CA1106713A - Constant idle controller - Google Patents
Constant idle controllerInfo
- Publication number
- CA1106713A CA1106713A CA322,379A CA322379A CA1106713A CA 1106713 A CA1106713 A CA 1106713A CA 322379 A CA322379 A CA 322379A CA 1106713 A CA1106713 A CA 1106713A
- Authority
- CA
- Canada
- Prior art keywords
- pressure
- fluid
- pressure chamber
- plunger
- chamber
- 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
Links
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
- F02M3/00—Idling devices for carburettors
- F02M3/06—Increasing idling speed
- F02M3/062—Increasing idling speed by altering as a function of motor r.p.m. the throttle valve stop or the fuel conduit cross-section by means of pneumatic or hydraulic means
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/08—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the pneumatic type
Abstract
CONSTANT IDLE CONTROLLER
ABSTRACT OF THE DISCLOSURE
A constant idle control mechanism controls the idle speed of a vehicle engine solely as 3 function of the load on the engine (as indicated by the engine manifold vacuum), and independently of the forces exerted by the throttle return spring and the resistance of the carburetor butterfly valve. The control mechanism includes a pair of coaxial diaphragms which cooperate with one another to define a first chamber between one of the diaphragms and a corresponding end of the housing on which the diaphragms are mounted, a second chamber between the diaphragms, and a third chamber between the other diaphragm and the other end of the housing. Manifold vacuum is communicated to the first and third chambers, and ambient atmospheric pressure is communicated to the second chamber. A valve mechanism controls communication across one of the diaphragms as a function of movement of the other diaphragm, so that the other diaphragm moves with the one diaphragm, but without exerting any force upon it. The other diaphragm controls an actuating plunger which is connected to the butterfly valve of the vehicle carburetor.
ABSTRACT OF THE DISCLOSURE
A constant idle control mechanism controls the idle speed of a vehicle engine solely as 3 function of the load on the engine (as indicated by the engine manifold vacuum), and independently of the forces exerted by the throttle return spring and the resistance of the carburetor butterfly valve. The control mechanism includes a pair of coaxial diaphragms which cooperate with one another to define a first chamber between one of the diaphragms and a corresponding end of the housing on which the diaphragms are mounted, a second chamber between the diaphragms, and a third chamber between the other diaphragm and the other end of the housing. Manifold vacuum is communicated to the first and third chambers, and ambient atmospheric pressure is communicated to the second chamber. A valve mechanism controls communication across one of the diaphragms as a function of movement of the other diaphragm, so that the other diaphragm moves with the one diaphragm, but without exerting any force upon it. The other diaphragm controls an actuating plunger which is connected to the butterfly valve of the vehicle carburetor.
Description
7~3 This invention relates to a constant idle control mechanism which controls the idle speed of a vehicle engine as a function of the load on the engine, as measured by the magnitude of the engine manifold vacuum.
To achieve maximum fuel economy, and also to control vehicle engine emissions, it is ve:ry desirable to set the engine idle speed as low as possible, while insuring that the engine runs smoothly and does not stall. Accordingly, idle control mechanisms have been proposed which actuate the butterfly valve of the engine carburetor as a function of engine manifold vacuum, to thereby set engine idle speed as a function of the engine manifold vacuum, which is a measure of the load on the engine. ~lowever, these prior art devices have not been entirely satisfactory, because the strength of the various vehicle components, such as the throttle return springs, which also act directly on the butterfly valve of the vehicle carburetor, have a tendency to change over a period of time and also have a tendency to change in response to ambient temperature conditions. Accordingly, these prior art constant idle control mechanisms cannot control as a function of load on the vehicle engine alone, and thus cannot maintain a constant engine idle speed regardless of the engine loading.
The present invention resides in a control mechanism which incorporates a housing defining a pressure chamber therein with means for communicatiny first and second pressure signals into the pressure housing. A plunger is slidably mounted in the pressure chamber and extends from the housing.
Fluid pressure responsive means is movable within the pressure chamber in response to the pressure differential between the first and second pressure signals. Fluid motor means is operated by the fluid pressure and is operatively connected to w s /~
.
the plunger for moving the latter. Means is responsive to the fluid pressure responsive means for controlling the fluid pressure level operating the fluid motor.
The fluid motor means includes piston means slidably mounted in the pressure chamber, and the communicating means includes means communicating one of the pressure signals to one side of the piston means and the other pressure signal to the other side of the piston means.
