EP0064794A2 - Safety device for an injection diesel engine with exhaust gas turbocharger - Google Patents

Safety device for an injection diesel engine with exhaust gas turbocharger 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
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EP
European Patent Office
Prior art keywords
pressure
valve
boost pressure
safety device
pressure sensor
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EP82200546A
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German (de)
French (fr)
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EP0064794A3 (en
Inventor
Rüdiger Ing.-grad. Kuss
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Bayerische Motoren Werke AG
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Bayerische Motoren Werke AG
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Publication of EP0064794A2 publication Critical patent/EP0064794A2/en
Publication of EP0064794A3 publication Critical patent/EP0064794A3/en
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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.

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  • 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)

Abstract

This safety device contains as the first safety measure a venting valve for the charging-pressure-dependent full load stop of the injection pump, which valve is activated with excessive charging air pressure. As a further measure, a blow-off valve can be arranged preferably in the intake channel between the charger and the internal combustion engine, which valve opens when the charging air pressure rises further after the venting valve has been switched on. <IMAGE>

Description

Die Erfindung bezieht sich auf eine Sicherheitsvorrichtung für eine Diesel-Einspritz-Brennkraftmaschine mit Abgasturbolader, mit einem Fehlerdetektor, der bei Auftreten eines Fehlers ein Belüftungsventil für einen an sich ladedruckabhängigen Vollastanschlag für das Regelglied der Einspritzpumpe steuert.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.

Bei einer bekannten Sicherheitsvorrichtung dieser Art spricht der Fehlerdetektor auf eine überhöhte Temperatur der Abgase (US-PS 4 157 701). Die Abgastemperatur ist für den bei einer aufgeladenen Diesel-Brennkraftmaschine besonders kritischen Fehler, einem zu hohen Ladedruck, ein ungenauer und träger Indikator. Ein derartiger Fehler tritt beispielsweise bei einem Abgasturbolader, bei dem eine lader- bzw. turbinenseitige Bypass-Regelung den maximalen Ladedruck begrenzt, dann auf, wenn das hierfür verwendete Bypass-Ventil ausfällt. Die Folge eines zu hohen Ladedrucks können Triebwerkschäden sein.In a known safety device of this type, 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.

Der Erfindung liegt die Aufgabe zugrunde, eine Sicherheitsvorrichtung der eingangs genannten Art, zu schaffen, die sicher und schnell auf eine überhöhung des Ladedrucks anspricht.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.

Die Erfindung löst diese Aufgabe dadurch, daß der Fehlerdetektor ein mit dem Ladedruck beaufschlagter Drucksensor ist, der bei einem überhöhten Ladedruckwert anspricht.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.

Ein derartiger Drucksensor reagiert unmittelbar und schnell auf einen zu hohen Ladedruck und steuert in diesem Fall augenblicklich das Belüftungsventil, so daß der Vollastanschlag zurückgenommen wird und damit die maximale Einspritzmenge verringert wird. Durch diese verblüffend einfache Maßnahme können Triebwerkschäden in der Mehrzahl der auftretenden Fehler vermieden werden.Such a pressure sensor reacts immediately and quickly to an excessive boost pressure and in this case controls the ventilation valve immediately, so that the full load stop is withdrawn and the maximum injection quantity is thus reduced. This amazingly simple measure prevents engine damage in the majority of the errors that occur.

