EP0341386B1 - Dispositif de commande pour moteurs à combustion interne - Google Patents
Dispositif de commande pour moteurs à combustion interne Download PDFInfo
- Publication number
- EP0341386B1 EP0341386B1 EP89103703A EP89103703A EP0341386B1 EP 0341386 B1 EP0341386 B1 EP 0341386B1 EP 89103703 A EP89103703 A EP 89103703A EP 89103703 A EP89103703 A EP 89103703A EP 0341386 B1 EP0341386 B1 EP 0341386B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- throttle flap
- diaphragm
- main
- throttle valve
- additional throttle
- 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 - Lifetime
Links
- 238000002485 combustion reaction Methods 0.000 title claims description 6
- 238000011144 upstream manufacturing Methods 0.000 claims description 3
- 230000006835 compression Effects 0.000 description 7
- 238000007906 compression Methods 0.000 description 7
- 230000000694 effects Effects 0.000 description 4
- 239000012528 membrane Substances 0.000 description 3
- 230000035939 shock Effects 0.000 description 3
- 230000000994 depressogenic effect Effects 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 230000000717 retained effect Effects 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
Images
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
- 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
-
- 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
- F02D2009/0274—Arrangements; Control features; Details thereof one being controlled by pressure in intake conduit, e.g. for slowly opening the throttle as the other valve is suddenly opened
Definitions
- the invention relates to a control device for internal combustion engines with an air intake duct according to the preamble of patent claim 1.
- a similar device is known for example from DE-OS 33 45 127 and has an additional throttle valve arranged downstream of the main throttle valve, with which a sudden acceleration of the vehicle is to be avoided in order to avoid the load change shock in vehicles driven by internal combustion engines when the accelerator pedal is depressed quickly.
- the additional throttle valve can also be arranged upstream of the main throttle valve, with doubts as to the functionality of these designs. The description shows that the additional throttle valve leaves a slightly larger intake cross-sectional area than the main throttle valve in its idle position.
- the load change shock is still noticeable when the internal combustion engine is warm, especially from idling or part-load operation, since if the accelerator pedal is depressed quickly or the main throttle valve is opened quickly, air can be sucked in by the engine immediately through the partially opened additional throttle valve.
- the invention is based on the object, starting from a device mentioned in the preamble of claim 1, to design it in such a way that, with the simplest design of the device, a load change shock in all operating areas is avoided with certainty.
- the drawing shows an air intake duct section 1 of an internal combustion engine (not shown), hereinafter called a throttle valve connector, which has a main throttle valve with shaft 2, which is connected to the accelerator pedal via the parts (not shown in the drawing) of the lever / pulley and Bowden cable. It can be opened by the driver by pressing the accelerator pedal against the force of a spring acting in the closing direction.
- An additional throttle valve with shaft 3 is arranged upstream, which is kept fully open in the rest position by the force of a compression spring 6 in the stop position (stop not shown in the drawing).
- the force of the compression spring 6 is transmitted via a plate of a diaphragm 5 and via a diaphragm rod 14 which is firmly connected to the diaphragm plate to a suspension point of the lever 13 which is rigidly connected to the shaft of the additional throttle valve 3.
- a membrane space in which the compression spring 6 is arranged is connected to the atmosphere (clean air side of the air filter) via an opening 17.
- a diaphragm space 8 arranged on the opposite side of the diaphragm 5 is connected via a throttle 12 and a connecting line 9 to the air intake duct section 18 of the main throttle 2 and the additional throttle valve 3 in the valve neck 1.
- a check valve consisting of a closing body 10 and a compression spring 11, in the event that the pressure in the air intake duct section 18 between the main throttle 2 and the additional throttle valve 3 is higher than in the diaphragm chamber 8. If the pressure difference is reversed and the pressure is equal, the check valve is closed. Depending on the sign of the pressure difference, a connection cross-section of different sizes is thus available for the pressure equalization between the membrane space 8 and the air intake duct section 18. This ensures that the pressure equalization takes place at different speeds.
- the respective negative pressure prevailing in the diaphragm space 8 acts via the diaphragm 5, the diaphragm rod 14 and the lever 13 likewise in the opening direction on the additional throttle valve 3.
