EP0025085B1 - Steuereinrichtung für Brennkraftmaschinen - Google Patents

Steuereinrichtung für Brennkraftmaschinen Download PDF

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Publication number
EP0025085B1
EP0025085B1 EP80103113A EP80103113A EP0025085B1 EP 0025085 B1 EP0025085 B1 EP 0025085B1 EP 80103113 A EP80103113 A EP 80103113A EP 80103113 A EP80103113 A EP 80103113A EP 0025085 B1 EP0025085 B1 EP 0025085B1
Authority
EP
European Patent Office
Prior art keywords
pressure
air pressure
control
control apparatus
diaphragm
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
Application number
EP80103113A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0025085A1 (de
Inventor
Manfred Dipl.-Ing. Krämer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Priority to AT80103113T priority Critical patent/ATE3734T1/de
Publication of EP0025085A1 publication Critical patent/EP0025085A1/de
Application granted granted Critical
Publication of EP0025085B1 publication Critical patent/EP0025085B1/de
Expired 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/06—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered by means dependent on pressure of engine working fluid
    • F02D1/065—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered by means dependent on pressure of engine working fluid of intake of air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/08—Transmission of control impulse to pump control, e.g. with power drive or power assistance
    • F02D1/12—Transmission of control impulse to pump control, e.g. with power drive or power assistance non-mechanical, e.g. hydraulic
    • F02D1/14—Transmission of control impulse to pump control, e.g. with power drive or power assistance non-mechanical, e.g. hydraulic pneumatic
    • 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 is based on a control device according to the generic preamble of patent claim 1.
  • control devices of this type work in dependence on the absolute pressure of the intake air in the intake manifold of the engine, specifically in aspirated engines in dependence on the atmospheric air pressure and in supercharged engines in dependence on the charge air pressure.
  • a control device is connected upstream of the actuator of this device, which actuator is provided with a movable wall, in which the position of a valve member for controlling a servo pressure medium is determined by an evacuated membrane pressure socket acted upon by the intake air pressure.
  • the control device works here as a hydraulic follower piston unit, and the diaphragm pressure cell in the control device according to DE-A No.
  • a control device for internal combustion engines known from FR-A No. 2102730 with a movable wall, which is controlled as a function of the intake air pressure in the intake manifold of the engine and can be displaced by a servo pressure medium, of an actuator changing the setting range of a delivery quantity adjustment element of the fuel metering device
  • compressed air is already used as the servo pressure medium.
  • This servo air pressure is reduced by a control device formed by a two-stage fluidic amplifier to a control air pressure proportional to the dynamic pressure of the intake air.
  • This control device which is only intended for naturally aspirated engines, uses the dynamic pressure in the intake manifold instead of the absolute pressure of the intake air required for accurate air mass measurement.As a result, in the event of differences in air pressure, such as occur particularly when driving at great heights, an incorrect quantity correction is controlled, which then leads to impermissibly high exhaust gas emission values leads.
  • a control device for internal combustion engines known from FR-A No. 223885 with a movable wall of an actuator and with a control device for controlling the servo pressure medium
  • air under negative pressure is used as the servo pressure medium and by means of a pneumatic pressure transducer depending on the suction pressure in the intake manifold of the engine regulated accordingly increased control air pressure.
  • the adjustment range of a delivery quantity adjustment element of the fuel metering device for an internal combustion engine operating in suction mode is corrected as a function of the negative pressure in the intake manifold. No absolute pressure signal is processed in this control device either, so that the same disadvantages as in the aforementioned control device occur.
  • Control devices operating without servo medium with actuators directly loaded by the diaphragm pressure sockets also have a working capacity which is far too small, and the necessary actuating paths are difficult to achieve.
  • Control devices are also known whose diaphragm actuators directly acted upon by the charge air pressure, on the other hand, have a greater working capacity, but they only work with the differential pressure between the charge air pressure and the atmospheric pressure and cannot emit an absolute pressure signal, as is the case to avoid inadmissible smoke formation, especially during operation of the engine in areas with extreme differences in altitude.