und durch Die durch einen Sensor ausgelöste Zurücknahme des Anschlags für das Regelglied der Einspritzpumpe verursachte an sich Drehmomentverringerung der Brennkraftmaschine ist/aus der DE-AS 21 55 420 bekannt. Dabei wird wie bei der Erfindung ein Belüftungsventil für den Vollastanschlag gesteuert. Es ist ferner eine Sicherheitsvorrichtung für eine Brennkraftmaschine bekannt (DE-Gm 74 37 614), die bei einem unzulässig hohen Ladedruck den Vollastanschlag für das Regelglied der Einspritzpumpe zurücknimmt. Hierzu wird ein Stellmotor verwendet. Auch ist es bekannt (DE-OS 27 09 667), ein vom Ladeluftdruck beaufschlagbares Stellglied zur Anpassung der Reglerkennlinie entsprechend dem sich ändernden Ladeluftdruck bei einem überhöhten Ladeluftdruck zu belüften. Keine der genannten Druckschriften zeigt die erfindungsgemäße Maßnahme, den ladedruckabhängigen Vollastanschlag bei einem unzulässig hohen Ladedruck zu belüften.and triggered by a sensor withdrawal of the stop for the control member of the injection pump is caused to reduce torque of the engine is / known from DE-AS 21 55 420th As in the invention, 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. It is also known (DE-OS 27 09 667) to ventilate an actuator which can be acted upon by the charge air pressure in order to adapt the regulator characteristic curve in accordance with the changing charge air pressure in the event of an excessive charge air pressure. None of the documents mentioned shows the measure according to the invention of ventilating the boost pressure-dependent full-load stop at an impermissibly high boost pressure.

Keine der Druckschriften beschäftigt sich auch mit einem weiteren Problem, das durch die Erfindung gelöst wird. Ein üblicher Drucksensor besitzt im Idealfall keine Schalthysterese. Das bedeutet, daß er bei Überschreiten seines Ansprechwerts die Belüftung des Vollastanschlags veranlaßt und diese bei Unterschreiten seines Ansprechwerts sofort wieder beendet. Da durch die Belüftung des Vollastanschlags häufig relativ rasch der Ansprechwert unterschritten wird, wird die Belüftung ebenso schnell beendet. Sofern ein Fehler wie der eingangs genannte Ausfall des Bypass-Regelventils vorliegt, steigt der Ladedruck bei Beendigung der Belüftung sofort wieder über den Ansprechwert an, woraufhin sofort wieder die Belüftung des Vollastanschlags einsetzt. Die Folge davon ist ein sog. Sägen und damit verbunden eine häufige Überschreitung eines für die Brennkraftmaschine kritischen Ladedruckwerts. Durch eine Weiterbildung der Erfindung kann dieses Problem auf überraschend einfache Weise beseitigt werden. Hierzu besitzt der Drucksensor eine Ansprechhysterese derart, daß er das Belüftungsventil erst weit unter einem Normalwert des Ladedrucks wieder unwirksam schaltet. Der Ladedruck kann ggf. erst dann wieder ansteigen, wenn das Belüftungsventil wieder geschlossen ist. Hierzu muß der Ladedruck jedoch erheblich abgefallen sein. Dadurch wird eine erhebliche Verlängerung der Anstieg- und Abfallperioden des Ladedrucks erzielt, wodurch der kritische Ansprechwert des Drucksensors wesentlich seltener überschritten wird.None of the publications is concerned with another problem that is solved by the invention. Ideally, 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. For this purpose, 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.

Der Drucksensor und das Belüftungsventil können in verschiedener Weise zusammenwirken. Der Drucksensor kann ein elektrisches Signal erzeugen und ein elektromagnetisches Belüftungsventil steuern. Diese Lösung zeichnet sich durch konstruktive Einfachheit aus.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.

Ferner können der Drucksensor und das Belüftungsventil einstückig als Dreiwegeventil ausgebildet sein. Die beiden Zuführ-Anschlüsse sind mit dem Ladedruck bzw. mit atmosphärischem Druck beaufschlagt. Der Abführ-Anschluß steht mit dem Vollastanschlag in Verbindung. Ein Doppelventilglied für die beiden Zuführanschlüsse hält den Anschluß * und ggf. zugleich eine akustische und/oder optische Warnanzeige zum Ladedruck unter der Wirkung einer Feder entgegen dem Ladedruck bis zum Ansprechwert des Ladedrucks offen und verschließt den Anschluß zur Atmosphäre. Bei und über dem Ansprechwert des Ladedrucks verschließt das Doppelventilglied den Anschluß zum Ladedruck und öffnet den Anschluß zur Atmosphäre. Diese Lösung ist besonders kostengünstig und störsicher.Furthermore, 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. At and above the response value of the boost pressure, the double valve member closes the connection to the boost pressure and opens the connection to the atmosphere. This solution is particularly inexpensive and failsafe.

