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EP0350500B1 - Diesel internal combustion engine, in particular for vehicles - Google Patents

Diesel internal combustion engine, in particular for vehicles Download PDF

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Publication number
EP0350500B1
EP0350500B1 EP19880909983 EP88909983A EP0350500B1 EP 0350500 B1 EP0350500 B1 EP 0350500B1 EP 19880909983 EP19880909983 EP 19880909983 EP 88909983 A EP88909983 A EP 88909983A EP 0350500 B1 EP0350500 B1 EP 0350500B1
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EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
throttle valve
air
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.)
Expired - Lifetime
Application number
EP19880909983
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German (de)
French (fr)
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EP0350500A1 (en
Inventor
Gerhard Stumpp
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication date
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Publication of EP0350500A1 publication Critical patent/EP0350500A1/en
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    • 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/04—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling rendering engines inoperative or idling, e.g. caused by abnormal conditions
    • 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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/0022—Controlling intake air for diesel engines by throttle control

Definitions

  • the invention relates to a diesel internal combustion engine, in particular for vehicles, of the type defined in the preamble of claim 1.
  • a diesel internal combustion engine according to the preamble of claim 1 is known from DE-A-3009400.
  • control of the throttle valve is provided in such a way that the throttle valve is held in the open position during normal operation by a locking pin and at Exceeding a maximum speed with the aid of a pneumatic servomotor which detects the maximum speed, the locking pin is disengaged and the throttle valve is brought into the closing direction under the action of the return spring. The internal combustion engine is thus switched off completely.
  • a restart of the internal combustion engine is then only possible if the throttle valve is brought into the opening direction at the start with the aid of a compressed air servomotor, so that the locking pin can lock the throttle valve back into the open position.
  • a monitoring device which ensures that a maximum speed is not exceeded, but continued operation of the internal combustion engine is no longer possible after the occurrence of this malfunction.
  • the diesel internal combustion engine according to the invention with the characterizing features of claim 1 has the advantage that if the unwanted fuel supply is too high, the internal combustion engine is not switched off but is only limited in speed.
  • the safety device required for this is structurally very simple and can be implemented with simple means. In addition, their function can be checked during engine operation, namely at idle, continuously or from time to time, so that a higher level of safety is given.
  • the safety device according to the invention is characterized by an extremely short reaction time.
  • the flap drive is constructed from a drive spring acting in the closing direction of the throttle valve and an electric, pneumatic or hydraulic motor acting in the opening direction of the throttle valve, a safe operating state is always achieved without auxiliary energy Internal combustion engine reached. A defect in the safety device automatically leads to the safe operating state of the internal combustion engine.
  • a shutdown signal for the engine which then outputs when absolute engine idling conditions, such as engine idling speed, idle position of the accelerator pedal, idle fuel injection quantity supplied to the combustion cylinders, can prevail without impairing the driving operation and unnoticed the function of the safety device is checked by the driver. If the throttle valve does not assume its predetermined closed position when the idle conditions and output of the closing signal for the throttle valve drive, a warning lamp is switched on, which signals the failure of the safety device to the driver and causes him to visit a workshop. It is sufficient if the functional check of the safety device is carried out by the monitoring unit once after each restart of the internal combustion engine when the internal combustion engine is at operating temperature. It is also possible to carry out an ongoing check in every idle phase of the internal combustion engine.
  • the sensor required for the monitoring device to detect the closed position of the throttle valve can be designed in various ways. As a pressure sensor, it will recognize the closed position of the throttle valve when the pressure downstream of the throttle valve drops to a preset value. As an airflow meter, it will signal the closed position of the throttle valve when the amount of air measured downstream of the throttle valve per unit of time drops below a limit value. As a lambda probe in the exhaust gas flow, it can recognize the closed position of the throttle when the ⁇ value drops below a limit value. If the sensor is designed as an exhaust gas temperature sensor, it can recognize the closed position of the throttle by the fact that the exhaust gas temperature exceeds a predetermined limit value. Finally, the sensor can also be designed as a simple electrical switch which is actuated by the throttle valve in its closed position.
  • the throttle valve is arranged as close as possible to the intake valves of the combustion cylinders, namely downstream of a crankcase ventilation, so that the air volume between the throttle valve and intake valves is as small as possible and very short reaction times are thus achieved.
  • the throttle valve is to be arranged downstream of the turbocharger's air compressor.
  • the drawing shows a schematic representation of a diesel internal combustion engine with a safety device.
  • 10 denotes the cylinder block in which the combustion cylinders are combined.
  • Fuel is preferably supplied to the combustion cylinders by means of a fuel injection pump, which is symbolized by an arrow 11.
