US3547091A

US3547091A - Supercharged fuel injection internal combustion engine

Info

Publication number: US3547091A
Application number: US744799A
Authority: US
Inventors: Ortwin Peyker; Udo Hickmann; Wilhelm Marx
Original assignee: Kloeckner Humboldt Deutz AG
Current assignee: Kloeckner Humboldt Deutz AG
Priority date: 1967-07-22
Filing date: 1968-07-15
Publication date: 1970-12-15
Anticipated expiration: 1987-12-15
Also published as: FR1574477A; GB1232291A

Description

United States Patent Inventors Ortwin Peyker Rosrath-Stumpen; Udo Hickmann, Langenfeld-Hardt; Wilhelm Marx, Lovenich, Germany Appl. No. 744,799 Filed July 15,1968 Patented Dec. 15, 1970 Assignee Klockner-Humboldt-Deutz Aktiengesellschafl Cologne-Deutz, Germany Priority July 22, 1967 Germany No. 1,576,315

SUPERCHARGED F UEL INJECTION INTERNAL COMBUSTION ENGINE 4 Claims, 4 Drawing Figs.

U.S.Cl 123/140 Int. Cl F02d 9/00 Field of Search 123/139,

[56] References Cited UNITED STATES PATENTS 2,214,766 9/1940 Hurst l23/139.l8 2,244,669 6/1941 Becker 123/l40.3 2,901,885 9/1959 Reggio l23/140.3 2,914,056 11/1959 Hughson et a1. 123/140 3,077,873 2/1963 Parks et a1. 123/140.3 3,107,483 10/1963 Hamilton 123/140.3 3,234,927 2/1966 Cramer Jr 123/140 Primary Examiner-Laurence M. Goodridge Attorney-Walter Becker ABSTRACT: For use in connection with a fuel pump equipped internal combustion engine, a control device which includes hydraulically operable adjusting means adapted to be connected to a fuel pump for adjusting the delivery thereof, control means associated with said adjusting means for controlling the hydraulic actuation thereof, and exhaust gas temperature responsive means operatively connected to said control means for actuating the same in response to the ascertained exhaust gas temperature exceeding an admissible maximum value.

to oil reservoir charging oil under pressure mm mm 3547.091

1 snmmrz Fig.1

" to oil reservoir charging 0!! oil under pressure Fig. 2

ail outflow of! under pressure charging oil under pressure In Vento 5 each other;

SUPERCHARGED FUEL INJECTION INTERNAL COMBUSTION ENGINE The present invention relates to a supercharged fuel injection internal combustion engine with means for preventing overheating conditions. Devices are known for avoiding overheating conditions caused by too low a charging pressure or too high a temperature of the charging air. These heretofore known devices are, however, not fully satisfactory, inasmuch as an overheating of the engine may also be caused by other circumstances as, for instance, by defective injection nozzles These and other objects and advantages of the invention will appear more clearly from the following specification, in connection with the accompanying drawing, in which:

FIG. 1 shows a device according to the invention, in which a differential piston and the control piston are in alignment with FIG. 2 shows a device according to the invention, in which the differential piston and the control piston are laterally offwith a means for preventing overheating conditions is, in con formity with the invention, characterized by adevice for controlling the quantity of the injectedfuel in conformity with the exhaust gas temperature in such a way that the latter never exceeds the maximum admissible temperature. For purposes of obtaining an additional protection of the engine against mechanical overload, it is provided in conformity with a further development of the present invention to arrange in parallel to the exhaust gas temperature depending control, a control which is dependent on the pressure of the charging air so that when the charging pressure increases to an undesired extent, the quantity of fuel is decreased in such a way that the maximum admissible ignition pressure will not be exceeded.

