EP0348432B1 - Vorrichtung zur steuerung mindestens eines drosselquerschnittes an mindestens einer steueröffnung - Google Patents

Vorrichtung zur steuerung mindestens eines drosselquerschnittes an mindestens einer steueröffnung Download PDF

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Publication number
EP0348432B1
EP0348432B1 EP88903182A EP88903182A EP0348432B1 EP 0348432 B1 EP0348432 B1 EP 0348432B1 EP 88903182 A EP88903182 A EP 88903182A EP 88903182 A EP88903182 A EP 88903182A EP 0348432 B1 EP0348432 B1 EP 0348432B1
Authority
EP
European Patent Office
Prior art keywords
throttle
control opening
section
opening
cross
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
EP88903182A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0348432A1 (de
Inventor
Günter BRAND
Hartmut Brammer
Richard Gerber
Otto GLÖCKLER
Gerold Grimm
Hans-Ulrich Gruber
Dieter Günther
Jörg ISSLER
Harald Kalippke
Wolfgang VON LÖLHÖFFEL
Helmut Maurer
Ulrich Mayer
Günther PLAPP
Erhard Renninger
Claus Ruppmann
Harald Sailer
Peter Werner
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.)
OFFERTA DI LICENZA AL PUBBLICO
Original Assignee
Robert Bosch 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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Priority to AT88903182T priority Critical patent/ATE60937T1/de
Publication of EP0348432A1 publication Critical patent/EP0348432A1/de
Application granted granted Critical
Publication of EP0348432B1 publication Critical patent/EP0348432B1/de
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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M3/00—Idling devices for carburettors
    • F02M3/06—Increasing idling speed
    • F02M3/07—Increasing idling speed by positioning the throttle flap stop, or by changing the fuel flow cross-sectional area, by electrical, electromechanical or electropneumatic means, according to engine speed
    • 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
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/12—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having slidably-mounted valve members; having valve members movable longitudinally of conduit
    • F02D9/16—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having slidably-mounted valve members; having valve members movable longitudinally of conduit the members being rotatable
    • 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
    • F02M2003/067—Increasing idling speed the valve for controlling the cross-section of the conduit being rotatable, but not being a screw-like valve