  • the one required for the combustion of the fuel Combustion air enters the combustion cylinders via the intake valves, not shown.
  • the air is supplied to the intake valves through an air intake pipe 12.
  • the combustion gases expelled from the combustion cylinders are blown into the environment via an exhaust manifold.
  • the drive turbine 14 of the turbocharger is arranged in the exhaust manifold 13, while the air compressor 15 rigidly coupled to the drive turbine 14 is seated in the air intake pipe 12.
  • a throttle valve 16 In the air intake pipe 12, downstream of the air compressor 15, the intake valves of the combustion cylinders immediately upstream, a throttle valve 16 is pivotally held, which can be converted from a closed position indicated by a dashed line to an open position shown in solid lines and vice versa by a flap drive 17. In the open position, the throttle valve 16 releases the full air passage cross section of the air intake pipe 12, which in the closed position is reduced to a cross section in which the combustion air passing through the remaining air gap is throttled to such an extent that the internal combustion engine on the one hand is still running reliably at idling speed and on the other hand Any amount of fuel supplied to the combustion cylinder does not exceed a predetermined speed.
  • the flap drive 17 consists of a drive spring 18 acting in the closing direction of the throttle valve 16 and of a pneumatic motor 19 acting in the opening direction of the throttle valve 16.
  • a motor 19 consists in a known manner, for example of a diaphragm drive with a pressurizable diaphragm or of a working cylinder 20 with a therein axially guided working pistons 21, which are connected to the throttle valve 16.
  • Working cylinder 20 and working piston 21 delimit a working chamber 22 which is connected to a compressed air reservoir 24 via a compressed air line 23.
  • a compressed air control valve preferably a 3/2-way solenoid valve 25, is provided in the compressed air line 23 for ventilating and venting the working chamber 22.
  • the solenoid valve 25 is controlled by a control device, which is combined to form a control unit 26 together with a monitoring unit which is still detailed.
  • Throttle valve 16, flap drive 17 and control device of the control unit 26 form a safety device which ensures that the combustion cylinders are not supplied with a combustible fuel-air mixture due to malfunctions than is prescribed by the driver by actuating the accelerator pedal. This prevents the occurrence of a dangerous state for the internal combustion engine, such as exceeding the maximum speed.
  • the safety device works as follows:
  • the throttle valve 16 When the internal combustion engine is operating properly, the throttle valve 16 assumes its open position shown in the drawing, since the energized solenoid valve 25 connects the working chamber 22 of the pneumatic system 19 to the compressed air reservoir 24. If a fault occurs, for example clamping the control rod of the fuel injection pump, which leads to an undesired and uncontrolled increase in the speed of the internal combustion engine, the fault is recognized and a fault signal is sent to the control device in control unit 26. Such a fault signal can be determined, for example, from a permanent control deviation between the calculated target injection quantity and the actual injection quantity, as described in DE-OS 3304335. When the fault signal occurs, the solenoid valve 25 is switched off via the control unit 26.
  • the solenoid valve 25 returns to its basic position after energization of the excitation winding and connects the working chamber 22 to the compressed air reservoir 24.
  • the compressed air flowing into the working chamber 22 displaces the working piston 21 by tensioning the closing spring 18 in the drawing upwards, and the working piston 21 pivots the throttle valve 16 into its open position.
  • a monitoring unit is integrated in the control unit 26 to check the function of the safety device.
  • This monitoring unit emits a closing signal to the flap drive 17 when the accelerator pedal is idle when the internal combustion engine is at operating temperature and is idling and the amount of fuel supplied to the combustion cylinders corresponds to the idle fuel injection amount.
  • the closed position of the throttle valve 16 is detected by a sensor 27 and fed to the control unit 26. If no sensor signal signals the closed position of the throttle valve 16 when a closing signal is output, the monitoring unit switches on a warning light 28 which informs the driver of the malfunction of the safety device signals. The activation of the monitoring unit is only operated once after each restart of the internal combustion engine.
  • the position of the accelerator pedal is displayed to control unit 26 via signal line 1.
  • the signal line 2 is connected to a speed sensor, which delivers a signal proportional to the speed of the internal combustion engine.
  • the signal line 3 is connected to a temperature sensor, which measures the temperature of the cylinder block 10 and outputs it as an electrical signal.
  • the sensor 27, which senses the closed position of the throttle valve 16, is designed in the exemplary embodiment shown in the drawing as a pressure sensor 28, which measures the boost pressure in the air intake pipe 12 downstream of the throttle valve 16.
  • An electrical signal proportional to the pressure is fed to the control unit 26 and compared here with a preset value. If the value falls below the preset value, the safety device is recognized as functional. In the other case, the warning light 28 is switched on.
  • the sensor 27 can also be designed as an air flow meter, which measures the amount of air that passes through the air flow cross section released by the throttle valve 16.
  • a lambda probe arranged in the exhaust manifold 13 or an exhaust gas temperature probe can be used as the sensor; If the ⁇ value falls below or exceeds the exhaust gas temperature, this is an indication of the closed position of the throttle valve 16.
  • the sensor 27 can be designed as an electrical switch which is actuated by the throttle valve 16 in its closed position and with Close supplies a signal to the control unit 26.
  • the motor component of the flap drive 17 can be designed not only pneumatically but also hydraulically or electrically.