An object of an embodiment of our invention is to provide a constant idle control mechanism which is capable of maintaining a constant engine idle speed regardless of the loading of the vehicle engine.
Another object bf an embodiment of our invention is to provide a constant idle control mechanism which maintains a constant engine idle speed regardless of the variations in the forces applied to the mechanism.
Still another ob~ect of an embodiment of our invention is to provide a constant idle control mechanism which maintains constant engine idle speed regardless of the changes in the force characteristics of the engine throttle return springs.
mb/~ 2 -~ 4Jj~ ~3 Still another impor~ant o~ject of our in~ention is to provide a control valve mechani~m in which a vacuLlm sensitive diaphr~gm controls a fluid motor which does not exert any ]oad on the vacuum sensitive dlaphrasm, yet provides an output force sufficlent to cor.trol the bLJtterfly valve of the vehicle engine carburetor.
DESCRIPTION OF TtiE DRA~INGS
The sole Figure of the drawing is a longitudi,nal cros~-sectior.al view of a constant idle control valve me-hanism made pursuant to the ~eaeh~
ings of our present invention.
DETAILE~ DESCRIPTION OF THE DRAWINGS
~ . -- . ~ v .
Referring now to the drawing~ a constant idle speed cor,trol mechanism generall~ indicated by the nurneral lG includes a housing 12 defining a pressure chamber Tndicated generally by the numeral 14 there-with~n. Housiing 12 also defines a bore 16 which slidably re.-eives an output plunger 18, one end 20 of which exter;ds fro,~ the bore 16. rhe ~nd 20 of the plunger 18 is connected to a conventional butterfly val~e or a vehicle carburetor (not shown) and moves in the d~rection tndicated by the arrow "A" to-increase idle speed and in the reve.se dire_tion to reduc~
idle speed.
A pair of transversely extending, eoaxial diaphragm members generally indicated by the numerals 22 and 24 separate ~he pres;ure chamber 14 into a first chamber 26 defined between the upper edge (viewing ~he Fisure) of the diaphragm`22 and the corresponding end 28 of the howsing 12, a second chamber 30 between the diaphragms 22, 24; and a third ch3mber 32 defined bet~een the diarhragm 24 and the lowsr end 34 of the housing 12. A
spring 36 carried in the First chamber 2~ ~xtends bet~ eIl .ne uppcr ~dge of the diaphra~m 22 and 3 spring retainer 3~ Ihe posItlon o~ the spring rPtainer 38 is controlled by an adjusting scrc~ 40, so that the fGrce that the spring 36 eY~erts on the di3phragm 22 can h~ adjusted. As can ~e seen in the drawingJ the spri!l9 36 yieldabiy ur3es tha diaDhra5,m 2? d^wn~rdly ~f~ ~
viewing the Figure, towa ds the plungeF 18.
The diaphragm 22 comprises a pair of plates 42, 44 which are secured together. The plates 42, ~4 clamp an annular bead !~6 theret,etween. The annulaf bead 46 circumscribes the inner periphery of a f1exible ruhber member 48, and sirnilcir annular beads 50, 51 on the outer periphery of the member 48 are sealingly secured to the wall of the housing 12. Similarly, the lower diaphragm 24 comprises a pair of plates 52, 54 which are secured together. The plates 52 and 54 clamp an annular bead 5i6 therebetween. The bead 56 cirsumscribes the inner periphery of another rubber member 58, which is also provided with beads 60, 61 on the outer periphery thereof which are ssalingly attached to the wall of the housing 12. An annular, expandable filter material 62 (such as foam rubber) is disposed between the plates 44 and 52, and serves to ;ilter ambient atmospheric air which is communicated into the chamber 30 through the inlet port 64. Another inlet member 66 is communicated to engine manifold vacuum, and defines a passage 68 therewithin which splits into a pair or ~ranches 70, 7? to communicate engine manifold vacuum both into the upper chamber 2~, and to the lcwer chamber 32.
