EP0435965B1 - Systeme de commande pour l'arret d'un moteur a combustion interne - Google Patents

Systeme de commande pour l'arret d'un moteur a combustion interne Download PDF

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Publication number
EP0435965B1
EP0435965B1 EP90903789A EP90903789A EP0435965B1 EP 0435965 B1 EP0435965 B1 EP 0435965B1 EP 90903789 A EP90903789 A EP 90903789A EP 90903789 A EP90903789 A EP 90903789A EP 0435965 B1 EP0435965 B1 EP 0435965B1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
solenoid valve
control device
valve
combustion engine
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
EP90903789A
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German (de)
English (en)
Other versions
EP0435965A1 (fr
Inventor
Hermann Grieshaber
Wilhelm Polach
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0435965A1 publication Critical patent/EP0435965A1/fr
Application granted granted Critical
Publication of EP0435965B1 publication Critical patent/EP0435965B1/fr
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
    • 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
    • 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
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S123/00—Internal-combustion engines
    • Y10S123/11—Antidieseling

Definitions

  • the invention is based on a control device according to the preamble of claim 1.
  • Control devices for in-line injection pumps are already known in which, in the case of mechanically controlled in-line injection pumps with a key stop, the control rod is brought into a stop position by means of an actuating piston controlled by auxiliary energy.
  • the fuel pressure has generally been proposed as auxiliary energy, the positive or negative pressure of the air as a pneumatic solution, or the current as an electrical solution.
  • these auxiliary energies are not fully reliable.
  • the fuel pressure is used as auxiliary energy, diesel fuel saturation with filter clogging can occur at low temperatures. As with fuel leaks, the pressure build-up is disturbed or can no longer be produced.
  • DE-A 15 76 658 it is known in a generic control device to use the engine lubricating oil pressure as auxiliary energy for the shut-off device.
  • An end face of the control rod for ordering the in-line injection pump is acted upon directly by the pressurized engine lubricating oil and thus a displacement of the control rod is triggered in such a way that it reaches its stop position and the fuel metering is switched off.
  • a solenoid valve connected to the alternator in the form of a 3/2-way valve is used, to which a relief line is connected in addition to an inlet and outlet pressure line.
  • this arrangement can lead to the fact that when the engine is switched off, the holding current for the electromagnet of the solenoid valve has dropped so far at a very low engine speed — the internal combustion engine, at which the alternator no longer outputs a voltage sufficient for the operation of the solenoid valve, that the solenoid valve closes again and the control path is at least partially released again, the motor turns itself on catches, starts up again and does not completely switch off again.
  • This state corresponds to a control behavior called "sawing" and is a periodic oscillation between two unwanted operating states, which prevents the safe ordering of the internal combustion engine.
  • the control device with the characterizing features of claim 1 has the advantage that it avoids the above disadvantages.
  • using the pressure of the engine lubricating oil as auxiliary energy it has a simple, normally open 2/2-way valve as a solenoid valve, whereby the pressure supply to the pressure chamber of the actuating piston is also switched and the relief of the engine lubricating oil that moves the control rod when it is switched off
  • Fuel injection pump that has come to a standstill is uncontrolled and takes place automatically by the spring returning the control piston and the outflow throttle surrounding the pressure chamber of the control piston. After the fuel injection pump has been switched off, the control rod automatically reaches the position required for the start release.
  • control rod remains in the stop position until the internal combustion engine is brought to a standstill, regardless of how quickly and when the oil pressure in the internal combustion engine has dropped.
  • an outflow channel which is preferably embodied directly in the control piston, is used to produce the pressure compensation between the pressure chamber and the spring chamber, whereby the control rod automatically moves from the stop position to the start position.
  • check valve embodied in the characterizing part of claim 3, designed as a flap valve, it is possible to achieve an effective switching behavior particularly sensitively, even with only small actuating forces, and to avoid hysteresis processes in the control behavior of the control device.
  • control behavior of the control device can be additionally influenced by the timing element embodied via the backflow throttle.
  • the control device for stopping a diesel internal combustion engine consists of an electrical control circuit 11 and a hydraulic control circuit 12 which interacts with it and forms a starting and stopping device.
