EP0237837A2 - Dispositif de commande du papillon principal, en tant que partie d'un carburateur ou d'un système d'injection - Google Patents

Dispositif de commande du papillon principal, en tant que partie d'un carburateur ou d'un système d'injection Download PDF

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Publication number
EP0237837A2
EP0237837A2 EP87102606A EP87102606A EP0237837A2 EP 0237837 A2 EP0237837 A2 EP 0237837A2 EP 87102606 A EP87102606 A EP 87102606A EP 87102606 A EP87102606 A EP 87102606A EP 0237837 A2 EP0237837 A2 EP 0237837A2
Authority
EP
European Patent Office
Prior art keywords
membrane
diaphragm
main throttle
valve
accelerator pedal
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.)
Granted
Application number
EP87102606A
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German (de)
English (en)
Other versions
EP0237837A3 (en
EP0237837B1 (fr
Inventor
Günter Härtel
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.)
Pierburg GmbH
Original Assignee
Pierburg GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Pierburg GmbH filed Critical Pierburg GmbH
Publication of EP0237837A2 publication Critical patent/EP0237837A2/fr
Publication of EP0237837A3 publication Critical patent/EP0237837A3/de
Application granted granted Critical
Publication of EP0237837B1 publication Critical patent/EP0237837B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • 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