Zur Erhöhung der Sicherheit kann in einem Gaskanal der Brennkraftmaschine ein Abblaseventil angeordnet sein, das den Ladedruck auf einen über dem Ansprechwert des Drucksensors liegenden maximalen Wert begrenzt. Es hat sich gezeigt, daß insbesondere bei hoch aufgeladenen DieselBrennkraftmaschinen durch die Zurücknahme des Vollastanschlags nicht in jedem Fall eine ausreichende Ladedruck-und damit Drehmomentreduzierung erreicht werden kann. Durch die Verwendung eines Abblaseventils kann nun das überschreiten des Ladedruck-Maximalwerts mit Sicherheit vermieden werden. Zwar ist es bekannt (US-PS 3 913 542) mit Hilfe eines Abblaseventils den Ladedruck einer turbogeladenen Brennkraftmaschine auf einem konstanten Wert zu halten. Das Abblaseventil dient jedoch dabei nicht als Sicherheitsvorrichtung, die nur im Fehlerfalle wirksam ist, sondern ist stets, d. h. auch unter normalen Betriebsbedingungen wirksam. Eine besondere Sicherheitsvorrichtung bei Auftreten eines Fehlers ist nicht vorgesehen.To increase safety, 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.

Das Abblaseventil kann in verschiedener Weise angeordnet werden. So ist es möglich, dieses Ventil zwischen der Brennkraftmaschine und der Turbine parallel zu dem in der Regel vorgesehenen Bypass-Ventil anzuordnen. Demgegenüber läßt sich eine Erhöhung der Genauigkeit hinsichtlich des Einsatzpunkts auf einfache Weise dadurch erzielen, daß das Abblaseventil im Ansaugkanal zwischen dem Lader des Abgasturboladers und der Brennkraftmaschine liegt und beim maximalen Wert des Ladedrucks öffnet. Alternativ oder ergänzend zu einem derartigen Abblaseventil kann im Ansaugkanal vor oder nach dem Lader auch eine Drosselklappe angeordnet sein, die beim maximalen Wert des Ladedrucks eingeschaltet wird.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. As an alternative or in addition to such a relief valve, 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.

Eine weitere Verbesserung des Zusammenspiels von Drucksensor und diesem Abblaseventil hinsichtlich der Wirksamkeit läßt sich dadurch erreichen, daß der Toleranzbereich der Ladedruckwerte für das Öffnen des Abblaseventils an den Ansprechwert des Drucksensors bzw. dessen Toleranzbereich stufenlos anschließt. Dadurch wird vermieden, daß das Abblaseventil toleranzbedingt vor Ansprechen des Drucksensors öffnet und die der Brennkraftmaschine zugeführte Luftmenge bei unveränderter Kraftstoffmenge verringert. Die Folge davon wäre eine erhebliche Beeinträchtigung sowohl der Brennkraftmaschine als auch der Umwelt, da Verkokungserscheinungen der Brennkraftmaschine und Rußbildung zwangsläufig die Folge wären. Durch diese Weiterbildung der Erfindung ist sichergestellt, daß die Verringerung der Kraftstoffmenge der Verringerung der Luftmenge vorausgeht bzw. im ungünstigsten Fall damit zusammenfällt. Dadurch steht stets eine ausreichende Luftmenge für eine rußfreie Verbrennung der zugeführten Kraftstoffmenge zur Verfügung.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.

Für die Merkmale der Ansprüche 2, 5, 6 und 8 wird selbständiger Schutz beansprucht.Independent protection is claimed for the features of claims 2, 5, 6 and 8.

