EP0218927B1 - Dispositif d'arrêt électromagnétique pour un moteur à combustion - Google Patents

Dispositif d'arrêt électromagnétique pour un moteur à combustion Download PDF

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Publication number
EP0218927B1
EP0218927B1 EP86112628A EP86112628A EP0218927B1 EP 0218927 B1 EP0218927 B1 EP 0218927B1 EP 86112628 A EP86112628 A EP 86112628A EP 86112628 A EP86112628 A EP 86112628A EP 0218927 B1 EP0218927 B1 EP 0218927B1
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EP
European Patent Office
Prior art keywords
lever
actuator
control lever
electromagnetic device
force
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
EP86112628A
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German (de)
English (en)
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EP0218927A1 (fr
Inventor
Stephan Hotz
Albert Nolte
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Kloeckner Humboldt Deutz AG
Original Assignee
Kloeckner Humboldt Deutz AG
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Classifications

    • 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
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0205—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine
    • F02M63/022—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine by acting on fuel control mechanism
    • 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

Definitions

  • the invention relates to an electromagnetic shutdown device of an internal combustion engine according to the preamble of claim 1.
  • the electromagnetic shutdown device is used for quick and also automatically controllable shutdown and for remote shutdown of an internal combustion engine. Deviations from specified limit values, for example insufficient oil pressure of the internal combustion engine, are implemented electrically and passed on to the actuating member for the purpose of stopping the internal combustion engine. Furthermore, this electrical shutdown is selected for internal combustion engine installations in which no free access for the operating personnel for operating the machine is possible and a mechanical actuating linkage is complicated or difficult to install.
  • an electromagnetically actuated control device in which the stroke of the actuating member acts on the control rod of the injection pump via a lever.
  • the structure shows a rigid, predetermined lever ratio due to lever arms of different lengths of a lever connecting the control rod to the actuating member.
  • the lever which has a pivot point off-center, bridges the distance between the actuating member and the control rod, the adjusting movements of which take place at a parallel distance in the same direction.
  • the arrangement brings about a linear lever transmission that changes only slightly over the stroke of the actuating member.
  • DE-A-3 311 201 shows a solenoid-operated seat valve, in which a lever drive is interposed in a housing between a magnet and actuating plunger.
  • the lever drive comprises two lever arms mounted at fixed points, the distance between the contact point and the pivot point being changed by actuation.
  • the fixed points cause a linear change in the distance.
  • the known adjustment device does not show any structure with which the components used to transmit the actuating movement of the actuating member allow a large, constantly changing translation of the actuating path triggered by the actuating member.
  • the setup shows two directly interacting components for transmitting an actuating movement.
  • the components for achieving a changing translation in relation to the stroke of the actuating member are formed by a first component which is rigidly connected to the actuating member and is provided on one side on its longitudinal extension with a cam track which is tapped off by one leg of the angle lever of a second component, whose other leg is connected to the control rod via a longitudinal groove.
  • the invention is therefore based on the object of realizing the greatest possible change in the actuating member ratio over the entire actuating path of the actuating member, while at the same time making the device compact.
  • the components interacting in pairs and performing the lever transmission each have their own fixed pivot point.
  • these components are each provided with a leg in the form of a curved path, which is connected to the actuating member or the control rod.
  • a desired variable contact point is advantageously ensured via the respective leg, with the result that the distance between the contact point and the pivot point of the components performing the lever transmission changes over the stroke. Due to the variable lever ratio, an adaptation to the force-travel characteristics of the actuating member is achieved and the travel is correspondingly transferred to the control rod.
  • the contacting and rolling ends of the release lever and the actuating lever are designed as a continuously changing cam track and further the cam track in relation to one another in relation to the pivot point of the respective lever is arranged.
  • This embodiment advantageously allows a further adaptation of the components performing the lever transmission to the force-displacement characteristic of the solenoids used. Furthermore, this design achieves a large variance in the translation change in relation to the path of the actuating member.
  • the touching, rounded ends of the disengaging and actuating lever formed in a curved path are provided with a toothing which is in engagement with one another.
  • the radii of the toothing change in opposite directions from the point of view of the respective fulcrum of a lever. The toothing compensates for tolerance errors within limits and further ensures the function even when worn.
  • This characteristic is particularly evident in small-sized solenoids.
  • the parking device according to the invention advantageously enables a lever transmission adapted to the above-described solenoid characteristic, so that a large lever arm is present at the start of the stroke with a small force supply of the magnet and a small lever arm is present with a large lifting force.
  • a tension spring is provided, which is attached to the actuating lever so that there is a constant positive engagement of the disengaging lever on the actuating member. With the tension spring, the levers are returned to the starting position and the control rod is thus released for control operation when the actuating element is switched off, ie the degree of freedom is impaired.