Definitions

  • the invention relates to a device according to the preamble of claim 1.
  • the transmission member and the diaphragm can be pressurized when the main throttle is actuated by the accelerator pedal, and a compression spring assigned to the diaphragm can ensures that the diaphragm is in a missing or insufficient vacuum in the engine intake manifold extreme investment position.
  • a compression spring assigned to the diaphragm can ensures that the diaphragm is in a missing or insufficient vacuum in the engine intake manifold extreme investment position.
  • the main throttle is closed further after the engine starts with the same accelerator pedal position. The same applies if the power demanded by the engine drops or the speed increases.
  • the main throttle is opened further with the same accelerator pedal position as soon as the required engine power increases and the engine speed drops.
  • the housing of the diaphragm can be moved as part of the transmission member with it, so that a movable vacuum connection to the engine intake pipe is required.
  • the known device has the major disadvantage that the maximum opening angle of the main throttle can be increased by the driver as desired with sufficient engine filling, in particular at low speed, so that extremely unfavorable operating ranges are covered.
  • the present invention is based on the object of a device of the type mentioned in the preamble to form that, with a simple and reliable construction, an air flow-dependent adjustment of the maximum opening state of the main throttle enables the opening process to be speed-dependent only as far as is necessary for a good filling of the cylinders.
  • a device of the type mentioned in the preamble is characterized according to the invention by the features listed in the characterizing part of claim 1.
  • the membranes and the parts of the transmission member that are movable with them are movable, while the membrane box itself is stationary and can therefore be connected to the engine intake pipe much more easily.
  • the negative pressure in the space between the membranes is so great that the two membranes are in mutual contact with one another and the main throttle follows the movement of the accelerator pedal.
  • the area of the lower full load i.e.
  • a minimized dead space of the diaphragm space preferred according to claim 2 brings about a pneumatically rigid system contact (gas spring).
  • a damped actuation of the main throttle and the diaphragm connected to it can be achieved by a throttled vacuum connection, which also applies in particular to a throttled ventilation of the associated diaphragm space, which is yet to be explained.
  • the effective areas of the membranes according to claim 3 are preferably of the same size, the forces arising on the membranes due to negative pressure are of the same magnitude and opposite, so that they cannot have an external effect.
  • a preferred negative pressure limitation according to claims 5 and 6 makes it possible for the negative pressure in the membrane interspace to be set only to a value which in the normal case ensures mutual contact of the membranes. There is therefore normally a slight excess of force due to negative pressure compared to the pretension of the main throttle, so that when the negative pressure drops a largely delay-free cancellation of the contact of the diaphragms is possible.
  • claims 10 to 15 it is preferred according to claims 10 to 15 to apply or ventilate the interspace of the membrane via an electromagnetic valve arrangement depending on the operating parameters.
  • a 2/3-way valve can be used for this, which can also be replaced by two individual on-off valves.
  • This electromagnetic valve arrangement should be connected according to claim 16 to an electronic control unit which detects various required operating parameters and ensures appropriate control or regulation of the valve arrangement. This enables a refined adaptation of the opening damping of the main throttle to the engine operating parameters.
  • the opening speed of the main throttle can be limited according to target curves and depending on the current engine speed. This enables a rapid and largely vibration-free torque build-up to be achieved.
  • other operating parameters can be taken into account and desired functions can be achieved.
  • the device according to claims 17 and 18 preferably allows a position feedback regarding the degree of opening of the main throttle, this enables precise, quick and operationally advantageous control.
  • control device electrically when the accelerator pedal is not actuated or is released.
  • the control device can automatically ensure that the idle position of the main throttle is adjusted as required by appropriately adjusting the negative pressure in the intermediate space between the diaphragms so that the idle speed assumes a (stored) value specified by the control unit.
  • control unit is notified electrically when the accelerator pedal is not actuated or released and additionally at what speed (rate of change) the accelerator pedal is placed in which position for quick detection of the driver's request, e.g. accelerate quickly in the event of a hazard.
  • control unit can once again set the idle position of the main throttle and, in addition, the fast, demand-oriented positioning of the main throttle according to the driver's wishes.
  • FIG. 1 there is a flap-shaped main throttle 2 within an engine intake pipe 1, which is rigidly connected to a throttle lever 3.
  • a pivoting of the throttle lever accordingly leads to larger or smaller degrees of opening of the main throttle 2, with a closing spring 4 biasing the main throttle 2 in its closing direction.
  • an accelerator pedal (not shown) is depressed, a train is transmitted in the direction of arrow A to a movable diaphragm guide rod 6 on the input side of a stationary diaphragm socket 5. Normally, this movement is transmitted to a movable diaphragm guide rod 7 on the output side, which in turn is connected to the throttle lever 3 or the main throttle 2 .
  • a movable diaphragm 8 which is connected to the diaphragm guide rod 6 via a diaphragm cup 56 and which is prestressed in the closing direction of the main throttle 2 by a compression spring 9.
  • the membrane 8 is opposite a movable membrane 11 connected to the membrane guide rod 7 via a membrane pot 57, and is an intermediate membrane space 18 delimited by these membranes 8, 11 Connected via a flow connection 17 to a vacuum connection 1o on the engine intake pipe 1 downstream of the main throttle 2.
  • the membrane 8 delimits a membrane space 13 containing the compression spring 9, which has a ventilation 15.
  • the membrane 11 in turn delimits a membrane space 14 with a ventilation 16.
