JPS61247843A - Monitoring safety device for tappet valve of electronic controlled internal-combustion engine - Google Patents
Monitoring safety device for tappet valve of electronic controlled internal-combustion engineInfo
- Publication number
- JPS61247843A JPS61247843A JP60089780A JP8978085A JPS61247843A JP S61247843 A JPS61247843 A JP S61247843A JP 60089780 A JP60089780 A JP 60089780A JP 8978085 A JP8978085 A JP 8978085A JP S61247843 A JPS61247843 A JP S61247843A
- Authority
- JP
- Japan
- Prior art keywords
- valve
- air
- air spring
- signal
- exhaust valve
- 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.)
- Pending
Links
Landscapes
- Valve-Gear Or Valve Arrangements (AREA)
- Valve Device For Special Equipments (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
【発明の詳細な説明】
産業上の利用分野
本発明は電子制御式内燃機関の非常時に事顔を安全に処
理する監視安全装置に関する。DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a monitoring and safety device for safely handling emergencies in electronically controlled internal combustion engines.
従来の技術
電子制御式内燃機関とは、例えばディーゼル機関の最適
運転制御を電子計算機を用いて実現しようとするもので
、具体的にはディーゼル機関のクランク角度、回転速度
、トμり、機関各部の圧力や温度、排気ガスの組成など
を検出して、これらの運転データを所定のプログラムに
従、って電子計算機で処理して最適の運転制御の条件を
求め、この求められた条件を制御指令情報として前記デ
ィーゼル機関の起動弁、給気弁、排気弁、燃料噴射弁な
どをクランク角度に応じて開閉させるものである。Conventional technology Electronically controlled internal combustion engines, for example, attempt to achieve optimal operational control of diesel engines using electronic computers, and specifically control the crank angle, rotational speed, torque, and various parts of the diesel engine. The system detects the pressure, temperature, composition of exhaust gas, etc., processes these operating data with a computer according to a predetermined program, determines the optimal operating control conditions, and controls the determined conditions. The command information is for opening and closing the starting valve, intake valve, exhaust valve, fuel injection valve, etc. of the diesel engine according to the crank angle.
第４図はこの電子制御式内燃機関の全体構成を示してい
る。ディーゼル機関は、通常、第１香目〜第Ｎ番目の複
数のシリンダ（１）を有しており、各シリンダ（１）に
はそれぞれ起動弁（２）、給気弁（３）、排気弁（４）
、燃料噴射弁（５）が装備されている。（６）〜（９）
はこれらの多弁（２）〜（５）を作動させるアクチュエ
ータである。燃料噴射弁（５）には燃料タンクαＱ必為
ら燃料ボンデ（ロ）によって燃料油が供給される。（２
）は燃料電圧器、（至）は燃料遮断弁、ａ４は逆上弁で
ある。FIG. 4 shows the overall configuration of this electronically controlled internal combustion engine. A diesel engine usually has a plurality of cylinders (1) from the first cylinder to the Nth cylinder, and each cylinder (1) has a starting valve (2), an air supply valve (3), and an exhaust valve. (4)
, a fuel injection valve (5) is equipped. (6)-(9)
is an actuator that operates these multiple valves (2) to (5). Fuel oil is supplied to the fuel injection valve (5) by a fuel cylinder (b) from a fuel tank αQ. (2
) is the fuel voltage regulator, (to) is the fuel cutoff valve, and a4 is the reverse valve.
一方、クランク軸（至）の回転角度はエンコーダＱ・に
よって検出され、入カポ−）Ｑηとデータ・パ・ス（至
）を経て中央処理装置（以下、ＣＰＵと称す）ｏｎに入
力される。なお、エンコーダＱＩＳの検出出力はディー
ゼル機関制御回路曽ならびに周波数／電圧変換器ｅηに
もクランク角度情報として送られる。周波数／電圧変換
器■ηで回転速度に応じた電圧信号に変換された信号は
アナログ／デジタル変換器四と前□記データ・パス（至
）を経てＣＰＵ Ｑ嗜に入力される。On the other hand, the rotation angle of the crankshaft is detected by an encoder Q, and is input to a central processing unit (hereinafter referred to as CPU) via an input capacitor Qη and a data path. Note that the detection output of the encoder QIS is also sent to the diesel engine control circuit so and the frequency/voltage converter eη as crank angle information. The signal converted into a voltage signal according to the rotational speed by the frequency/voltage converter η is input to the CPU Q via the analog/digital converter 4 and the data path (to) described above.