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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)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

A diesel engine comprises an air intake pipe (12) in which is arranged a throttle valve (16). In order to avoid operating conditions detrimental to the engine, for example if the maximum admissible engine speed is exceeded in an uncontrolled manner due to failure, the throttle valve (16) is provided with a drive mechanism (17) which holds it open in the absence of failures and places it in a closed position in the event of failures. The closed position of the throttle valve (16) is established in such a way that the air flow cross-section which remains is reduced to such an extent that the internal combustion engine continues to run even at idling speed and that it does not exceed a predetermined engine speed when supplied with an arbitrary quantity of fuel.

Description

Stand der TechnikState of the art

Die Erfindung betrifft eine Dieselbrennkraftmaschine, insbesondere für Fahrzeuge, der im Oberbegriff des Anspruchs 1 definierten Gattung.The invention relates to a diesel internal combustion engine, in particular for vehicles, of the type defined in the preamble of claim 1.

Wird bei einer solchen Dieselbrennkraftmaschine für Fahrzeuge aufgrund von Störungen den Verbrennungszylindern mehr brennbares Kraftstoff-Luft-Gemisch zugeführt als von dem Fahrer per Fahrpedalbetätigung vorgegeben ist, so kann ein gefährlicher Betriebszustand entstehen. Dabei kann es durch Überschreiten der zulässigen Höchstdrehzahl zu Schäden an der Brennkraftmaschine oder durch nicht mögliches "Gaswegnehmen" ("automatisches Gasgeben") zu Unfällen kommen.If in such a diesel internal combustion engine for vehicles more combustible fuel-air mixture is supplied to the combustion cylinders due to malfunctions than is prescribed by the driver by actuating the accelerator pedal, a dangerous operating state can arise. Exceeding the permissible maximum speed can damage the internal combustion engine or cause accidents if the driver cannot "accelerate" ("automatically accelerate").

Für Dieselmotoren mit Kraftstoffeinspritzpumpen ist es bereits bekannt, in solchen Fällen mittels einer Notstoppeinrichtung die Kraftzufuhr zu der Kraftstoffeinspritzpumpe abzustellen, so daß der Motor nach Leersaugen des Pumpeninnenraums der Kraftstoffeinspritzpumpe ausgeht (DE-OS 3304335). Bei Kraftstoffeinspritzpumpen mit großem Pumpeninnenraum ist dabei die Reaktionszeit, d.h. die Zeit vom Auftreten der Störung bis zum Stillstand des Motors, relativ lang. Durch zusätzliche Maßnahmen kann die Entleerung des Pumpeninnenraums beschleunigt und damit die Reaktionszeit der Notstoppeinrichtung verkürzt werden.It is already known for diesel engines with fuel injection pumps, in such cases by means of a Emergency stop device to turn off the power to the fuel injection pump so that the engine goes out after vacuuming the interior of the pump of the fuel injection pump (DE-OS 3304335). In the case of fuel injection pumps with a large pump interior, the reaction time, ie the time from the occurrence of the fault until the engine stops, is relatively long. The emptying of the pump interior can be accelerated by additional measures and thus the reaction time of the emergency stop device can be shortened.

Eine Dieselbrennkraftmaschine gemäß der Gattung des Patentanspruchs 1 ist durch die DE-A-3009400 bekannt. Dort ist, da bei einer unter Tage eingesetzten Dieselbrennkraftmaschine, bei der aufgrund sich ändernder Luftzusammensetzung die Gefahr der Überschreitung einer Höchstdrehzahl der Brennkraftmaschine besonders gravierend ist, eine Steuerung der Drosselklappe derart vorgesehen, daß die Drosselklappe bei Normalbetrieb durch einen Raststift in öffnungsstellung gehalten wird und bei Überschreiten einer Höchstdrehzahl mit Hilfe eines pneumatischen, die Höchdrehzahl erfassenden Stellmotors der Raststift ausgerastet wird und die Drosselklappe unter Einwirkung der Rückstellfeder in Schließrichtung gebracht wird. Damit wird die Brennkraftmaschine völlig abgestellt. Ein Wiederstart der Brennkraftmaschine ist danach nur möglich, wenn mit Hilfe eines Druckluftstellmotors die Drosselklappe beim Start in Öffnungsrichtung gebracht wird, so daß der Raststift die Drosselklappe wieder in Öffnungsstellung arretieren kann. Mit einer solchen Brennkraftmaschine ist zwar eine Überwachungseinrichtung gegeben, die dafür sorgt, daß eine Höchstdrehzahl nicht überschritten wird, doch ist ein Weiterbetrieb der Brennkraftmaschine nach Eintreten dieses Störungsfalles nicht mehr möglich.A diesel internal combustion engine according to the preamble of claim 1 is known from DE-A-3009400. There, since in a diesel internal combustion engine used underground, in which the risk of exceeding a maximum engine speed is particularly serious due to changing air composition, control of the throttle valve is provided in such a way that the throttle valve is held in the open position during normal operation by a locking pin and at Exceeding a maximum speed with the aid of a pneumatic servomotor which detects the maximum speed, the locking pin is disengaged and the throttle valve is brought into the closing direction under the action of the return spring. The internal combustion engine is thus switched off completely. A restart of the internal combustion engine is then only possible if the throttle valve is brought into the opening direction at the start with the aid of a compressed air servomotor, so that the locking pin can lock the throttle valve back into the open position. With such an internal combustion engine there is a monitoring device which ensures that a maximum speed is not exceeded, but continued operation of the internal combustion engine is no longer possible after the occurrence of this malfunction.

Vorteile der ErfindungAdvantages of the invention

Die erfindungsgemäße Dieselbrennkraftmaschine mit den kennzeichnenden Merkmalen des Anspruchs 1 hat den Vorteil, daß bei zu hoher ungewollter Kraftstoffzuführung die Brennkraftmaschine nicht abgeschaltet sondern nur in der Drehzahl begrenzt wird. Die hierzu erforderliche Sicherheitseinrichtung ist konstruktiv sehr einfach aufgebaut und läßt sich mit einfachen Mitteln realisieren. Zudem läßt sich ihre Funktion während des Motorbetriebs, und zwar im Leerlauf, laufend oder von Zeit zu Zeit überprüfen, so daß ein höherer Sicherheitsgrad gegeben ist. Die erfindungsgemäße Sicherheitseinrichtung zeichnet sich durch eine extrem kurze Reaktionszeit aus.The diesel internal combustion engine according to the invention with the characterizing features of claim 1 has the advantage that if the unwanted fuel supply is too high, the internal combustion engine is not switched off but is only limited in speed. The safety device required for this is structurally very simple and can be implemented with simple means. In addition, their function can be checked during engine operation, namely at idle, continuously or from time to time, so that a higher level of safety is given. The safety device according to the invention is characterized by an extremely short reaction time.