The control device according to the present invention may be of any suitable design and may operate mechanically, pneumatically, or hydraulically. The hydraulic operation is to be preferred, inasmuch as it offers the better conditions for avoiding friction losses to a maximum extent. A suggestion in this direction consists in providing a control valve which follows the movement of an exhaust gas temperature feeler, and if desired, of a charging air pressure feeler. This control valve controls the supply of oil under pressure to the working chamber which is associated with the larger actuating surface of a differential piston which is coupled to the delivery control element of the fuel injection pump. The adjusting'movements of said control valve arecounteracted by the-adjusting move ments of thedifferential piston through the intervention of a return device for restoring the power balance between the control spring and the adjusting force exerted by the feeler upon the control valve.

Referring now to the drawing in detail which illustrates two embodiments of the invention, according to which the control of the fuel supply to the engine is effected in conformity with the exhaust gas temperature and in conformity with the charging air pressure, the device of FIG. 1 primarily comprises a housing I in which on the left-hand side there is guided a differential piston 2 whereas on the right-hand side adjacent thereto, there is guided a control piston 3. The device shown in FIG. 1 furthermore comprises an exhaust gas temperature control member 4 which is filled with mercury steam, and acts upon said control piston 3. The device of FIG. I furthermore comprises a spring loaded diaphragm 5 acting upon the control piston 3 and responsive to changes in the charging air pressure. The reduced end of the differential piston 2 protrudes from the housing 1 and serves for a positive connection with the delivery adjusting member of the nonillustrated fuel injection pump, and more specifically only in the direction which brings about a reduction in. the delivery. The differential piston .2 is by means of a control spring 6 held in abutment with the delivery adjusting member, whereas the spring 6 presses the control piston- 3 against the adjusting members 4and 5. The control piston 3 is provided with a groove 7 which is continuously filled with oil under pressure. As will be seen from the drawing, the groove 7 is in continuous communication with a chamber 8 associated with the smaller actuating surface 2a of the differential piston 2. The control piston 3 is furthermore provided with a groove 9 which communicates with the discharge passage 10. That portion of the control piston 3 which is located between the

grooves

7 and 9 is adapted in cooperation with the control bore 11 in housing 1 and in conformity with the movements of the feelers 4 and 5 to control the admittance of oil under pressure from the groove 7 to the working chamber 12 of the differential piston 2-said chamber 12 being associated with the larger actuating surface 2b of differential piston 2-and the discharge from chamber 12 to the discharge passage 10. The diaphragm 5 is actuated upon bythe pressure of the charged air through the opening 13 in the housing I. The supply of oil under pressure is effected through passage 15.

"The device illustratediin FIG. 1 operates in the following manner: When the device occupies the position shown in the drawing, oil continuously flows in the direction of the arrows shown therein from the groove 7 in a throttled condition through a control bore II into the working chamber 12. At the same time from the working chamber 12 oil flows in throttled condition to the discharge passage 10. If now, for instance, the exhaust temperature increases, the control piston 3 is displaced toward the left against the thrust of spring 6. As a result thereof, the oil flowing into the chamber 12 is .throttled to a greater extent whereas the oil flowing out of the chamber 12 is throttled to a lesserdegree. In this way, chamber 12 will be relieved, whereas the pressure in chamber 8 will increase somewhat more. Differential piston 2 will thus move in the rightward direction with regard to the drawing, thereby reducing the fuel supply to the engine. At the same time, the spring '6 is loaded further whereby the control piston 3 is moved back. The two

pistons

2 and 3 will thus adjust themselves for a new starting position which has been reached as soon as a balance of forces has, been established between the spring 6 and the feeler 4. The diaphragm 5 which is under the continuous influence of the pressure of the charging air and is under the load of a spring 14 is intended to reduce the fuel supply when the charged air pressure increases. This downward control becomes effective only from a charging air pressure determined by the strong spring 14 and in the same direction as the exhaust temperature feeler 4.

Due to the fact that the differential piston 2 and the control piston 3 are arranged in axial alignment with each other and rest against each other solely through the spring 6, a turning off movement will be possible only in the direction in which the spring 6 is tensioned by a movement of the differential piston 2 toward the right (with regard to the drawing).

