EP0397174A1 - Stellglied für einen Flüssigkeitsdurchfluss steuernde Vorrichtung, insbesondere in einem Kraftfahrzeug - Google Patents

Stellglied für einen Flüssigkeitsdurchfluss steuernde Vorrichtung, insbesondere in einem Kraftfahrzeug Download PDF

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Publication number
EP0397174A1
EP0397174A1 EP90108825A EP90108825A EP0397174A1 EP 0397174 A1 EP0397174 A1 EP 0397174A1 EP 90108825 A EP90108825 A EP 90108825A EP 90108825 A EP90108825 A EP 90108825A EP 0397174 A1 EP0397174 A1 EP 0397174A1
Authority
EP
European Patent Office
Prior art keywords
rotor
control member
fact
vehicle
angular position
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Withdrawn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
EP90108825A
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English (en)
French (fr)
Inventor
Innocenzo Triolo
Stefano Negretti
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.)
Weber SRL
Original Assignee
Weber SRL
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 Weber SRL filed Critical Weber SRL
Publication of EP0397174A1 publication Critical patent/EP0397174A1/de
Withdrawn legal-status Critical Current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
    • 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
    • F02D11/10—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 electric type
    • 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
    • F02D11/10—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 electric type
    • F02D2011/101—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 electric type characterised by the means for actuating the throttles
    • F02D2011/102—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 electric type characterised by the means for actuating the throttles at least one throttle being moved only by an electric actuator