An annular spring retainer 74 is carried by the plunger 18 within ~he chamber 32. A spring 76 extends between the bottom wall 34 of the housing 12 and the spring retainer 74, to thereby yieldably exert an upwarcily directed force (viewing the Figure) on the plunger 18. Furtharmore, ~he atoremen~ioned throttle return springs (not shown) also 3ct on the plunger 18 when the valve mechanism 10 is installed on a veh1cle, and supplement the spring 7~ in ursing the plunger 18 upwardly viewing the Figure. However, the sum of the forcss exerted by this spring 76 and by the aforementioned throttle return sprlngs ~not shown) Is less than the force exerted by the spring 3~.
The upper p!ate 42 of the ciiaphr3gm 22 is provided with a r3ised porrion 73 which slidablv receives a valve merniber 80. A spring 82 is disposed between the valve mernber 80 and the raised portion 78, and yisldably urges the valve member 8~ downwardly vi~wing the Figure. The ~ower plate 44 c,f the r~3~3 :`
diaphragm 22 ~!erines a coaxial opening 84 theroln, but the diameter of the opening 84 is less than the dia~leter of the valve miem~er 80, so that th_ spring 82 is capable of urging the valYe member 80 into ellgagement ~ith the ;~ripheral porticn 86 of the plate 44, which thereby serves as a stop for the valv. member 80. The upper diaphragm plate 52 of the diaphras.~ 21. is alsc provlded Witil 3 .aised portion 88 haviny a peripheral portion ao wilich is adapteri tv engage ~h2 portion 86 of the plate 4~1, and is also p,ovided wi~h a dimple 32 whicn is adap~ed to project through ths opening 84 and to engage the valve rnember 80, raisi,ng the latter off the portion 86 in opposition to the fo.ce a~;erted b~/
10 the spring 82. An opening 94 is provided in the portion 92, whi~.. h co:r,rmir.ic~;~e.
the chamber 30 ~ith the chamber 32 through the opening 94, and a co!r.sponding aperture 96 provided in the lower pl3te 54 Orr the Glapnrasm 24 MOD~ OF OPERATION OF THE INVEl'ir!ON
The v3rio~:s components of the constant idle control la, lO 3re illustrated in the Figure in the position which they assume when ~he vehicle en~ine is not operating. !n this condition, the chambars 26, 3û and 37 ~re all at substantially atr,ospheric pressure. Therefore, the sprirg 3b urges the dia,chragm 22 into engdgemen~ with t.he ~iaphragm 24 and urges the dieiph.~sms 22 and 24 as a unit 3sainst the ~Ipper ~nd of the plunger 18, tnereby urginy 20 tre spriing retaine~ 74 on the plunger 13 tnto engagement ~ittl ~ha stop 9~ on the housins 1' wriich defines the maximum extended position or the plunger 18, which corresponds to maxirrium opening of ~he c~rturetor butterfly valve. '~lhen tne vehicle engine is started, manifold vacu im is comm~nicated tr.tc the chambe s 26 and 32. 'Alhen t'-is occurs, the diaphragm 22 moYes up~ardly ~fie~.~Jin~ the Flgure~ in opposition to the spri,n3 36. As the diaphraym 22 moves, the valve merrber 80 will be moved out of sealing enga(3enlent w!th ~e o. i '~ice ~4, ard the r.~er jpherc,i eclgas of the. l~tt~r wil 1 e.nga3~ th~
peripheral pGrt,on ~ cf thiQ opening ~i Acco^dingly, since r.hc valve membar 8û is move~ o~lt o; engaSement witil .:he or;f 1ce ~4, a~mospher ic ai r 30 is corrmunicared from the chamter 'C into tha ch~mber 37, there~y reduciny 5 ~
:
the v3cuum level ln ~h_ cIaamber 32, Whon tnis occurs, of ccurse, ~he pressure diffeIenti31 across the di2phragm 24 is reduced, thereby permitting the spring 76 and the aforemerttioned ~hrottle return spIirlgs (not ahown) acting on the plunger 13 to m~ve the la~ter and .he diaphragm 24 wpwardly viewing the Flgure. The diaphragm 24 will -move into a positio~ so that the opening 94 cooperates with the valve meinber ~d to define a bleed orifice therebetween, thereby permitting just enough ~mbient ~tmospheric pressure to comm~nicate into the charr.ber 32 so ~hat the di~phragm 24 remains in a steady state position. !f the engine ioading condition should change, for 13 exarrIple~ to increase the ensine manifold vacuum level, as occurs when the venicle engine loadi~g is reduced, the ir.creased vacuum level communicated into ~he chamber 26 wi!l cau,e tha diaphragrr 22 to move upwardly viewing Figure 1. Of course, tne blead orifice betw~en tne ~pening 94 and thn valve member 80 will then be increased, .hereby comm-lnicating an incre3sed a~ount o, ambient at~ospheric air through the opening 94 in~o the :harr~er 32, to reduce the pressure differen~ial across the diaphragM 24. When this occurs, the spring 76 and the aforem~ntioned throttle return springs (not shown) move the plunger and ~he diaphragm 24 upwardly, there~y ~ecreasinS
