EP0450633B1 - Regeleinrichtung für die Leerlaufluftmenge für ein Automobil - Google Patents

Regeleinrichtung für die Leerlaufluftmenge für ein Automobil Download PDF

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Publication number
EP0450633B1
EP0450633B1 EP91105372A EP91105372A EP0450633B1 EP 0450633 B1 EP0450633 B1 EP 0450633B1 EP 91105372 A EP91105372 A EP 91105372A EP 91105372 A EP91105372 A EP 91105372A EP 0450633 B1 EP0450633 B1 EP 0450633B1
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EP
European Patent Office
Prior art keywords
valve
shaft
amount
controlling
automobile according
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
EP91105372A
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English (en)
French (fr)
Other versions
EP0450633A1 (de
Inventor
Yuki Ejiri
Tsutomu Okazaki
Koichiro Yamada
Chiaki Niida
Hiroaki Saeki
Hideki Honma
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.)
Hitachi Ltd
Hitachi Automotive Systems Engineering Co Ltd
Original Assignee
Hitachi Automotive Engineering Co Ltd
Hitachi Ltd
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 Hitachi Automotive Engineering Co Ltd, Hitachi Ltd filed Critical Hitachi Automotive Engineering Co Ltd
Publication of EP0450633A1 publication Critical patent/EP0450633A1/de
Application granted granted Critical
Publication of EP0450633B1 publication Critical patent/EP0450633B1/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
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/30—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines
    • F02M69/32—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines with an air by-pass around the air throttle valve or with an auxiliary air passage, e.g. with a variably controlled valve therein
    • 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
    • F02M3/075—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 the valve altering the fuel conduit cross-section being a slidable valve