Definitions

  • the invention relates to a device according to the preamble of the main claim.
  • a device is already known (DE-A-32 34 468), but with the disadvantage that in the case of an ineffective spring element, for example due to a break in the spring element and excited servomotor or a fault in the electronic control unit, the control opening by the throttle element is complete is opened and thereby affects the operation of the internal combustion engine in an undesirable manner or is even endangered by a high-speed run.
  • DE-A-33 40 060 with an ineffective spring element and an energized servomotor, the throttle element is moved into an end position closing the bypass line.
  • a device in which a stepper motor moves a throttle element in the axial direction via a screw gear.
  • a compression spring acting on the throttle body compensates for the play in the screw gear. If the compression spring becomes ineffective, the throttle element can still be adjusted by the stepper motor, but the accuracy of the control of the throttle cross-section deteriorates as a result of the now effective play in the screw gear.
  • the device according to the invention with the characterizing features of the main claim has the advantage that when the servomotor is energized and an ineffective spring element, for example, a break in the spring element against which the servomotor works, the device does not control an air flow that undesirably influences the operation of the internal combustion engine or even jeopardizes it by running at too high a speed.
  • the setting of a safety cross-section of the bypass line limits the amount of air flowing per unit of time, by means of which the internal combustion engine can be used in a non-hazardous manner
  • FIG. 1 shows a diagram showing the flow rate per unit time Q of the operating medium air over the adjustment path s of the throttle device
  • FIG. 2 shows a section through a device for controlling at least one throttle cross section along the line II-II in FIG. 3
  • FIG. 3 shows a section along the line III-III in Figure 2
  • Figure 4a to d a simplified representation of various positions of a throttle body with a throttle opening opposite Control opening in a first embodiment
  • FIGS. 5a to d show a simplified representation of the positions of a throttle element with a triangular throttle opening compared to a parallelogram-shaped control opening in a second embodiment
  • FIG. 1 shows a diagram showing the flow rate per unit time Q of the operating medium air over the adjustment path s of the throttle device
  • FIG. 2 shows a section through a device for controlling at least one throttle cross section along the line II-II in FIG. 3
  • FIG. 3 shows a section along the line III-III in Figure 2
  • Figure 4a to d a simplified representation
  • FIGS. 2 and 3 5a to d show a top view of a control opening and a throttle opening designed in accordance with FIGS. 2 and 3 5a to d designed device
  • Figure 7a to d shows a simplified representation of the positions of a throttle body designed with two throttle openings compared to two control openings in a third embodiment.
  • FIG. 1 the amount Q of a piece of equipment to be controlled, for example the amount of idle air for the internal combustion engine to be controlled when an internal combustion engine is idling, is shown in a diagram over the adjustment path s of a throttle element of a device, as described in the text below with the aid of various Exemplary embodiments are described.
  • combustion air flows in the direction of arrow 1 through an intake pipe 2 past a throttle valve 3 to an internal combustion engine (not shown).
  • a bypass line 5 is connected to the intake pipe 2, which leads around the throttle valve 3 and whose passage cross section can be changed by the device 6 by means of a throttle element 7.
  • the device 6 is controlled by an electronic control unit 8, on which at 10 the supply voltage supplied by the vehicle battery, at 11 the signal taken from the ignition distributor of the internal combustion engine for the speed of the internal combustion engine, at 12 the signal for the engine temperature and at 13 a position the throttle valve 3 characterizing voltage, which, for example, supplies a potentiometer connected to the throttle valve 3, is present. If necessary, further operating parameters of the internal combustion engine can be input to the electronic control unit 8.
  • the servomotor of the device 6 is an electric motor 15 (not shown in any more detail), which can be controlled by the electronic control unit 8 via a plug 16 as a function of operating parameters of the internal combustion engine.
  • the electric motor 15 rotates a hollow shaft 17 which is rotatably mounted about an axis 19 via roller bearings 18, which is pressed into a housing base 21 of a cup-shaped housing 22 of the device 6 and is fixed therein.
  • the throttle element 7 is connected in a rotationally fixed manner, which is designed in the form of a tubular segment and projects into a pivot space 24 designed in the housing base 21 and intersecting the bypass line 5.
  • an inlet connection 26 to the intake pipe 2 upstream of the throttle valve and, on the other hand, an outflow connection 27 to the intake pipe 2 downstream of the throttle valve 3 are connected to the swivel space 24.
  • the circumference of the tubular segment-shaped throttle element 7 extends as closely as possible to the wall of the swivel space 24.
  • At least one control opening 29 is cut out, which can be opened more or less by the throttle element 7.
