EP0383441A1 - Anlassystem für Dieselmotoren - Google Patents

Anlassystem für Dieselmotoren Download PDF

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Publication number
EP0383441A1
EP0383441A1 EP90300723A EP90300723A EP0383441A1 EP 0383441 A1 EP0383441 A1 EP 0383441A1 EP 90300723 A EP90300723 A EP 90300723A EP 90300723 A EP90300723 A EP 90300723A EP 0383441 A1 EP0383441 A1 EP 0383441A1
Authority
EP
European Patent Office
Prior art keywords
intake flow
valve
engine
intake
starting
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.)
Ceased
Application number
EP90300723A
Other languages
English (en)
French (fr)
Inventor
Kazuhiko Takaichi
Shigeo Tamaki
Yasuhiro Ozaki
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.)
Yanmar Co Ltd
Original Assignee
Yanmar Diesel Engine Co Ltd
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 Yanmar Diesel Engine Co Ltd filed Critical Yanmar Diesel Engine Co Ltd
Publication of EP0383441A1 publication Critical patent/EP0383441A1/de
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/001—Arrangements thereof
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/08—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the pneumatic type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0249—Starting engine, e.g. closing throttle in Diesel engine to reduce starting torque

Definitions

  • This invention relates to a starting system for a diesel engine.
  • a valve In a conventional diesel engine, a valve has not generally been installed in a suction passage for throttling an intake flow.
  • Throttling of intake flow has been proposed in order to abate noise produced during idling or to improve ignitability upon starting.
  • the starting torque has been large, and a strong force has been required for hand starting the engine, e.g. by pulling a rope or similar by hand, or else a starter motor of large capacity has been required for electric starting.
  • intake flow limiting means for limiting suction air flow is installed in an intake route of the diesel engine so that intake flow is throttled to the extent of reducing the engine starting torque upon engine start up.
  • the force necessary for lifting the piston in the next compression stroke is small because the air volume in the combustion chamber is small. Moreover, the maximum temperature during compression is not lower than that obtained by unthrottling the intake flow. Therefore, in the case of hand starting the diesel engine, the force necessary for starting can be effectively reduced so that the starting operation may be done easily even by a weak operator. In the case of an electric starting diesel engine, since the cranking force can be reduced the capacity of the starter motor can be minimized so that engine weight and manufacturing cost can be decreased.
  • the engine starting torque can be reduced more effectively when the intake flow is throttled by the intake flow limiting means to the extent that the charging efficiency becomes approximately 70% or less than 70% of that obtained by unthrottling the intake flow.
  • engine structure can be simplified if the intake route is made to communicate with a crank case interior in a freely opened and closed manner while the intake flow is throttled by the intake flow limiting means so that a breather passage for keeping the crank case interior pressure below a specified value is also utilized as a throttle passage for feeding air to a combustion chamber.
  • a specified practical embodiment of the system of the invention includes a valve for limiting suction air flow disposed in an intake route of a diesel engine, a pneumatic pump device interlinking with an exhaust decompression lever of automatic releasing type, a pneumatic actuator opening and closing the valve, a connecting passage interconnecting an air chamber of the pneumatic actuator with an air chamber of the pneumatic pump device, and a valve device comprising a check valve and a throttle which are both installed in parallel in the connecting passage so that the pneumatic actuator, owing to the functioning of the check valve, is not actuated when the decompression lever is operated, but is actuatd to close the valve upon return of the decompression lever, the valve being subsequently opened after a specified time has elapsed by air passing through the throttle.
  • valve can be closed automatically by the return action of the exhaust decompression lever, special closing operation of the valve is not required so that the starting operation can be carried out easily and quickly.
  • the diesel engine is shown as having an intake route which, by way of example, takes the form of an intake passage 2 formed in a cylinder head 1.
  • An upstream end of the intake passage 2 opens to atmosphere through an air filter 3, whilst a suction valve 4 is disposed at the dowstream end of the intake passage 2.
  • a bonnet (or cover) 5 is secured onto the cylinder head 1.
  • a rocker arm chamber 6, formed within the bonnet 5, communicates with the intake passage 2 through a passage 7 formed in the bonnet 5 and a passage 8 formed in the cylinder head 1.
  • a ball valve 9, which permits air to flow past only in a direction from the rocker arm chamber 6 to the intake passage 2, is disposed in the passage 7.
  • the passages 7 and 8 constitute a breather passage which connects the intake passage 2 with the interior of a crank case in a freely opened and closed manner so as to keep the pressure in the crank case below a specified value, and this breather passage also serves as a throttle passage for feeding air to a combustion chamber when a throttle valve, described later, is closed.
  • a shaft 12 for an exhaust decompression lever (abbreviated to "decomp lever” hereinafter) 11 of automatic releasing type (e.g. auto-return type) is rotatably mounted on the bonnet 5.
  • a return spring 13 (Fig. 2) is fitted around the shaft 12.
  • One end of a rod 14 is connected by a pin to the decomp lever 11 in the vicinity of the shaft 12.
  • the other end of the rod 14 is connected to a diaphragm 16 of a diaphragm pump device 15, given as an example of a pneumatic pump device.
  • a coil spring 18 urging the diaphragm 16 toward the rod 14 is installed in a chamber 17 of the diaphragm pump device 15.
  • This diaphragm chamber 17 communicates with another diaphragm chamber 22, of a diaphragm actuator 21, which is given as an example of a pneumatic actuator, through a tube 20 constituting a connecting passage.
  • One end of a rod 24 is connected to the diaphragm 23 of the actuator 21.
  • a coil spring 25 urging the diaphragm 23 toward the rod 24 is installed in the diaphragm chamber 22 of the actuator 21.
  • the other end of the rod 24 is connected by a pin to one end of a lever 26.