Definitions

  • This invention relates to an apparatus for controlling an amount of idling air of an engine in an automobile using a valve which regulates a flow rate of a liquid and, more particularly, using a fluid control valve which controls a fluid by axially moving a valve body fixed to a valve shaft.
  • Such valves as a fluid control valve disclosed in Japanese Patent Unexamined Publication No. 56-94079, a fuel injection valve for an automobile disclosed in U.S. Patent No. 4,360,161 or the like, and an idling air amount control valve for an automobile disclosed in Japanese Patent Unexamined Publication No. 64-24133 or the like are each designed in such a manner that a rod-like valve shaft provided with a valve body is axially moved by driving means, e.g., an electromagnetic solenoid, so as to open/close the valve to thereby control a flow rate of a fluid.
  • driving means e.g., an electromagnetic solenoid
  • EP-A- 229 315 discloses an apparatus for controlling an amount of idling air of an automobile comprisisng the precharacterizing features of claim 1.
  • valve shaft is supported by a leaf spring and arranged to axially move as it is. Since the valve shaft is secured to the leaf spring, the portion where the leaf spring and the valve shaft are secured together may depict an arcuate trace during the movement of the valve shaft, and therefore, the valve shaft cannot move straight along its axial line. As a result, the axial line of the valve is displaced from the center of the valve, thereby making unstable the flow rate control characteristic.
  • an apparatus as claimed in claim 1 by providing means for absorbing vibrations of a valve shaft in a direction perpendicular to its axis.
  • valve shaft may be held between a plurality of elastic plates fixed on the inner surface of a valve casing.
  • a support member for such a valve shaft used in a fluid control valve comprises a disk having a center hole through which the valve shaft is inserted, an annular member formed around the disk, and an elastic piece one end of which is secured to the disk or the annular member, while the other end of the elastic piece is extended to the vicinity of the center of the hole, so that the annular member is fixed on the inner surface of the valve casing, and that the distal end of the elastic piece is pressed against the valve shaft which is extended through the hole.
  • the elastic piece may be provided in plural. In this case, the valve shaft will be held between the elastic pieces.
  • valve shaft moves axially while it is lightly pressed against the inner walls of the bearings, and consequently, the valve shaft will not be vibrated in the direction perpendicular to its axis.
  • valve shaft is supported by the elastic piece in the direction perpendicular to its axis. Therefore, even when the valve shaft is to be displaced in the direction perpendicular to its axis, the elastic piece absorbs the displacement. As a result, the valve shaft will not be easily displaced in that direction, and the valve shaft will not be vibrated nor inclined.
  • Control valves of said type applied to fluid control for an automobile are particularly subject to unfavorable influence of vibration of the engine.
  • deterioration of the flow rate characteristic caused by the engine vibration can be prevented by using the apparatus according to the present invention.
  • the support member has a simple structure comprising the disk, the annular member and the elastic piece fixed on them, and the support member also improves efficiency of assembling operation because it can be assembled in place merely by closely fitting the annular member into the inner wall of the valve casing at the time of assembling the control valve.
  • Fig. 1 is a diagram of a system to which the control valve of the apparatus of the present invention is applied;
  • Fig. 2 is a cross-sectional view of a control valve according to one embodiment of the present invention;
  • Fig. 3 is a perspective view of a vibration suppressing member shown in Fig. 2;
  • Fig. 4 is a perspective view of another embodiment of a vibration suppressing member;
  • Fig. 5 is a perspective view of a still other embodiment of a vibration suppressing member;
  • Fig. 6 is a cross-sectional view of an essential portion of the control valve provided with the vibration suppressing member shown in Fig. 5;
  • Fig. 7 is an enlarged cross-sectional view showing an improved structure of an orifice portion of the control valve; and
  • Fig. 8 is a graph illustrative of an effect produced by the improved orifice structure shown in Fig. 7.
  • Fig. 1 illustrates one embodiment according to the present invention.
  • Reference numeral 1 denotes an engine provided with a suction pipe 2 and an exhaust pipe 3.
  • the suction pipe 2 is provided with a throttle valve chamber 6 including a throttle valve 4 and a bypass line (passage) 5.
  • an air flowmeter 9 which comprises a vane 7 for measuring an amount of air and a potentiometer 8 for converting an angle of rotation of this vane 7 into an electric output signal.
  • An air cleaner 10 is installed further on its upstream side.
  • Reference numeral 11 denotes an EGR valve (Exhaust Gas Recircular valve) provided on a conduit connecting the suction pipe 2 and the exhaust pipe 3 so as to return a part of the exhaust to the suction system.
  • EGR valve Exhaust Gas Recircular valve
  • Numeral 12 denotes a water temperature sensor which detects a temperature of cooling water in the engine 1 and converts it into an electric output signal
  • numeral 18 denotes a crank angle sensor which detects a rotational number of the engine 1 and converts it into an electric output signal
  • Numeral 19 denotes an arithmetic processing circuit (computer) which receives and processes various input signals so as to supply certain outputs to the idle running control apparatus 20 and a fuel injection valve 21. This arithmetic processing circuit functions as a central unit of electronic control of the engine, which supplies inputs to the apparatus according to the invention as well.
  • the idle running control apparatus 15 is provided on the bypass line 5 of the throttle valve chamber 6 so as to control an amount of air bypassing the throttle valve 4.