the carburetor outterfly val~e opening to maintain constant idle speed to correspond to the reduced load on the vehicle engine. If, on the other hand, the load on the ~ehicle engine should increase, ~hereby reductng the engine manifold vacuum levQl, the reduced manifold vacuum level communicated into the chamber 26 will permit the spring 36 to urge the diaphra~m 22 down-ward1y viewing the Figure, thereby permttting the va!ve membeI ~0 to seal of.f' the crifice 94, to terminata an~f communic3tion of ambisrlt atm3sphertc air from the chamber 3L~ into the c~mker 32. There~ore, the ~aclIuM le~ol tn the chamber 32 will increase, there~y sut'in3 ~he diaphr39~ 24 down~3rdl;f ~.le~.ir:g the Fi~re, against the ot~position ~f the spring 7O and the ~ir~rem-ntionLad thro~.~le return sprir,gs ~nGt ~hown). A&cordingly, the plunger 1~ is then extended from tne hGu;ir,n 1~ tn tlLe directiorl ~f .he~ arrow ~h~I r.c~ increa.;e ~5- -6~
butterly v21YP opening to mainta~n a constant engine Idle speed with increased loaa. Conseauen ly, ~he engine idle speed is held constant at high maniFold vacuum levels, because the engine, at its reduced loading, can idle with 3 reduced butterfly opening. Conversely, when engine loading increases, ~hereby reducing the engine maniCold vacuùm~ the butterfly v~lve is opened~
so that the engine will still idle at a constant idle even though the vehicle engine loadir.g has increased.
It will also be noted that the iower diapnragm 24 follows ~he upper diapnragm 22, but does not exert any 10ad on tt. Accordingly, the upp~r lU diaphragm 22 is res?onsive solely to er,gine manifold v~cuum, and is not af'ected by ,he fcrce or the plunger 18J since there is no direct connection between the plunger 18 and the diaphragm 2?.. Accordinglyj the diaphragm 24 acts as a fluid motor, communication across which is controlled by the valve member 8G
and the ori;ice 94, ta thereby control movement of the lower di~phragm 24 as a function of the movement of the upper diaphr3gm 22. There-fore, the engine idle speed set sy the idle controller 10 will be solely a function of ';he enaine maniroid vacuum.
To achieve maximum fuel economy, and also to control vehicle engine emissions, it is ve:ry desirable to set the engine idle speed as low as possible, while insuring that the engine runs smoothly and does not stall. Accordingly, idle control mechanisms have been proposed which actuate the butterfly valve of the engine carburetor as a function of engine manifold vacuum, to thereby set engine idle speed as a function of the engine manifold vacuum, which is a measure of the load on the engine. ~lowever, these prior art devices have not been entirely satisfactory, because the strength of the various vehicle components, such as the throttle return springs, which also act directly on the butterfly valve of the vehicle carburetor, have a tendency to change over a period of time and also have a tendency to change in response to ambient temperature conditions. Accordingly, these prior art constant idle control mechanisms cannot control as a function of load on the vehicle engine alone, and thus cannot maintain a constant engine idle speed regardless of the engine loading.
The present invention resides in a control mechanism which incorporates a housing defining a pressure chamber therein with means for communicatiny first and second pressure signals into the pressure housing. A plunger is slidably mounted in the pressure chamber and extends from the housing.
Fluid pressure responsive means is movable within the pressure chamber in response to the pressure differential between the first and second pressure signals. Fluid motor means is operated by the fluid pressure and is operatively connected to w s /~
.
the plunger for moving the latter. Means is responsive to the fluid pressure responsive means for controlling the fluid pressure level operating the fluid motor.
The fluid motor means includes piston means slidably mounted in the pressure chamber, and the communicating means includes means communicating one of the pressure signals to one side of the piston means and the other pressure signal to the other side of the piston means.