Durch die in den weiteren Ansprüchen aufgeführten Maßnahmen sind vorteilhafte Weiterbildungen und Verbesserungen der im Anspruch 1 angegebenen Dieselbrennkraftmaschine möglich.The measures listed in the further claims allow advantageous developments and improvements of the diesel internal combustion engine specified in claim 1.

Bei einem gemäß einer vorteilhaften Ausführungsform der Erfindung erfolgenden Aufbau des Klappenantriebs aus einer in Schließrichtung der Drosselklappe wirkenden Antriebsfeder und einem in Öffnungsrichtung der Drosselklappe wirkenden elektrischen, pneumatischen oder hydraulischen Motor, wird ohne Hilfsenergie immer ein sicherer Betriebszustand der Brennkraftmaschine erreicht. Ein Defekt in der Sicherheitseinrichtung läßt automatisch den sicheren Betriebszustand der Brennkraftmaschine eintreten.In accordance with an advantageous embodiment of the invention, the flap drive is constructed from a drive spring acting in the closing direction of the throttle valve and an electric, pneumatic or hydraulic motor acting in the opening direction of the throttle valve, a safe operating state is always achieved without auxiliary energy Internal combustion engine reached. A defect in the safety device automatically leads to the safe operating state of the internal combustion engine.

Durch die gemäß einer weiteren Ausführungsform der Erfindung vorgesehene Überwachungseinheit, die im Falle ihres Einschaltens ein Schließsignal für den Klappenantrieb, d.h. bei der Ausbildung des Klappenantriebs wie vorstehend angegeben, ein Abschaltsignal für den Motor, dann ausgibt, wenn bei betriebswarmer Brennkraftmaschine absolute Leerlaufbedingungen, wie Leerlaufdrehzahl der Brennkraftmaschine, Leerlaufstellung des Fahrpedals, den Verbrennungszylindern zugeführte Leerlauf-Kraftstoffeinspritzmenge, herrschen, kann ohne Beeinträchtigung des Fahrbetriebs und unbemerkt von dem Fahrer die Funktion der Sicherheitseinrichtung überprüft werden. Falls bei Leerlaufbedingungen und Ausgabe des Schließsignals für den Drosselklappenantrieb die Drosselklappe nicht ihre vorgegeben Schließstellung einnimmt, wird eine Warnlampe eingeschaltet, die dem Fahrer den Ausfall der Sicherheitseinrichtung signalisiert und ihn zum Aufsuchen einer Werkstatt veranlaßt. Dabei ist es ausreichend, wenn die Funktionsüberprüfung der Sicherheitseinrichtung durch die Überwachungseinheit einmal nach jedem Neustart der Brennkraftmaschine bei betriebswarmer Brennkraftmaschine durchgeführt wird. Möglich ist auch die laufende Überprüfung in jeder Leerlaufphase der Brennkraftmaschine.Through the monitoring unit provided according to a further embodiment of the invention, which, when switched on, generates a closing signal for the flap drive, i.e. in the design of the flap drive as indicated above, a shutdown signal for the engine, which then outputs when absolute engine idling conditions, such as engine idling speed, idle position of the accelerator pedal, idle fuel injection quantity supplied to the combustion cylinders, can prevail without impairing the driving operation and unnoticed the function of the safety device is checked by the driver. If the throttle valve does not assume its predetermined closed position when the idle conditions and output of the closing signal for the throttle valve drive, a warning lamp is switched on, which signals the failure of the safety device to the driver and causes him to visit a workshop. It is sufficient if the functional check of the safety device is carried out by the monitoring unit once after each restart of the internal combustion engine when the internal combustion engine is at operating temperature. It is also possible to carry out an ongoing check in every idle phase of the internal combustion engine.

Der für die Überwachungseinrichtung erforderliche Sensor zur Erkennung der Schließstellung der Drosselklappe kann in verschiedener Weise ausgebildet werden. Als Druckfühler wird er die Schließstellung der Drosselklappe dann erkennen, wenn der Druck stromabwärts der Drosselklappe auf einen Vorgabewert absinkt. Als Luftmengenmesser wird er die Schließstellung der Drosselklappe dann signalisieren, wenn die stromabwärts der Drosselklappe gemessene Luftmenge pro Zeiteinheit unter einen Grenzwert absinkt. Als Lambda-Sonde im Abgasstrom kann er die Schließstellung der Drossel dann erkennen, wenn der λ-Wert unter einen Grenzwert absinkt. In der Ausbildung des Sensors als Abgastemperatur-Fühler kann dieser die Schließstellung der Drossel daran erkennen, daß die Abgastemperatur einen vorgegebenen Grenzwert Überschreitet. Schließlich kann der Sensor auch als einfacher elektrischer Schalter ausgebildet sein, der von der Drosselklappe in ihrer Schließstellung betätigt wird.The sensor required for the monitoring device to detect the closed position of the throttle valve can be designed in various ways. As a pressure sensor, it will recognize the closed position of the throttle valve when the pressure downstream of the throttle valve drops to a preset value. As an airflow meter, it will signal the closed position of the throttle valve when the amount of air measured downstream of the throttle valve per unit of time drops below a limit value. As a lambda probe in the exhaust gas flow, it can recognize the closed position of the throttle when the λ value drops below a limit value. If the sensor is designed as an exhaust gas temperature sensor, it can recognize the closed position of the throttle by the fact that the exhaust gas temperature exceeds a predetermined limit value. Finally, the sensor can also be designed as a simple electrical switch which is actuated by the throttle valve in its closed position.