  • a valve assembly 21 of the solenoid valve 19 is opened when the electromagnet 18 is de-energized and is part of the hydraulic control circuit 12, which has an oil pan 22 that receives the engine lubricating oil, from which an oil pump 23 operated simultaneously with the internal combustion engine supplies the engine lubricating oil to the lubrication points of the internal combustion engine and into a pressure line 24 promotes in which the valve assembly 21 is inserted and which leads to the pressure port 26 of an actuating cylinder 27.
  • An actuating piston 28 is mounted in a sealingly displaceable manner in the actuating cylinder 27, the pressure-side end face 29 facing the pressure connection 26 delimiting a pressure chamber 31, in which a stop 32 and a check valve 33 are contained, which restrict the movement of the actuating piston 28 in the direction of narrowing the volume of the pressure chamber 31.
  • the stop 32 is adjustable as a function of operating parameters, for example as a function of the temperature of the engine lubricating oil.
  • the check valve 33 is designed as a flap valve and attached to a bottom 34 of the actuating cylinder 27 which closes the pressure chamber 31 and, depending on the type, bulges away from the bottom 34 due to a resilient internal stress or under flow pressure.
  • the check valve 33 is easy to apply to the base 30 due to its low internal stress due to flow forces from the engine lubricating oil emerging from the pressure chamber 31 to the pressure line 24 or is already applied to the base 34 due to internal stress.
  • the pressure cross-section 26 is covered in its passage cross-section except for a small residual cross-section, this being formed by a backflow throttle 36 located in the check valve 33.
  • the actuating piston 28 is loaded on an end face 37 on the spring chamber side facing away from the pressure chamber 31 by the force of a prestressed return spring 38, which is supported on an inner wall 41 of the actuating cylinder 27 that closes off a spring chamber 39.
  • the pressure-side end face 29 and the spring-side end face 37 of the actuating piston 28 are connected to an outflow throttle 42 located therein by an outflow channel 46 formed as a longitudinal bore in the actuating piston 28.
  • a pin-shaped transmission member 43 protrudes from its end face 37 on the spring chamber side which penetrates the inner wall 41 of the actuating cylinder 27 and can be brought into engagement with the control rod 44 serving as the delivery rate adjustment member.
  • control rod 44 it can also be actuated in the case of cramped mounting conditions by means of a dash-dotted transmission element 143 protruding at right angles from the actuating piston 28, which in this case engages in a longitudinal groove 48 of the control rod 44 or in a suitable component of the regulator , moves it to the stop position "0", but does not hinder its control movement in normal operation.
  • a dash-dotted transmission element 143 protruding at right angles from the actuating piston 28, which in this case engages in a longitudinal groove 48 of the control rod 44 or in a suitable component of the regulator , moves it to the stop position "0", but does not hinder its control movement in normal operation.
  • the arrangement described above has the following functional and operational sequence. Starting from an operated diesel internal combustion engine, when it is switched off, the operating contact 14 of the main switch is brought into its open position, the electromagnet 18 of the solenoid valve 19 being de-energized and the valve assembly 21 coming into its rest position, which releases the pressure line 24.
  • the oil pump 23 coupled to the internal combustion engine is able to draw engine lubricating oil from the oil pan 22 and to deliver it to the pressure port 26 via the pressure line 24.
  • the check valve 33 which is closed when the solenoid valve 19 is blocked, is now detected by the pressure of the engine lubricating oil and opens the passage at the bottom 34, so that the engine lubricating oil, which previously could only flow through the return flow throttle 36, now reaches the pressure chamber 31 in the main flow, as a result of which the actuating piston 28 is quickly moved against the force of the return spring 38 and the transmission member 43 connected to it, the control rod 44 to a left shift, z. B. from its starting position "S” or, as drawn, from its full load position "V” into its stop position "0", which stops the fuel delivery, in which the control path 46 of the control rod 44 is eliminated, ie becomes zero.
  • the fuel supply to the internal combustion engine is thus interrupted and the motor vehicle operated by it can come to a standstill.
  • the control rod 44 which has been temporarily brought into the stop position for ordering the internal combustion engine, has thus automatically returned to an operating position which enables the internal combustion engine to start.
  • the function of the return valve 33 with the return flow throttle 36 can alternatively also be taken over by a check valve 33 without a return flow throttle 36, since the return flow of the engine lubricating oil with the control piston 28 shifting to the right with the check valve 33 now in the blocked state is already possible solely via the discharge throttle 42, in order to provide the control rod 44 with the necessary control path 47 for readiness to start again.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)