ま・た、ディーゼル機関の各部の圧力、温度、排気ガス
組成などもセンサ（Ｓｌ）〜（Ｓ６）によって検出され
て、そのデータがアナログ／デジタル変換器（２）によ
ってデジタル変換された後、ＣＰＵα呻に入力される。In addition, the pressure, temperature, exhaust gas composition, etc. of each part of the diesel engine are also detected by sensors (Sl) to (S6), and after the data is digitally converted by the analog/digital converter (2), the CPU α Entered into a groan.
ＣＰＵ Ｑ’Ｊは設定入力・表示装置（２）から入力さ
れた運転指令を読み込み、この運転指令に基づいてアナ
ログ／デジタル変換器−などから入力されたクフンク角
度、回転速度、機関各部の圧力や温度、排ガス組成など
の機関の運転状態を表わすデータを用いて、予め定めら
れたプログラムに従って機関の最適制御のための制御量
や操作員の算出が実行される。そして、この計算結果か
ら前記燃料ポンプ（ロ）の制御指令を作成してデジタ／
Ｉ／／アナログ変換器（財）を介して燃料ポンプ（ロ）
を制御する。更に、ＣＰＵα呻は計算結果から起動弁（
２）、給気弁（３）、排気弁（４）、燃料噴射弁（５）
の多弁の制御指令を作成して前記ディーゼル機関制御回
路（ホ）に出力する。The CPU Q'J reads the operating command input from the setting input/display device (2), and based on this operating command, calculates the angle, rotation speed, pressure of each part of the engine, etc. input from the analog/digital converter, etc. Using data representing the operating state of the engine, such as temperature and exhaust gas composition, control variables and operator calculations for optimal control of the engine are executed according to a predetermined program. Then, from this calculation result, a control command for the fuel pump (b) is created and digitalized.
Fuel pump (b) via I//analog converter (b)
control. Furthermore, the CPU α groans from the calculation results when the start valve (
2), air supply valve (3), exhaust valve (4), fuel injection valve (5)
A multi-valve control command is created and output to the diesel engine control circuit (e).
ディーゼル機関制御回路翰は、ＣＰＵ ００からの制御
指令を読み取って前記エンコーダαＱから得られるクラ
ンク角度情報に応じた制御情報を第１、第２の駆動回路
（至）翰に送シ出す。第１の駆動回路□□□はアクチェ
エータ（９）の作動タイミングを制御する制御弁−を制
御して燃料噴射弁（５）を作動させる。The diesel engine control circuit reads control commands from the CPU 00 and sends control information corresponding to the crank angle information obtained from the encoder αQ to the first and second drive circuits. The first drive circuit □□□ controls a control valve that controls the actuation timing of the actuator (9) to operate the fuel injection valve (5).
第２の駆動回路（至）はアクチェエータ（６）（７）
（８）の作動タイミングをそれぞれ制御する制御弁（ハ
）＠（７）を制御して起動弁（２）、給気弁（３）、排
気弁（４）を作動させると共に燃料遮断弁（２）の作動
を制御する。なお、アクチュエータ（６）〜（９）の駆
動用動力源としては、作動油圧ポンプ（２）によって発
生する油圧力が使用されておシ、作動油圧ポンプ（２）
の出口側には脈動防止用および二ネμギ有効利用のため
の蓄圧器に）が介装されている。（至）は圧力調整弁、
（至）は油タンク、（至）は流量制御弁である。The second drive circuit (to) is the actuator (6) (7)
The control valves (c) @ (7) that control the operation timing of (8) are operated to operate the start valve (2), the air supply valve (3), and the exhaust valve (4), as well as the fuel cutoff valve (2). ). Note that the hydraulic pressure generated by the hydraulic pump (2) is used as the power source for driving the actuators (6) to (9).
