EP0350500B1 - Dieselbrennkraftmaschine, insbesondere für fahrzeuge - Google Patents

Dieselbrennkraftmaschine, insbesondere für fahrzeuge Download PDF

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Publication number
EP0350500B1
EP0350500B1 EP19880909983 EP88909983A EP0350500B1 EP 0350500 B1 EP0350500 B1 EP 0350500B1 EP 19880909983 EP19880909983 EP 19880909983 EP 88909983 A EP88909983 A EP 88909983A EP 0350500 B1 EP0350500 B1 EP 0350500B1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
throttle valve
air
sensor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP19880909983
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0350500A1 (de
Inventor
Gerhard Stumpp
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
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0350500A1 publication Critical patent/EP0350500A1/de
Application granted granted Critical
Publication of EP0350500B1 publication Critical patent/EP0350500B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/04—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling rendering engines inoperative or idling, e.g. caused by abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/0022—Controlling intake air for diesel engines by throttle control

Definitions

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

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP19880909983 1987-12-02 1988-11-25 Dieselbrennkraftmaschine, insbesondere für fahrzeuge Expired - Lifetime EP0350500B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3740803 1987-12-02
DE19873740803 DE3740803A1 (de) 1987-12-02 1987-12-02 Dieselbrennkraftmaschine, insbesondere fuer fahrzeuge

Publications (2)

Publication Number Publication Date
EP0350500A1 EP0350500A1 (de) 1990-01-17
EP0350500B1 true EP0350500B1 (de) 1991-09-18

Family

ID=6341718

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19880909983 Expired - Lifetime EP0350500B1 (de) 1987-12-02 1988-11-25 Dieselbrennkraftmaschine, insbesondere für fahrzeuge

Country Status (4)

Country Link
US (1) US5036808A (enrdf_load_stackoverflow)
EP (1) EP0350500B1 (enrdf_load_stackoverflow)
DE (2) DE3740803A1 (enrdf_load_stackoverflow)
WO (1) WO1989005395A1 (enrdf_load_stackoverflow)

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5311851A (en) * 1992-03-02 1994-05-17 Wright Jr Harold W Methane monitor and engine shutdown system
DE19711939A1 (de) * 1997-03-21 1998-09-24 Bosch Gmbh Robert Vorrichtung zur Erfassung des Drucks und der Temperatur im Saugrohr einer Brennkraftmaschine
DE19718692C2 (de) * 1997-05-02 2001-02-15 Jungheinrich Ag Vorrichtung zur Begrenzung der Drehzahl von Brennkraftmaschinen
JP3333477B2 (ja) * 1999-09-01 2002-10-15 株式会社日立製作所 スロットル制御装置
FR2805567B1 (fr) * 2000-02-28 2002-12-06 Peugeot Citroen Automobiles Sa Systeme de controle du fonctionnement d'un moteur diesel de vehicule automobile
RU2200861C1 (ru) * 2001-10-10 2003-03-20 Закрытое акционерное общество "Дизель-КАР" Способ регулирования дизеля и устройство для регулирования дизеля
US6769411B2 (en) * 2002-09-23 2004-08-03 Sandor C. Fabiani Nozzle air injection system for a fuel-injected engine
RU2289711C2 (ru) * 2002-10-18 2006-12-20 Военный автомобильный институт Система питания многоцилиндрового двигателя внутреннего сгорания
RU2253030C1 (ru) * 2003-12-24 2005-05-27 Закрытое акционерное общество "Дизель-КАР" (ЗАО "Дизель-КАР") Способ регулирования дизель-электрического агрегата и устройство для регулирования дизель-электрического агрегата
DE102005022691A1 (de) * 2005-05-18 2006-11-23 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
SE542518C2 (en) * 2016-06-22 2020-06-02 Scania Cv Ab Method and system for controlling an internal combustion engine experiencing uncontrolled behavior in a vehicle

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4393833A (en) * 1977-12-02 1983-07-19 Vdo Adolf Schindling Ag Device for the control of the traveling speed of a motor vehicle
US4354464A (en) * 1979-12-08 1982-10-19 Toyo Kogyo Co., Ltd. Air intake arrangement for diesel engine
DE3009400A1 (de) * 1980-03-12 1981-09-24 Fritz Rensmann GmbH & Co, 4600 Dortmund Vorrichtung zum selbsttaetigen schliessen eines luftansaugrohres von verbrennungskraftmaschinen
JPS56165737A (en) * 1980-05-26 1981-12-19 Nissan Motor Co Ltd Surging prevention unit for engine having supercharger
JPS57206742A (en) * 1981-06-12 1982-12-18 Nippon Soken Inc Throttling device of intake air in diesel engine
JPS58122334A (ja) * 1982-01-18 1983-07-21 Toyota Motor Corp デイ−ゼルエンジンの吸気絞り装置
JPS58165560A (ja) * 1982-03-26 1983-09-30 Nissan Motor Co Ltd デイ−ゼルエンジンの振動低減装置
JPS59120738A (ja) * 1982-12-27 1984-07-12 Toyota Motor Corp デイ−ゼル機関の吸気制御装置
DE3304335A1 (de) * 1983-02-09 1984-08-09 Robert Bosch Gmbh, 7000 Stuttgart Steuereinrichtung zum stillsetzen einer brennkraftmaschine
DE3510173C2 (de) * 1984-08-16 1994-02-24 Bosch Gmbh Robert Überwachungseinrichtung für eine elektronisch gesteuerte Drosselklappe in einem Kraftfahrzeug

Also Published As

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

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