Gemäß einer bevorzugten Ausführungsform der Erfindung wird die Drosselklappe möglichst dicht an den Einlaßventilen der Verbrennungszylinder, und zwar stromabwärts einer Kurbelgehäuseentlüftung, angeordnet, damit das Luftvolumen zwischen Drosselklappe und Einlaßventilen möglichst klein ist und damit sehr kurze Reaktionszeiten erreicht werden.According to a preferred embodiment of the invention, the throttle valve is arranged as close as possible to the intake valves of the combustion cylinders, namely downstream of a crankcase ventilation, so that the air volume between the throttle valve and intake valves is as small as possible and very short reaction times are thus achieved.

Bei Dieselmotoren mit Turboladern ist die Drosselklappe stromabwärts des Luftkompressors des Turboladers anzuordnen.In the case of diesel engines with turbochargers, the throttle valve is to be arranged downstream of the turbocharger's air compressor.

Zeichnungdrawing

Die Erfindung ist anhand eines in der Zeichnung dargestellten Ausführungsbeispiels in der nachfolgenden Beschreibung näher erläutert. Dabei zeigt die Zeichnung eine schematische Darstellung einer Dieselbrennkraftmaschine mit einer Sicherheitseinrichtung.The invention is explained in more detail in the following description with reference to an embodiment shown in the drawing. The drawing shows a schematic representation of a diesel internal combustion engine with a safety device.

Beschreibung des AusführungsbeispielsDescription of the embodiment

Bei der in Fig. 1 schematisch dargestellten Dieselbrennkraftmaschine ist mit 10 der Zylinderblock bezeichnet, in welchem die Verbrennungszylinder zusammengefaßt sind. Den Verbrennungszylindern wird vorzugsweise mittels einer Kraftstoffeinspritzpumpe Kraftstoff zugeführt, was durch einen Pfeil 11 symbolisiert ist. Die für die Verbrennung des Kraftstoffes erforderliche Verbrennungsluft gelangt über die nicht dargestellten Einlaßventile in die Verbrennungszylinder. Den Einlaßventilen wird die Luft durch ein Luftansaugrohr 12 zugeführt. Die von den Verbrennungszylindern ausgestoßenen Abbrandgase werden über ein Abgassammelrohr in die Umgebung ausgeblasen. Bei Dieselbrennkraftmaschinen mit Turboladern ist die Antriebsturbine 14 des Turboladers im Abgassammelrohr 13 angeordnet, während der mit der Antriebsturbine 14 starr gekoppelte Luftkompressor 15 im Luftansaugrohr 12 sitzt.In the diesel internal combustion engine shown schematically in FIG. 1, 10 denotes the cylinder block in which the combustion cylinders are combined. Fuel is preferably supplied to the combustion cylinders by means of a fuel injection pump, which is symbolized by an arrow 11. The one required for the combustion of the fuel Combustion air enters the combustion cylinders via the intake valves, not shown. The air is supplied to the intake valves through an air intake pipe 12. The combustion gases expelled from the combustion cylinders are blown into the environment via an exhaust manifold. In diesel engines with turbochargers, the drive turbine 14 of the turbocharger is arranged in the exhaust manifold 13, while the air compressor 15 rigidly coupled to the drive turbine 14 is seated in the air intake pipe 12.

Im Luftansaugrohr 12 ist stromabwärts des Luftkompressors 15, den Einlaßventilen der Verbrennungszylinder unmittelbar vorgeordnet, eine Drosselklappe 16 schwenkbeweglich gehalten, die von einem Klappenantrieb 17 aus einer strichliniert angedeuteten Schließstellung in eine ausgezogen dargestellte öffnungsstellung und umgekehrt überführbar ist. In der Öffnungsstellung gibt die Drosselklappe 16 den vollen Luftdurchtrittsquerschnitt des Luftansaugrohrs 12 frei, der in der Schließstellung auf einen Querschnitt reduziert ist, bei welchem die durch den verbleibenden Luftspalt hindurchtretende Verbrennungsluft soweit gedrosselt ist, daß die Brennkraftmaschine einerseits bei Leerlaufdrehzahl noch sicher läuft und andererseits bei Zufuhr einer beliebigen Kraftstoffmenge in die Verbrennungszylinder eine vorgebene Drehzahl nicht überschreitet.In the air intake pipe 12, downstream of the air compressor 15, the intake valves of the combustion cylinders immediately upstream, a throttle valve 16 is pivotally held, which can be converted from a closed position indicated by a dashed line to an open position shown in solid lines and vice versa by a flap drive 17. In the open position, the throttle valve 16 releases the full air passage cross section of the air intake pipe 12, which in the closed position is reduced to a cross section in which the combustion air passing through the remaining air gap is throttled to such an extent that the internal combustion engine on the one hand is still running reliably at idling speed and on the other hand Any amount of fuel supplied to the combustion cylinder does not exceed a predetermined speed.