Definitions

  • the present invention relates to a control member for a fluid flow regulating device, particularly a throttle-controlled body such as a vehicle carburetor or fuel injection device.
  • fuel flow along a throttle-controlled body is generally controlled by means of a mechanical member consisting of a complex system of levers connected to a pedal on the vehicle.
  • the aim of the present invention is to provide an electromechanical fluid flow regulating device featuring an electronic portion enabling a number of advantages, such as flow control according to a predetermined strategy, and others as a function of certain vehicle parameters and the operating status of the vehicle.
  • a control member for a fluid flow regulating device particularly on a motor vehicle, characterised by the fact that it comprises: - a linear rotary motor with a rotor comprising a permanent magnet; - means for mechanically connecting said rotor to a hub supporting an on-off member of said device; and - an electronic control system for controlling said linear motor as a function of a number of vehicle status parameters and the operating condition of parts of said vehicle.
  • Control member 1 comprises a single-phase linear rotary motor 3, and an electronic control system 4 designed to receive various parameters from sensors located at various points on the vehicle, and to control motor 3.
  • Motor 3 comprises a stator 5 having a ferritic toroidal body 6 about which is wound an electric coil 7; and a rotor 8 having a central rotary iron core 11 and supporting a permanent magnet 12 in the form of a bar of given width located inside body 6.
  • Device 2 in the example shown comprises a duct 13 and a throttle valve 14 fitted on to a hub 15 extending radially outwards of duct 13, which may form part of a carburetor or fuel injection device.
  • motor 3 comprises a casing 16 having a cup-shaped body 17 housing stator 5 and rotor 8, and a plate 18 closing cup-shaped body 17.
  • Said body 17 comprises an end wall 21 in which is formed a central through hole 22 coaxial with a through hole 23 formed axially in core 11 and inside which is fitted a shaft 24 connected to hub 15 by means of an oscillating joint 25 which is thus located inside hole 22.
  • joint 25 is of known type and, as such, will only be described briefly.
  • Joint 25 comprises a spherical body 26 in which is formed a diametrical dead hole 27 engaged by one end 28 of hub 15.
  • Hole 27 and end 28 present a substantially rectangular section with the shorter sides extending in the form of an arc of a circle, those of end 28 presenting a smaller diameter circumference so as to enable spherical body 26 to oscillate.
  • Shaft 24 presents a first hollow end portion 31 corresponding with hole 22 and along which are formed two diametrically-opposed axial through slots 32 engaged by respective appendixes 33 extending from spherical body 26, which thus oscillates also in relation to shaft 24.
  • Joint 25 is so installed as to compensate for any off-centering or misalignment between shaft 24 and hub 15.
  • Shaft 24 also presents a second end portion 34 extending inside a cavity 35 formed in plate 18 and closed by a cap 36.
  • Motor 3 presents a potentiometer 37 having a resistive track 38 formed on an annular disc 41 supported on the face of cap 36 inside cavity 35; and a brush 42 supported on an annular body 43 fitted on to said second portion 34 of shaft 24.
  • cap 36 also supports an electrical connector 44 with five blade type terminals 45, three relative to potentiometer 37, and two to electrical coil 7.
  • annular seat 46 housing a helical spring 47 having a first end secured to core 11 and a second end to plate 18.
  • coil 7 is wound clockwise over half of body 6 and anticlockwise over the remaining half. Consequently, when coil 7 is supplied, two opposite magnetic poles, a north pole (N) and a south pole (S), are formed in diametrically-opposed positions.
  • a south pole is formed at the start of the clockwise winding, which also corresponds to the end of the anticlockwise winding, while a north pole is formed at the point at which the winding of coil 7 changes direction.
  • Permanent magnet 12 obviously presents a north pole (N) at a first end, and a south pole (S) at a second end.
  • magnet 12 is subjected to a deflecting torque depending on the intensity of the current supplied to coil 7, so as to turn, against the action of spring 47, about the longitudinal axis of central core 11.
  • the Fig.3 graph shows the angular position (A.P.) of magnet 12 on the X axis, and, on the Y axis, the deflecting torque (D.T.) applied on magnet 12 for a given intensity of the current supplied to coil 7.
  • the deflecting torque increases gradually (segment A′) until magnet 12 is turned through 45°. From this point on (marked on the graph by line B), the deflecting torque remains substantially constant (segment A ⁇ ) until magnet 12 is turned through a total of 135°.
  • throttle 14 is 90° between the closed and fully open position of duct 13. Consequently, by means of motor 3 and assuming the starting position of magnet 12 to be that wherein the south pole is positioned at 45° in relation to the north pole of stator 5, opening of throttle 14 may be controlled linearly throughout its travel.
  • Electronic control system 4 is connected to a series of electric lines 51 for transmitting electric signals relative to a number of vehicle parameters, such as engine cooling water temperature, engine speed, wheel speed, etc.
  • Control system 4 is also connected to an electric line 52 for transmitting an electric signal relative to the position of the accelerator pedal.
  • control system 4 provides for controlling supply to coil 7 over two lines 53, and for supplying potentiometer 37 and determining its resistance over three lines 54. As said resistance is, of course, proportional to the angular position of magnet 12, control system 4 also provides for controlling this parameter.
  • control system 4 supplies coil 7 with sufficient current to rotate throttle 14 by a small amount sufficient to supply enough fuel to maintain the engine at idling speed.
  • control system 4 increases current supply to coil 7, thus causing magnet 12 to rotate linearly into a position depending on the amount of pressure exerted on the accelerator pedal.
  • magnet 12 also rotates throttle 14, which therefore opens duct 13 according to the same linear law of rotation as magnet 12.
  • fluid flow along duct 13 also increases linearly regardless of the speed at which the accelerator pedal is pressed.
  • opening of throttle 14 is modulated and, consequently, the power of the vehicle engine controlled as a function of the ultimate position of the accelerator pedal, by processing the speed at which said ultimate position is attained.
  • control member 1 for controlling the opening of a throttle 14, whereby, on the basis of specific vehicle operating parameters, a control system 4 controls a linear motor 3 which in turn controls modulated opening of throttle 14 according to a programmable law, thus enabling control system 4 to open throttle 14 as a function of the parameters detected by appropriate sensors.
  • a control system 4 controls a linear motor 3 which in turn controls modulated opening of throttle 14 according to a programmable law, thus enabling control system 4 to open throttle 14 as a function of the parameters detected by appropriate sensors.
  • the engine cooling water temperature is a decisive parameter for enabling control system 4 to open throttle 14 under cold engine starting conditions.
  • Control system 4 is also designed to control operation of the engine at idling speed, when accelerating and, therefore, also during transient speed states.
  • control system 4 On the basis of vehicle wheel and engine speed, control system 4 also provides for detecting skidding of the wheels and accordingly controlling the power of the vehicle engine. Finally, control system 4 presents a known pushbutton panel (not shown) installed in the passenger compartment of the vehicle, for setting the engine speed and, therefore, the speed of the vehicle, and which is particularly useful when driving along motorways.
  • control system 4 also provides for many more advantages, such as the straightforward design of control member 1; troublefree connection to hub 15 of throttle 14; the absence of numerous parts subject to mechanical stress and wear, thus providing for increased working life and reduced maintenance; compact design; and, finally, relatively low cost in view of the numerous advantages involved.
  • control member 1 As described and illustrated herein without, however, departing from the scope of the present invention.
  • device 2 may be installed on any type of fluid circuit, which fluid, on a vehicle for example, may consist of air, an air-fuel mixture or pure fuel. Moreover, device 2 may present an on-off member other than that represented by throttle 14.