Abstract

Dans le cas de pompes d'injection de carburant pour des moteurs Diesel, leur arrêt est souvent effectué au moyen d'un dispositif mécanique. Le système de commande selon l'invention doit d'une part permettre un arrêt déclenché électriquement par la clé de contact, et d'autre part présenter un système d'arrêt de sécurité à effet redondant pour des pompes d'injection à commande électronique. A cet effet, on utilise une électrovanne à 2/2 voies (19) dont l'état de commutation est déterminé d'une part par la position de la clé de contact, et de l'autre par un contact de commutation (16) d'un appareil de commande pour moteur Diesel (17). L'électrovanne (19) commande l'admission de l'huile de moteur vers un piston de réglage (28) susceptible de déplacer une tige de réglage de la pompe d'injection de carburant, ladite tige de réglage commandant dans son rayon d'action le dosage de carburant du moteur à combustion interne. La course du piston de réglage (28) est influencée par un étrangleur (42) et un clapet de non-retour (33), la tige de réglage (44) revenant, après une position d'arrêt 'O', automatiquement à la position de départ 'S' requise pour le redémarrage du moteur à combustion interne. Ce système de commande convient en particulier à des pompes d'injection de carburant de moteurs Diesel.

Claims (4)

  1. Dispositif de commande pour arrêter un moteur à combustion interne notamment un moteur Diesel, comportant un dispositif de démarrage et d'arrêt actionné à l'aide d'une clé et d'un commutateur principal (14), ce dispositif ayant un élément d'arrêt (12) mis en oeuvre par la pression de l'huile de graissage du moteur pour agir sur l'organe de réglage de débit (44) d'une pompe d'injection de carburant en étant commandé par une électrovanne (19), ainsi qu'un circuit de commande (11), électrique comprenant le commutateur principal (14) et l'électro-aimant (18) de l'électrovanne (19), l'électrovanne (19) étant commandée par un signal de commande déclenché par un commutateur principal de façon que, pour arrêter le moteur à combustion interne, l'organe de réglage de débit (44) de la pompe d'injection de carburant soit déplacé dans une position d'arrêt "0" par la pression d'huile de graissage du moteur agissant dans la chambre de pression (31) de l'élément d'arrêt (12) et qu'une fois l'arrêt réalisé, un ressort de rappel (38) reconduit cet organe de réglage dans une position de démarrage "S" qui permet le redémarrage du moteur à combustion interne, l'électrovanne (19) étant un distributeur à tiroir à deux positions, caractérisé en ce que l'électrovanne (19) peut être commandée en plus par un contact de commutation (16) d'un dispositif de commande (17) de l'installation de régulation électronique du moteur Diesel, l'électrovanne (19) étant un distributeur à tiroir à 2/2 voies ouvert lorsque le courant est coupé, l'élément d'arrêt comprenant un tiroir de réglage (28) délimitant la chambre de pression (31) comme paroi mobile en étant guidé dans un cylindre de réglage (27) ainsi qu'un organe d'étranglement d'évacuation (42) qui relie la chambre de pression (31) pour permettre le redémarrage, à une chambre à basse pression, et enfin un clapet anti-retour (33) en aval de l'électrovanne (19) et qui s'ouvre vers la chambre de pression (31).
  2. Dispositif de commande selon la revendication 1, caractérisé en ce que l'organe d'étranglement d'évacuation (42) se trouve dans un canal d'évacuation (46) contournant le tiroir de réglage (28), qui relie la chambre de pression (31) à une chambre à ressort (39) logeant le ressort de rappel (38) et servant de chambre basse pression, ce canal étant réalisé de préférence dans le tiroir de réglage (28), la chambre à ressort (39) étant adjacente à une surface frontale (39) du tiroir de réglage (28), opposée à la chambre de pression (31).
  3. Dispositif de commande selon la revendication 1 ou 2, caractérisé en ce que le clapet anti-retour (33) est une soupape à clapet qui, sous l'effet de ses contraintes propres, prend au repos une position coupant le passage et qui peut être ouverte par les forces de l'écoulement exercées par le passage de l'huile du moteur.
  4. Dispositif de commande selon l'une des revendications 1 à 3, caractérisé en ce que le clapet anti-retour (33) est muni d'un organe d'étranglement de retour (36) qui décharge de façon temporisée la chambre de pression (31) lorsque l'électrovanne (19) est ouverte.
EP90903789A 1989-07-20 1990-03-09 Systeme de commande pour l'arret d'un moteur a combustion interne Expired - Lifetime EP0435965B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3924128A DE3924128A1 (de) 1989-07-20 1989-07-20 Steuereinrichtung zum stillsetzen einer brennkraftmaschine
DE3924128 1989-07-20