Der Klappenantrieb 17 besteht aus einer in Schließrichtung der Drosselklappe 16 wirkenden Antriebsfeder 18 und aus einem in Öffnungsrichtung der Drosselklappe 16 wirkenden pneumatischen Motor 19. Ein solcher Motor 19 besteht in bekannter Weise z.B. aus einem Membranantrieb mit einer druckbeaufschlagbaren Membran oder aus einem Arbeitszylinder 20 mit einem darin axial geführten Arbeitskolben 21, die mit der Drosselklappe 16 verbunden sind. Arbeitszylinder 20 und Arbeitskolben 21 begrenzen eine Arbeitskammer 22, die über eine Druckluftleitung 23 an einem Druckluftspeicher 24 angeschlossen ist. In der Druckluftleitung 23 ist ein Druckluft-Steuerventil, vorzugsweise ein 3/2-Wege-Magnetventil 25, zum Be- und Entlüften der Arbeitskammer 22 angeordnet. Das Magnetventil 25 wird von einer Steuervorrichtung angesteuert, die zusammen mit einer noch im einzelnen ausgeführten Überwachungseinheit zu einem Steuergerät 26 zusammengefaßt ist.The flap drive 17 consists of a drive spring 18 acting in the closing direction of the throttle valve 16 and of a pneumatic motor 19 acting in the opening direction of the throttle valve 16. Such a motor 19 consists in a known manner, for example of a diaphragm drive with a pressurizable diaphragm or of a working cylinder 20 with a therein axially guided working pistons 21, which are connected to the throttle valve 16. Working cylinder 20 and working piston 21 delimit a working chamber 22 which is connected to a compressed air reservoir 24 via a compressed air line 23. A compressed air control valve, preferably a 3/2-way solenoid valve 25, is provided in the compressed air line 23 for ventilating and venting the working chamber 22. The solenoid valve 25 is controlled by a control device, which is combined to form a control unit 26 together with a monitoring unit which is still detailed.

Drosselklappe 16, Klappenantrieb 17 und Steuervorrichtung des Steuergeräts 26 bilden eine Sicherheitseinrichtung, die dafür sorgt, daß den Verbrennungszylindern aufgrund von Störungen nicht mehr brennbares Kraftstoff-Luft-Gemisch zugeführt wird, als von dem Fahrer per Fahrpedalbetätigung vorgegeben ist. Dadurch wird das Auftreten eines gefährlichen Zustandes für die Brennkraftmaschine, wie Überschreiten der Höchstdrehzahl, vermieden. Im einzelnen arbeitet die Sicherheitseinrichtung wie folgt:Throttle valve 16, flap drive 17 and control device of the control unit 26 form a safety device which ensures that the combustion cylinders are not supplied with a combustible fuel-air mixture due to malfunctions than is prescribed by the driver by actuating the accelerator pedal. This prevents the occurrence of a dangerous state for the internal combustion engine, such as exceeding the maximum speed. The safety device works as follows:

Bei ordnungsgemäßem Betrieb der Brennkraftmaschine nimmt die Drosselklappe 16 ihre in der Zeichnung dargestellte Öffnungsstellung ein, da das bestromte Magnetventil 25 die Arbeitskammer 22 des pnematischen Motors 19 mit dem Druckluftspeicher 24 verbindet. Tritt eine Störung auf, z.B. Klemmen der Regelstange der Kraftstoffeinspritzpumpe, die zu einer ungewollten und unkontrollierten Erhöhung der Drehzahl der Brennkraftmaschine führt, so wird die Störung erkannt und ein Störungssignal der Steuervorrichtung im Steuergerät 26 zugeführt. Ein solche Störungssignal kann beispielsweise aus einer bleibenden Regelabweichung zwischen der errechneten Soll-Einspritzmenge und der Ist-Einspritzmenge ermittelt werden, wie dies in der DE-OS 3304335 beschrieben ist. Mit Auftreten des Störungssignals wird über das Steuergerät 26 das Magnetventil 25 stromlos geschaltet. Dieses schaltet in seine Arbeitsstellung um, in welcher die Arbeitskammer 22 des pneumatischen Motors 19 entlüftet wird. Die gespannte Schließfeder 18 des Klappenantriebs 17 bewegt den Arbeitskolben 21 in der Zeichnung nach unten, wodurch die Drosselklappe 16 in ihre in der Zeichnung strichliniert dargestellte Schließstellung überführt wird. In dieser Schließstellung ist die über die Einlaßventile in die Verbrennungszylinder gelangende Verbrennungsluft soweit gedrosselt, daß bei Zufuhr einer beliebigen Kraftstoffmenge in die Verbrennungszylinder eine vorgegebene Drehzahl nicht überschritten wird. Zugleich wird aber noch soviel Verbrennungsluft zugeführt, daß die Brennkraftmaschine in ihrer Leerlaufdrehzahl noch sicher und rund läuft. Sobald die Störung beseitigt ist und das Störungssignal wegfällt, kehrt das Magnetventil 25 nach der Bestromung der Erregerwicklung in seine Grundstellung zurück und verbindet die Arbeitskammer 22 mit dem Druckluftspeicher 24. Die in die Arbeitskammer 22 einströmende Druckluft verschiebt den Arbeitskolben 21 unter Spannen der Schließfeder 18 in der Zeichnung nach oben, und der Arbeitskolben 21 schwenkt die Drosselklappe 16 in ihre Öffnungsstellung.When the internal combustion engine is operating properly, the throttle valve 16 assumes its open position shown in the drawing, since the energized solenoid valve 25 connects the working chamber 22 of the pneumatic system 19 to the compressed air reservoir 24. If a fault occurs, for example clamping the control rod of the fuel injection pump, which leads to an undesired and uncontrolled increase in the speed of the internal combustion engine, the fault is recognized and a fault signal is sent to the control device in control unit 26. Such a fault signal can be determined, for example, from a permanent control deviation between the calculated target injection quantity and the actual injection quantity, as described in DE-OS 3304335. When the fault signal occurs, the solenoid valve 25 is switched off via the control unit 26. This switches into his Working position in which the working chamber 22 of the pneumatic motor 19 is vented. The tensioned closing spring 18 of the flap drive 17 moves the working piston 21 downward in the drawing, as a result of which the throttle flap 16 is moved into its closed position shown in broken lines in the drawing. In this closed position, the combustion air entering the combustion cylinders via the inlet valves is throttled to such an extent that a predetermined speed is not exceeded when any quantity of fuel is supplied to the combustion cylinders. At the same time, however, so much combustion air is supplied that the internal combustion engine is still running safely and smoothly in its idling speed. As soon as the malfunction has been eliminated and the malfunction signal ceases to exist, the solenoid valve 25 returns to its basic position after energization of the excitation winding and connects the working chamber 22 to the compressed air reservoir 24. The compressed air flowing into the working chamber 22 displaces the working piston 21 by tensioning the closing spring 18 in the drawing upwards, and the working piston 21 pivots the throttle valve 16 into its open position.