An object of an embodiment of our invention is to provide a constant idle control mechanism which is capable of maintaining a constant engine idle speed regardless of the loading of the vehicle engine.
Another object bf an embodiment of our invention is to provide a constant idle control mechanism which maintains a constant engine idle speed regardless of the variations in the forces applied to the mechanism.
Still another ob~ect of an embodiment of our invention is to provide a constant idle control mechanism which maintains constant engine idle speed regardless of the changes in the force characteristics of the engine throttle return springs.
mb/~ 2 -~ 4Jj~ ~3 Still another impor~ant o~ject of our in~ention is to provide a control valve mechani~m in which a vacuLlm sensitive diaphr~gm controls a fluid motor which does not exert any ]oad on the vacuum sensitive dlaphrasm, yet provides an output force sufficlent to cor.trol the bLJtterfly valve of the vehicle engine carburetor.
DESCRIPTION OF TtiE DRA~INGS
The sole Figure of the drawing is a longitudi,nal cros~-sectior.al view of a constant idle control valve me-hanism made pursuant to the ~eaeh~
ings of our present invention.
DETAILE~ DESCRIPTION OF THE DRAWINGS
~ . -- . ~ v .
Referring now to the drawing~ a constant idle speed cor,trol mechanism generall~ indicated by the nurneral lG includes a housing 12 defining a pressure chamber Tndicated generally by the numeral 14 there-with~n. Housiing 12 also defines a bore 16 which slidably re.-eives an output plunger 18, one end 20 of which exter;ds fro,~ the bore 16. rhe ~nd 20 of the plunger 18 is connected to a conventional butterfly val~e or a vehicle carburetor (not shown) and moves in the d~rection tndicated by the arrow "A" to-increase idle speed and in the reve.se dire_tion to reduc~
idle speed.
A pair of transversely extending, eoaxial diaphragm members generally indicated by the numerals 22 and 24 separate ~he pres;ure chamber 14 into a first chamber 26 defined between the upper edge (viewing ~he Fisure) of the diaphragm`22 and the corresponding end 28 of the howsing 12, a second chamber 30 between the diaphragms 22, 24; and a third ch3mber 32 defined bet~een the diarhragm 24 and the lowsr end 34 of the housing 12. A
spring 36 carried in the First chamber 2~ ~xtends bet~ eIl .ne uppcr ~dge of the diaphra~m 22 and 3 spring retainer 3~ Ihe posItlon o~ the spring rPtainer 38 is controlled by an adjusting scrc~ 40, so that the fGrce that the spring 36 eY~erts on the di3phragm 22 can h~ adjusted. As can ~e seen in the drawingJ the spri!l9 36 yieldabiy ur3es tha diaDhra5,m 2? d^wn~rdly ~f~ ~
viewing the Figure, towa ds the plungeF 18.
The diaphragm 22 comprises a pair of plates 42, 44 which are secured together. The plates 42, ~4 clamp an annular bead !~6 theret,etween. The annulaf bead 46 circumscribes the inner periphery of a f1exible ruhber member 48, and sirnilcir annular beads 50, 51 on the outer periphery of the member 48 are sealingly secured to the wall of the housing 12. Similarly, the lower diaphragm 24 comprises a pair of plates 52, 54 which are secured together. The plates 52 and 54 clamp an annular bead 5i6 therebetween. The bead 56 cirsumscribes the inner periphery of another rubber member 58, which is also provided with beads 60, 61 on the outer periphery thereof which are ssalingly attached to the wall of the housing 12. An annular, expandable filter material 62 (such as foam rubber) is disposed between the plates 44 and 52, and serves to ;ilter ambient atmospheric air which is communicated into the chamber 30 through the inlet port 64. Another inlet member 66 is communicated to engine manifold vacuum, and defines a passage 68 therewithin which splits into a pair or ~ranches 70, 7? to communicate engine manifold vacuum both into the upper chamber 2~, and to the lcwer chamber 32.
An annular spring retainer 74 is carried by the plunger 18 within ~he chamber 32. A spring 76 extends between the bottom wall 34 of the housing 12 and the spring retainer 74, to thereby yieldably exert an upwarcily directed force (viewing the Figure) on the plunger 18. Furtharmore, ~he atoremen~ioned throttle return springs (not shown) also 3ct on the plunger 18 when the valve mechanism 10 is installed on a veh1cle, and supplement the spring 7~ in ursing the plunger 18 upwardly viewing the Figure. However, the sum of the forcss exerted by this spring 76 and by the aforementioned throttle return sprlngs ~not shown) Is less than the force exerted by the spring 3~.