  • FIG. 2 there will now be described a first embodiment of an air amount control valve for use in the idle running control apparatus to which the present invention is applied.
  • a conduit 102 of a valve casing 101 communicates with the downstream side of the throttle valve, and a conduit 103 communicates with the upstream side of the throttle valve.
  • a center shaft 105 provided at the center portion of a valve 104 is axially movably supported by a bearing 106 which is fixed on the valve casing 101.
  • a gap between the conduits 102 and 103 can be completely closed.
  • a caulking member 105a is fastened on the center shaft 105 so as to caulkingly fix plates 108 and 109.
  • An inner ring portion of a diaphragm 110 is held between the plates 108 and 109.
  • the plates 108 and 109 are provided with an orifice 111 in communication with the conduit 103.
  • An outer ring portion of the diaphragm 110 is held between the valve casing 101 and a solenoid casing 112.
  • a bearing plate 129, which is secured on the casing 112, includes a cylindrical portion at the center which receives the shaft 105 passing therethrough.
  • a solenoid assembly 116 is fixedly contained in the solenoid casing 112.
  • the solenoid assembly 116 comprises a plunger 114 movable in the same direction as the center shaft 105, a solenoid core 115 which attracts the plunger 114, an annular coil 116a formed to surround the plunger 114 and the core 115, a shaft 117 fixed on the plunger 114, a spring 118 which presses the plunger 114 toward the valve 104, and an adjust screw 119 which adjusts preset loading of the spring 118 and supports the shaft 117 in a bearing hole at the center. All these components are entirely molded by a mold resin material 120.
  • a valve body 121 made of rubber is installed in the plunger 114. Further, a spring 113 is provided between the bearing plate 129 and the plunger 114 so as to press the plunger 114 toward the adjust screw 119.
  • the solenoid in this arrangement is a linear solenoid whose movable part moves in a linear characteristic in response to a current.
  • the plunger 114 is moved toward the core 115, and the valve body 121 is moved along with the plunger 114, so that the valve body 121 is moved away from a terminal end of the center shaft 105.
  • a negative pressure in the conduit 102 passes through a bore 122, a conduit 131 within the center shaft 105, and an orifice 132 at the distal end of this shaft, and is introduced into a chamber 123 between the diaphragm 110 and the solenoid casing 112.
  • the orifice 111 Although part of the negative pressure leaks through the orifice 111, most of the negative pressure is introduced into the chamber 123 so as to make the pressure in this chamber lower than that in the conduit 103. Due to the difference between the pressure in the chamber 123 and that in the conduit 103, the diaphragm 110 is drawn toward the left of the drawing, and thus, the valve 104 is opened by the shaft 105. With the negative pressure which has leaked through the orifice 111 and the negative pressure which has been introduced via the valve 104 being in equilibrium, the center shaft 105 is moved in such a manner that the orifice 132 at the distal end of the shaft 105 is closely fitted to the valve body 121 of the plunger 114.
  • the orifice 132 When the orifice 132 is closed, the pressures tend to balance through the orifice 111. At that balancing, the diaphragm 110 is displaced toward the right of the drawing, and the orifice 132 is then opened to introduce the negative pressure in the conduit 102 into the chamber 123 again, displacing the diaphragm 110 toward the left of the drawing. Thus, the valve 104 is moved to a position corresponding to the displacement of the plunger 114 and retained in that position.
  • the springs 113, 118 and 130 serve to prevent the valve 104 and the valve body 121 (i.e., the plunger 114) from being displaced due to the vibration or oscillation.
  • the adjust screw 119 provided at the rear end of the solenoid serves to adjust non-uniformity of the load of the spring 118 as a result of errors in production and assembling.
  • valve 104 is completely closed not only when there is no power supply but also when the diaphragm 110 is broken. Even when the orifice 111 is clogged, the valve 104 will not be opened so long as the valve body 121 is closed. In this manner, there can be obtained an effect that the valve 104 is closed even if something is the matter with such component parts.
  • a vibration suppressing member shown in Fig. 3 is provided on the inner periphery of the valve casing 101.
  • the vibration suppressing member 13 is made of a thin metal plate and shaped like a cup.
  • An opening through which the center shaft 105 is extended is formed at the center of a disk portion 16 of the vibration suppressing member 13.
  • a leaf spring 14 is secured on the disk portion 16 by rivets 17. The leaf spring 14 is arranged to be contacted with the outer surface of the center shaft 105 with a predetermined force when the center shaft 105 is extended through the opening.
  • the cup-like vibration suppressing member 13 having the above structure is fixed in the valve casing 101 when an outer peripheral annular portion 15 of the former is closely fitted into an inner peripheral annular portion of the latter.
  • the solenoid assembly 116 is placed at the inside of the solenoid casing 112 with a seal ring 133 being interposed therebetween.
  • the distal end of the casing 112 is caulked and secured to the mold resin surface of the solenoid assembly 116.
  • valve body 121 made of rubber is molded on the distal end of the shaft 117 and press-fitted in a center hole of the plunger 114 so as to secure both these members to the plunger 114.
  • the spring 118 is provided around the shaft 117 of the plunger assembly, and while this shaft 117 is inserted into the bearing hole of the adjust screw 119, the plunger 114 is loosely fitted into a center hole of the solenoid 116a.
  • the spring 113 is then set in the center hole of the plunger 114, and the bearing plate 129 is fixed on the end face of the solenoid 116a so as to receive one end of the spring 113.