  • the two membranes 8, 11 or the membrane pots 56, 57 can come into contact with one another in the case of a sufficient negative pressure in the intermediate membrane space 18 at a contact area 12.
  • the diaphragm guide rod 6 and the diaphragm 8 are moved in the direction of arrow A against the force of the compression spring 9, the diaphragm 11 can only follow this movement if in the diaphragm space 18 via the vacuum connection 10, optionally also via a throttle 28, a sufficient negative pressure is established so that the system contact in the system area 12 is maintained.
  • the effective areas of the diaphragms for compensating the forces acting outside preferably being of the same size to get voted.
  • the device from FIG. 1 allows the maximum opening angle of the main throttle 2 to be adjusted as a function of the air flow rate by coordinating the dimensioning of the compression spring 4 with the effective area of the diaphragm 11.
  • the negative pressure downstream of the main throttle becomes increasingly smaller. From a certain degree of opening, the force from the negative pressure acting on the diaphragm 11 is no longer sufficient to open the main throttle further, since a balance is then achieved with the force of the closing spring.
  • the accelerator pedal is depressed further, only the diaphragm 8 is moved against the force of the compression spring 9.
  • the equilibrium of the forces from the membrane 11 and the closing spring 4 is established at the different speeds with different opening angles of the main throttle 2. This makes it possible to avoid large throttle valve opening angles in the lower speed range and thus unpleasant operating points if the engine is sufficiently filled.
  • the device from FIG. 2 has the additional function of possibly limiting the main throttle opening speed.
  • this device differs from that from FIG. 1 only in individual details. Only these differences are explained below.
  • the Vacuum limiter 19 is designed in the form of a membrane box with a movable membrane 20 which carries a valve closing body 21 and is under the pretension of a compression spring 22.
  • the membrane 20 separates a space which is connected to the free atmosphere via a ventilation 23 from a membrane space 24 which can be connected to the vacuum connection 10 and in which the valve closing body 21 and the compression spring 22 are located and which is connected to the flow connection 17. Accordingly, while the compression spring 22 acts in the opening direction, the valve closing body 21 moves with increasing vacuum in the closing direction of the vacuum connection 10.
  • the membrane space 14 is connected to the free atmosphere via a throttle 25. Atmospheric pressure is therefore stationary in membrane space 14, as in FIG. However, this throttling is necessary to enable the membranes 8, 11 or the membrane pots 56, 57 in the contact area 12 to be released in the event of a rapid depression of the accelerator pedal and the main throttle to be opened more slowly so that no operational shocks occur.
  • the gas pedal actuation acts in addition to the force of the springs 9 and 4, and above all the force from the pressure difference between the diaphragm spaces 13 and 14.
  • the diaphragm 11 can only follow as far as Air flows through the throttle 25 into the membrane space 14 and that volume released by the stroke movement.
  • a differently high negative pressure is established in the membrane space 18 and the membrane space 14.
  • the device from FIG. 2 furthermore contains a differential pressure valve 26 which is connected to the membrane space 18 and can temporarily vent this as soon as the differential pressure between the membrane space 18 and the free atmosphere reaches a certain one Limit exceeds.
  • a compression spring 27 which prestresses a valve closing body (not shown) in the closing direction of the differential pressure valve 26. Because of this ventilation of the diaphragm space 18 which occurs during rapid gas bursts, the diaphragm 8 can be moved largely without damping and without much more pedal force, and the diaphragm 11 can carry out the actuating travel largely independently of the gas actuation.
  • the main throttle 2 can be opened at a constant speed because the increased volume enclosed in the diaphragm space 18 must flow out via the throttle 28 with the pressure difference specified by the pressure limiter 19 and, at the same time, the volume compensation in the diaphragm space 14 must take place via the throttle 25. It is not absolutely necessary for both chokes 25 and 28 to be used simultaneously.
  • FIGS. 3 and 4 additionally enable Lich to the functions of the embodiments of Figures 1 and 2, an electronic control or regulation of the position of the main throttle in a partial opening area.
  • an electromagnetic valve arrangement 29 in the form of an electromagnetic 2/3-way valve connects the flow connection 17 to the vacuum connection 10.
  • This valve arrangement 29 has a linearly movable valve body 31 which is under the influence of a compression spring 30 and which has a ventilation 32 in the idle state closes due to the spring and enables a connection between the vacuum connection 10 and the flow connection 17.
  • a solenoid 33 When a solenoid 33 is energized, the valve body 31 is displaced against the action of the compression spring 30 in such a way that the connection mentioned is interrupted and instead the flow connection 17 is vented via a throttle 34.
  • valve arrangement 29 can, depending on the control, provide a vacuum or a vent, so that the pressure in the membrane space 18 can be controlled or regulated to any intermediate pressure between the atmospheric pressure and the vacuum in the engine intake pipe 1.
  • the respective degree of opening of the main throttle 2 is detected by a rotary potentiometer 35 which is connected to an input of an electronic control device 36 which can influence the solenoid 33 of the valve arrangement 29 on the output side.
  • the membrane guide rod 6 is used to influence a switch button 39 of a switch 38 connected to the electronic control unit 36 when the accelerator pedal is not actuated.
  • the electromagnetic valve arrangement 29 shown in FIG. 3 is replaced by two individual electromagnetic open-close valves 40, 41, which are connected on the output side to the flow connection 17 and are coupled on the input side to the ventilation 32 or the vacuum connection 10. The solenoid coils of both valves are connected to the electronic control unit 36.
  • FIGS. 3 and 4 enable a refined adaptation of the opening damping to the operating parameters of an engine compared to that from FIG. These embodiments are particularly advantageous in the case of electronically controlled / regulated mixture formation systems.