Zur Funktionskontrolle der Sicherheitseinrichtung ist in dem Steuergerät 26 eine Überwachungseinheit integriert. Diese Überwachungseinheit gibt ein Schließsignal an den Klappenantrieb 17, wenn bei betriebswarmer, mit Leerlaufdrehzahl laufender Brennkraftmaschine das Fahrpedal in Leerlauf steht und die den Verbrennungszylindern zugeführte Kraftstoffmenge der Leerlauf-Kraftstoffeinspritzmenge entspricht. Die Schließstellung der Drosselklappe 16 wird von einem Sensor 27 erfaßt und dem Steuergerät 26 zugeführt. Tritt bei Ausgabe eines Schließsignals kein die Schließstellung der Drosselklappe 16 meldendes Sensorsignal auf, so schaltet die Überwachungseinheit eine Warnleuchte 28 ein, die dem Fahrer die Funktionsstörung der Sicherheitseinrichtung signalisiert. Die Aktivierung der Überwachungseinheit wird nach jedem Neustart der Brennkraftmaschine nur einmal betrieben.A monitoring unit is integrated in the control unit 26 to check the function of the safety device. This monitoring unit emits a closing signal to the flap drive 17 when the accelerator pedal is idle when the internal combustion engine is at operating temperature and is idling and the amount of fuel supplied to the combustion cylinders corresponds to the idle fuel injection amount. The closed position of the throttle valve 16 is detected by a sensor 27 and fed to the control unit 26. If no sensor signal signals the closed position of the throttle valve 16 when a closing signal is output, the monitoring unit switches on a warning light 28 which informs the driver of the malfunction of the safety device signals. The activation of the monitoring unit is only operated once after each restart of the internal combustion engine.

Zur Durchführung dieser Überwachungsfunktion sind an dem Steuergerät 26 drei Signalleitungen 1,2 und 3 angeschlossen. Über die Signalleitung 1 wird dem Steuergerät 26 die Stellung des Fahrpedals angezeigt. Die Signalleitung 2 ist mit einem Drehzahlgeber verbunden, der ein der Drehzahl der Brennkraftmaschine proportionales Signal liefert. Die Signalleitung 3 ist mit einem Temperaturfühler verbunden, der die Temperatur des Zylinderblocks 10 mißt und als elektrisches Signal ausgibt. Der die Schließstellung der Drosselklappe 16 sensierende Sensor 27 ist in dem in der Zeichnung dargestellten Ausführungsbeispiel als Druckfühler 28 ausgebildet, der den Ladedruck im Luftansaugrohr 12 stromabwärts der Drosselklappe 16 mißt. Ein dem Druck proportionales elektrisches Signal wird dem Steuergerät 26 zugeführt und hier mit einem Vorgabewert verglichen. Wird der Vorgabewert unterschritten, so wird die Sicherheitseinrichtung als funktionsfähig erkannt. Im anderen Fall wird die Warnleuchte 28 eingeschaltet.To carry out this monitoring function, three signal lines 1, 2 and 3 are connected to control unit 26. The position of the accelerator pedal is displayed to control unit 26 via signal line 1. The signal line 2 is connected to a speed sensor, which delivers a signal proportional to the speed of the internal combustion engine. The signal line 3 is connected to a temperature sensor, which measures the temperature of the cylinder block 10 and outputs it as an electrical signal. The sensor 27, which senses the closed position of the throttle valve 16, is designed in the exemplary embodiment shown in the drawing as a pressure sensor 28, which measures the boost pressure in the air intake pipe 12 downstream of the throttle valve 16. An electrical signal proportional to the pressure is fed to the control unit 26 and compared here with a preset value. If the value falls below the preset value, the safety device is recognized as functional. In the other case, the warning light 28 is switched on.

Der Sensor 27 kann auch als Luftmengenmesser ausgebildet werden, der die Luftmenge mißt, die durch den von der Drosselklappe 16 freigegebenen Luftströmungsquerschnitt hindurchtritt. Als weitere Möglichkeit kann als Sensor eine im Abgassammelrohr 13 angeordnete Lambda-Sonde oder eine Abgastemperatur-Sonde verwendet werden; unterschreitet der λ-Wert bzw. überschreitet die Abgastemperatur einen Grenzwert, ist dies ein Hinweis auf die Schließstellung der Drosselklappe 16. In der einfachsten Ausführungsform kann der Sensor 27 als elektrischer Schalter ausgebildet werden, der von der Drosselklappe 16 in ihrer Schließstellung betätigt wird und mit Schließen ein Signal an das Steuergerät 26 liefert.The sensor 27 can also be designed as an air flow meter, which measures the amount of air that passes through the air flow cross section released by the throttle valve 16. As a further possibility, a lambda probe arranged in the exhaust manifold 13 or an exhaust gas temperature probe can be used as the sensor; If the λ value falls below or exceeds the exhaust gas temperature, this is an indication of the closed position of the throttle valve 16. In the simplest embodiment, the sensor 27 can be designed as an electrical switch which is actuated by the throttle valve 16 in its closed position and with Close supplies a signal to the control unit 26.