  • the plunger 114 is located at a position where pressing forces of the springs 113 and 118 are balanced.
  • a caulker 105a is fixed to the center shaft 105, and then, the plate 108, the diaphragm 110 and the plate 109 are set in this order to the caulker 1059 from the left of Fig. 2, so as to caulkingly fix these three members by folding the left end of the caulker 105a outwardly. Then, the vibration suppressing member 13 is provided on the center shaft 105, and thereafter the valve 104 is molded and fixed at a predetermined position of the center shaft 105.
  • the center shaft assembly thus obtained is fixed with its end on the side of the valve 104 being inserted into a hole of the bearing 106 around which the spring 130 is provided, while the outer peripheral cylindrical portion of the vibration suppressing member 13 is press fitted in the inner peripheral surface of the valve casing 101.
  • the outer peripheral edge of the diaphragm 110 is held on a flat portion formed on the peripheral end face of an opening of the valve casing 101, and at the same time, the end of the center shaft 105 on the side of the diaphragm 110 is inserted through the bearing hole of the bearing plate 129 into the center hole of the plunger 114. While the distal end of the shaft 105 is contacted with the end face of the valve body 121, the peripheral end face of the solenoid casing 112 on the side of the opening is superposed on the peripheral edge of the diaphragm 110.
  • the spring 118 urges the center shaft 105 toward the right of the drawing with a certain force against forces of the springs 113 and 130, thus pressing the valve 104 against the seat 107 with a certain force.
  • the leaf spring 14 exerts a pressing force, i.e., a lateral force onto the center shaft 105 in a direction perpendicular to the shaft.
  • a pressing force i.e., a lateral force onto the center shaft 105 in a direction perpendicular to the shaft.
  • the center shaft 105 is pressed to the cylindrical portion of the bearing plate 129 which forms a bearing and to the inner peripheral surface of the bearing hole of the bearing 106.
  • the center shaft 105 will be affected by vibration transmitted from an engine not as an independent component having a certain mass but as a part of the valve assembly and the solenoid assembly, and consequently, the center shaft assembly will not be vibrated independently.
  • each spring must be determined to have a proper value in accordance with the magnitude of the lateral force.
  • the force of the spring 118 is increased, it will be also necessary to increase the electromagnetic force to attract the plunger 114. Taking the electromagnetic force into account as well, the force of such a spring must be accordingly determined.
  • reference numeral 120 denotes a mold resin material, in which a connecting terminal is provided and is connected with an outside electrical source terminal so as to supply electric power to the solenoid 116a.
  • Numeral 124 denotes a blind plug which closes an opening of a screw hole after the adjust screw 119 is set therein.
  • Numeral 125 denotes a layer formed on the inner peripheral surface of a bobbin around which a coil of the solenoid 116a is wound, and the surface of this layer has a low coefficient of friction.
  • the layer 125 is formed of a non-mangetic product, a thin metal or resin pipe or a coating layer of a solid lubricating material such as molybdenum disulfide or the like, serving to make smooth the axial movement of the plunger 114.
  • Fig. 4 illustrates a modification in which a linear spring 14a is employed.
  • the spring 14a consists of a curved portion which engages with the center shaft 105 and a coil spring portion which is retained in a peripheral edge portion of the bottom surface of the cup-like member due to the resilient force.
  • the coil spring portion is contracted inwardly and placed in the cup-like member so that it will be retained in the inner periphery of the cup-like member due to the resilient force when it is freed from contraction.
  • Fig. 5 illustrates another modification in which a member having two symmetrically formed leaf springs 14c and 14d is held by cut claws 16a formed on the disk portion 16 and secured to it by caulking the cut claws 16a.
  • Fig. 6 shows the vibration suppressing member including the two leaf springs 14c and 14d when it is attached to the valve casing 101.
  • the center shaft 105 is supported as held between the two leaf springs 14c and 14d, and consequently, the center shaft 105 is not pressed against the bearing 106 or the bearing plate so as to make smoother the axial movement of the shaft 105.
  • the distal end of the center shaft 105 is conically shaped to be brought not into plane-contact but into line-contact with the valve body 121.
  • the orifice 132 is designed to have a diameter of 1.2 mm, and the conical surface of the distal end of the shaft 105 is arranged to have an inclination ⁇ of 7° so that the valve body 121 and the orifice portion will be in contact substantially through a circular line.
  • the traction force of this embodiment is compared with that of a conventional example of plane-contact, results of the comparison being shown in Fig. 9.
  • the traction force between the valve body 121 and the center shaft 105 is increased about 30% (about 3g) at one stage.
  • the traction force in this embodiment is not increased but decreased rapidly.
  • the traction force is so large that it is necessary to largely displace the diaphragm 110 in order to separate the valve body 121 and the distal end of the center shaft 105. Therefore, the distance between these two members thus separated becomes too long, accordingly displacing the valve 104 to an unnecessary extent, resulting in an overshoot phenomenon of control of the air flow rate.
  • the traction force between the two members can be made remarkably small so as to prevent the overshoot phenomenon.
  • vibrations of the center shaft in radial directions can be suppressed to prevent unstable movements of the valve.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Magnetically Actuated Valves (AREA)