  • engine operating variables prepared for an electronic control unit, such as speed, position of the throttle valve, engine temperature. This means that a series of functions can be displayed or better solved with little additional effort.
  • the electromagnetic valve arrangement according to FIGS. 3 and 4 normally establishes a connection between the flow connection 17 and the vacuum connection 10, this results in a function according to the devices from FIGS. 1 and 2.
  • the flow connection 17 is ventilated when the electromagnetic valve arrangement is actuated accordingly , the negative pressure required for opening the main throttle 2 in the intermediate membrane space 18 could ultimately no longer be maintained, and the main throttle 2 would, depending on the dimensions nation of the throttles 25, 28 and 34, in the idle stop position (not shown) close damped.
  • the electronic control unit 36 and the position feedback via the rotary potentiometer 35 the opening speed of the throttle valve can be limited according to set curves.
  • the embodiments from FIGS. 3 and 4 also enable further functions, such as a delayed closing of the main throttle in the area close to idling (dashpot), an adjustment of the main throttle depending on operating parameters and an electronic control of the filling at start and warm-up.
  • the stop 37 on the diaphragm guide rod 6 is arranged axially so that when the gas is withdrawn, the throttle valve angle comes to about 25 degrees before reaching the idle position on the housing of the diaphragm box 5. This makes it possible with the aid of the position control loop to move to any desired position of the main throttle in the area between the idling stop (not shown) and the contact area 12 by actuating the electromagnetic valve arrangement.
  • the embodiment from FIG. 4 having two open-close valves has the advantage that there is no constant clocking with a frequency of more than 10 Hertz is necessary, since both valves remain closed if the target and actual values match.
  • the control function can be optimized by freely selecting the dimensions of the throttling points, since the amount of leakage air does not have to be taken into account.
  • the electronic control unit 36 can recognize whether the accelerator pedal is actuated. If this is not the case, the stop 37 bears against the housing, so that the switch button 39 is actuated and the electronic control unit 36 is supplied with a switching pulse. In this way, the idle speed control function, which is largely known from the so-called ECOTRONIC system, can be enabled by the control unit.
  • the devices according to FIGS. 3 and 4 also enable the functions of an e-gas system, specifically in the range of approximately 25 degrees opening angle of the throttle valve without gas actuation by the driver and in the range of approximately 25 to 90 degrees opening angle of the main throttle by gas actuation by the driver.
  • FIGS. 5 and 6 additionally enable the function of the electronic control or regulation of the position of the main throttle in its full opening area.
  • FIGS. 5 and 6 differ only in details from those according to FIG. 4. Therefore, only the differences in this regard are explained below.
  • the membrane space 13 has a connection 42 which is connected to the output of an electromagnetic valve arrangement which, depending on the control, establishes a connection with the free atmospheric pressure or with negative pressure.
  • the valve arrangement has an electromagnetic 2/3-way valve 44 which is connected to the electronic device 36 via a control line 43.
  • An inlet of this valve is connected via a throttle 50 to a vacuum tank 45, which in turn is connected via a vacuum line 46 and a check valve 48 to a vacuum tapping point 47 in the area of the engine intake pipe 1 downstream of the main throttle 2.
  • a further inlet of the valve is represented by a ventilation 49.
  • a double valve arrangement with two electromagnetic open-close valves 51, 52 is provided, which are connected via corresponding control lines 53, 54 are connected to the electronic control unit 36. While the open-close valve 51 is connected to the vacuum container 45 via the throttle 50, the open-close valve 52 provides ventilation with the free atmospheric pressure with appropriate control.
  • Control unit 36 has a corresponding input via an input (not specified) output signal, so that the electromagnetic valve arrangement with the 2/3 way valve 44 or the open-close valve 51 switches through to the vacuum container 45. A sufficient negative pressure is established in this, which, thanks to the check valve 48, is maintained even if the negative pressure in the engine intake pipe 1 decreases briefly (pressure increase in the engine intake pipe 1).
  • the diaphragm 8 is fixed in the stop position by negative pressure against the force of the compression spring 9, the full stroke is free for all regulating and control processes of the main throttle 2 through the diaphragm 11.
  • the E-gas function can be canceled by pressing the brake pedal.
  • a switching contact located on the braking device supplies a signal to the control unit 36 via an input, which is not specified in any more detail, as a result of which the electromagnetic valve arrangement cancels the connection to the vacuum container 45 and provides ventilation for the diaphragm space 13.
  • the compression spring 9 can close the main throttle 2 via the membrane 11, unless the accelerator pedal is actuated.
  • the rest position of the electromagnetic valve arrangement is selected so that the membrane space 13 is ventilated.
  • the connection between the membrane space 13 and the electromagnetic valve arrangement should be dimensioned sufficiently to ensure fast closing processes.
  • the throttle 50 between the valve assembly and the vacuum tank 45 serves the purpose that the movement supply of the membrane 8 when the e-gas function is switched on does not transmit to the membrane 11 in an undesired manner.
  • Fig. 7 shows an alternative to the limit switch 37, 38, 39 of Figure 4 arranged position sensor, designed as a slide potentiometer 55, through which the control unit 36 receives information about the actuating speed and positioning of the accelerator pedal for quick detection of the driver's request, for example, accelerating quickly in the event of danger.
  • the control unit 36 can once again effect the setting of the idle position of the main throttle already described and, in addition, rapid, demand-oriented positioning of the main throttle according to the driver's wish, based on characteristic values stored in the control unit 36.
  • the device according to the invention accordingly enables a plurality of functions in a relatively simple manner, which help to avoid sweeping over unfavorable operating points and, moreover, improve handling and driving comfort.