  • the throttle member 7 in the form of a tubular segment can have a throttle opening 31 penetrating it, which is more or less brought into overlap with the control opening 29 when the throttle member 7 rotates and thereby opens the control opening 29 more or less to form a throttle cross section.
  • the rotation of the throttle element 7 by the electric motor 15 takes place counter to the force of a spring element, for example designed as a spiral spring 32, which is connected with its inner end to the hollow shaft 17 and with its outer end to the housing 22.
  • the spiral spring 32 rotates the hollow shaft 17 with a stop section 33 against a stop screw 34 screwed into the housing base 21.
  • the throttle element 7 When the stop section 33 abuts against the stop screw 34, the throttle element 7 is in one by the spiral spring 32 Starting position held, in which the control opening 29 is not completely closed by the throttle element 7, but the throttle opening 31 is partially in register with the control opening 29, so that in this position an emergency running cross-section 36 remains open, through which 5 air or mixture through the bypass line can flow into the intake pipe 2 from upstream of the throttle valve to downstream of the throttle valve 3. If the power supply to the device 6 fails, the amount of operating fluid flowing over the emergency running cross-section 36 is sufficient to provide a favorable fuel-air mixture for the continued operation of the internal combustion engine or to let a predetermined, favorable quantity flow to the engine when the internal combustion engine starts.
  • the amount of operating fluid flowing over the emergency running cross section per unit of time is designated Q N , in the presence of which the throttle element 7 is in its initial position zero.
  • the throttle element 7 should execute a movement in the same direction of movement, in which it first opens the control opening 29 completely with the throttle opening 31 and only then according to that of the operating characteristics of the internal combustion engine control current are moved by the electronic control unit so that it closes the control opening 29 more or less, so the coverage between the throttle opening 31 and control opening 29 is reduced.
  • the curve shown in FIG. 1 begins at the initial position of the throttle element, which represents the control path zero, with an amount of emergency operating fluid per time unit Q N , which is characterized by the emergency cross-section 36, at point A.
  • the electric motor 15 moves the throttle element 7 in Direction of a further enlargement of the throttle cross section formed between the control opening 29 and the throttle opening 31, until after the relatively short adjustment path s 1, the control opening 29 and the throttle opening 31 are completely in register and in point B of the curve the maximum amount of equipment per unit time Q max via the bypass line 5 can flow.
  • the throttle element 7 in the event of a failure, for example breakage of the spiral spring 32 or a fault in an electronic component of the control device 8, the throttle element 7 is moved by the excited electric motor 15 into a position s4 in which the throttle element 7 is on the control opening 29 opens a safety cross-section, so that an amount of operating equipment per unit time Q S can flow via this safety cross-section and via the bypass line 5, which ensures safe operation of the internal combustion engine which does not endanger the internal combustion engine and is less than that is the maximum possible amount of operating fluid flowing per unit of time Q max through the control opening 29.
  • the point E characterizing the safety cross-section in FIG. 1 can be reached from the position s 2 of the throttle element 7 at point C, in which only a leakage quantity Q L flows according to the dash-dotted line 37 directly by a movement into the position s,, starting from the leakage quantity Q L at point C, the throttle cross section at the control opening 29 is enlarged again up to point E.
  • Another possibility is to first move the throttle member 7 from position s2 to position s3 without opening the control opening 29.
  • the adjustment movement from position s2 to position s3 of the throttle element 7 is characterized by the curve from point C to point D. In the adjustment range between the position s2 and the position s3 only the leakage amount Q L can flow through the control opening 29.
  • the characteristic curve shown ensures that even at the most unfavorable starting conditions of the internal combustion engine, in which the supply voltage of the motor vehicle battery has dropped due to low starting temperatures and a current requirement for other units of the internal combustion engine, this low supply voltage is still sufficient to reduce the throttle element 7 to a position s 1 move, in which a mostly required maximum amount of operating fluid Q max can flow via the bypass line 5 for the safe starting and continuing operation of the internal combustion engine.
  • FIGS. 4a to d show an embodiment of a throttle element 7 and a control opening 29 of a device 6 according to FIGS. 2 and 3, with which a characteristic curve corresponding to the curve A to E according to FIG. 1 can be achieved.
  • the same reference numerals have been chosen for the same and equivalent parts.
  • the configuration according to FIGS. 4a to d can be used not only in a configuration of the throttle element as a rotary slide valve, but also in other configurations of the throttle element 7, for example in the form of a flat flat slide valve.
  • the throttle element 7 is designed, for example, as a flat flat slide valve and has a throttle opening 31 of rectangular shape, which can also be square, circular or spherical in some other form.