Claims (9)

  1. Vorrichtung zum Steuern einer Leerlaufluftmenge eines Verbrennungsmotors in einem Kraftfahrzeug, mit:
       einem Tauchkolben (114), der in einem Tauchmagneten vorgesehen ist und entsprechend einem in den Tauchmagneten (116a) eingegebenen Signal positioniert wird,
       einer Hohlwelle (105), die mit dem Tauchkolben (114) verbunden ist und auf einer Mittellinie einer Luftleitung (102, 103) vorgesehen ist, die eine Drosselklappe (4) in einem Ansaugrohr (2) umgeht und darin durch Lagermittel (106, 129) unterstützt ist,
       einem Ventilelement (104), das mit einem entsprechenden Sitz (107) in der Luftleitung (102, 103) zusammenwirkt, und einer Membran (110), die auf der Welle (105) so vorgesehen sind, daß ein Ende der Welle an der Auslaßseite des Ventilelements (104) geöffnet ist und das andere Ende der Welle (105), das in eine durch die Membran (110) definierte Unterdruckkammer (123) mündet, eine Ventilöffnung (132) ist, die mit einem am Tauchkolben (114) vorgesehenen Ventilkörper (121) als Ventilmechanismus arbeitet,
    dadurch gekennzeichnet, daß
       die Leerlauf-Steuervorrichtung ferner in der Luftleitung ein Wellenvorbelastungsmittel (14) enthält, das wenigstens in radialer Richtung gegen die Innenwände des Lagermittels (106, 129) eine Kraft auf die Welle (105) ausübt, wobei Schwingungen und eine Neigung des Ventilschafts (105) in einer zur Welle (105) senkrechten Richtung vermieden werden und das Wellenvorbelastungsmittel (14) die Vorschub-/Rückzugbewegung der Welle (105) in deren axialer Richtung nicht stört.
  2. Vorrichtung zum Steuern einer Leerlaufluftmenge eines Kraftfahrzeugs nach Anspruch 1,
       bei der das Wellenvorbelastungsmittel ein Federmechanismus (14) ist.
  3. Vorrichtung zum Steuern einer Leerlaufluftmenge eines Kraftfahrzeugs nach Anspruch 2, bei der der Federmechanismus (14) zwei Federn (14c, 14d) oder mehr enthält, die in radialen Richtungen, die in bezug auf die Welle einander entgegengesetzt sind, Kräfte erzeugen.
  4. Vorrichtung zum Steuern einer Leerlaufluftmenge eines Kraftfahrzeugs nach Anspruch 2, bei der der Federmechanismus wenigstens eine Blattfeder (14) ist.
  5. Vorrichtung zum Steuern einer Leerlaufluftmenge eines Kraftfahrzeugs nach Anspruch 2, bei der der Federmechanismus wenigstens eine Linearfeder (14a) ist.
  6. Vorrichtung zum Steuern einer Leerlaufluftmenge eines Kraftfahrzeugs nach Anspruch 4, bei der der Federmechanismus (14) durch Punktschweißen befestigt ist.
  7. Vorrichtung zum Steuern einer Leerlaufluftmenge eines Kraftfahrzeugs nach Anspruch 4, bei der der Federmechanismus (14) durch Biegen wenigstens eines Kunststoffbefestigungselements befestigt ist.
  8. Vorrichtung zum Steuern einer Leerlaufluftmenge eines Kraftfahrzeugs nach Anspruch 1, bei der das Ventil (104) ein Tragelement besitzt, das enthält:
    eine Scheibe (16) mit einer Mittelbohrung, durch die der Ventilschaft (105) eingeschoben ist; ein ringförmiges Befestigungselement (15), das um die Scheibe (16) so gebildet ist, daß die Scheibe (16) in einem Gehäuse (101) des Ventils befestigt wird, und bei der entweder an der Scheibe oder am ringförmigen Befestigungselement ein elastisches Teil (14) befestigt ist, das sich zur Mitte der Bohrung erstreckt, um auf den Ventilschaft (105), der durch die Bohrung verläuft, in einer zum Schaft (105) senkrechten Richtung wenigstens eine Druckkraft ausübt.
  9. Vorrichtung zum Steuern einer Leerlaufluftmenge eines Kraftfahrzeugs nach Anspruch 8, ferner mit einem Schwingungsunterdrückungsmittel (13), das aus wenigstens zwei elastischen Elementen (14c, 14d) besteht, die an der Innenwand eines Ventilgehäuses (101) befestigt sind, wobei der Ventilschaft (105) zwischen den gekrümmten Abschnitten an den entfernten Enden der elastischen Elementen (14c, 14d) gleitend gehalten wird.
EP91105372A 1990-04-06 1991-04-05 Regeleinrichtung für die Leerlaufluftmenge für ein Automobil Expired - Lifetime EP0450633B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2090349A JP2620571B2 (ja) 1990-04-06 1990-04-06 自動車のアイドルスピードコントロールバルブ
JP90349/90 1990-04-06