A pressure accumulator is installed on the outlet side of the pump to prevent pulsation and to make effective use of the two springs. (To) is the pressure regulating valve,
(To) is the oil tank, (To) is the flow control valve.
このよう表置子制御式内燃機関では、シリンダ（１）配
置によるシリンダ（１）同志の異なった特性に対しても
、各シリンダ（１）毎にそれぞれ最適の運転制御が可能
であシ、そのために、各シリンダ（１）毎の多弁（２）
〜（５）等はそれぞれユニット化された駆動システムと
なシ、シリンダ数に応じて追加される方式が採られる。In such a front control type internal combustion engine, it is possible to control the operation optimally for each cylinder (1), even when the cylinders (1) have different characteristics due to the cylinder (1) arrangement. , multiple valves (2) for each cylinder (1)
- (5) etc. are each a unitized drive system, and a method is adopted in which cylinders are added according to the number of cylinders.
もちろん、エンコーダＤＩＳＣＰＵＱＱ、作動油圧ポン
プＣＩＴＪ等は一機関に対して共有できるものである。Of course, the encoder DISCPUQQ, hydraulic pump CITJ, etc. can be shared by one engine.
発明が解決しようとする問題点
このような従来の構成では、これら各弁用駆動システム
に使用される電子機器・油圧機器が万一作動不良となっ
た時、特に排気弁駆動システムの故障は重大な事故を生
ずる可能性がある。例えば、ユニフロ一式機関（２サイ
ク／Ｉ／）の場合の挿・排気のタイミングは第５図に示
すようなものであシ、第６図の実線Ａに示すように通常
機関の有効圧縮は排気弁閉弁時ゝ’ ＥＣ“よシ始まる
。しかし、何らかの故障で排気弁が閉弁状態となり、そ
のｉｔの状態で作動しない時は、有効圧縮は第６図の点
線Ｂに示すように掃気ポート閉孔時ゞゝＳＣ“以後とな
シ、有効圧縮ＰＣは点線Ｂにおけるように、実線Ａの通
常の場合のと比較して一挙に約１．４倍にもなる。第６
図でｖＩＩは圧縮始めのシリンダ行程容積を表わす。Problems to be Solved by the Invention With such a conventional configuration, if the electronic equipment and hydraulic equipment used in each of these valve drive systems should malfunction, the failure of the exhaust valve drive system in particular would be a serious problem. There is a possibility of causing a serious accident. For example, in the case of a Uniflow engine (2 cycles/I/), the insertion/exhaust timing is as shown in Figure 5, and the effective compression of a normal engine is as shown by the solid line A in Figure 6. When the valve is closed, the operation starts as 'EC'.However, if the exhaust valve closes due to some kind of failure and does not operate in that state, effective compression will occur at the scavenging port as shown by the dotted line B in Figure 6. After "SC" when the hole is closed, the effective compression PC, as shown by the dotted line B, becomes about 1.4 times as much as the normal case shown by the solid line A. 6th
In the figure, vII represents the cylinder stroke volume at the beginning of compression.
したがって、排気弁が閉弁の！！まで、掃気ポート開孔
時ゝＳＯ“に燃料が投入されると、シリンダ内燃焼最高
圧力Ｐｍは第６図の点線ＢのときのＰｍのように計画値
を越えることになり、危険である。Therefore, the exhaust valve is closed! ! If fuel is injected into the "SO" when the scavenging port is opened, the cylinder maximum combustion pressure Pm will exceed the planned value as indicated by the dotted line B in FIG. 6, which is dangerous.
また、燃焼膨張後のシリンダ内燃焼排ガスは排気弁より
排出されないため、掃気ポートから掃気管に逆流するこ
ととなり、過給機への急激な圧力波の伝播による損傷な
どの事故を引き起す原因となる。In addition, since the combustion exhaust gas in the cylinder after combustion expansion is not discharged from the exhaust valve, it will flow back into the scavenging pipe from the scavenging port, causing accidents such as damage due to the rapid propagation of pressure waves to the turbocharger. Become.