  • the throttle opening 31 is open to the edge 38 of the throttle member 7, but it can also be closed be.
  • the throttle opening 31 is delimited in the direction of movement by a right wing 40 and on the other hand by a left wing 41.
  • the throttle body 7 assumes its starting position, which corresponds to point A of the curve in Figure 1 and in which the control opening 29 and the throttle opening 31 only partially overlap, so that the emergency running cross-section 36 at the control opening 29 remains open while the left wing 41 partially blocks the control opening 29.
  • the control opening 29 is shown in a rectangular shape, but it can also be square, circular or in another spherical shape.
  • the throttle element 7 can now be moved further to the left in accordance with FIG. 4d in order to form the control opening 29 in the position s4 corresponding to the point E in FIG. 1 with a control edge 42 formed on the right wing 40 a security cross section 43 to open something again.
  • FIG. 5a to d A further exemplary embodiment of the device 6 according to FIGS. 2 and 3 for representing a characteristic curve according to FIG. 1 is shown in FIG Figures 5a to d, in which the reference numerals already used are used for identical and equivalent parts.
  • the control opening 29 of the device 6 has the shape of a parallelogram and the throttle opening 31 formed in the throttle element 7 has the shape of a triangle which, for example, is open towards one edge of the throttle element, as shown, but also can be closed.
  • the throttle element 7 can also be flat, curved or be designed in another shape.
  • the right wing 40 is delimited by a left leg 45 of the triangular throttle opening 31 and the left wing 41 by a right leg 46 of the throttle opening 31.
  • Left leg 45 and right leg 46 form an acute angle between them, which corresponds to the acute angle of the parallelogram-shaped control opening 29 between two adjacent sides of the control opening.
  • Throttle element 7 and control opening 29 are arranged in relation to one another in such a way that the left leg 45 and the right leg 46 each run parallel to two of the sides of the control opening 29 and the angle-enclosing legs 45, 46 of the throttle opening 31 when the throttle element 7 moves into one Position in which the control opening 29 is fully open, with two adjacent sides also enclosing an angle overlap.
  • the starting position is shown, in which the control opening 29 and throttle opening 31 partially overlap to form the emergency running cross-section 36, that is to say the right wing 40 only partially covers the control opening 29 with the left leg 45.
  • the position s1 of the throttle body 7 is shown in Figure 1, in which the throttle opening 31 completely opens the control opening 29 for passage of a maximum amount of equipment Q max and the legs 45, 46 overlap with two adjacent sides of the parallelogram-shaped control opening 29.
  • Figure 5c shows the position s2 of Figure 1 of the throttle body 7, in which the left wing 41, the control opening 29th completely blocks and only a leakage amount Q L can flow.
  • the throttle element 7 can be moved further to the right into a position s4 according to FIG. 1, in which part of the control opening 29 is opened again with the control edge 42 of the left wing 41.
  • FIG. 6 shows a plan view of a device 6 according to FIGS. 2 and 3 with a view into the inlet connection 26, through which the control opening 29 can be seen, which can be controlled by a throttle element 7 shown in broken lines.
  • the control opening 29 has a parallelogram shape in accordance with the exemplary embodiment according to FIGS. 5a to d and the throttle opening 31 in the throttle element 7 is triangular.
  • the legs 45, 46 of the throttle opening 31 and the sides of the control opening 29 merge into one another at a radius 47 in the illustration according to FIG. 6, as a result of which these openings can be produced more easily and more precisely.
  • the control opening 49 on the right is narrower than the control opening 50 on the left and the throttle opening 51 on the right is narrower than the throttle opening 52 on the left.
  • the distance The openings to each other can be selected in the manner shown that in the starting position of the throttle element 7, that is to say when the electric motor 15 is not energized, the right control opening 49 is closed by the throttle element 7 and the left control opening 50 is partially closed with the left throttle opening 52 to form the emergency running cross section 36 is in register, as shown in FIG. 7a.
  • the two control openings 49, 50 through the throttle openings 51, 52 are fully opened so that the maximum amount of operating fluid Q max can flow through the bypass line 5.
  • the throttle member 7 With a further movement of the throttle member 7, which is also designed as a flat slide valve, rotary slide valve or in some other form, the throttle member 7 moves into a position s 2 shown in FIG. 7c, in which the control openings 49, 50 are closed and, according to FIG. 1, only a leakage quantity Q L flows . If the coil spring 32 fails and the electric motor 15 is energized, the throttle element 7 assumes a position s4 according to FIG. 1, as shown in FIG. 7d, in which the control edge 42 partially opens the left control opening 50 to form a safety cross section 43.
  • the right control opening 49 is not used in the exemplary embodiment shown to form the safety cross section, but the configuration could also be chosen such that part of the control opening 50 and part of the control opening 49 are opened, as not shown, to form the safety cross section.

