EP0341386B1 - Dispositif de commande pour moteurs à combustion interne - Google Patents

Dispositif de commande pour moteurs à combustion interne Download PDF

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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
Application number
EP89103703A
Other languages
German (de)
English (en)
Other versions
EP0341386A3 (en
EP0341386A2 (fr
Inventor
Günter Härtel
Hans-Jürgen Müller
Hans-Dieter Esch
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 EP0341386A2 publication Critical patent/EP0341386A2/fr
Publication of EP0341386A3 publication Critical patent/EP0341386A3/de
Application granted granted Critical
Publication of EP0341386B1 publication Critical patent/EP0341386B1/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
    • 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)

1. Dispositif de commande pour moteurs à combustion interne comportant un canal d'aspiration d'air (1) dans lequel sont disposés un papillon des gaz principal (2) et en amont de celui-ci un papillon des gaz supplémentaire (3), l'ouverture du papillon des gaz supplémentaire (3) étant produite par un dispositif d'actionnement (4) en fonction de la charge du moteur, indépendamment du réglage volontaire du papillon des gaz principal (2), le dispositif d'actionnement étant un dispositif à membrane dont la membrane (5) est soumise à la pression dans la portion(18) du canal d'aspiration d'air comprise entre les papillons des gaz principal et supplémentaire (2, 3) et comportant un ressort (6) agissant dans le sens d'ouverture du papillon des gaz supplémentaire (3), caractérisé en ce que le dispositif d'actionnement comporte un dispositif complémentaire à membrane ou à piston (16) qui agit sur le papillon des gaz supplémentaire (3) et sollicite celui-ci dans le sens de la fermeture en fonction de la pression régnant dans la portion (19) du canal d'aspiration d'air située en aval du papillon des gaz principal (2).
2. Dispositif selon la revendication 1, caractérisé en ce que l'espace (8) limité par la membrane et relié à la portion (18) du canal d'aspiration d'air compris entre les papillons des gaz principal et supplémentaire (2, 3) présente une soupape anti-retour (10) interposée dans la conduite de raccordement (9).
3. Dispositif selon la revendication 2, caractérisé en ce qu'un passage étranglé (12) est disposé parallèlement à la soupape anti-retour (10) entre la conduite de raccordement (9) et l'espace (8) limité par la membrane.
EP89103703A 1988-05-07 1989-03-03 Dispositif de commande pour moteurs à combustion interne Expired - Lifetime EP0341386B1 (fr)

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)

* Cited by examiner, † Cited by third party
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)

* Cited by examiner, † Cited by third party
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

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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