  • the actuators of the known control devices either intervene in the control linkage in order to adjust the control characteristic curve in accordance with the changing absolute pressure of the intake air or limit the respective permissible full load setting of a delivery rate adjustment element of the fuel metering device as a full load stop.
  • control device with the combination of features specified in independent claim 1 enables the use of an actuator working against the ambient or atmospheric air pressure, and yet an exact correction of the adjustment range or the full load position of the delivery rate adjustment element of the fuel metering device, which is proportional to the absolute pressure of the intake air, can be controlled without great effort .
  • the use of compressed air as a servo pressure medium means that there are no sealing problems, and depending on the design of the pneumatic pressure transducer, the control air pressure, which is proportional to the absolute pressure of the intake air, can be translated to a high pressure level to generate the necessary work capacity.
  • the known membrane actuators which are otherwise directly actuated by the charge air pressure, can be used as actuators.
  • FIG. 1 shows a first exemplary embodiment serving to explain the basic function
  • FIG. 2 shows a second example containing the essential features of a practically implemented control device
  • FIGS. 3 and 4 each show a partial section through the one shown in FIG. 2 pneumatic pressure transducer, but with the function of the baffle valve modified for the third and fourth exemplary embodiments
  • FIG. 5 a pneumatic pressure transducer for the fifth exemplary embodiment with a baffle valve operating differently from FIG. 2.
  • FIG. 1 serves to explain the basic function of the control device according to the invention, which serves as a boost pressure-dependent correction device for supercharged vehicle diesel engines.
  • a first pressure chamber 11 of a pneumatic pressure transducer 12 operating in the manner of a pneumatic pressure compensator and serving as a control device is connected to a charge air line 10 connected to the intake manifold of an engine (not shown), to the second pressure chamber 11, which consists of two partial chambers 13a and 13b connected by means of a line 13c existing pressure chamber 13 a servo air line 14 is connected.
  • a servo air line 14 compressed air serving as a servo pressure medium, e.g. from an air pressure brake system, into the partial chamber 13a, from which a part of this compressed air continuously flows out via a discharge opening 17 designed as a discharge throttle.
  • the first pressure chamber 11 there is an evacuated diaphragm pressure socket 18 which is acted upon by the charge air pressure PL supplied via the charge air line 10 on the one hand to a housing 19 of the pressure transducer 12 and on the other hand to an actuator 21 provided with the valve member 15.
  • the actuating member 21 is also connected to a control membrane 22 which delimits a subchamber 13b of the second pressure chamber 13 and which, from a third pressure chamber 23 arranged between the two subchambers 13a and 13b, from the atmospheric air pressure p A coming into this pressure chamber 23 via an opening 24 is acted upon.
  • the second pressure chamber 13 is connected from the partial chamber 13b via a line 25 to a working space 27 of an actuator 28 delimited by a rolling membrane 26.
  • roller membrane acted upon as a movable wall by a control air pressure p st supplied to the working space 27 actuates an actuating rod 31 against the force of a return spring 29, which engages via a pivot point 31 a in a known manner in the control linkage of a speed controller, not shown, or a pivotable or displaceable one Full load stop actuated to limit the position of a delivery quantity adjusting element of the fuel metering device.
  • the evacuated diaphragm pressure cell 18 acted upon by the intake air pressure PL counteracts the control diaphragm 22 acted upon by the control air pressure p St , and both diaphragm members 18 and 22 determine the position of the actuating member 21 and thus the valve member 15 that regulates the control air pressure p St 17 constantly flows out of the second pressure chamber 13, in a state of equilibrium between the actuating forces exerted by the diaphragm pressure cell 18 and the control membrane 22 on the actuator 21, the control air pressure p s prevailing in the pressure chamber 13 is proportional to the absolute pressure in the first pressure chamber 11 via the Charge air line 10 controlled intake air controlled, namely by the valve member 15, the inflow cross section of the inflow opening 16 is adjusted according to the control air pressure p st to be controlled.