  • the parking device provides that the stroke triggered by the actuator is translated in two steps.
  • the lower gear ratio is between the release and operating levers, which either mesh directly or are connected to each other by a rod.
  • the second and larger, continuously changing lever ratio takes place between the actuating lever and the control rod, this lever having a free leg which is provided with a curved path.
  • the arrangement of the release lever and actuating lever is advantageously provided in the interior of the internal combustion engine, preferably in the crankcase. Installation in the interior of the engine does not adversely affect the external dimensions of the internal combustion engine. Furthermore, the function cannot be impaired by external influences, for example dust. Maintenance of the joints and levers in the form of regular lubrication can be dispensed with, since there is sufficient oil mist inside the internal combustion engine.
  • the electromagnetic shut-off device is designed so that the control rod is held in the stop position when the actuating member (solenoid) is de-energized.
  • This type of circuit has the advantage that the solenoid is controlled before the engine starts, for example by connection to the ignition lock, and so the internal combustion engine, preferably a diesel engine, can be started and stopped with the ignition key. Triggered by the ignition key actuation, the actuating lever connected to the control rod is brought into the start position. This is done by the lifting force of the actuator, which acts on the release lever, which is directly engaged with the actuating lever.
  • the lifting force is counteracted by the force of the tension spring which is articulated on the actuating lever so that the control rod is held in the stop position via the actuating lever.
  • Such a position of the actuating lever after the ignition key actuation proves to be advantageous, which ensures that the control rod can be brought into a starting multitask position, which is necessary for cold starts.
  • the control rod adjustment against the direction of force of the tension spring is made possible by the fact that when the control rod begins to move, the lifting force of the actuating member is small, but the lever arm for the introduction of force is large.
  • the actuator is additionally supported by the compression spring of the control rod, which counteracts the force of the tension spring.
  • the idea of the invention also allows an alternative arrangement in which the control rod is released for control operation when the actuating member is switched off and de-energized and the control rod is moved into the stop position when the solenoid is energized.
  • the engine is switched off by switching on the actuator.
  • the control rod is moved in the direction of zero delivery of the injection pump via the release and actuation lever, connected by a rod.
  • the lifting force of the actuator overcomes the force of the lifting spring for the control rod as well as the tension spring force at the start of the stroke. This ensures that the release lever and the actuating lever are non-positively connected to the actuating member.
  • the idea of the invention provides in this type of circuit that with the changing lever ratio during the stroke, the force of the tension spring, which must be overcome at the start of the stroke, supports the actuator. To restart the internal combustion engine, this is only possible when the actuator is de-energized, the control rod is reset by a compression spring.
  • this type of circuit e.g. Safety switches are attached to a device for the rapid shutdown of the internal combustion engine, for example in the event of danger, wherein only the internal combustion engine is stopped, but the lighting via the power supply in the device is not affected.
  • Fig. 1 shows an electromagnetic shut-off device in which the control rod 8 is held in the stop position in the de-energized state of the actuator 1.
  • the shut-off device is partially installed in an internal combustion engine, of which only the front cover 9 is shown.
  • the actuator 1, designed as a solenoid, is connected to the intermediate flange 2, which is fitted and fixed in a sealing manner by the round rubber ring 13 in the front cover 9.
  • the actuator 1 is provided with the magnetic plunger 6, which is arranged centrally in the actuator 1. In the de-energized, non-actuated state, the magnetic plunger 6 protrudes only slightly from the intermediate flange 2.
  • the release lever 3 rests on the magnetic plunger 6 in a force-locking manner by means of the tension spring 5.
  • the release lever 3 is fastened in the bearing 12, which is arranged on the intermediate flange 2, and has a curve shape 19 at the end opposite the pivot point 12.
  • the curve shape 19 of the release lever 3 is that of the actuation lever 4.
  • the tension spring 5 is between the pivot point hooked by the release lever 3 and a side extension on the actuating lever 4.
  • the lifting movement of the magnetic plunger 6 is transmitted from the release lever 3 to the actuating lever 4 via the special curve shape 19.
  • the bearing 11 is provided for the actuating lever 4 and is located on the intermediate flange 2.
  • the actuating lever 4 has at the opposite end of the curve shape 19 a long, tongue-shaped leg with a rounding, which serves as a sliding surface for the adjustment of the control rod 8.
  • the control rod 8 is located in the guide 10, on which the compression spring 7 is supported on one side in the direction of the actuating lever 4, the other end of the compression spring 7 rests on the support 21 of the control rod 8.
  • the guide 10 is in turn fitted into the crankcase 20, which is located between the front cover 9 and a fuel injection pump, not shown.
  • the large translation takes place in this design, in that the release lever 3 is actuated at a large distance from the pivot point in the bearing 12 by the magnetic plunger 6 and the end of the release lever 3, the curve shape 19, travels a relatively small way.
  • the lever length from the curve shape 19 to the fulcrum in the bearing 11 is considerably less for the actuating lever 4 than for the release lever 3, which results in a large displacement ratio.
  • the long leg of the actuating lever makes an angular deflection of the same magnitude as the curve shape 19 of the actuating lever 4 when the magnetic plunger 6 is lifted, but describes a much further path due to the longer lever length.