Die Erfindung ist nicht auf das beschriebene Ausführungsbeispiel beschränkt. So kann die Motorkomponente des Klappenantriebs 17 nicht nur pneumatisch sondern auch hydraulisch oder elektrisch ausgebildet werden.The invention is not restricted to the exemplary embodiment described. Thus, the motor component of the flap drive 17 can be designed not only pneumatically but also hydraulically or electrically.

Claims (11)

1. Diesel internal combustion engine with an air intake pipe for feeding combustion air into the cylinders, with a throttle valve (16) which is arranged swivelably in the air intake pipe (12) and determines the air-flow cross-section of the air intake pipe (12), with a valve drive mechanism (17) which engages on the throttle valve (16) for the purpose of swivelling the latter and comprises a return spring (18) acting in the closing direction of the throttle valve (16) and a servomotor (19) acting in the opening direction of the throttle valve (16), and with a control device (26) which controls the valve drive mechanism (17), characterised in that, in fault-free operation of the internal combustion engine, the control device (26) triggers an opening of the throttle valve (16) which exposes the full air-flow cross-section and, in faulty operation, triggers a closure of the throttle valve (16) to a reduced air-flow cross-section, at which the combustion air taken in is restricted to an extent such that, on the one hand, the internal combustion engine still runs reliably at idling speed and, on the other hand, a predetermined speed is not exceeded whatever quantity of fuel is fed into the cylinders, and in that a monitoring unit (26) which is switched only once after each start performs a test in idling mode for correct functioning of the throttle valve (16) and the valve drive mechanism (17).
2. Internal combustion engine according to Claim 1, characterised in that the nonitoring unit (26) outputs a closing signal to the valve drive mechanism (17) if, with the internal combustion engine warm from operation and running at idling speed, the accelerator pedal is in the idling position and the quantity of fuel fed to the combustion cylinders (10) corresponds to the quantity of fuel for idling, and in that a sensor (27) sensing at least the closing position of the throttle valve (16) is provided.
3. Internal combustion engine according to Claim 2, characterised in that the output signal of the sensor (27) is fed to the monitoring unit (26), which outputs a warning signal if the output signal is not representative of the closed position of the throttle valve (16).
4. Internal combustion engine according to either of Claims 2-3, characterised in that the monitoring unit and the control device are combined to form a control unit (26).
5. Internal combustion engine according to one of Claims 2-4, characterised in that the sensor (27) is designed as a pressure transducer (28), which measures the pressure in the air intake pipe (12) downstream of the throttle valve (16).
6. Internal combustion engine according to one of Claims 2-4, characterised in that the sensor (27) is designed as an air-flow meter, which measures the quantity of air passing through the air-flow cross-section exposed by the throttle valve (16).
7. Internal combustion engine according to one of Claims 2-4, characterised in that the sensor (27) is designed as a lambda probe arranged in the exhaust (13) of the internal combustion engine.
8. Internal combustion engine according to one of Claims 2-4, characterised in that the sensor (27) is designed as an exhaust-gas temperature sensor.
9. Internal combustion engine according to one of Claims 2-4, characterised in that the sensor (27) is designed as an electrical switch, which is actuated by the throttle valve (16) in the closed position of the latter.
10. Internal combustion engine according to one of Claims 1-9, characterised in that the throttle valve (16) is arranged in the air intake pipe (12) in such a way that the pipe volume downstream as far as the inlet valves of the combustion cylinders (10) is as small as possible.
11. Internal combustion engine in one of the Claims 1-10, with a turbocharger having an air compressor and a driving turbine, characterised in that the throttle valve (16) is arranged downstream of the air compressor (15).
EP19880909983 1987-12-02 1988-11-25 Diesel internal combustion engine, in particular for vehicles Expired - Lifetime EP0350500B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19873740803 DE3740803A1 (en) 1987-12-02 1987-12-02 DIESEL INTERNAL COMBUSTION ENGINE, ESPECIALLY FOR VEHICLES
DE3740803 1987-12-02

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EP0350500A1 EP0350500A1 (en) 1990-01-17
EP0350500B1 true EP0350500B1 (en) 1991-09-18

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EP (1) EP0350500B1 (en)
DE (2) DE3740803A1 (en)
WO (1) WO1989005395A1 (en)

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JP3333477B2 (en) * 1999-09-01 2002-10-15 株式会社日立製作所 Throttle control device
FR2805567B1 (en) * 2000-02-28 2002-12-06 Peugeot Citroen Automobiles Sa SYSTEM FOR MONITORING THE OPERATION OF A MOTOR VEHICLE DIESEL ENGINE
US6769411B2 (en) * 2002-09-23 2004-08-03 Sandor C. Fabiani Nozzle air injection system for a fuel-injected engine
DE102005022691A1 (en) * 2005-05-18 2006-11-23 Robert Bosch Gmbh Method for operating internal combustion engine entails carrying out correction for operating point modelling differently for different operating points of engine
SE542518C2 (en) * 2016-06-22 2020-06-02 Scania Cv Ab Method and system for controlling an internal combustion engine experiencing uncontrolled behavour in a vehicle

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Also Published As

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DE3740803A1 (en) 1989-06-15
EP0350500A1 (en) 1990-01-17
DE3865015D1 (en) 1991-10-24
DE3740803C2 (en) 1992-06-17
WO1989005395A1 (en) 1989-06-15
US5036808A (en) 1991-08-06

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