The upper p!ate 42 of the ciiaphr3gm 22 is provided with a r3ised porrion 73 which slidablv receives a valve merniber 80. A spring 82 is disposed between the valve mernber 80 and the raised portion 78, and yisldably urges the valve member 8~ downwardly vi~wing the Figure. The ~ower plate 44 c,f the r~3~3 :`
diaphragm 22 ~!erines a coaxial opening 84 theroln, but the diameter of the opening 84 is less than the dia~leter of the valve miem~er 80, so that th_ spring 82 is capable of urging the valYe member 80 into ellgagement ~ith the ;~ripheral porticn 86 of the plate 44, which thereby serves as a stop for the valv. member 80. The upper diaphragm plate 52 of the diaphras.~ 21. is alsc provlded Witil 3 .aised portion 88 haviny a peripheral portion ao wilich is adapteri tv engage ~h2 portion 86 of the plate 4~1, and is also p,ovided wi~h a dimple 32 whicn is adap~ed to project through ths opening 84 and to engage the valve rnember 80, raisi,ng the latter off the portion 86 in opposition to the fo.ce a~;erted b~/
10 the spring 82. An opening 94 is provided in the portion 92, whi~.. h co:r,rmir.ic~;~e.
the chamber 30 ~ith the chamber 32 through the opening 94, and a co!r.sponding aperture 96 provided in the lower pl3te 54 Orr the Glapnrasm 24 MOD~ OF OPERATION OF THE INVEl'ir!ON
The v3rio~:s components of the constant idle control la, lO 3re illustrated in the Figure in the position which they assume when ~he vehicle en~ine is not operating. !n this condition, the chambars 26, 3û and 37 ~re all at substantially atr,ospheric pressure. Therefore, the sprirg 3b urges the dia,chragm 22 into engdgemen~ with t.he ~iaphragm 24 and urges the dieiph.~sms 22 and 24 as a unit 3sainst the ~Ipper ~nd of the plunger 18, tnereby urginy 20 tre spriing retaine~ 74 on the plunger 13 tnto engagement ~ittl ~ha stop 9~ on the housins 1' wriich defines the maximum extended position or the plunger 18, which corresponds to maxirrium opening of ~he c~rturetor butterfly valve. '~lhen tne vehicle engine is started, manifold vacu im is comm~nicated tr.tc the chambe s 26 and 32. 'Alhen t'-is occurs, the diaphragm 22 moYes up~ardly ~fie~.~Jin~ the Flgure~ in opposition to the spri,n3 36. As the diaphraym 22 moves, the valve merrber 80 will be moved out of sealing enga(3enlent w!th ~e o. i '~ice ~4, ard the r.~er jpherc,i eclgas of the. l~tt~r wil 1 e.nga3~ th~
peripheral pGrt,on ~ cf thiQ opening ~i Acco^dingly, since r.hc valve membar 8û is move~ o~lt o; engaSement witil .:he or;f 1ce ~4, a~mospher ic ai r 30 is corrmunicared from the chamter 'C into tha ch~mber 37, there~y reduciny 5 ~
:
the v3cuum level ln ~h_ cIaamber 32, Whon tnis occurs, of ccurse, ~he pressure diffeIenti31 across the di2phragm 24 is reduced, thereby permitting the spring 76 and the aforemerttioned ~hrottle return spIirlgs (not ahown) acting on the plunger 13 to m~ve the la~ter and .he diaphragm 24 wpwardly viewing the Flgure. The diaphragm 24 will -move into a positio~ so that the opening 94 cooperates with the valve meinber ~d to define a bleed orifice therebetween, thereby permitting just enough ~mbient ~tmospheric pressure to comm~nicate into the charr.ber 32 so ~hat the di~phragm 24 remains in a steady state position. !f the engine ioading condition should change, for 13 exarrIple~ to increase the ensine manifold vacuum level, as occurs when the venicle engine loadi~g is reduced, the ir.creased vacuum level communicated into ~he chamber 26 wi!l cau,e tha diaphragrr 22 to move upwardly viewing Figure 1. Of course, tne blead orifice betw~en tne ~pening 94 and thn valve member 80 will then be increased, .hereby comm-lnicating an incre3sed a~ount o, ambient at~ospheric air through the opening 94 in~o the :harr~er 32, to reduce the pressure differen~ial across the diaphragM 24. When this occurs, the spring 76 and the aforem~ntioned throttle return springs (not shown) move the plunger and ~he diaphragm 24 upwardly, there~y ~ecreasinS