  • Switching on the actuator 1 causes the magnetic plunger 6 to extend in the direction of arrow A (counterclockwise) from the value 5 in the direction of 0 of the stroke, which has been drawn in dashed lines.
  • the release lever 3 rotates in the same direction of the arrow around the bearing point 12.
  • the release lever 3 engages with the actuating lever 4 via an opposite, changing, rounded shape of the lever ends and causes the levers to roll off each other.
  • the direction of rotation of release lever 3 is reversed for the actuating lever 4, which moves clockwise, arrow direction B.
  • the stroke generated by the magnetic plunger 6, implemented by the release and actuation levers releases the control rod, supported by the compression spring 7, in direction C.
  • the arrangement of release and actuation lever shown corresponds to the force / displacement characteristic of the actuator 1 (solenoid).
  • the actuator 1 (lifting magnet) used for these electromagnetic shutdown devices according to FIGS. 1 and 2 is designed so that the lifting force at point 0 of the plunger stroke shown reaches the greatest value, which decreases at the beginning of the stroke, point 5.
  • This stroke force curve is achieved by a large distance in the solenoid between the armature and the coil at the start of the stroke, which decreases as the stroke increases and the stroke force increases at the same time.
  • the small lifting force present at the start of the stroke overcomes the counteracting spring force of the tension spring 5 with the support of the force of the compression spring 7.
  • FIG. 2 shows an electromagnetic shutdown that is almost identical in construction to FIG. 1.
  • the actuating member 1 is designed as a lifting magnet and is connected to the intermediate flange 2, which is inserted sealingly through the round rubber ring 13 in the front cover 9.
  • the magnetic plunger 6 is only slightly protruding beyond the outer contour in the de-energized, unactuated state.
  • Adjacent to the magnetic plunger 6 is a leg of the release lever 14, which is rotatably mounted in the bearing 12, which is located on the intermediate flange 2.
  • a second leg of the release lever 14 with an almost identical leg length is at an angle of approximately 90 ° from arranged first and has at the end a rotatable attachment for the rod 17, which connects to the operating lever 15.
  • the articulation of the rod 17 on the actuating lever 15 takes place at a substantially smaller distance from the pivot point in the bearing 11 for the actuating lever 15 than in the comparable release lever 14 to the bearing 12.
  • This arrangement requires a strong translation, and so describes the end of the bearing 11 which is remote from the bearing particularly long leg from the operating lever 15 a large way and thus a large adjustment of the control rod 8, which abuts the cam track of the operating lever 15.
  • the lever ratio between the release lever 14 and the actuating lever 15 roughly triples the stroke of the magnetic plunger 6.
  • the control rod 8 is pressed against the actuation lever 15 by the compression spring 18, which is arranged between the guide 10 and the support 21 of the control rod 8. To the spring force of the compression spring 18, the force of the tension spring 16 is added. The sum of both forces must be overcome by the actuator 1 to adjust the control rod 8.
  • the guide 10 for the control rod 8 is located in the crankcase 20, which is between the front cover 9 and an injection pump, not shown.
  • the internal combustion engine is switched off with this switch-off device, in that the actuating element 1 is switched and the magnetic plunger 6 extends in the direction A and in the process rotates the release lever 14, which is designed as an angle lever, in the counterclockwise direction.
  • a rod 17 is arranged, which establishes a connection to the actuating lever 15 and thus also rotates it counterclockwise in the direction of arrow B.
  • the control rod 8 is displaced in the direction C by the force-fitting contact of the actuating lever 15 on the support 21, and the injection pump is thus brought into the stop position.
  • This parking device is also designed based on the force / displacement characteristic of the actuator 1 (solenoid).
  • the small lifting force of the actuator 1 at the beginning of the stroke must overcome the spring forces of the tension spring 16 and the compression spring 18, which together are less than the lifting force.
  • the actuating member 1 is relieved of the lifting force as soon as the actuating lever 15 has been rotated in the direction B until the articulation point of the tension spring 16 in the actuating lever 15 has exceeded the connecting axis between the centers of bearings 11, 12 in the extension to the control rod 8.
  • the force of the tension spring 16 now supports the lifting force of the actuator 1.
  • the now interacting force of the actuator 1 and the tension spring 16 is greater than the force of the compression spring 18 increasing with the stroke.
  • the actuator used for this arrangement with the greatest lifting force at the stroke end is advantageously suitable for this parking device.
  • the lever arm effective for the translation changes between the point of engagement of the actuating lever 15 on the support 21 and the pivot point, center of the bearing 11, and reaches the smallest value due to the curved design of the actuating lever 15.
  • Fig. 3 shows characteristics of the actuator 1, designed as a solenoid, in the previous, conventional engine shutdown in the stop position of the motor with de-energized actuator 1.
  • the constant actuating force over the entire stroke causes this due to the special force / travel characteristics of electromagnets large excess work capacity and, as a further consequence, the use of large-sized lifting magnets for the electromagnetic parking device of internal combustion engines.
  • Fig. 4 shows the required characteristic of the actuator (solenoid) for the same circuit type of the actuator 1 as in Fig. 3, but with a variable stroke ratio.
  • the characteristic curve illustrates the reduction in the excess work capacity, which is made possible by reducing the stroke to approximately 1/3, due to the translation between the release lever 3 and the actuating lever 4.
  • the resultant required is also essential smaller solenoid size.
  • the special lifting magnet design results in a force / displacement curve that is unusual for these actuators in such a way that the actuating force increases with increasing stroke.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electromagnets (AREA)