- Another part of the device consisting of a cylinder with piston 16, is supplied with intake manifold pressure via a connecting line 7, which prevails in an air intake duct section 19 downstream of the main throttle valve 2.
- Atmospheric pressure prevails on the opposite side of the piston 16.
- the piston 16 is connected to the lever 13 via a piston rod 15.
- the force acting on the piston depending on the intake manifold pressure acts in the direction of closing the additional throttle valve 3.
- the area of the piston 16 must be selected in relation to the effective surface of the diaphragm 5 at least so large that with the main throttle 2 largely closed and the high intake manifold vacuum that occurs Additional throttle valve is also largely closed. If the surface of the piston 16 is oversized in relation to the minimum requirement, a corresponding negative pressure is established between the flaps in the state of equilibrium.
- the air throughput increases in the desired manner with a delay, which also results in an increase in the intake manifold pressure.
- the device with the piston 16 acting in the closing direction thus loses its effectiveness.
- the additional throttle valve also opens fully (delayed), as a result of which no throttle effect is exerted.
- the auxiliary throttle valve 3 also assumes a partially open position in the equilibrium state (after pressure equalization between the diaphragm space 8 and the pressure between the flaps), provided that the effect of the forces on the diaphragm 5 does not exceed the effect of the force on the piston 16 .
- the force of compression spring 6 determines from which intake manifold pressure the additional throttle valve is fully opened. In the area of large opening angles of the main throttle 2, the opening of the additional throttle valve 3 thus leads the opening of the main throttle 2.
- a membrane can preferably also be provided instead of the piston (not shown in the drawing).
- the compression spring 6 such as acting as a torsion spring on the additional throttle valve or on the piston, if this is advantageous for structural or other reasons.
- the arrangement of the piston 16, including the attachment point of the piston rod 15 in the lever 13, is also freely selectable. If the directions of action are retained, the mode of operation of the device is not changed.
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)
Claims (3)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE3815659 | 1988-05-07 | ||
DE3815659A DE3815659A1 (de) | 1988-05-07 | 1988-05-07 | Steuervorrichtung fuer brennkraftmaschinen |
Publications (3)
Publication Number | Publication Date |
---|---|
EP0341386A2 EP0341386A2 (fr) | 1989-11-15 |
EP0341386A3 EP0341386A3 (en) | 1990-05-16 |
EP0341386B1 true EP0341386B1 (fr) | 1991-07-17 |
Family
ID=6353899
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP89103703A Expired - Lifetime EP0341386B1 (fr) | 1988-05-07 | 1989-03-03 | Dispositif de commande pour moteurs à combustion interne |
Country Status (2)
Country | Link |
---|---|
EP (1) | EP0341386B1 (fr) |
DE (2) | DE3815659A1 (fr) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN109597341B (zh) * | 2018-12-27 | 2023-10-03 | 江苏徐工工程机械研究院有限公司 | 一种工程机械辅助功能安全启动控制装置及方法 |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS57131837A (en) * | 1981-02-10 | 1982-08-14 | Suzuki Motor Co Ltd | Fuel injection control device |
DE3229967A1 (de) * | 1982-08-12 | 1984-02-16 | Robert Bosch Gmbh, 7000 Stuttgart | Daempfungsvorrichtung |
DE3345127A1 (de) * | 1983-12-14 | 1985-06-27 | Audi AG, 8070 Ingolstadt | Vorrichtung zum gegenueber einem leistungssteuerglied verzoegerten aufsteuern des ansaugleitungsquerschnittes einer brennkraftmaschine |
JPS6241845U (fr) * | 1985-09-02 | 1987-03-13 |
-
1988
- 1988-05-07 DE DE3815659A patent/DE3815659A1/de not_active Withdrawn
-
1989
- 1989-03-03 EP EP89103703A patent/EP0341386B1/fr not_active Expired - Lifetime
- 1989-03-03 DE DE8989103703T patent/DE58900174D1/de not_active Expired - Fee Related
Also Published As
Publication number | Publication date |
---|---|
DE58900174D1 (de) | 1991-08-22 |
EP0341386A3 (en) | 1990-05-16 |
EP0341386A2 (fr) | 1989-11-15 |
DE3815659A1 (de) | 1989-11-16 |
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