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  • 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)
EP87102606A 1986-03-06 1987-02-24 Dispositif de commande du papillon principal, en tant que partie d'un carburateur ou d'un système d'injection Expired - Lifetime EP0237837B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3607315 1986-03-06
DE19863607315 DE3607315A1 (de) 1986-03-06 1986-03-06 Einrichtung zum steuern der hauptdrossel eines vergasers bzw. einer einspritzung

Publications (3)

Publication Number Publication Date
EP0237837A2 true EP0237837A2 (fr) 1987-09-23
EP0237837A3 EP0237837A3 (en) 1988-11-02
EP0237837B1 EP0237837B1 (fr) 1990-12-19

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP87102606A Expired - Lifetime EP0237837B1 (fr) 1986-03-06 1987-02-24 Dispositif de commande du papillon principal, en tant que partie d'un carburateur ou d'un système d'injection

Country Status (2)

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EP (1) EP0237837B1 (fr)
DE (2) DE3607315A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2242230A (en) * 1990-03-21 1991-09-25 Gerardus Antonius Keers Delaying movement of an I.c. engine regulating element

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19718692C2 (de) * 1997-05-02 2001-02-15 Jungheinrich Ag Vorrichtung zur Begrenzung der Drehzahl von Brennkraftmaschinen

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3659499A (en) * 1968-12-04 1972-05-02 Ford Motor Co Vacuum motor adapted for use in a vehicle speed control mechanism
US3982510A (en) * 1975-08-15 1976-09-28 General Motors Corporation Throttle motion control device
DE2723360A1 (de) * 1976-05-26 1977-12-08 Butcher David H Einrichtung zum regeln der luftzufuhr einer verbrennungskraftmaschine
US4077370A (en) * 1975-08-19 1978-03-07 Spangenberg Harold E Internal combustion engine fuel economy improvement system
FR2462741A1 (fr) * 1979-07-30 1981-02-13 Schmelzer Corp Mecanisme de commande de la pression d'un fluide
DE2952452A1 (de) * 1979-12-27 1981-09-03 Dunlop Ag, 6450 Hanau Vorrichtung zur steuerung von verbrennungsmotoren
US4354465A (en) * 1980-07-08 1982-10-19 Isuzu Motors Ltd. Diesel throttle valve control system
US4452203A (en) * 1981-08-26 1984-06-05 Toyota Jidosha Kabushiki Kaisha Three position diesel engine intake air throttling system
DE3337579A1 (de) * 1983-10-15 1985-04-25 Atlas Fahrzeugtechnik GmbH, 5980 Werdohl Drosselklappenbegrenzungsvorrichtung fuer einen verbrennungsmotor

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2551912A1 (de) * 1975-11-19 1977-06-02 Vdo Schindling Einrichtung zum verhindern einer schlagartigen verbrennung bei ottomotoren

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3659499A (en) * 1968-12-04 1972-05-02 Ford Motor Co Vacuum motor adapted for use in a vehicle speed control mechanism
US3982510A (en) * 1975-08-15 1976-09-28 General Motors Corporation Throttle motion control device
US4077370A (en) * 1975-08-19 1978-03-07 Spangenberg Harold E Internal combustion engine fuel economy improvement system
DE2723360A1 (de) * 1976-05-26 1977-12-08 Butcher David H Einrichtung zum regeln der luftzufuhr einer verbrennungskraftmaschine
FR2462741A1 (fr) * 1979-07-30 1981-02-13 Schmelzer Corp Mecanisme de commande de la pression d'un fluide
DE2952452A1 (de) * 1979-12-27 1981-09-03 Dunlop Ag, 6450 Hanau Vorrichtung zur steuerung von verbrennungsmotoren
US4354465A (en) * 1980-07-08 1982-10-19 Isuzu Motors Ltd. Diesel throttle valve control system
US4452203A (en) * 1981-08-26 1984-06-05 Toyota Jidosha Kabushiki Kaisha Three position diesel engine intake air throttling system
DE3337579A1 (de) * 1983-10-15 1985-04-25 Atlas Fahrzeugtechnik GmbH, 5980 Werdohl Drosselklappenbegrenzungsvorrichtung fuer einen verbrennungsmotor

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2242230A (en) * 1990-03-21 1991-09-25 Gerardus Antonius Keers Delaying movement of an I.c. engine regulating element
FR2660015A1 (fr) * 1990-03-21 1991-09-27 Keers Gerardus Procede et dispositif pour ralentir un changement de puissance d'un moteur a combustion interne.

Also Published As

Publication number Publication date
EP0237837A3 (en) 1988-11-02
EP0237837B1 (fr) 1990-12-19
DE3607315A1 (de) 1987-09-10
DE3766729D1 (de) 1991-01-31

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