Claims (9)

1. Dispositif d'arrêt électromagnétique de la pompe d'injection de carburant alimentant un moteur à combustion interne, comportant un organe de commande (1) dont la course agit par l'intermédiaire d'une transmission à levier sur la tringle de réglage (8) de la pompe d'injection de carburant, cette tringle de réglage (8) étant déplacée dans la position extrême nécessaire pour arrêter le moteur à combustion interne, pour la course maximale de l'organe de commande (1 et le rapport de la transmission à levier entre l'organe de commande (1) et la tringle de réglage (8) étant variable en fonction de la course de l'organe de commande (1), caractérisé en ce que chacune de la paire de pièces effectuant la transmission à levier, par coopération directe ou indirecte, et appartenant au levier de débrayage (3, 14) appliqué par une liaison par la force contre l'organe de commande (1) et du levier de commande (4,15) appliqué par une liaison par la force contre la tringle de réglage (8) pour commander l'arrêt, ont chaque fois un point de pivotement propre, fixe et du côté de l'appui pour l'organe de commande (1) ou la tringle de réglage (8), la branche respective a la forme d'une courbe, la branche assurant un point d'appui variable et la distance entre le point d'appui et le pivot du levier de débrayage (3,14) et du levier de commande (4, 15) étant variable en fonction de la course.
2. Dispositif d'arrêt électromagnétique selon la revendication 1, caractérisé en ce que les extrémités du levier de débrayage (3) et du levier de commande (4) qui se touchent et roulent l'une sur l'autre sont en forme de chemins courbes à variation continue et les chemins courbes de chaque levier sont dirigés en sens opposés par rapport au point de pivotement.
3. Dispositif d'arrêt électromagnétique selon la revendication 2, caractérisé en ce que les extrémités en contact du levier débrayable (3) et du levier de commande (4) sont reliées par une denture.
4. Dispositif d'arrêt électromagnétique selon l'une des revendications 1 à 3, caractérisé en ce que l'organe de commande (1) est un électroaimant avec un induit et une bobine pour obtenir une forme de courbe donnant la force de déplacement, dont la force de déplacement diminue en direction du début de la course.
5. Dispositif d'arrêt électromagnétique selon l'une des revendications 1 à 4, caractérisé en ce qu'un ressort de traction (5, 16) est fixé au levier de commande (4, 15), ressort qui permet une position souhaitée du levier de commande (4,15) et ainsi de la tringle de réglage (8) en combinaison avec l'application permanente par une liaison par la force du levier de débrayage (3, 14) contre l'organe de commande (1).
6. Dispositif d'arrêt électromagnétique selon l'une des revendications 1 à 5, caractérisé en ce que la transmission variable à levier se fait en deux étapes.
7. Dispositif d'arrêt électromagnétique selon l'une des revendications 1 à 6, caractérisé en ce que le levier de débrayage (3, 14) et le levier de commande (4, 15) sont logés dans le carter de vilebrequin du moteur à combustion interne.
8. Dispositif d'arrêt électromagnétique selon l'une des revendications précédentes, caractérisé en ce que le levier de débrayage (3) et le levier de commande (4) maintiennent la tringle de réglage (8) en position d'arrêt lorsque l'organe de commande (1) n'est pas alimenté en courant.
9. Dispositif d'arrêt électromagnétique selon l'une des revendications précédentes, caractérisé en ce que le levier de débrayage (14) et le levier de commande (15) maintiennent la tringle de réglage (8) en position d'arrêt lorsque l'organe de commande (1) est alimenté en courant.
EP86112628A 1985-09-13 1986-09-12 Dispositif d'arrêt électromagnétique pour un moteur à combustion Expired - Lifetime EP0218927B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3532670 1985-09-13
DE19853532670 DE3532670A1 (de) 1985-09-13 1985-09-13 Elektromagnetische abstellvorrichtung fuer eine brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP0218927A1 EP0218927A1 (fr) 1987-04-22
EP0218927B1 true EP0218927B1 (fr) 1991-01-23