  • FIGS. 2 to 5 the same or equivalent components taken from FIG. 1 are given the same designation and the parts which differ in their design are provided with an index line.
  • the second exemplary embodiment shown in FIG. 2 shows the essential features of a practically implemented control device with a pneumatic pressure converter 12 'and a membrane actuator 28'.
  • the second pressure chamber 13' consists of a single control chamber and is separated from the first pressure chamber 11 by a partition 33 containing a slide guide 32 for the actuator 21 '.
  • the control membrane acted upon by the control air pressure p s and the atmospheric air pressure p A is formed by the wall 22 'of a second membrane pressure socket 34, the interior 35 of which is acted upon via an opening 36 by the atmospheric air pressure p A prevailing outside the control device 12'.
  • the actuating member 21 ' is fastened between these two diaphragm pressure sockets 18 and 34 and carries a baffle plate 15' of a baffle plate valve 37 which serves as a valve member.
  • This baffle plate 15 ' controls the flow cross-section on a nozzle-shaped valve and, via the servo air line 14, the one with the servo air pressure p s Compressed air supplied inlet opening 16 ', while the play formed by the difference in diameter between the sliding guide 32 and the actuator 21' serves as the outlet opening.
  • this outflow opening 17 ' has a constant throttle cross section, and the pressure change required for controlling the control air pressure p s is controlled by the change in cross section at the inflow opening 16'.
  • control of the pressure level of the control air pressure p st can also be done by controlling both the inflow and outflow cross sections and only by controlling the outflow cross section with an inflow opening provided with a throttle, as shown in FIGS. 3 to 5 and described below.
  • the baffle plate 15 ' controls both the flow cross-section at the inflow opening 16' and the outflow cross-section of a likewise outlet-shaped outflow opening 38 which is arranged in the partition 33 and is opposite the nozzle-shaped inflow opening 16 '.
  • the bore of the sliding guide 32 serves only here the guide of the actuator 21 '.
  • the flow cross-sections of the inflow opening 16 'and the outflow opening 38 are alternately controlled by the valve member 15' in such a way that when the inflow cross-section increases, the outflow cross-section decreases and vice versa.
  • the fourth exemplary embodiment shown in FIG. 4 corresponds essentially to the second exemplary embodiment shown in FIG. 2, but its function is more similar to that of the third exemplary embodiment shown in FIG. 3, since the actuating element designated here with 21 "has an oblique control surface 39 which controls a discharge cross-section of the discharge opening 17 "which is variable via the stroke of the actuator 21" with the slide guide 32.
  • the inflow opening 16 'and the discharge opening 17 also work against each other with respect to the cross-sectional control, with the baffle plate 15' the inflow cross-section at the inlet opening 16 'and the oblique control surface 39 of the actuator 21 "controls the outlet cross section at the outlet opening 17".
  • the inflow opening supplied with compressed air via the servo air line 14 is designed as a throttle and is designated 16 ".
  • the control air pressure p s prevailing in the pressure chamber 13 ' only the outflow cross section of the baffle plate 15' is used the - as in Fig. 3 - nozzle-shaped drain opening 38, and the actuator 21 'is low friction with tight play in the slide guide 32.
  • valve member 15 is loaded in its closing direction by a valve spring 41, the pretensioning force of which leads to a parallel displacement of the control air pressure range, as a result of which the control air pressure p st can be adapted to the working pressure of the actuator.
  • the biasing force of this valve spring 41 can be changed by adjusting means 42 to shift the effective control air pressure range.
  • the setting means is shown as a washer 42, of course, other, in particular continuously adjustable setting members can also be used.
  • this setting means is formed by a pressure screw 43 which is accessible from the outside and which also serves as an axial and radial bearing for the pressure cell 18.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Fluid-Driven Valves (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Valve Device For Special Equipments (AREA)
EP80103113A 1979-09-07 1980-06-04 Steuereinrichtung für Brennkraftmaschinen Expired EP0025085B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT80103113T ATE3734T1 (de) 1979-09-07 1980-06-04 Steuereinrichtung fuer brennkraftmaschinen.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2936162 1979-09-07
DE19792936162 DE2936162A1 (de) 1979-09-07 1979-09-07 Steuereinrichtung fuer brennkraftmaschinen, insbesondere ladedruckabhaengige korrektureinrichtung fuer aufgeladene fahrzeug-diesemotoren

Publications (2)

Publication Number Publication Date
EP0025085A1 EP0025085A1 (de) 1981-03-18
EP0025085B1 true EP0025085B1 (de) 1983-06-08

Family

ID=6080275

Family Applications (1)

Application Number Title Priority Date Filing Date
EP80103113A Expired EP0025085B1 (de) 1979-09-07 1980-06-04 Steuereinrichtung für Brennkraftmaschinen

Country Status (5)

Country Link
US (1) US4359986A (enrdf_load_stackoverflow)
EP (1) EP0025085B1 (enrdf_load_stackoverflow)
JP (1) JPS5644427A (enrdf_load_stackoverflow)
AT (1) ATE3734T1 (enrdf_load_stackoverflow)
DE (2) DE2936162A1 (enrdf_load_stackoverflow)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3215736A1 (de) * 1982-04-28 1983-11-03 Robert Bosch Gmbh, 7000 Stuttgart Steuereinrichtung fuer brennkraftmaschinen
JPH01105733U (enrdf_load_stackoverflow) * 1988-01-08 1989-07-17
GB2389198A (en) * 2002-06-01 2003-12-03 Seneca Tech Ltd A governor for a diesel engine

Family Cites Families (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2031527A (en) * 1935-04-23 1936-02-18 Dodson Edward Controlling means for fuel injection engines
CH205291A (de) * 1937-08-14 1939-06-15 Sulzer Ag Brennkraftmaschine.
US2374411A (en) * 1938-02-18 1945-04-24 Atlas Diesel Ab Means for controlling the fuel supply in two-stroke internal-combustion engines
US2999488A (en) * 1939-02-03 1961-09-12 Reggio Ferdinando Carlo Fuel control with feedback and force multiplication
DE1064345B (de) * 1956-07-14 1959-08-27 Kloeckner Humboldt Deutz Ag Regeleinrichtung fuer Kraftmaschinen, insbesondere Brennkraftmaschinen
US3077873A (en) * 1961-08-04 1963-02-19 Caterpillar Tractor Co Pressure actuated fuel control for supercharged engines
FR1347465A (fr) * 1963-02-11 1963-12-27 Westinghouse Bremsen Gmbh Dispositif pneumatique et organe de réglage à volonté, et de maintien à une valeur constante, de la vitesse de rotation de l'arbre moteur de machines motrices et de transmissions réglables dont la puissance sur l'arbre moteur est variable
US3435813A (en) * 1967-10-09 1969-04-01 Caterpillar Tractor Co Engine safety controls
FR2102730A5 (enrdf_load_stackoverflow) * 1970-08-12 1972-04-07 Berliet Automobiles
FR2278928A1 (fr) * 1973-10-30 1976-02-13 Sigma Diesel Perfectionnements aux dispositifs de commande du debit de combustible pour moteurs a combustion interne
DE2532830A1 (de) * 1975-07-23 1977-01-27 Kloeckner Humboldt Deutz Ag Regeleinrichtung fuer aufgeladene einspritz-brennkraftmaschinen
US4037575A (en) * 1975-08-25 1977-07-26 Caterpillar Tractor Co. Altitude compensated fuel control system
DE2540986A1 (de) * 1975-09-13 1977-03-17 Daimler Benz Ag Anordnung zum regeln der einspritzmenge einer einspritzbrennkraftmaschine
FR2361546A2 (fr) * 1976-08-09 1978-03-10 Roto Diesel Sa Perfectionnements aux pompes d'injection de combustible pour moteurs a combustion interne
DE2718613C2 (de) * 1977-04-27 1985-06-27 Daimler-Benz Ag, 7000 Stuttgart Vorrichtung zur Verbesserung des Beschleunigungsverhaltens eines Dieselmotors
DE2724262A1 (de) * 1977-05-28 1979-03-01 Bosch Gmbh Robert Einrichtung zum regeln des mengenverhaeltnisses luft/kraftstoff
US4148289A (en) * 1977-05-31 1979-04-10 Hewitt John T Diesel engine control means
DE2731107A1 (de) * 1977-07-09 1979-01-25 Bosch Gmbh Robert Steuereinrichtung fuer aufgeladene einspritzbrennkraftmaschinen

Also Published As

Publication number Publication date
DE3063669D1 (en) 1983-07-14
DE2936162A1 (de) 1981-03-19
JPS5644427A (en) 1981-04-23
ATE3734T1 (de) 1983-06-15
US4359986A (en) 1982-11-23
EP0025085A1 (de) 1981-03-18
JPS646329B2 (enrdf_load_stackoverflow) 1989-02-02

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