount of exhaust gas and thus a reduction in the turbine speed. As a result, the charge air pressure can often already be reduced to the normal value.
  • a relief valve 22 is arranged in the charge air line 10 as a second safety measure, which at a charge air pressure of z. B. 1 bar opens J nd the charge air pressure limited to this value. This ensures in any case that the charge air pressure never exceeds a value of 1 bar. This value is chosen so that even if the charge air pressure would continuously take this value, engine damage can be avoided with a high degree of probability.
  • the pressure sensor 20 is provided with a response hysteresis in such a way that it only switches the ventilation valve 18 ineffective far below the normal value of the charge air pressure.
  • This switching point can be, for example, 0.5 bar. Only when the charge air pressure has dropped below this value does the valve member 19 again assume the position shown in the drawing and closes the atmosphere connection 21.
  • the tolerance range of the pressure sensor 20 and the blow-off valve 22 is selected such that both connect to one another.
  • the tolerance range of the pressure sensor 20 is, for example, 0.9 +/- 0.1 bar, while the relief valve 22 opens at 1 bar in the worst case. This avoids that the amount of air is reduced with the aid of the relief valve 22 with unchanged fuel quantity. This prevents soot formation and coking.
  • the pressure sensor and the ventilation valve can be formed in one piece as a three-way valve 23. This is shown in the lower part of the drawing and has two supply connections 24 and 25 for connection to the charge air collector or the atmosphere.
  • a double valve member 26 closes up to a charge air pressure of z. B. 0.9 bar under the effect a spring 27 the terminal 25 and keeps the terminal 24 open.
  • the pressure can connected to the discharge port 28 is charged with the boost pressure up to this value of the charge air pressure and controls the full-load stop of the injection pump 15 in a known manner.
  • the double valve member 26 is shifted to the right in the drawing, as a result of which the connection 24 is closed and the connection 25 is opened.
  • the connection of the pressure cell to the charge air collector 11 is thus interrupted at the expense of a connection to the atmosphere.
  • the pressure cell 16 is thereby ventilated and ensures a reduction in the maximum injection quantity in the manner described. If the charge air pressure drops again, the double valve member 26 returns to the position shown, whereby the connection of the pressure cell 16 to the atmosphere is interrupted and the charge air collector 11 is restored.
  • the pressure sensor 20 can also be used to permanently switch on the visual and / or acoustic warning indicator or the valve 18, together with the ventilation valve 18. This is shown schematically as a warning lamp 30.
  • a throttle valve 31 can also be arranged in the intake duct 9 or in the charge air line 10, which is activated at the maximum value of the boost pressure - controlled, for example, by a further pressure sensor, not shown - and thereby also increases the boost pressure prevented the maximum value.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP82200546A 1981-05-09 1982-05-06 Dispositif de sécurité pour un moteur diesel à injection et avec turbocompresseur à gaz d'échappement Withdrawn EP0064794A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3118501 1981-05-09
DE19813118501 DE3118501A1 (de) 1981-05-09 1981-05-09 Sicherheitsvorrichtung fuer eine diesel-einspritz-brennkraftmaschine mit abgasturbolader

Publications (2)

Publication Number Publication Date
EP0064794A2 true EP0064794A2 (fr) 1982-11-17
EP0064794A3 EP0064794A3 (fr) 1983-12-07

Family

ID=6131925

Family Applications (1)

Application Number Title Priority Date Filing Date
EP82200546A Withdrawn EP0064794A3 (fr) 1981-05-09 1982-05-06 Dispositif de sécurité pour un moteur diesel à injection et avec turbocompresseur à gaz d'échappement

Country Status (3)

Country Link
EP (1) EP0064794A3 (fr)
JP (1) JPS57193728A (fr)
DE (1) DE3118501A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4603552A (en) * 1983-03-02 1986-08-05 Toyo Kogyo Co., Ltd. Safety device for turbocharged engine
DE3812199A1 (de) * 1988-04-13 1989-10-26 Daimler Benz Ag Vorrichtung zur begrenzung der vollasteinspritzmenge bei einer aufgeladenen luftverdichtenden einspritzbrennkraftmaschine
FR2703732A1 (fr) * 1993-04-09 1994-10-14 Daimler Benz Ag Moteur à combustion interne avec commande automatique de transmission et régulateur mécanique de pompe d'injection.
US6457312B2 (en) * 2000-07-07 2002-10-01 Jenbacher Aktiengesellschaft Internal combustion engine

