EP0363010A1 - Dispositif de commande de moteur - Google Patents

Dispositif de commande de moteur Download PDF

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Publication number
EP0363010A1
EP0363010A1 EP89308946A EP89308946A EP0363010A1 EP 0363010 A1 EP0363010 A1 EP 0363010A1 EP 89308946 A EP89308946 A EP 89308946A EP 89308946 A EP89308946 A EP 89308946A EP 0363010 A1 EP0363010 A1 EP 0363010A1
Authority
EP
European Patent Office
Prior art keywords
engine
throttle
sensor
speed
electrical signal
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.)
Withdrawn
Application number
EP89308946A
Other languages
German (de)
English (en)
Inventor
Kevin Casey
Ivor William Thomas
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.)
Individual
Original Assignee
Individual
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 Individual filed Critical Individual
Publication of EP0363010A1 publication Critical patent/EP0363010A1/fr
Withdrawn legal-status Critical Current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
    • F02M3/02—Preventing flow of idling fuel
    • F02M3/04—Preventing flow of idling fuel under conditions where engine is driven instead of driving, e.g. driven by vehicle running down hill
    • F02M3/045—Control of valves situated in the idling nozzle system, or the passage system, by electrical means or by a combination of electrical means with fluidic or mechanical means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • 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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder

Definitions

  • the present invention is a control device for use with an internal combustion engine and is devised to assist in limiting the consumption of fuel by such an engine.
  • over-run conditions may appear to exist when in fact there is no over-run.
  • the engine speed may be unduly high for a given throttle setting, not because the engine is over-running but because some operating variable is at an incorrect level, for example the engine may be running at too high a temperature.
  • detectors such as that described in UK Patent Specification No. 2153553A have been proposed. Detectors of this type add further to the cost of a fuel-economy system.
  • the device according to the present invention for use to control an internal combustion engine in which the supply of fuel to the engine is controlled by a movable throttle member, comprises a sensor mounted to generate an electrical signal characteristic of the speed of rotation of the engine, detector means adapted to receive a said electrical signal and to identify the proximity of said engine speed to a predetermined value, and throttle control means adapted to engage said movable throttle member in response to an instruction from said detector means.
  • the device according to the invention operates via the throttle member and, unlike the operation of a conventional internal combustion engine throttle, allows the fuel supply to fall towards zero when the driver takes his foot from the accelerator pedal. If, however, the engine speed approaches a value at which it would normally stall, then the throttle control means automatically engages the throttle member and restores the fuel supply to a level at which stalling is avoided. Thus, when over-run conditions obtain, the fuel supply is reduced or preferably cut off but when those conditions no longer exist and the engine approaches stalling speed, the necessary fuel supply is restored.
  • the device is suitable for use with an internal combustion engine of any sort, provided that it is one in which the fuel supply is controlled by a movable throttle member.
  • a movable throttle member may be used with piston and rotary engines and with engines driven by petrol, diesel, low pressure gas and similar fuels, for example.
  • the throttle member may be a rigid straight linkage which moves linearly in the direction of its length, or may be a pivoted lever.
  • the speed of rotation of the engine is observed by means of a sensor, mounted within the region of any of the moving parts of the engine so as to generate an electrical signal in response to the rotation, which signal is characteristic of the engine speed.
  • the sensor may monitor the engine speed by electrical means, for example by monitoring the signal in the circuit of an electrical revolution counter, but it is much preferred to use a magnetic sensor, since such a sensor may be installed without direct intrusion into the mechanical or electrical operation of the engine.
  • the signal may vary in level or frequency in response to variations in the engine speed; using a magnetic sensor, the signal may take the form of pulses of induced voltage at intervals directly related to the speed of rotation of the engine.
  • the detector means monitors the signal generated in the sensor and identifies the approach of the engine speed to a predetermined value, which in practice is a value within the region of the speed at which the engine tends to stall. It is at approximately this speed that the throttle control means is caused to operate. That is, as the engine speed increases to a value above the stalling speed, then the throttle control means is taken out of active operation, while as the engine speed falls to a value near to the stalling speed, then the throttle control means is brought into operation.
  • the predetermined value of the engine speed at which the detector causes the throttle control means to be brought into and out of operation is normally slightly greater than the minimum acceptable tick-over speed of the engine, at which stalling is avoided.