Publications (2)

Publication Number Publication Date
EP0435965A1 EP0435965A1 (fr) 1991-07-10
EP0435965B1 true EP0435965B1 (fr) 1992-12-02

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EP90903789A Expired - Lifetime EP0435965B1 (fr) 1989-07-20 1990-03-09 Systeme de commande pour l'arret d'un moteur a combustion interne

Country Status (5)

Country Link
US (1) US5131358A (fr)
EP (1) EP0435965B1 (fr)
JP (1) JPH04501160A (fr)
DE (2) DE3924128A1 (fr)
WO (1) WO1991001445A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4217940A1 (de) * 1992-05-30 1993-12-02 Bosch Gmbh Robert Kraftstoffeinspritzpumpe für Brennkraftmaschinen
JP2589461Y2 (ja) * 1993-12-16 1999-01-27 新キャタピラー三菱株式会社 エンジンの制御装置
KR101809072B1 (ko) 2013-08-02 2017-12-14 화이자 인코포레이티드 항-cxcr4 항체 및 항체-약물 접합체
JP6882151B2 (ja) * 2017-12-14 2021-06-02 株式会社クボタ エンジン用停止装置

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE705567C (de) * 1936-08-09 1941-05-03 Kloeckner Humboldt Deutz Akt G Sicherheitsvorrichtung fuer Brennkraftmaschinen
US2208299A (en) * 1937-09-18 1940-07-16 Eclipse Aviat Corp Emergency throttle-control means for aircraft engines
US3202161A (en) * 1961-11-14 1965-08-24 Wagner Electric Corp Engine safety control device and system
DE1576658B2 (de) * 1967-06-16 1977-03-03 Daimler-Benz Ag, 7000 Stuttgart Anlass- und abstelleinrichtung fuer mit einer selbstzuendenden einspritz- brennkraftmaschine versehene strassen- kraftfahrzeuge
ES437992A1 (es) * 1975-05-28 1976-04-16 San Sebastian Saizar Equipo de seguridad determinante de la parada automatica deun motor de combustion al producirse irregularidades en la presion del aceite o en la temperatura del agua.
FR2333952A1 (fr) * 1975-12-01 1977-07-01 Rognon Armand Systeme de securites pour moteurs diesel
DE2554569A1 (de) * 1975-12-04 1977-06-08 Daimler Benz Ag Anordnung fuer stopp und/oder start fuer eine luftverdichtende brennkraftmaschine fuer den antrieb, insbesondere eines kraftfahrzeuges
US4124013A (en) * 1977-06-29 1978-11-07 Rivalto Michael A Fuel level responsive means
DE2848232A1 (de) * 1978-11-07 1980-05-08 Bosch Gmbh Robert Steuereinrichtung einer kraftstoffeinspritzpumpe fuer fahrzeug-dieselbrennkraftmaschinen
GB2102499B (en) * 1981-07-24 1985-01-30 Vysoke Uceni Tech Brne A device for stopping a fuel injection engine, especially a vehicle engine

Also Published As

Publication number Publication date
DE3924128A1 (de) 1991-01-31
JPH04501160A (ja) 1992-02-27
DE59000551D1 (de) 1993-01-14
US5131358A (en) 1992-07-21
EP0435965A1 (fr) 1991-07-10
WO1991001445A1 (fr) 1991-02-07

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