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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)
EP90108825A 1989-05-12 1990-05-10 Stellglied für einen Flüssigkeitsdurchfluss steuernde Vorrichtung, insbesondere in einem Kraftfahrzeug Withdrawn EP0397174A1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT6735589 1989-05-12
IT8967355A IT1232730B (it) 1989-05-12 1989-05-12 Organo di comando per un dispositivo modulatore di una portata di un fluido particolarmente in un veicolo

Publications (1)

Publication Number Publication Date
EP0397174A1 true EP0397174A1 (de) 1990-11-14

Family

ID=11301708

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90108825A Withdrawn EP0397174A1 (de) 1989-05-12 1990-05-10 Stellglied für einen Flüssigkeitsdurchfluss steuernde Vorrichtung, insbesondere in einem Kraftfahrzeug

Country Status (3)

Country Link
EP (1) EP0397174A1 (de)
BR (1) BR9002215A (de)
IT (1) IT1232730B (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0684371A3 (de) * 1994-05-27 1996-08-21 Magneti Marelli Spa System zur Klopfunterdrückung in einer Brennkamer einer Brennkraftmaschine.
EP0859139A3 (de) * 1997-02-13 2000-07-26 Denso Corporation Drosselklappen-Betätigungsvorrichtung

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3013984A1 (de) * 1980-04-11 1981-10-22 Robert Bosch Gmbh, 7000 Stuttgart Stelleinrichtung zur drehwinkeleinstellung von stellgliedern
DE3039521A1 (de) * 1980-10-20 1982-05-19 Vdo Adolf Schindling Ag, 6000 Frankfurt Einrichtung zur regelung der leerlaufdrehzahl von otto-motoren, insbesondere von kraftfahrzeugmotoren
EP0281466A1 (de) * 1987-02-23 1988-09-07 Regie Nationale Des Usines Renault Motoreinrichtung für ein drehbares Klappenventil

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3013984A1 (de) * 1980-04-11 1981-10-22 Robert Bosch Gmbh, 7000 Stuttgart Stelleinrichtung zur drehwinkeleinstellung von stellgliedern
DE3039521A1 (de) * 1980-10-20 1982-05-19 Vdo Adolf Schindling Ag, 6000 Frankfurt Einrichtung zur regelung der leerlaufdrehzahl von otto-motoren, insbesondere von kraftfahrzeugmotoren
EP0281466A1 (de) * 1987-02-23 1988-09-07 Regie Nationale Des Usines Renault Motoreinrichtung für ein drehbares Klappenventil

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0684371A3 (de) * 1994-05-27 1996-08-21 Magneti Marelli Spa System zur Klopfunterdrückung in einer Brennkamer einer Brennkraftmaschine.
US5640940A (en) * 1994-05-27 1997-06-24 MAGNETI MARELLI S.p.A. System for reducing the phenomena of detonation in a combustion chamber of an internal-combustion engine
EP0859139A3 (de) * 1997-02-13 2000-07-26 Denso Corporation Drosselklappen-Betätigungsvorrichtung

Also Published As

Publication number Publication date
IT8967355A0 (it) 1989-05-12
IT1232730B (it) 1992-03-04
BR9002215A (pt) 1991-08-13

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