  • the detector means may comprise a control unit which includes an electrical circuit having an electrical filter by means of which signals of different frequency generated by the sensor are distinguished from each other.
  • the throttle control means engages the movable throttle member under instruction from the detector means. In doing so, it may, as required by the circumstances, prevent the throttle member from moving to the position corresponding to zero fuel supply or positively move the throttle member so as to increase the supply of fuel.
  • the throttle control means comprises a solenoid, the armature of which directly or indirectly engages the throttle member when an electrical signal is received by the solenoid from the detector means.
  • Movement of the armature out of its operating position, that is out of engagement with the throttle member or at least into a position in which the throttle member cuts off the fuel supply, may be achieved by the receipt of a reverse signal from the detector means but is preferably effected by a spring bearing upon the armature. Separate spring means will normally urge the throttle towards its zero position.
  • a visual indicator for example an indicator lamp
  • an associated signal from the same source may illuminate an indicator lamp on the vehicle dashboard.
  • the indicator lamp also acts as a fault indicator in that it will remain illuminated if a fault occurs in the system.
  • a manual override means is provided whereby, if the device fails through failure of the sensor or the detector means, the throttle contol means may be brought into constant engagement with the throttle member.
  • the device is operated by a solid state electronic control module 3, electrically linked as shown to a sensor 4, a solenoid 5 and a combined light and switch unit 6.
  • a 24-volt control supply is fed to the device via line 7, which incorporates a 5-amp fuse 8.
  • Line 9 feeds a 24-volt power supply to the device via a 15-amp fuse 10.
  • the reference numeral 11 designates the common negative line.
  • the sensor 4 is a magnetic sensor which monitors the movement of the teeth on the starter ring gear of a vehicle, giving rise to approximately 95,000 pulses per 600 revs and thereby giving a highly sensitive and stable indication of vehicle speed.
  • Alternative forms of sensor may be used and the sensor employed may monitor the movement of another moving part of the vehicle engine, for example the coupling by which the drive is transmitted to the vehicle injector pump in the case of a diesel engine.
  • the signal from the sensor 4 is monitored in the control module 3 and when the signal frequency indicative of the engine speed falls below a predetermined value corresponding to an engine speed close to that at which the engine would normally stall, the module operates the solenoid 5 as described below. At the same time the indicator lamp of the unit 6 is illuminated to advise the vehicle driver that the engine control device is in operation.
  • the unit 6 also incorporates an override switch to enable the driver to take over manual control from the control device.
  • Fig. 2 shows the manner of operation of the solenoid 5.
  • the throttle arm 12 is pivoted at 13 and is normally operated by the throttle cable 14, being returned to the position of minimum or zero fuel supply by the throttle return spring 15.
  • a bracket 17 having an elongated slot 18 is secured by means of a lock nut 19, which also allows the position of the bracket 17 on the armature 16 to be adjusted.
  • a stud 20 on the throttle arm 12 is free to move within the length of the slot 18.
  • the armature 16 is extended from the solenoid 5 and as the throttle arm 12 moves the stud 20 traverses the slot 18, the bracket 17 meanwhile remaining stationary. However when the solenoid is energised, the armature 16 is retracted and the bracket 17 either operates the throttle arm 12 or, if the throttle arm is already in operation, prevents it returning to its full rest position.
  • the solenoid 5 is energised to cause the bracket 17 to operate the throttle arm 12 and the indicator lamp is illuminated.
  • the desired tick-over speed say 700 - 800 r.p.m.
  • the control unit 3 instructs the solenoid to allow the bracket 17 to move to its rest position.
  • the operation of the throttle becomes independent of the solenoid and, if an over-run condition arises, then the fuel supply to the engine may fall to zero.
  • the supply to fuel of the injector pump in the case of a diesel engine
  • the carburettor in the case of a petrol engine
  • the illustrated device is designed to be used with an engine in which the throttle arm is operated by a cable.
  • the device can readily be modified for use with throttles operated by means of rod linkages.
  • the throttle control means may comprise a solenoid of which the armature moves into and out of direct engagement with one of the throttle linkages, in order to operate that linkage or prevent it moving to a minimum-fuel position.
  • the device according to the invention is effective in saving fuel. Because it is fully adjustable in both its sensing and its control, it can readily be fitted to any internal combustion engine.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
EP89308946A 1988-09-13 1989-09-05 Dispositif de commande de moteur Withdrawn EP0363010A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB8821423 1988-09-13
GB888821423A GB8821423D0 (en) 1988-09-13 1988-09-13 Engine control device

Publications (1)