  • the other end of the lever 26 is fixedly attached to a throttle valve 27, which constitutes intake flow limiting means and which is installed rotatably in the intake passage 2.
  • a branch pipe 29 branches off from the connecting pipe 20 and opens to atmosphere through an air filter 30.
  • a valve device 31 which is composed of a check valve 32 and a throttle 33 connected in parallel with each other, is installed in the branch pipe 29.
  • the check valve 32 permits air to pass only from the connecting pipe 20 side to the air filter 30 side.
  • the rocker arm chamber 6 communicates with the inside of the crank case in generally known manner. Furthermore, when the decomp lever 11 is swung clockwise from its position shown by a solid line to that shown by a two-dot chain line in Fig. 1, an exhaust valve is pushed down and opened in generally known manner.
  • the piston When the starting rope is gradually pulled, the piston begins vertical motion, the exhaust valve is opened beyond the exhaust decomp state just as the piston starts the first exhaust stroke, and the decomp lever 11 is swung counterclockwise by the bias of the return spring 13 and returned to its position illustrated by the solid line.
  • the rod 14 is thereby pulled toward the left, causing the diaphragm 16 of the diaphragm pump device 15 to distort, and pressures become negative in both the diaphragm chamber 17 of the diaphragm pump device 15 and the diaphragm chamber 22 of the diaphragm actuator 21 which are connected to each other by the connecting pipe 20. Since the check valve 32 is, in this instance, closed by the negative pressure, there is no chance for atmosphere to ingress through the check valve 32.
  • the point where the throttle valve 27 begins to open can be shifted to a point after completion of the first suction stroke, as shown in Fig. 4(c), by setting the sectional area of the throttle 33 of the valve device 31 to an appropriate value.
  • Fig. 4 (a) represents the timing of the function of the decomp lever 11, (b) represents pressure change in the diaphragm chamber 22 of the diaphragm actuator 21, and (c) represents the changes in the opening of the throttle valve 27.
  • First fuel injection is carried out immediately before the first combustion stroke, but effective work is not performed, even if ignition occurs, because the engine is under the decomp state.
  • suction valve 4 opens and the piston moves downward during the first suction stroke, pressure in the intake passage 2 becomes negative because the throttle valve 27 is closed, and the ball valve 9 is thereby opened to supply air from the rocker arm chamber 6 to the combustion chamber through the passages 7 and 8 and the intake passage 2. Since the sectional areas of the passages 7 and 8 are very small as compared with that of the intake passage 2, the air volume fed to the combustion chamber is, in this instance, smaller than that fed when the throttle valve 27 is opened so that the intake flow is throttled as the result.
  • Fuel is injected and ignited immediately before the second combustion stroke. Since the throttle valve 27 is opened, as indicated by Fig. 4(c), on and after the second suction stroke, the intake flow is not throttled and engine speed increases to reach a fixed value in the same way as a conventional engine.
  • suction throttle ratio the ratio of intake flow sectional area with the throttle valve 27 fully opened and the intake flow unthrottled, to intake flow sectional area with the intake flow throttled
  • the maximum temperature during compression becomes approximately the same as that attained when the throttle valve 27 is fully opened, as indicated by Fig. 5(b). This indicates that ignition is reliably accomplished at second fuel injection.
  • the maximum pressure during compression is about 30 kg/cm2, as indicated in Fig. 5(c), which is smaller by about 10 kg/cm2 than that obtained when the throttle 27 is fully opened. Consequently, when the intake flow is not throttled in the first suction stroke as is the case in conventional systems, it is necessary to pull the rope with a very large force in the second compression stroke immediately before completion of pulling the starting rope. In contrast, if the intake flow is throttled so as to lower the charging efficiency down to 70% or less in the first suction stroke as disclosed in this embodiment, the rope pulling force can be lessened effectively. Naturally, the rope pulling force may be lessened much more by further throttling the intake flow within an ignitable range.
  • the intake flow is throttled in the first suction stroke by the throttle valve 27 as described above, the torque required for lifting the piston in the second compression stroke can be reduced effectively. Therefore, in case of a hand starting diesel engine, the force required for starting the engine can be reduced effectively and the starting operation can be done easily even by a weak operator. In case of an electric starting diesel engine, the capacity of the starter motor can be minimized so that the engine weight and manufacturing cost can be reduced.
  • the intake flow is throttled by using the throttle valve 27 so as to lower the engine charging efficiency down to about 70% or less compared to that obtained when the intake flow is not throttled, the engine starting torque can be minimized very effectively.
  • passages 7 and 8 constituting the breather passage for keeping the pressure in the rocker arm chamber 6 below a specified value are utilized also as the throttle passage for feeding air into the combustion chamber during closing of the throttle valve 27, provision of an additional hole for use as the throttle passage in the throttle valve 27 is not necessary and manufacturing cost can, accordingly, be reduced.
  • the throttle valve 27 can be closed automatically by the return action of the exhaust decomp lever 11, special means for closing the throttle valve 27 is not required and the starting operation can be carried out easily and quickly.
  • the diaphragm actuator 21 is driven by negative pressure in the above-mentioned embodiment, but in other embodiments it could be driven by positive pressure, in which case the actuating direction of the check valve 32 of the valve device 31 would be reversed as compared with the above-mentioned embodiment.
  • the diaphragm pump device 15 and/or the diaphragm actuator 21 used as the pneumatic pump device and pneumatic actuator, respectively, in the above-mentioned embodiment could each be replaced by a bellows, for example.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
EP90300723A 1989-02-01 1990-01-23 Anlassystem für Dieselmotoren Ceased EP0383441A1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP24709/89 1989-02-01
JP2470989A JPH02204638A (ja) 1989-02-01 1989-02-01 ディーゼルエンジンの始動装置