the carburetor outterfly val~e opening to maintain constant idle speed to correspond to the reduced load on the vehicle engine. If, on the other hand, the load on the ~ehicle engine should increase, ~hereby reductng the engine manifold vacuum levQl, the reduced manifold vacuum level communicated into the chamber 26 will permit the spring 36 to urge the diaphra~m 22 down-ward1y viewing the Figure, thereby permttting the va!ve membeI ~0 to seal of.f' the crifice 94, to terminata an~f communic3tion of ambisrlt atm3sphertc air from the chamber 3L~ into the c~mker 32. There~ore, the ~aclIuM le~ol tn the chamber 32 will increase, there~y sut'in3 ~he diaphr39~ 24 down~3rdl;f ~.le~.ir:g the Fi~re, against the ot~position ~f the spring 7O and the ~ir~rem-ntionLad thro~.~le return sprir,gs ~nGt ~hown). A&cordingly, the plunger 1~ is then extended from tne hGu;ir,n 1~ tn tlLe directiorl ~f .he~ arrow ~h~I r.c~ increa.;e ~5- -6~
butterly v21YP opening to mainta~n a constant engine Idle speed with increased loaa. Conseauen ly, ~he engine idle speed is held constant at high maniFold vacuum levels, because the engine, at its reduced loading, can idle with 3 reduced butterfly opening. Conversely, when engine loading increases, ~hereby reducing the engine maniCold vacuùm~ the butterfly v~lve is opened~
so that the engine will still idle at a constant idle even though the vehicle engine loadir.g has increased.
It will also be noted that the iower diapnragm 24 follows ~he upper diapnragm 22, but does not exert any 10ad on tt. Accordingly, the upp~r lU diaphragm 22 is res?onsive solely to er,gine manifold v~cuum, and is not af'ected by ,he fcrce or the plunger 18J since there is no direct connection between the plunger 18 and the diaphragm 2?.. Accordinglyj the diaphragm 24 acts as a fluid motor, communication across which is controlled by the valve member 8G
and the ori;ice 94, ta thereby control movement of the lower di~phragm 24 as a function of the movement of the upper diaphr3gm 22. There-fore, the engine idle speed set sy the idle controller 10 will be solely a function of ';he enaine maniroid vacuum.
Claims (8)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. In a control mechanism, a housing defining a pressure chamber therewithin, means for communicating first and second pressure signals into said pressure chamber, a plunger slidably mounted in said pressure chamber and extending from said housing, fluid pressure responsive means movable within said pressure chamber in response to the pressure differential between said first and second pressure signals, fluid motor means operated by fluid pressure and operatively connected to said plunger for moving the latter, and means responsive to said fluid pressure responsive means for controlling the fluid pressure level operating said fluid motor, said fluid motor means including piston means slidably mounted in said pressure chamber, and said communicating means including means communicating one of said pressure signals to one side of said piston means and the other pressure signal to the other side of said piston means.
2. The invention of claim 1, and valve means for controlling fluid pressure communication across said piston means.
3. The invention of claim 2, wherein said valve means controlling communication across said piston means includes an opening in said piston means and a valve member carried by said fluid pressure responsive means for opening and closing said opening as the fluid pressure responsive means moves toward and away from said piston means.
4. The invention of claim 3, wherein said piston means and said fluid pressure responsive means cooperate with one another and with said pressure chamber to define a first compartment between said fluid pressure responsive means and one end of said pressure chamber, a second compartment between said piston means and said fluid pressure responsive means, and a third compartment between said piston means and the other end of said pressure chamber, said plunger extending from said other end of said pressure chamber, and said communicating means communicating said one pressure signal to said first and third compartments and the other pressure signal to said second compartment.
5. The invention of claim 4, wherein said one pressure signal is a vacuum and the other pressure signal is atmospheric pressure.