Publications (2)

Publication Number Publication Date
EP0450633A1 EP0450633A1 (de) 1991-10-09
EP0450633B1 true EP0450633B1 (de) 1995-07-12

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EP91105372A Expired - Lifetime EP0450633B1 (de) 1990-04-06 1991-04-05 Regeleinrichtung für die Leerlaufluftmenge für ein Automobil

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Country Link
EP (1) EP0450633B1 (de)
JP (1) JP2620571B2 (de)
KR (1) KR0175323B1 (de)
DE (1) DE69111111T2 (de)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05256233A (ja) * 1992-03-16 1993-10-05 Hitachi Ltd アイドル回転制御装置
JPH06109103A (ja) * 1992-09-24 1994-04-19 Hitachi Ltd エンジン点火系の駆動機構
KR20030015812A (ko) * 2001-10-05 2003-02-25 주식회사 원일 피엘지 차량의 배기 가스 재순환 솔레노이드 밸브
CN114352741A (zh) * 2022-01-20 2022-04-15 广东威灵电机制造有限公司 电子膨胀阀、制冷设备及汽车

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS50107848U (de) * 1974-02-13 1975-09-04
DE2551340C3 (de) * 1975-11-15 1979-03-08 Robert Bosch Gmbh, 7000 Stuttgart Luftventil für eine Kraftstoffeinspritzanlage
JPS584759U (ja) * 1981-07-01 1983-01-12 株式会社日立製作所 アイドル・スピ−ド・コントロ−ル・バルブ
JPS5830524A (ja) * 1981-08-14 1983-02-23 Hitachi Ltd 軸受装置
DE3410993A1 (de) * 1984-03-24 1985-09-26 Vdo Adolf Schindling Ag, 6000 Frankfurt Ventilanordnung
US4617889A (en) * 1984-04-11 1986-10-21 Hitachi, Ltd. Idle speed control device
JPS60194625U (ja) * 1984-06-06 1985-12-25 日本サ−ボ株式会社 軸受装置
JPS61197326U (de) * 1985-05-30 1986-12-09
JPS62111326U (de) * 1985-08-07 1987-07-15
KR870006308A (ko) * 1985-12-10 1987-07-10 미타 가쓰시게 자동차용 아이들회전 제어장치
JP2506117B2 (ja) * 1987-07-21 1996-06-12 株式会社日立製作所 アイドリング回転制御装置

Also Published As

Publication number Publication date
KR910018707A (ko) 1991-11-30
EP0450633A1 (de) 1991-10-09
KR0175323B1 (ko) 1999-03-20
JPH03290056A (ja) 1991-12-19
DE69111111T2 (de) 1996-01-18
DE69111111D1 (de) 1995-08-17
JP2620571B2 (ja) 1997-06-18

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