Publications (1)

Publication Number Publication Date
EP0383441A1 true EP0383441A1 (de) 1990-08-22

Family

ID=12145703

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90300723A Ceased EP0383441A1 (de) 1989-02-01 1990-01-23 Anlassystem für Dieselmotoren

Country Status (2)

Country Link
EP (1) EP0383441A1 (de)
JP (1) JPH02204638A (de)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0744545A3 (de) * 1995-05-23 1997-11-19 Toyota Jidosha Kabushiki Kaisha Steuervorrichtungen für Brennkraftmaschine zur Senkung des Luftdruckes während des Startvorganges
FR2873761A1 (fr) * 2004-07-30 2006-02-03 Peugeot Citroen Automobiles Sa Moteur de vehicule automobile offrant des couples resistants au demarrage reduits, et methode de demarrage associee
DE102007022736B4 (de) * 2006-05-11 2017-10-19 Ford Global Technologies, Llc System und Verfahren zum Reduzieren des Drucks in einem Ansaugstutzen eines Verbrennungsmotors

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0028745A1 (de) * 1979-11-09 1981-05-20 Knorr-Bremse Ag Stellgerät für eine in der Ladeluftleitung eines Verbrennungsmotors angeordnete Luftklappe
DE3024731A1 (de) * 1980-06-30 1982-02-04 Isuzi Motors Ltd., Tokyo Steuersystem fuer das luftansaug-drosselventil bei einem dieselmotor

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0028745A1 (de) * 1979-11-09 1981-05-20 Knorr-Bremse Ag Stellgerät für eine in der Ladeluftleitung eines Verbrennungsmotors angeordnete Luftklappe
DE3024731A1 (de) * 1980-06-30 1982-02-04 Isuzi Motors Ltd., Tokyo Steuersystem fuer das luftansaug-drosselventil bei einem dieselmotor

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN *

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0744545A3 (de) * 1995-05-23 1997-11-19 Toyota Jidosha Kabushiki Kaisha Steuervorrichtungen für Brennkraftmaschine zur Senkung des Luftdruckes während des Startvorganges
FR2873761A1 (fr) * 2004-07-30 2006-02-03 Peugeot Citroen Automobiles Sa Moteur de vehicule automobile offrant des couples resistants au demarrage reduits, et methode de demarrage associee
DE102007022736B4 (de) * 2006-05-11 2017-10-19 Ford Global Technologies, Llc System und Verfahren zum Reduzieren des Drucks in einem Ansaugstutzen eines Verbrennungsmotors

Also Published As

Publication number Publication date
JPH02204638A (ja) 1990-08-14

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