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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)
EP88903182A 1987-05-19 1988-04-20 Vorrichtung zur steuerung mindestens eines drosselquerschnittes an mindestens einer steueröffnung Expired - Lifetime EP0348432B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT88903182T ATE60937T1 (de) 1987-05-19 1988-04-20 Vorrichtung zur steuerung mindestens eines drosselquerschnittes an mindestens einer steueroeffnung.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19873716661 DE3716661A1 (de) 1987-05-19 1987-05-19 Vorrichtung zur steuerung mindestens eines drosselquerschnittes an mindestens einer steueroeffnung
DE3716661 1987-05-19

Publications (2)

Publication Number Publication Date
EP0348432A1 EP0348432A1 (de) 1990-01-03
EP0348432B1 true EP0348432B1 (de) 1991-02-20

Family

ID=6327822

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88903182A Expired - Lifetime EP0348432B1 (de) 1987-05-19 1988-04-20 Vorrichtung zur steuerung mindestens eines drosselquerschnittes an mindestens einer steueröffnung

Country Status (9)

Country Link
US (1) US4962737A (pt)
EP (1) EP0348432B1 (pt)
JP (1) JPH03501147A (pt)
KR (1) KR890701889A (pt)
AU (1) AU613624B2 (pt)
BR (1) BR8807556A (pt)
DE (2) DE3716661A1 (pt)
ES (1) ES2011090A6 (pt)
WO (1) WO1988009435A1 (pt)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3801084A1 (de) * 1987-05-19 1988-12-08 Bosch Gmbh Robert Vorrichtung zur steuerung mindestens eines drosselquerschnittes an mindestens einer steueroeffnung
DE3909396A1 (de) * 1989-03-22 1990-10-04 Bayerische Motoren Werke Ag Vorrichtung zur bemessung der leerlaufluft von brennkraftmaschinen
JPH03156140A (ja) * 1989-08-20 1991-07-04 Nippondenso Co Ltd エンジンのアイドリング制御弁
DE4007260A1 (de) * 1990-03-08 1991-09-12 Bosch Gmbh Robert Drehsteller
DE4431712A1 (de) * 1994-09-06 1996-03-07 Bosch Gmbh Robert Vorrichtung zur Regelung der Leerlaufdrehzahl einer Brennkraftmaschine
US6945226B2 (en) * 2003-03-04 2005-09-20 Ford Global Technologies, Llc Intake manifold valve system, method, and diagnostic
US10125696B2 (en) * 2015-04-14 2018-11-13 Walbro Llc Charge forming device with throttle valve adjuster

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4480614A (en) * 1980-10-06 1984-11-06 Toyota Jidosha K.K. Idling speed control device of an internal combustion engine

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3234468A1 (de) * 1982-09-17 1984-03-22 Robert Bosch Gmbh, 7000 Stuttgart Verfahren und vorrichtung zur steuerung mindestens eines drosselquerschnittes in einer steuerleitung
DE3325538A1 (de) * 1983-07-15 1985-01-24 Vdo Adolf Schindling Ag, 6000 Frankfurt Einrichtung zur regelung der leerlaufdrehzahl eines verbrennungskraftstoffmotors
DE3328960A1 (de) * 1983-08-11 1985-02-21 Vdo Adolf Schindling Ag, 6000 Frankfurt Ventilanordnung
DE3340060A1 (de) * 1983-11-05 1984-12-20 Daimler-Benz Ag, 7000 Stuttgart Vorrichtung zur regelung des leerlaufs einer gemischverdichtenden brennkraftmaschine
DE3609438A1 (de) * 1986-03-20 1987-09-24 Vdo Schindling Stellglied zur steuerung der durchflussmenge eines mediums
DE3801084A1 (de) * 1987-05-19 1988-12-08 Bosch Gmbh Robert Vorrichtung zur steuerung mindestens eines drosselquerschnittes an mindestens einer steueroeffnung
US4873954A (en) * 1988-07-27 1989-10-17 Colt Industries Inc. Fail-safe idle bypass system
US4873955A (en) * 1988-09-19 1989-10-17 Colt Industries Inc. Idle air flow shutoff valve

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4480614A (en) * 1980-10-06 1984-11-06 Toyota Jidosha K.K. Idling speed control device of an internal combustion engine

Also Published As

Publication number Publication date
JPH03501147A (ja) 1991-03-14
AU1595888A (en) 1988-12-21
KR890701889A (ko) 1989-12-22
EP0348432A1 (de) 1990-01-03
US4962737A (en) 1990-10-16
DE3716661A1 (de) 1988-12-08
WO1988009435A1 (en) 1988-12-01
BR8807556A (pt) 1990-05-08
DE3861792D1 (de) 1991-03-28
AU613624B2 (en) 1991-08-08
ES2011090A6 (es) 1989-12-16

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