Publication Number Publication Date
EP0363010A1 true EP0363010A1 (fr) 1990-04-11

Family

ID=10643495

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89308946A Withdrawn EP0363010A1 (fr) 1988-09-13 1989-09-05 Dispositif de commande de moteur

Country Status (3)

Country Link
EP (1) EP0363010A1 (fr)
JP (1) JPH02119657A (fr)
GB (2) GB8821423D0 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2318428A (en) * 1996-10-16 1998-04-22 Bosch Gmbh Robert Controlling an injection timer using injection fuel pressure

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2509226C2 (ru) * 2012-10-15 2014-03-10 Погуляев Юрий Дмитриевич Способ управления подачей топлива и устройство управления подачей топлива

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR893588A (fr) * 1943-04-17 1944-08-04 Dispositif économiseur de carburant pour moteurs à explosion ou à combustion interne
GB1357540A (en) * 1970-12-16 1974-06-26 Carter A J Throttle valve control mechanism for internal combustion engines
FR2327406A1 (fr) * 1975-10-07 1977-05-06 Barthelemy Louis Economiseur de combustible pour vehicules a moteur a combustion interne
US4146006A (en) * 1976-09-17 1979-03-27 Arthur Garabedian Fuel injection split engine
GB2043772A (en) * 1979-03-08 1980-10-08 Harris E S I Improvements in and relating to a method of operating combustion engines
FR2480353A1 (fr) * 1980-04-09 1981-10-16 Herrmann Henry Systeme permettant de diminuer la consommation moyenne de carburant des vehicules automobiles
US4489685A (en) * 1981-03-23 1984-12-25 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Multi-cylinder internal combustion engine
FR2562952A1 (fr) * 1984-04-12 1985-10-18 Durot Dominique Economiseur de carburant pour vehicules automobiles

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB485574A (en) * 1936-11-18 1938-05-18 Arthur William Pearce Improvements in devices for the automatic control of the speed or power of engines
JPS5575547A (en) * 1978-11-30 1980-06-06 Nissan Motor Co Ltd Stole preventing device for engine
DE3022999C2 (de) * 1980-06-20 1985-03-28 Pierburg Gmbh & Co Kg, 4040 Neuss Einrichtung zur betriebsabhängigen Schließbegrenzung einer Vergaser-Hauptdrossel
US4354466A (en) * 1981-06-08 1982-10-19 Eltra Corporation Idle speed controller
WO1987000886A1 (fr) * 1983-04-08 1987-02-12 Miyazaki Masaaki Appareil de commande de la vitesse de ralenti d'un moteur a combustion interne
DE3323563C1 (de) * 1983-06-30 1985-01-17 Daimler-Benz Ag, 7000 Stuttgart Kraftfahrzeug mit einer Steuereinrichtung zur Brennkraftmaschinen-Drehzahl- und Geschwindigkeitsbegrenzung

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR893588A (fr) * 1943-04-17 1944-08-04 Dispositif économiseur de carburant pour moteurs à explosion ou à combustion interne
GB1357540A (en) * 1970-12-16 1974-06-26 Carter A J Throttle valve control mechanism for internal combustion engines
FR2327406A1 (fr) * 1975-10-07 1977-05-06 Barthelemy Louis Economiseur de combustible pour vehicules a moteur a combustion interne
US4146006A (en) * 1976-09-17 1979-03-27 Arthur Garabedian Fuel injection split engine
GB2043772A (en) * 1979-03-08 1980-10-08 Harris E S I Improvements in and relating to a method of operating combustion engines
FR2480353A1 (fr) * 1980-04-09 1981-10-16 Herrmann Henry Systeme permettant de diminuer la consommation moyenne de carburant des vehicules automobiles
US4489685A (en) * 1981-03-23 1984-12-25 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Multi-cylinder internal combustion engine
FR2562952A1 (fr) * 1984-04-12 1985-10-18 Durot Dominique Economiseur de carburant pour vehicules automobiles

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2318428A (en) * 1996-10-16 1998-04-22 Bosch Gmbh Robert Controlling an injection timer using injection fuel pressure
GB2318428B (en) * 1996-10-16 1998-11-11 Bosch Gmbh Robert Method of and control means for controlling an injection timer
US5878716A (en) * 1996-10-16 1999-03-09 Robert Bosch Gmbh Process and device for controlling an injection actuator

Also Published As

Publication number Publication date
GB8821423D0 (en) 1988-10-12
GB2222634A (en) 1990-03-14
GB8920053D0 (en) 1989-10-18
JPH02119657A (ja) 1990-05-07

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