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EP86112628A Expired - Lifetime EP0218927B1 (fr) 1985-09-13 1986-09-12 Dispositif d'arrêt électromagnétique pour un moteur à combustion

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DE (2) DE3532670A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10130068A1 (de) * 2001-06-21 2003-01-02 Deutz Ag Einspritzsystem einer Brennkraftmaschine
RU2518725C1 (ru) * 2013-01-29 2014-06-10 Федеральное государственное унитарное предприятие "Научно-производственное объединение автоматики имени академика Н.А. Семихатова" Исполнительный механизм электронной системы управления рядного топливного насоса высокого давления дизеля

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Publication number Priority date Publication date Assignee Title
GB704801A (en) * 1951-10-10 1954-03-03 Su Carburetter Co Ltd Throttle valve control mechanism for internal combustion engines
DE1202570B (de) * 1961-04-22 1965-10-07 Kloeckner Humboldt Deutz Ag Stellzeug zwischen Regler und Brennstoffeinspritzpumpenregelstange einer Brennkraftmaschine
GB1392187A (en) * 1971-06-17 1975-04-30 Simms Motor Units Ltd Fuel pumping apparatus
DE2332010C2 (de) * 1973-06-23 1982-03-25 Daimler-Benz Ag, 7000 Stuttgart Kraftstoff-Einspritzpumpe für eine luftverdichtende Einspritz-Brennkraftmaschine
DE2646546C2 (de) * 1976-10-15 1986-04-10 Robert Bosch Gmbh, 7000 Stuttgart Kraftstoffeinspritzpumpe für Brennkraftmaschinen
DE3100711A1 (de) * 1980-01-14 1981-11-19 Diesel Kiki Co. Ltd., Tokyo "sicherheitseinrichtung fuer eine mit einem ladegeblaese ausgeruestete einspritzbrennkraftmaschine"
IT1151848B (it) * 1982-07-14 1986-12-24 Spica Spa Miglioramenti ai sistemi di regolazione delle pompe di iniezione per motori a combustione interna
DE3311201C2 (de) * 1983-03-26 1985-06-20 Mannesmann Rexroth GmbH, 8770 Lohr Magnetbetätigtes Sitzventil
DD215607A1 (de) * 1983-05-11 1984-11-14 Fahrzeugwerk Waltershausen 581 System zum abstellen von dieselmotoren aus verschiedenen betriebszustaenden
US4616616A (en) * 1983-08-29 1986-10-14 Caterpillar Inc. Fuel control system
DE3402934A1 (de) * 1984-01-28 1985-08-08 Mtu Motoren- Und Turbinen-Union Friedrichshafen Gmbh, 7990 Friedrichshafen Vorrichtung fuer ein hebelgestaenge

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Publication number Publication date
EP0218927A1 (fr) 1987-04-22
DE3532670A1 (de) 1987-03-26
DE3677126D1 (de) 1991-02-28

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