6. The invention of claim 1, wherein said piston means and said fluid pressure responsive means cooperate with one antoher and with said pressure chamber to define a first compartment between said fluid pressure responsive means and one end of said pressure chamber, a second compartment between said piston means and said fluid pressure responsive means, and a third compartment between said piston means and the other end of said pressure chamber, said plunger extending from said other end of said pressure chamber, and said communicating means communicating said one pressure signal to said first and third compartments and the other pressure signal to said second compartment.
7. The invention of claim 6, wherein the operative connection between the plunger and the fluid motor includes resilient means yieldably maintaining the plunger in engagement with said piston means.
8. In a control mechanism, a housing defining a pressure chamber therewithin, means for communicating first and second pressure signals into said pressure chamber, a plunger slidably mounted in said pressure chamber and extending from said housing, fluid pressure responsive means movable within said pressure chamber in response to the pressure differential between said first and second pressure signals, fluid motor means operated by fluid pressure and operatively connected to said plunger for moving the latter, and means responsive to said fluid pressure responsive means for controlling the fluid pressure level operating said fluid motor, said fluid motor means including piston means slidably mounted in said pressure chamber, said communicating means including means communicating one of said pressure signals to one side of said piston means and the other pressure signal to the other side of said piston means, said piston means and said fluid pressure responsive means cooperating with one another and with said pressure chamber to define a first compartment between said fluid pressure responsive means and one end of said pressure chamber, a second compartment between said piston means and said fluid pressure responsive means, and a third compartment between said piston means and the other end of said pressure chamber, said plunger extending from said other end of said pressure chamber, said communicating means communicating said one pressure signal to said first and third compartments and the other pressure signal to said second compartment, the plunger and the piston means being movable relative to one another, said operative connection between the plunger and the fluid motor including resilient means yieldably maintaining the plunger in engagement with said piston means.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US90467278A | 1978-05-10 | 1978-05-10 | |
| US904,672 | 1978-05-10 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1106713A true CA1106713A (en) | 1981-08-11 |
Family
ID=25419546
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA322,379A Expired CA1106713A (en) | 1978-05-10 | 1979-02-27 | Constant idle controller |
Country Status (7)
| Country | Link |
|---|---|
| JP (1) | JPS54147330A (en) |
| CA (1) | CA1106713A (en) |
| DE (1) | DE2918928A1 (en) |
| FR (1) | FR2425553A1 (en) |
| GB (1) | GB2020853A (en) |
| IT (1) | IT1112537B (en) |
| SE (1) | SE7904108L (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4388856A (en) * | 1980-12-01 | 1983-06-21 | Canadian Fram Limited | Idle speed control actuator |
| EP0096408A3 (en) * | 1982-06-04 | 1984-12-27 | Hitachi, Ltd. | Throttle valve opening control means making use of a negative pressure servomotor apparatus |
| DE3337260A1 (en) * | 1983-10-13 | 1985-04-25 | Atlas Fahrzeugtechnik GmbH, 5980 Werdohl | IDLE CONTROL FOR AN OTTO ENGINE |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2315617A1 (en) * | 1975-06-26 | 1977-01-21 | Sibe | IMPROVEMENTS TO THE CARBURATION DEVICES FOR INTERNAL COMBUSTION ENGINES |
| JPS5227925A (en) * | 1975-08-26 | 1977-03-02 | Toyota Motor Corp | Throttle positioner |
-
1979
- 1979-02-27 CA CA322,379A patent/CA1106713A/en not_active Expired
- 1979-04-12 GB GB7913135A patent/GB2020853A/en not_active Withdrawn
- 1979-05-08 FR FR7911541A patent/FR2425553A1/en not_active Withdrawn
- 1979-05-09 IT IT22484/79A patent/IT1112537B/en active
- 1979-05-10 SE SE7904108A patent/SE7904108L/en unknown
- 1979-05-10 JP JP5756979A patent/JPS54147330A/en active Pending
- 1979-05-10 DE DE19792918928 patent/DE2918928A1/en not_active Withdrawn
Also Published As
| Publication number | Publication date |
|---|---|
| GB2020853A (en) | 1979-11-21 |
| DE2918928A1 (en) | 1979-11-22 |
| FR2425553A1 (en) | 1979-12-07 |
| IT1112537B (en) | 1986-01-20 |
| JPS54147330A (en) | 1979-11-17 |
| SE7904108L (en) | 1979-11-11 |
| IT7922484A0 (en) | 1979-05-09 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |