EP0136544B1 - Dispositif pour réduire le couple de freinage des moteurs à combustion interne de véhicules - Google Patents

Dispositif pour réduire le couple de freinage des moteurs à combustion interne de véhicules Download PDF

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Publication number
EP0136544B1
EP0136544B1 EP84110316A EP84110316A EP0136544B1 EP 0136544 B1 EP0136544 B1 EP 0136544B1 EP 84110316 A EP84110316 A EP 84110316A EP 84110316 A EP84110316 A EP 84110316A EP 0136544 B1 EP0136544 B1 EP 0136544B1
Authority
EP
European Patent Office
Prior art keywords
damper
internal combustion
combustion engine
effective
torque
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
Application number
EP84110316A
Other languages
German (de)
English (en)
Other versions
EP0136544A3 (en
EP0136544A2 (fr
Inventor
Christian Ing. Grad. Dietrich
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.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
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 Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP0136544A2 publication Critical patent/EP0136544A2/fr
Publication of EP0136544A3 publication Critical patent/EP0136544A3/de
Application granted granted Critical
Publication of EP0136544B1 publication Critical patent/EP0136544B1/fr
Expired legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M19/00—Details, component parts, or accessories of carburettors, not provided for in, or of interest apart from, the apparatus of groups F02M1/00 - F02M17/00
    • F02M19/12—External control gear, e.g. having dash-pots
    • F02M19/122—Damping elements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0259—Arrangements; Control features; Details thereof having a dashpot, e.g. working in the throttle opening and closing directions

Definitions

  • the invention relates to a device according to the preamble of patent claim 1.
  • FR-A 2208054 shows a damper that acts indirectly on the accelerator pedal of an internal combustion engine.
  • the damper is filled with a damping medium and contains a controlled drain opening, a throttle opening and a check valve.
  • the invention has for its object to provide a device of the type mentioned, in which the engine torque always drops in the desired manner regardless of the existence of the drive connection between the engine and the driven wheels.
  • the invention solves this problem by the characterizing features of claim 1.
  • the damper is now only effective when it is necessary. This is the case when the drive connection exists between the internal combustion engine and the driven wheels and a rapid drop in engine torque is not desired or may even result in the above-mentioned driving dynamics problems. However, if the engine has no effect on the drive wheels of the motor vehicle, the then ineffective damper allows the engine torque to drop rapidly.
  • the determination as to whether the damper is to be activated effectively can be made electronically, for example, from the changes in the rotational speeds of a non-driven wheel, possibly taking into account further criteria such as, for example, inclination of the road surface.
  • it can be determined without additional constructive aids whether the clutch and / or the brake pedal of the motor vehicle is actuated at the same time when the arbitrarily actuated acceleration lever is withdrawn.
  • These actuators can be mechanical, electrical, hydraulic or pneumatic.
  • the damper in conjunction with a damper, which acts on the arbitrarily actuatable acceleration lever of the internal combustion engine, offers the possibility of a particularly simple construction of the invention for this purpose, the damper can comprise a body with a damping medium which delays when the damper is effective and unhindered when the damper is inactive. or is released and that performs the reverse movement unhindered when moving the acceleration lever in the sense of an increase in torque of the internal combustion engine.
  • the damping medium is released with a delay when the accelerator lever moves in the sense of a torque reduction and effective dampers. This can be done using a throttle opening. Such a damper can become ineffective through a drain opening which is opened by the brake lever and / or the clutch lever.
  • the advantageously undamped filling of the body with the damping medium when the acceleration lever is adjusted in the sense of an increase in torque of the internal combustion engine can take place with the aid of a check valve which is opened when the acceleration lever is moved in this way.
  • throttle openings can also be provided or, alternatively, the movement of the first three elements can be controlled in order to determine the relationship between the maximum permissible braking torque and vice versa also the maximum permissible driving torque and other influencing factors such as speed, gear, speed and cornering acceleration.
  • An internal combustion engine 1 with controlled braking torque has a power control element in the form of a throttle valve 2, which is arranged in an intake duct 3.
  • the throttle valve 2 can be actuated by an acceleration lever in the form of an accelerator pedal 4 via a transmission kinematics 5.
  • the braking torque of the internal combustion engine is to be delayed with an existing drive connection to the driven wheels of the motor vehicle (not shown), and to drop instantaneously to the maximum when a clutch pedal 6 or a brake pedal (also not shown) is actuated.
  • a damper 7 is used, which is arranged parallel to the transmission kinematics 5 and also acts on the throttle valve 2.
  • the damper 7 consists essentially of a piston 9 which is movable in a housing 8 and whose piston rod 10 is articulated on an adjusting lever 2 'for the throttle valve 2 together with the transmission kinematics 5.
  • a check valve 11, a drain valve 12 actuated by the clutch pedal 6 and a throttle 13 are also arranged in the housing 8.
  • the clutch pedal 6 or, additionally or alternatively, the brake pedal (not shown) is actuated, the torque of the internal combustion engine drops quickly and in accordance with the movement of the accelerator pedal 4.
  • the damper 7 is not effective. This is achieved with the help of the drain valve 12, which is then opened when the clutch pedal 6 is actuated or, accordingly, when the brake pedal is actuated, and enables the cylinder space to be filled directly in accordance with the respective position of the piston 9. In this case, this results in the desired rapid decrease in torque of the internal combustion engine 1.
  • the damper 7 is only effective if, with an existing drive connection between the internal combustion engine and the driven wheels, the high braking torque existing without this damper leads or could lead to driving dynamics problems.
  • the damper 7 is, however, not effective in the event of a desired increase in the engine torque or also in the case of reductions in the engine torque in connection with the actuation of the clutch and / or brake pedal.
  • the drive connection between the internal combustion engine and the driven wheels is interrupted and the risk of these wheels "slipping" is eliminated or the braking torque is effective in the same direction as the service brake of the motor vehicle.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Claims (7)

1. Dispositif pour réduire le couple de freinage des moteurs à combustion interne dans des véhicules, lors du changement de fonctionnement en traction pour le fonctionnement en retenue, avec un organe de régulation de puissance, dont la position de rappel en direction de sa position de repos est influençable par un amortisseur (7), qui est efficace lorsque la liaison d'entraînement entre le moteur à combustion interne (1) et les roues entraînées du véhicule est effective,caractérisé en ce que l'amortisseur (1) est conformé de telle sorte qu'il est efficace de manière continue pendant la totalité de la course de réglage de l'organe de régulation de puissance (2), en direction de sa position de repos, au sens d'une limitation de la vitesse du mouvement de réglage de l'organe de régulation de puissance par rapport au cas de fonctionnement sans amortisseur efficace et que l'amortisseur est non efficace lorsqu'il n'y a pas de liaison d'entraînement effective entre le moteur à combustion interne et les roues entraînées du véhiclue.
2. Dispositif selon la revendication 1, caractérisé en ce que l'amortisseur (7) agit sur le levier d'accélération (pédale de gaz 4) du moteur à combustion interne qui est actionnable à volonté.
3. Dispositif selon la revendication 1 ou 2, caractérisé en ce que l'amortisseur (7) est rempli d'un fluide d'amortissement, qui retarde ramor- tisseur quand il est efficace et est évacué sans entraver lorsque l'amortisseur est non efficace.
4. Dispositif selon la revendication 3,caractérisé en ce que l'amortisseur (7) comprend une ouverture d'évacuation, qui est ouverte lorsque la pédale d'embrayage (6) et/ou la pédale de frein sont actionnées.
5. Dispositif selon les revendications 3 ou 4, caractérisé en ce que l'amortisseur (7) possède une ouverture d'étranglement (12), par laquelle s'écoule le fluide d'amortissement.
6. Dispositif selon l'une des revendications 3 à 5, caractérisé en ce que l'amortisseur (7) possède une soupape anti-retour (11), qui est ouverte lors d'un mouvement du levier d'accélération (pédale de gaz 4) au sens d'un accroissement du couple.
7. Dispositif selon la revendication 5, caractérisé en ce que l'ouverture d'étranglement (12) et/ou une deuxième ouverture d'étranglement parallèle à celle-ci sont commandées en fonction de facteurs d'influence tels que la vitesse de rotation, la vitesse engagée, la vitesse et l'accélération en courbe.
EP84110316A 1983-09-01 1984-08-30 Dispositif pour réduire le couple de freinage des moteurs à combustion interne de véhicules Expired EP0136544B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19833331597 DE3331597A1 (de) 1983-09-01 1983-09-01 Vorrichtung zum reduzieren des bremsmomentes von brennkraftmaschinen in kraftfahrzeugen
DE3331597 1983-09-01

Publications (3)

Publication Number Publication Date
EP0136544A2 EP0136544A2 (fr) 1985-04-10
EP0136544A3 EP0136544A3 (en) 1985-10-09
EP0136544B1 true EP0136544B1 (fr) 1988-05-11

Family

ID=6208024

Family Applications (1)

Application Number Title Priority Date Filing Date
EP84110316A Expired EP0136544B1 (fr) 1983-09-01 1984-08-30 Dispositif pour réduire le couple de freinage des moteurs à combustion interne de véhicules

Country Status (2)

Country Link
EP (1) EP0136544B1 (fr)
DE (2) DE3331597A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3626961C1 (fr) * 1986-08-08 1993-06-24 Daimler-Benz Ag, 7000 Stuttgart, De
DE10035511A1 (de) * 2000-07-21 2002-01-31 Bayerische Motoren Werke Ag Vorrichtung und Verfahren zur Steuerung des Unterdrucks in einer Brennkraftmaschine
AU2002245358A1 (en) * 2001-02-02 2002-08-19 Stoneridge Control Devices, Inc. Electro-mechanical actuator for an adjustable pedal system
US7021415B2 (en) 2002-02-01 2006-04-04 Stoneridge Control Devices, Inc. Electro-mechanical actuator for an electrically actuated parking brake
DE102004033081A1 (de) * 2003-12-20 2005-07-21 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Antriebseinheit eines Fahrzeugs
WO2005061875A1 (fr) * 2003-12-20 2005-07-07 Robert Bosch Gmbh Procede et dispositif pour faire fonctionner une unite d'entrainement d'un vehicule

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3092090A (en) * 1958-12-31 1963-06-04 Gen Motors Corp Speed maintaining mechanism
US3053990A (en) * 1961-06-23 1962-09-11 Rheem Mfg Co Electro-hydraulic speed control device
DE6609259U (de) * 1967-07-25 1972-04-06 Audi Nsu Auto Union Ag Steuerteil in einer vorrichtung, die ein verzoegertes schliessen der drosselklappe an einer zum antrieb eines kraftwagens benutzten brennkraftmaschine mit spritzvergaser bewirkt.
US3805760A (en) * 1972-11-27 1974-04-23 Honda Motor Co Ltd Run-on prevention device for internal combustion engines
DE2357288A1 (de) * 1973-11-16 1975-05-22 Daimler Benz Ag Steuerungseinrichtung zum begrenzen der drehzahl einer brennkraftmaschine
JPS5287527A (en) * 1976-01-16 1977-07-21 Mitsubishi Motors Corp Dash pot
DE2607369A1 (de) * 1976-02-24 1977-08-25 Gustav Virgilio Einrichtung zur verminderung des kraftstoffverbrauches von brennkraftmaschinen
US4105088A (en) * 1977-03-07 1978-08-08 General Motors Corporation Servomotor with position feedback
JPS5820374B2 (ja) * 1977-10-11 1983-04-22 日産自動車株式会社 内燃機関用電子制御燃料噴射装置
DE2751125A1 (de) * 1977-11-16 1979-05-17 Bosch Gmbh Robert Steuereinrichtung fuer eine brennkraftmaschine
DE3202796C2 (de) * 1982-01-28 1984-02-23 Adam Opel AG, 6090 Rüsselsheim Rückschlagventil, insbesondere Verzögerungsventil zu einer durch den Saugrohrunterdruck gesteuerten Schließbewegung der Vergaser-Drosselklappe von Verbrennungskraftmaschinen

Also Published As

Publication number Publication date
EP0136544A3 (en) 1985-10-09
DE3331597C2 (fr) 1988-02-18
DE3331597A1 (de) 1985-03-21
EP0136544A2 (fr) 1985-04-10
DE3471130D1 (en) 1988-06-16

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