Die Erfindung ist anhand eines in der Zeichnung dargestellten Ausführungsbeispiels weiter erläutert. Diese zeigt eine Sicherheitsvorrichtung für eine Diesel-Einspritz-Brennkraftmaschine mit Abgasturbolader zum Vermeiden eines für die Brennkraftmaschine gefährlich hohen Ladedruckwerts.The invention is further explained using an exemplary embodiment shown in the drawing. 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.

Einer schematisch dargestellten Diesel-Einspritz-Brennkraftmaschine 1 mit mehreren Zylindern 2 ist ein Abgasturbolader 3 mit einem Lader 5 und einer davon angetriebenen Turbine zugeordnet. Der Turbine 4 sind über einen Abgaskanal 6 die Abgase der Brennkraftmaschine 1 zugeführt. Vom Abgaskanal 6 zweigt eine Bypass-Leitung 7 ab, in der ein Regelventil 8 angeordnet ist. Dieses steuert die an der Turbine 4 vorbeigeführte Abgasmenge in Abhängigkeit vom Ladedruck.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.

Der Ladedruck wird durch den mit der Turbine 4 starr gekoppelten Lader 5 erzeugt. Die dem Lader 5 über einen Ansaugkanal 9 zugeführte Luft wird durch den Lader 5 verdichtet und gelangt über eine Ladeluftleitung 10 in einen Ladeluftsammler 11, von dem aus sie den Zylindern 2 zugeführt wird.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.

über eine Verbindungsleitung 12 ist die Ventilkammer 13 des Regelventils 8 mit dem Lader 5 verbunden und daher mit dem Ladeluftdruck beaufschlagt. Dadurch wird das Regelventil 8 entsprechend dem Ladeluftdruck entgegen der Wirkung einer Feder 14 so eingestellt, daß die der Turbine 4 zugeführte Abgasmenge näherungsweise konstant ist. Der Ladedruck besitzt daher ebenfalls einen konstanten Wert von z. B. 0,8 bar.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.

Die Einspritzung der jeweils erforderlichen Kr_aftstoff- menge erfolgt mit Hilfe einer Einspritzpumpe 15, deren nicht dargestelltes Regelglied in seiner Bewegung durch einen mit Hilfe einer Druckdose 16 pneumatisch gesteuerten, ebenfalls im einzelnen nicht dargestellten Vollastanschlag in bekannter Weise begrenzt ist. Die Druckdose 16 ist, sofern der Ladedruck den angegebenen normalen Wert besitzt, mit dem Ladeluftsammler 11 über eine Leitung 17 verbunden und daher mit dem Ladeluftdruck beaufschlagt.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.

Sofern der Ladeluftdruck, beispielsweise bei einem fehlerhaften Nicht-Öffnen des Regelventils 8 ansteigt, sind zur Vermeidung von Triebwerkschäden zwei Sicherheitsmaßnahmen vorgesehen.If the charge air pressure rises, for example when the control valve 8 fails to open, two safety measures are provided to avoid engine damage.

Die erste besteht in einem elektromagnetischen Belüftungsventil 18, das in der Leitung 17 angeordnet ist und dessen schematisch dargestelltes Ventilglied 19 durch einen Drucksensor 20 gesteuert ist. Der Drucksensor 20 ist ebenfalls mit dem Ladeluftdruck beaufschlagt und spricht bei einem überhöhten Ladeluftdruck von z. B. 0,9 bar an. Er steuert dann das Belüftungsventil 18 an, dessen Ventilglied 19 aus der eingezeichneten Lage in die strichliert dargestellte Lage elektromagnetisch bewegt wird. In dieser wird die Verbindung der Leitung 17 zum Ladeluftsammler 11 unterbrochen und der zur Druckdose 16 führende Teil der Leitung belüftet. Das Ventilglied 19 gibt hierzu einen Anschluß 21 des Belüftungsventils 18 zur Atmosphäre hin frei.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.

Durch die Belüftung der Druckdose 16 wird der Vollastanschlag der Einspritzpumpe 15 im Sinne einer Verringerung der maximalen Kraftstoffmenge verstellt. Die Folge hiervon kann, abhängig von der Stellung des Regelglieds, eine tatsächliche Verringerung der eingespritzten Kraftstoffmenge sein. Dies hat eine Verringerung der Abgasmenge und damit eine Verringerung der Turbinen-Drehzahl zur Folge. Dadurch kann häufig bereits eine Reduzierung des Ladeluftdrucks auf den normalen Wert erreicht werden.By venting the pressure cell 16, 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.

Gerade bei hoch aufgeladenen Brennkraftmaschinen kann diese Verringerung der maximalen Kraftstoffmenge unzureichend sein. Um in diesem Fall eine mögliche weitere Erhöhung des Ladeluftdrucks zu vermeiden, ist als zweite Sicherheitsmaßnahme ein Abblaseventil 22 in der Ladeluftleitung 10 angeordnet, das bei einem Ladeluftdruck von z. B. 1 bar öffnet Jnd den Ladeluftdruck auf diesen Wert begrenzt. Damit ist in jedem Fall sichergestellt, daß der Ladeluftdruck unter keinen Umständen einen Wert von 1 bar überschreitet. Dieser Wert ist so gewählt, daß auch dann, wenn der Ladeluftdruck ununterbrochen diesen Wert einnehmen würde, Triebwerksschäden mit hoher Wahrscheinlichkeit vermieden werden können.This reduction in the maximum amount of fuel can be insufficient, particularly in the case of highly supercharged internal combustion engines. In order to avoid a possible further increase in the charge air pressure in this case, 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.

Das ununterbrochene Fortbestehen eines derart hohen Ladeluftdrucks kann durch eine weitere Maßnahme in den meisten Fällen vermieden werden. Hierzu ist der Drucksensor 20 mit einer Ansprechhysterese versehen, derart, daß er das Belüftungsventil 18 erst weit unter dem Normalwert des Ladeluftdrucks unwirksam schaltet. Dieser Schaltpunkt kann beispielsweise bei 0,5 bar liegen. Erst wenn der Ladeluftdruck unter diesen Wert abgefallen ist, nimmt das Ventilglied 19 wieder die fest eingezeichnete Stellung ein und verschließt den Atmosphären-Anschluß 21.The uninterrupted persistence of such a high charge air pressure can be avoided in most cases by a further measure. For this purpose, 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.

Um zu verhindern, daß das Abblaseventil 22 toleranzbedingt vor dem Ansprechen des Drucksensors 20 öffnet, ist der Toleranzbereich des Drucksensors 20 und des Abblaseventils 22 so gewählt, daß beide aneinander anschließen. Der Toleranzbereich des Drucksensors 20 liegt beispielsweise bei 0,9 +/- 0,1 bar, während das Abblaseventil 22 im ungünstigten Fall bereits bei 1 bar öffnet. Dadurch wird vermieden, daß bei unveränderter Kraftstoffmenge die Luftmenge mit Hilfe des Abblaseventils 22 verringert wird. Rußbildung und Verkokungserscheinungen sind dadurch ausgeschlossen.In order to prevent the blow-off valve 22 from opening due to the tolerance before the pressure sensor 20 responds, 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.

Anstelle des dargestellten Drucksensors 20 und dem davon gesteuerten elektromagnetischen Belüftungsventil 18 können Drucksensor und Belüftungsventil einstückig als Dreiwegeventil 23 ausgebildet sein. Dieses ist im unteren Teil der Zeichnung dargestellt und besitzt zwei Zuführ-Anschlüsse 24 und 25 für die Verbindung mit dem Ladeluftsammler bzw. der Atmosphäre. Ein Doppelventilglied 26 verschließt bis zu einem Ladeluftdruck von z. B. 0,9 bar unter der Wirkung einer Feder 27 den Anschluß 25 und hält den Anschluß 24 offen. Dadurch ist die am Abführ-Anschluß 28 angeschlossene Druckdose bis zu diesem Wert des Ladeluftdrucks mit dem Ladedruck beaufschlagt und steuert in bekannter Weise den Vollastanschlag der Einspritzpumpe 15.Instead of the pressure sensor 20 shown and the electromagnetic ventilation valve 18 controlled thereby, 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. As a result, 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.

übersteigt der Ladeluftdruck diesen Ansprechwert, so wird das Doppelventilglied 26 in der Zeichnung nach rechts verschoben, wodurch der Anschluß 24 verschlossen und der Anschluß 25 geöffnet wird. Die Verbindung der Druckdose mit dem Ladeluftsammler 11 ist damit auf Kosten einer Verbindung zur Atmosphäre hin unterbrochen. Die Druckdose 16 wird dadurch belüftet und sorgt in der beschriebenen Weise für eine Verringerung der maximalen Einspritzmenge. Sofern der Ladeluftdruck wieder absinkt, gelangt das Doppelventilglied 26 wieder in die eingezeichnete Stellung, wodurch die Verbindung der Druckdose 16 zur Atmosphäre unterbrochen und zum Ladeluftsammler 11 wieder hergestellt wird.If the charge air pressure exceeds this response value, 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.

Um einen fehlerbedingten zu hohen Ladeluftdruck auch dem Fahrer deutlich zu machen, kann durch den Drucksensor 20 gleichzeitig mit dem Belüftungsventil 18 auch eine optische und/oder akustische Warnanzeige bleibend oder wie das Ventil 18 eingeschaltet werden. Diese ist schematisch als Warnlampe 30 dargestellt.In order to make it clear to the driver that the charge air pressure is too high as a result of the fault, 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.

Zusätzlich oder alternativ zum Abblaseventil 22 kann im Ansaugkanal 9 bzw. in der Ladeluftleitung 10 auch eine Drosselklappe 31 angeordnet sein, die beim maximalen Wert des Ladedrucks - beispielsweise durch einen nicht dargestellten weiteren Drucksensor gesteuert - wirksam geschaltet wird und dadurch ebenfalls einen Anstieg des Ladedrucks über den maximalen Wert verhindert.In addition or as an alternative to the relief valve 22, 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.

Claims (9)

1. Sicherheitsvorrichtung für eine Diesel-Einspritz-Brennkraftmaschine mit Abgasturbolader, mit einem Fehlerdetektor, der bei Auftreten eines Fehlers ein Belüftungsventil für einen an sich ladedruckabhängigen Volllastanschlag für das Regelglied der Einspritzpumpe steuert, dadurch gekennzeichnet, daß der Fehlerdetektor ein mit dem Ladedruck beaufschlagter Drucksensor (20) ist, der bei einem überhöhten Ladedruckwert anspricht.1. Safety device for a diesel injection internal combustion engine with exhaust gas turbocharger, with a fault detector which controls a ventilation valve for an inherently boost pressure-dependent full load stop for the control element of the injection pump when a fault occurs, characterized in that the fault detector is a pressure sensor acted upon by the boost pressure ( 20), which responds to an excessive boost pressure value. 2. Sicherheitsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß der Drucksensor (20) eine Ansprechhysterese derart besitzt, daß er das Belüftungsventil (18) erst weit unter einem Normalwert des Ladedrucks unwirksam schaltet.2. Safety device according to claim 1, characterized in that the pressure sensor (20) has a response hysteresis in such a way that it only ineffective switches the ventilation valve (18) well below a normal value of the boost pressure. 3. Sicherheitsvorrichtung nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß der Drucksensor (20) ein elektromagnetisches Belüftungsventil (18) steuert.3. Safety device according to claim 1 or 2, characterized in that the pressure sensor (20) controls an electromagnetic ventilation valve (18). 4. Sicherheitsvorrichtung nach Anspruch 3, dadurch gekennzeichnet, daß der Drucksensor (20) auch eine akustische und/oder optische Warnanzeige (30) steuert.4. Safety device according to claim 3, characterized in that the pressure sensor (20) also controls an acoustic and / or visual warning display (30). 5. Sicherheitsvorrichtung nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß der Drucksensor und das Belüftungsventil einstückig als Dreiwegeventil (23) ausgebildet sind, dessen beide Zuführanschlüsse (24, 25) mit dem Ladedruck bzw. mit atmosphärischem Druck beaufschlagt sind und dessen Abführ-Anschluß (28) mit dem Vollastanschlag (Druckdose 16) in Verbindung steht und bei dem ein Doppelventilglied (26) für die beiden Zuführanschlüsse (24, 25) durch eine Feder (27) entgegen dem Ladedruck den Anschluß (24) zum Ladedruck bis zum Ansprechwert des Ladedrucks offenhält und den Anschluß (25) zur Atmosphäre verschließt.5. Safety device according to claim 1 or 2, characterized in that the pressure sensor and the ventilation valve are integrally formed as a three-way valve (23), the two supply connections (24, 25) are acted upon by the boost pressure or atmospheric pressure and the discharge connection (28) is connected to the full load stop (pressure socket 16) and in which a double valve member (26) for the two feed ports (24, 25) by means of a spring (27) against the boost pressure connects the port (24) to the boost pressure up to the response value of Keeps boost pressure open and closes the connection (25) to the atmosphere. 6. Sicherheitsvorrichtung nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, daß in einem Gaskanal der Brennkraftmaschine ein Abblaseventil (22) angeordnet ist, das den Ladedruck auf einen über dem Ansprechwert des Drucksensors (20) liegenden maximalen Wert begrenzt.6. Safety device according to one of claims 1 to 5, characterized in that a blow-off valve (22) is 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 (20). 7. Sicherheitsvorrichtung nach Anspruch 6, dadurch gekennzeichnet, daß das Abblaseventil (22) im Ansaugkanal (Ladeluftleitung 10) zwischen dem Lader (4) des Abgasturboladers (3) und der Brennkraftmaschine (1) liegt und beim maximalen Wert des Ladedrucks öffnet.7. Safety device according to claim 6, characterized in that the relief valve (22) in the intake duct (charge air line 10) between the charger (4) of the exhaust gas turbocharger (3) and the internal combustion engine (1) and opens at the maximum value of the boost pressure. 8. Sicherheitsvorrichtung nach Anspruch 6 oder 7, dadurch gekennzeichnet, daß der Toleranzbereich der Ladedruckwerte für das öffnen des Abblaseventils (22) an den Ansprechwert des Drucksensors (20 stufenlos anschließt.8. Safety device according to claim 6 or 7, characterized in that the tolerance range of the boost pressure values for opening the relief valve (22) connects to the response value of the pressure sensor (20 continuously). 9. Sicherheitsvorrichtung nach einem der Ansprüche 1 bis 8, dadurch gekennzeichnet, daß im Ansaugkanal (10) vor oder nach dem Lader (5) eine Drosselklappe (31) angeordnet ist, die beim maximalen Wert des Ladedrucks eingeschaltet wird.9. Safety device according to one of claims 1 to 8, characterized in that a throttle valve (31) is arranged in the intake duct (10) before or after the charger (5), which is switched on at the maximum value of the boost pressure.
EP82200546A 1981-05-09 1982-05-06 Safety device for an injection diesel engine with exhaust gas turbocharger Withdrawn EP0064794A3 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3118501 1981-05-09
DE19813118501 DE3118501A1 (en) 1981-05-09 1981-05-09 SAFETY DEVICE FOR A DIESEL INJECTION COMBUSTION ENGINE WITH EXHAUST TURBOCHARGER

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EP0064794A2 true EP0064794A2 (en) 1982-11-17
EP0064794A3 EP0064794A3 (en) 1983-12-07

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DE (1) DE3118501A1 (en)

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EP0064794A3 (en) 1983-12-07
DE3118501A1 (en) 1982-12-02

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