FIG. .2 shows a device according to the invention in which the differential piston 16 and the control piston 17 are laterally offset with regard to each other, said

piston

16 and 17 being coupled to each other by a lever 18 and a spring 19. In view of this offset arrangement, both adjusting directions may be selected by a corresponding displacement of the pivot point of lever 18. When said pivot point is located between the two axes of said

pistons

16 and 17, a turning off direction is obtained which is opposite to the turning off direction of FIG. I. In all other respects, the device of FIG. 2 operates in a manner similar to that described in FIG. 1.

FIG. 3 shows a four-cylinder combustion engine 20. The exhaust gases of this machine or engine pass through a manifold 21 or gas collecting tube 21 to a gas turbine 22 which drives a turbocompressor 23. The combustion air suctioned off by this compressor 23 through a filter 24 is forwarded by way of a collector conduit 25 to the machine or engine and from the collector conduit 25 in a manner not visible in the drawing there are branch conduits leading to each individual inlet valve. A double lever 28 journaled rotatably at one end of the pump 26 has effect upon a projecting end of the fuel quantity adjusting member 27 of the fuel injection pump 26. The other end of the lever 28 is pivoted to engage against the adjusting or differential piston 2 of the arrangement or construction according to FIG. 1. This hydraulically or fluid operating adjusting arrangement is at one time connected by way of conduit 29 to the exhaust collecting conduit 21 of the combustion engine 20 and additionally by way of conduit 30 the same adjusting arrangement is connected to the combustion air collecting conduit 25. The pressurized oil or fluid is supplied to the arrangement by way of the conduit 31. As soon as the exhaust temperature of the combustion engine and/or the pressure of the combustion air in the conduit 25 exceeds a particular maximum value, the described, hydraulically operating arrangement differentially adjusts the fuel quantity adjusting member 27 of the fuel injection pump 26 by way of the double lever 28 in the sense of a reduction of the injected fuel quantity, which means in a minus direction, and particularly so far as and so long as is required until the exhaust temperature again is reduced to the highest permissible value or somewhat below the same.

H0. 4 makes apparent the attachment of the differential adjusting arrangement according to FIG. 2 on the same combustion engine or machine as described with FIG. 3. The embodiment or arrangement according to FIG. 2 correspondingly is connected with the exhaust collecting conduit 21 of the machine by way of conduit 32 and with the collecting conduit 25 for the combustion air by way of the conduit 33.

It is, of course, to be understood that the present invention is, by no means, limited to the particular embodiments shown in the drawing, but also comprises numerous modifications, the scope of the invention being determined by the disclosure.

We claim:

1. A control device for limiting flow of fuel to an internal combustion engine to avoid overheating of said engine, in which said engine includes a fuel pump having a delivery adjusting member to limit flow of fuel from the pump, a manifold for passage of exhaust gases, and a source of charging air for combustion, said control device comprising a fluid actuated member connected to said delivery adjusting member to move said adjusting member to limit flow of fuel to said engine, a control valve movable to admit fluid under pressure to operate said fluid actuated member, a temperature responsive member and a pressure responsive member each operable independently to move said control valve to admit fluid under pressure to said fluid actuated member, said temperature responsive member being responsive to exhaust gas temperature in excess of a given maximum value to move said control valve, said pressure responsive member being responsive to pressure of said charging air in excess of a given maximum value to move said control valve, said temperature responsive and pressure responsive members operating in parallel either separately or together to move said control valve so that either excessive exhaust gas temperature or excessive charging air pressure will move said control valve to cause movement of said fluid actuated member and limit flow of fuel to said engine.

2. A control device according to claim 1, in which said temperature responsive member and said pressure responsive member are in engagement with said control valve, and said pressure responsive member is movable relatively to said temperature responsive member. A

3. A control device according to claim 1,1n which said control valve is a piston valve and said temperature responsive and pressure responsive members are coaxial with and in engagement with said valve.

4. A control device according to claim 1, in which said control valve is a piston valve and said temperature responsive member is an expansible member coaxial with and in engagement with said valve, said pressure responsive member including a diaphragm actuated member surrounding said tempera- 0 ture responsive member and in engagement with said control valve.