本発明はこのような問題点を解決するもので、特に排気
弁駆動システムにおいて、その挙動を監視し、万一故障
が発生して排気弁の作動が停止した場合に、前述の異常
事態を最小限におさえるために、当該シリンダの燃料供
給を停止させる安全機器および排気弁を安全サイドの開
状！ｌＫ保持する安全機器を作動させる監視安全装置を
提供することを目的とする。The present invention solves these problems by monitoring the behavior of the exhaust valve drive system in particular, and minimizing the above-mentioned abnormal situation in the event that a failure occurs and the exhaust valve stops operating. In order to limit the limit, open the safety device that stops the fuel supply to the cylinder and the exhaust valve on the safe side! The purpose of the present invention is to provide a monitoring safety device that operates safety equipment that maintains lK.
問題点を解決するための手段
本発明は上記問題点を解決するために、動弁の挙動に相
当する検出信号および回転角度に相当するパルス信号を
入力とし、前記動弁挙動信号の立上シ点および立下シ点
をトリガーとして前記パルス信号をカウントし、そのカ
ウント数が設定した範囲を越えた時に外部信号を発する
監視装置と、該監視装置の発した外部信号を入力とし、
内燃機関への燃料供給を停止させる安全機器を作動させ
る装置と、該出力装置の出力により、動弁に連動する空
気ばねピストンの下側室の空気を急速に開放するととも
に、空気ばねピストンの上側室に空気を充填して、動弁
を開状態に保持する空気ばねシリンダとを有する構成に
したものである。Means for Solving the Problems In order to solve the above-mentioned problems, the present invention uses as input a detection signal corresponding to the behavior of the valve train and a pulse signal corresponding to the rotation angle, and detects the rise timing of the valve train behavior signal. a monitoring device that counts the pulse signal using the point and the falling point as triggers, and issues an external signal when the count exceeds a set range; and an external signal issued by the monitoring device as input;
A device that activates a safety device that stops the fuel supply to the internal combustion engine, and the output of the output device rapidly releases the air in the lower chamber of the air spring piston that is linked to the valve train, and simultaneously releases the air in the upper chamber of the air spring piston. The valve is filled with air and has an air spring cylinder that holds the valve in an open state.
作用
この構成により、監視装置は、動弁挙動信号の立上シ点
および立下シ点をトリガーとしてカウントしたパルス信
号のカウントが設定した範囲を越えた時に、動弁に異常
が発生したと判断し、内燃機関への燃料供給を停止する
とともに、空気ばねシリンダを駆動して動弁を開状態に
保持するようになし、これによシ危険な状態を速やかに
回避して安全運転を行なう。With this configuration, the monitoring device determines that an abnormality has occurred in the valve train when the count of pulse signals, which are counted using the rising and falling points of the valve behavior signal as triggers, exceeds the set range. Then, the fuel supply to the internal combustion engine is stopped, and the air spring cylinder is driven to keep the valve open, thereby quickly avoiding a dangerous situation and performing safe operation.
実施例
以下本発明の一実施例を図面に基づいて説明する。第１
図は本発明装置の全体構成図、第２図は排気弁駆動シス
テムを説明する拡大構成図、第３図は監視装置の動作を
説明する波形図である。図中、第４図と同じ符号を使用
したものは、同じ部品を示すので、説明を省略する。EXAMPLE An example of the present invention will be described below based on the drawings. 1st
2 is an enlarged configuration diagram illustrating the exhaust valve drive system, and FIG. 3 is a waveform diagram illustrating the operation of the monitoring device. In the drawings, the same reference numerals as in FIG. 4 indicate the same parts, so the explanation will be omitted.
第１図、第２図において、■は排気弁の挙動を監視する
動弁監視装置、的は排気弁（４）の挙動を検出する挙動
検出センサ、彎は空気ばね用の供給フィン空気制御弁、
−は空気ばね用の排出フィン空気制御弁、（財）は逆止
弁、に）は空気ばねシリンダ、（４６ａ）は空気ばねシ
リンダ下部室、（４６ｂ）は空気ばねシリンダ上部室、
初は空気ばねピストン、−は空気タンク、−は掃気室で
ある。In Figures 1 and 2, ■ is a valve train monitoring device that monitors the behavior of the exhaust valve, the target is a behavior detection sensor that detects the behavior of the exhaust valve (4), and the curve is the supply fin air control valve for the air spring. ,
- is a discharge fin air control valve for an air spring, (Foundation) is a check valve, (46a) is an air spring cylinder, (46a) is an air spring cylinder lower chamber, (46b) is an air spring cylinder upper chamber,
The first one is the air spring piston, - is the air tank, and - is the scavenging chamber.
次に本発明装置の作動を第３図とともに説明する。監視
装置（イ）には、センサ（２）によシ排気弁の挙動に相
当する弁リフト信号ａ（第３図（ａ））とエンコーダα
Ｑによシフランク角度の回転角に相当するパルス信号ｄ
（第３図（ｅ））が入力される。まず、開弁期間の監視
は、排気弁の開弁立上シ点Ａでトリガーをかけ、閉弁立
下多点Ｂまでのパルス信号ｄの数をカウントする。一方
、閉弁期間の監視は、排気弁の閉弁立下り点Ｂでトリガ
ーをかけ、開弁立下り点Ｂまでのパルス信号ｄの数をカ
ウントする。ここで、センサに）は、開弁と閉弁の区別
が出きる信号出力を出すもので良く、必ずしも高級なリ
フト計等を使う必要はなく、例えば近接スイッチ等の０
Ｎ−ＯＦＦ信号でも良い。また、トリガ一点Ａ。Next, the operation of the device of the present invention will be explained with reference to FIG. The monitoring device (a) receives a valve lift signal a (Fig. 3 (a)) corresponding to the behavior of the exhaust valve by the sensor (2) and an encoder α.
Pulse signal d corresponding to the rotation angle of the shift flank angle due to Q
(FIG. 3(e)) is input. First, monitoring of the valve opening period is performed by applying a trigger at the valve opening rising point A of the exhaust valve and counting the number of pulse signals d up to the valve closing falling points B. On the other hand, monitoring of the valve closing period is performed by applying a trigger at the valve closing falling point B of the exhaust valve, and counting the number of pulse signals d up to the valve opening falling point B. Here, the sensor (sensor) may be one that outputs a signal that can distinguish between open and closed valves, and it is not necessarily necessary to use a high-grade lift meter, for example, a proximity switch, etc.
An N-OFF signal may also be used. Also, one trigger point A.
Ｂの設定は使用センサ出力に合わせて監視回路（ト）Ｋ
て電圧値を調整できるようにしている。また、排気弁駆
動システムの挙動検出は、油圧回路途中の油圧力、制御
弁■、アクチェエータ（８）の挙動よりも最終端である
排気弁（４）自者である方が望ましい。Setting B is based on the monitoring circuit (G) K according to the sensor output used.
The voltage value can be adjusted by Further, it is preferable that the behavior of the exhaust valve drive system is detected by the exhaust valve (4) itself, which is the final end, rather than by the behavior of the hydraulic pressure, control valve (2), and actuator (8) in the middle of the hydraulic circuit.
第３図（ｂ）は排気弁の駆動油圧の波形図、第３図（ｃ
）は空気ばねシリンダ下部室の空気ばね圧力の波形図を
示し、弁挙動信号として弁リフト信号ａの代わシに、こ
れら波形から得られる信号を利用してもよい。駆動シス
テムに異常が生じ、前述の開、閉弁期間のバμスカウン
ト数がＣＰＵαりにあらかじめ設定された開、閉弁期間
を越えた時は信号を発する（ア？−ム等の表示を含む）
。上記信号によシ第２の駆動回路□□□によシ該当シリ
ンダ（１）の燃料遮断弁明を作動させ、該シリンダ（１
）への燃料供給を停止する。同時に、第２の駆動回路嶽
によシ空気ばねシリンダ上部室（４６ｂ）への供給ライ
ン空気制御弁（６）（三方向切換弁）および空気ばねシ
リンダ上部室（４６ｂ）からの排出ライン空気制御六輪
（三方向切換弁）を作動させる。Figure 3 (b) is a waveform diagram of the drive oil pressure of the exhaust valve, Figure 3 (c)
) shows a waveform diagram of the air spring pressure in the lower chamber of the air spring cylinder, and signals obtained from these waveforms may be used as the valve behavior signal instead of the valve lift signal a. If an abnormality occurs in the drive system and the bus count number during the opening/closing period described above exceeds the opening/closing period preset by the CPU α, a signal is issued (an alarm, etc. is displayed). include)
. In response to the above signal, the second drive circuit □□□ operates the fuel cutoff valve of the corresponding cylinder (1).
). At the same time, the second drive circuit is connected to the supply line air control valve (6) (three-way switching valve) to the air spring cylinder upper chamber (46b) and the discharge line air control from the air spring cylinder upper chamber (46b). Operate the six wheels (three-way switching valve).
ここで、排出フィン空気制御弁（転）はその三方向弁構
造により通常は空気ばねシリンダ上部室（４６ｂ）と外
部を導通し、排気弁（４）の開弁時に空気ばねシリンダ
上部室（４６ｂ）内が負圧となって開弁抵抗となること
を防止しておシ、かつ空気ばねシリンダ下部室（４６ａ
）とは遮断されている。安全機器の作動時には、排出フ
ィン空気制御弁−の空気ばねシリンダ上部室（４６ｂ）
への接続口が遮断され、空気ばね５／リンダ下部室（４
６ａ）はこの空気制御六輪を介して外部と導通し、空気
ばねシリンダ下部室（４６ａ）内の空気を急速に排出す
るように働く。Here, due to its three-way valve structure, the exhaust fin air control valve (46b) normally communicates with the air spring cylinder upper chamber (46b) to the outside, and when the exhaust valve (4) is opened, the air spring cylinder upper chamber (46b) ) in the lower chamber (46a) to prevent the valve opening resistance from becoming negative pressure.
) are blocked off. When the safety equipment is activated, the air spring cylinder upper chamber (46b) of the discharge fin air control valve
The connection port to the air spring 5/cylinder lower chamber (4
6a) is communicated with the outside through this air control six wheel, and serves to rapidly discharge the air in the air spring cylinder lower chamber (46a).
邑一方、供給フィン空気制御弁に）はその三方向弁構造
により通常は空気タンク−と空気ばねシリンダ下部室（
４６ａ）に逆上弁−を介して導通し、空気ばねシリンダ
下部室（４６ａ）の空気洩れを補充するようになってお
り、空気ばねシリンダ上部室（４６ｂ）への接続口は遮
断されている。安全機器作動時には、供給ライン空気制
御弁に）の空気ばねシリンダ下部室（４６ａ）への接続
口が遮断され、空気ばねシリンダ上部室（４６ｂ）への
接続口が開放されて空気を供給し、排気弁（４）を開弁
するように働く。On the other hand, the supply fin air control valve) due to its three-way valve structure usually connects the air tank to the air spring cylinder lower chamber (
46a) through a reversal valve to replenish air leakage from the air spring cylinder lower chamber (46a), and the connection port to the air spring cylinder upper chamber (46b) is blocked. . When the safety device is activated, the connection port of the supply line (air control valve) to the air spring cylinder lower chamber (46a) is shut off, and the connection port to the air spring cylinder upper chamber (46b) is opened to supply air; It works to open the exhaust valve (4).
このように、排気弁（４）が閉弁状態で異常となった場
合、膨張行程において、なお保有する大きいシリンダ内
圧力Ｐ２によシ掃気室−へ一度だけ逆流するが、この時
低下したシリンダ内圧力Ｐ２が掃気圧力Ｐ、（通常、定
格負荷にてＺ５ａｔｇ以下）に等しくなった時点で、空
気ばねシリンダ上部室（４６ｂ）の間圧力ＦＡがシリン
ダ内圧力負荷Ｆｖに打ち勝って排気弁（４）は開弁し、
次のサイクルからは安全サイドの開弁を保持するため、
異常電圧は防止される。In this way, when the exhaust valve (4) becomes abnormal in the closed state, during the expansion stroke, the high cylinder internal pressure P2 causes the air to flow back into the scavenging chamber once, but at this time, the reduced cylinder pressure When the internal pressure P2 becomes equal to the scavenging pressure P, (usually Z5atg or less at rated load), the pressure FA in the air spring cylinder upper chamber (46b) overcomes the cylinder internal pressure load Fv and the exhaust valve (4 ) opens,
From the next cycle, the valve will be kept open on the safe side.
Abnormal voltages are prevented.
なお、開弁状態にて異常が発生した場合は、その状態が
保持されるため、よシ安全である。Furthermore, if an abnormality occurs while the valve is in the open state, that state is maintained, so it is very safe.
発明の効果
以上、本発明の動弁監視安全装置を使用することにより
、動弁駆動システムの異常事態の監視をしながら万一の
事態に備えられ、異常事態が発生しても、危険な状態を
速やかに回避できて、安全な運転が行なえる。しかも、
°簡単な装置を設けるだけでよく、複雑なバックアップ
システムを設けるよシも単純にして安全でおる。In addition to the effects of the invention, by using the valve train monitoring safety device of the present invention, it is possible to prepare for an emergency situation while monitoring abnormal situations in the valve drive system, and even if an abnormal situation occurs, a dangerous situation can be prevented. You can quickly avoid this and drive safely. Moreover,
° Only a simple device needs to be installed, and the installation of a complicated backup system is simple and safe.
第１図は本発明装置の全体構成図、第２図は要部拡大図
、第３図は動作を説明するための波形図、第４図は電子
制御式内燃機関の全１体構成図、第５図はユニフロ一式
機関（２サイク／Ｉ／）の場合の挿・排気のタイミング
図、第６図は通常時と異常時の機関の有効圧縮を説明す
るための特性図である。
（１）・・・シリンダ、（３）・・・給気弁、（４）・
・・排気弁、（５）・・・燃料噴射弁、（至）・・・燃
料遮断弁、ｔｍ・・・エンコーダ、（１呻・・・中央処
理装置（ＣＰＵ ）、（至）・・・設定入力・表示装置
、（至）・・・第２の駆動回路、（２）・・・作動油圧
ポンプ、■・・・動弁監視回路、働・・・挙動検出セン
サ、輔・・・供給ライン空気制御弁、−・・・排出フィ
ン空気制御弁、■・・・逆止弁、−・・・空気ばねシリ
ンダ、（４６ａ）（４６ｂ）・・・空気ばねシリンダ下
部室および上部室、ゆ・・・空気ばねピストン、（財）
・・・空気タンク、−・・・掃気室代理人 森
本 義 弘
吃 ３ ９ ｉ
第５図Fig. 1 is an overall configuration diagram of the device of the present invention, Fig. 2 is an enlarged view of the main parts, Fig. 3 is a waveform diagram for explaining the operation, and Fig. 4 is an overall configuration diagram of the electronically controlled internal combustion engine. FIG. 5 is a timing diagram of insertion and exhaust in the case of a Uniflow engine (2 cycles/I/), and FIG. 6 is a characteristic diagram for explaining the effective compression of the engine in normal and abnormal conditions. (1)...Cylinder, (3)...Air supply valve, (4)...
...Exhaust valve, (5)...Fuel injection valve, (To)...Fuel cutoff valve, tm...Encoder, (1)...Central processing unit (CPU), (To)... Setting input/display device, (to)...Second drive circuit, (2)...Operating hydraulic pump, ■...Valve train monitoring circuit, Work...Behavior detection sensor, Support...Supply Line air control valve, -...Discharge fin air control valve, ■...Check valve, -...Air spring cylinder, (46a) (46b)...Air spring cylinder lower chamber and upper chamber, ...Air spring piston, (Foundation)
...Air tank, -...Scavenging room agent Mori
Hon Yoshihiro 3 9 i Figure 5
Claims (1)
当するパルス信号を入力とし、前記動弁挙動信号の立上
り点および立下り点をトリガーとして前記パルス信号を
カウントし、そのカウント数が設定した範囲を越えた時
に外部信号を発する監視装置と、該監視装置の発した外
部信号を入力とし、内燃機関への燃料供給を停止させる
安全機器を作動させる装置と、該出力装置の出力により
、動弁に連動する空気ばねピストンの下側室の空気を急
速に開放するとともに、空気ばねピストンの上側室に空
気を充填して、動弁を開状態に保持する空気ばねシリン
ダとを有する電子制御式内燃機関の動弁監視安全装置。1. A detection signal corresponding to the behavior of the valve train and a pulse signal corresponding to the rotation angle are input, and the pulse signals are counted using the rising and falling points of the valve train behavior signal as triggers, and the count number is set. A monitoring device that emits an external signal when the specified range is exceeded; a device that receives the external signal generated by the monitoring device as input and operates a safety device that stops fuel supply to the internal combustion engine; and an output device that uses the output device to An electronically controlled type having an air spring cylinder that rapidly releases the air in the lower chamber of the air spring piston that is linked to the valve train, and also fills the upper chamber of the air spring piston with air to keep the valve open. Valve train monitoring safety device for internal combustion engines.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60089780A JPS61247843A (en) | 1985-04-25 | 1985-04-25 | Monitoring safety device for tappet valve of electronic controlled internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP60089780A JPS61247843A (en) | 1985-04-25 | 1985-04-25 | Monitoring safety device for tappet valve of electronic controlled internal-combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS61247843A true JPS61247843A (en) | 1986-11-05 |
Family
ID=13980190
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP60089780A Pending JPS61247843A (en) | 1985-04-25 | 1985-04-25 | Monitoring safety device for tappet valve of electronic controlled internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61247843A (en) |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6476878A (en) * | 1987-06-15 | 1989-03-22 | Matsushita Electric Works Ltd | Blood circulation promoting apparatus |
| EP1069298A1 (en) * | 1999-07-16 | 2001-01-17 | Renault | Control method for an internal combustion engine in order to compensate valve failure |
| EP1245798A3 (en) * | 1995-05-17 | 2003-01-02 | Sturman Industries, Inc. | A hydraulic actuator for an internal combustion engine |
| JP2012092696A (en) * | 2010-10-26 | 2012-05-17 | Isuzu Motors Ltd | Fail-safe control device of hydraulic-driven variable valve mechanism |
| JP2014214606A (en) * | 2013-04-22 | 2014-11-17 | 新電元工業株式会社 | Control device and control method of control device |
| WO2022177542A3 (en) * | 2021-02-22 | 2022-11-03 | Escom Enerji̇ Santralleri̇ Müh. Hi̇z. İnş.Taah. San. Ve Ti̇c. Ltd. Şti̇ | Valve monitoring system in two and four stroke internal combustion engines/machines |
| DE102022112870A1 (en) | 2022-05-23 | 2023-11-23 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Diagnostic method for checking the functionality of at least one pneumatic valve spring |
-
1985
- 1985-04-25 JP JP60089780A patent/JPS61247843A/en active Pending
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6476878A (en) * | 1987-06-15 | 1989-03-22 | Matsushita Electric Works Ltd | Blood circulation promoting apparatus |
| EP1245798A3 (en) * | 1995-05-17 | 2003-01-02 | Sturman Industries, Inc. | A hydraulic actuator for an internal combustion engine |
| EP1069298A1 (en) * | 1999-07-16 | 2001-01-17 | Renault | Control method for an internal combustion engine in order to compensate valve failure |
| FR2796421A1 (en) * | 1999-07-16 | 2001-01-19 | Renault | METHOD FOR CONTROLLING A COMBUSTION ENGINE TO COMPENSATE FOR A VALVE FAILURE |
| JP2012092696A (en) * | 2010-10-26 | 2012-05-17 | Isuzu Motors Ltd | Fail-safe control device of hydraulic-driven variable valve mechanism |
| JP2014214606A (en) * | 2013-04-22 | 2014-11-17 | 新電元工業株式会社 | Control device and control method of control device |
| WO2022177542A3 (en) * | 2021-02-22 | 2022-11-03 | Escom Enerji̇ Santralleri̇ Müh. Hi̇z. İnş.Taah. San. Ve Ti̇c. Ltd. Şti̇ | Valve monitoring system in two and four stroke internal combustion engines/machines |
| DE102022112870A1 (en) | 2022-05-23 | 2023-11-23 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Diagnostic method for checking the functionality of at least one pneumatic valve spring |
| DE102022112870B4 (en) | 2022-05-23 | 2023-12-07 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Diagnostic method for checking the functionality of at least one pneumatic valve spring |
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