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3709803A1 (de) * 1987-03-25 1988-10-13 Motoren Werke Mannheim Ag Sicherheitseinrichtung fuer eine aufgeladene dieselbrennkraftmaschine
JP2502301Y2 (ja) * 1990-09-28 1996-06-19 日産ディーゼル工業株式会社 ディ―ゼルエンジンの燃料噴射装置
DE102006008855A1 (de) * 2006-02-25 2007-09-13 Dr.Ing.H.C. F. Porsche Ag Bauteileschutz-Strategie bei einem aufgeladenen Verbrennungsmotor

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB621038A (en) * 1946-11-27 1949-04-04 Cav Ltd Improvements relating to governors for internal combustion engines
GB618739A (en) * 1946-11-27 1949-02-25 Simms Motor Units Ltd Improvements in or relating to the control of fuel injection pumps for internal combustion engines
AT275243B (de) * 1967-02-21 1969-10-10 Friedmann & Maier Ag Einspritzpumpe für Einspritz-Brennkraftmaschinen
CS148610B1 (fr) * 1970-11-09 1973-03-29
US3913542A (en) * 1973-02-23 1975-10-21 Rajay Ind Inc Simplified turbo charger system for aircraft
DE2352205A1 (de) * 1973-10-18 1975-04-24 Porsche Ag Einspritzbrennkraftmaschine, insbesondere fuer kraftfahrzeuge
JPS5244319A (en) * 1975-10-03 1977-04-07 Kubota Ltd Pollution warning device of a supercharger used for an internal combustion engine
DE2709667C2 (de) * 1977-03-05 1985-09-19 Daimler-Benz Ag, 7000 Stuttgart Sicherheits- und Überwachungsvorrichtung für eine Einspritzbrennkraftmaschine mit Aufladung durch einen Abgasturbolader
JPS5823489B2 (ja) * 1978-04-18 1983-05-16 日産自動車株式会社 内燃機関用排気タ−ボチヤ−ジヤ−の出力制御装置
DE2847572C2 (de) * 1978-11-02 1986-07-10 Robert Bosch Gmbh, 7000 Stuttgart Verteilerkraftstoffeinspritzpumpe für aufgeladene Dieselmotoren
GB2074379A (en) * 1978-12-01 1981-10-28 Col Ven Sa Fluid pressure sensors
FR2467296A1 (fr) * 1979-10-10 1981-04-17 Alraun Egon Installation de reglage d'alimentation pour moteur diesel a suralimentation
DE3100711A1 (de) * 1980-01-14 1981-11-19 Diesel Kiki Co. Ltd., Tokyo "sicherheitseinrichtung fuer eine mit einem ladegeblaese ausgeruestete einspritzbrennkraftmaschine"
JPS56163631U (fr) * 1980-05-06 1981-12-04

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4603552A (en) * 1983-03-02 1986-08-05 Toyo Kogyo Co., Ltd. Safety device for turbocharged engine
DE3812199A1 (de) * 1988-04-13 1989-10-26 Daimler Benz Ag Vorrichtung zur begrenzung der vollasteinspritzmenge bei einer aufgeladenen luftverdichtenden einspritzbrennkraftmaschine
FR2703732A1 (fr) * 1993-04-09 1994-10-14 Daimler Benz Ag Moteur à combustion interne avec commande automatique de transmission et régulateur mécanique de pompe d'injection.
US6457312B2 (en) * 2000-07-07 2002-10-01 Jenbacher Aktiengesellschaft Internal combustion engine

Also Published As

Publication number Publication date
JPS57193728A (en) 1982-11-29
DE3118501A1 (de) 1982-12-02
EP0064794A3 (fr) 1983-12-07

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Inventor name: KUSS, RUEDIGER, ING.-GRAD.