EP0646708B1 - Throttle control method and device for operating internal combustion engines - Google Patents

Throttle control method and device for operating internal combustion engines Download PDF

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Publication number
EP0646708B1
EP0646708B1 EP94307086A EP94307086A EP0646708B1 EP 0646708 B1 EP0646708 B1 EP 0646708B1 EP 94307086 A EP94307086 A EP 94307086A EP 94307086 A EP94307086 A EP 94307086A EP 0646708 B1 EP0646708 B1 EP 0646708B1
Authority
EP
European Patent Office
Prior art keywords
throttle
control assembly
engine
fuel supply
condition
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
EP94307086A
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German (de)
English (en)
French (fr)
Other versions
EP0646708A1 (en
Inventor
Henning Morgan Henderson
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.)
HENDERSON, HENNING MORGAN
Original Assignee
Individual
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Filing date
Publication date
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Publication of EP0646708A1 publication Critical patent/EP0646708A1/en
Application granted granted Critical
Publication of EP0646708B1 publication Critical patent/EP0646708B1/en
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
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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
    • F02D2009/0255—Arrangements; Control features; Details thereof with means for correcting throttle position, e.g. throttle cable of variable length
    • 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
    • F02D2009/0257—Arrangements; Control features; Details thereof having a pin and slob connection ("Leerweg")

Definitions

  • This invention relates to a throttle control method and device for operating internal combustion engines and, more particularly, but not exclusively, internal combustion engines installed in motor vehicles and, still more particularly, heavy duty motor vehicles.
  • the invention relates to throttle control which is aimed at diminishing the adverse effects of manipulating the throttle control mechanism or accelerator in an undesirable or highly uneconomic manner.
  • the adverse effect of particular interest is poor fuel consumption, as well as the increased wear and tear associated with poor or abusive throttle control.
  • the invention is most particularly concerned with diesel powered engines but the same principles generally apply to other engines and the scope hereof is intended to include such other engines.
  • Diesel engines are widely used in many different applications. Probably the most common of these is in motor transport vehicles but numerous other applications include agricultural tractors; earth working machines such as bulldozers, front end loaders, mechanical shovels and the like; fork lift trucks, cranes and locomotives as well as mechanical coal picks; and, stationary applications such as air compressors and the like.
  • the engine is required to accommodate varying loads and to provide maximum power at times, and regularly, for significant periods of time, after which reduced power, or in fact no power, may be demanded for other periods of time.
  • the device proposed in my earlier patent had a generally beneficial effect, it suffers from certain deficiencies, particularly in that the lost motion mechanism may become operative when the driver is in a critical stage of driving and requires the additional power corresponding to a fully or near fully open throttle condition.
  • a particularly important further feature of this aspect of the invention provides for the fuel supply control means to be automatically moved to reduce fuel flow to the internal combustion engine irrespective of the fact that the manually operable throttle operating mechanism remains in a position corresponding to full or near full throttle; and, in such a case, for full throttle operation of the fuel supply control means to be allowed again only subsequent to the manually operable throttle operating mechanism having been moved to a predetermined extent towards a position corresponding to a closed condition of the throttle.
  • a linkage which selectively provides for lost motion to be included in the throttle operating mechanism in which case movement of the fuel supply control means to reduce fuel flow to the engine is brought about by activating or de-activating the linkage to provide for said lost motion; for the degree of said lost motion to be adjustable so that the extent of reduction of fuel flow to the engine can be set so as not to significantly affect the engine speed under the prevailing load as required by this invention; and for said reduction in fuel flow to range between 5 and 50% depending on engine characteristics, operating conditions and the like.
  • the invention also provides a control assembly for operating an internal combustion engine and for controlling the operation of fuel supply control means associated with an internal combustion engine and wherein the fuel supply control means is activated by a manually operable throttle operating mechanism, the control assembly including reduction means for reducing fuel flow to the engine by way of the fuel supply control means when the manually operable throttle operating mechanism is in a full or near full throttle condition, said control assembly including delay means allowing full throttle condition of the fuel supply control means for a predetermined period of time (a first condition of the control assembly) following which said control assembly is operable to reduce the fuel supply to the engine with the manually operable operating means remaining in a condition corresponding to full or near full throttle (a second condition of the control assembly); said control assembly being adjustable such that the extent to which fuel flow to the engine is reduced can be set to provide a fuel flow reduction having substantially no affect on the engine speed under a prevailing constant load.
  • reduction means to be a throttle limiting unit having a first condition in which full operation of a throttle is allowed, and a second condition in which somewhat restricted operation of the throttle is available so as to prevent full throttle opening in which case a controller (forming part of the control assembly) is adapted to select which of the two conditions prevail at any particular time; for sensing means to be provided for detecting the extent of throttle opening or position of the throttle operating mechanism at any time; for the delay means to be embodied in the controller; for the internal combustion engine to be that of a motor vehicle, in particular a diesel engine of a heavy duty motor vehicle; and for the throttle limiting unit to be linkage which selectively provides for lost motion in a throttle linkage in said second condition.
  • the controller to embody a micro-processor which is adapted to enable the controller operation to be set, selectively, according to signals received from the sensing means, between two different sets of parameters, one corresponding to "city” driving conditions, and one corresponding to "country” driving conditions; for the controller to be adapted to determine the rate of change of position of the throttle mechanism and, under "city” driving conditions, to cause the throttle limiting unit to adopt the second condition in the event that the throttle operating mechanism is moved excessively rapidly; for the controller to be adapted to count the number of accelerator movements within a predetermined time interval corresponding to normal acceleration of a vehicle through the gears and to cause the throttle limiting unit to adopt the second condition when in excess of a predetermined number of throttle operations has been detected within such time interval; for the said period of time to be substantially longer in the "country” driving mode than in the "city” driving mode to provide maximum safety during long overtaking movements; for the controller to be adapted to sense the difference between "city” driving conditions and "country” driving conditions in consequence of
  • sensing means suitable for use in a device as defined above and comprising two parts each adapted for connection directly or indirectly one to a movable part of a throttle operating mechanism, and one to a part which is stationary relative thereto, and wherein the one part comprises a coil and the other part comprises a magnetic substance, the relationship being such that movement of the magnetic substance relative to the coil causes changes in the inductance of the coil with a consequent change in frequency of a signal applied thereto.
  • the magnetic member to be in the form of an elongate member movable into and out of a hollow core of the coil; for the coil to be energised by a suitable oscillator; and for the elongate magnetic member to be in the form of a rod, in particular a ferrite rod.
  • the invention still further provides for the throttle limiting unit to be maintained in said first condition by means of an electromagnetic coil in which case the invention provides that, preferably, the polarity of the electrical supply to the electromagnetic coil is reversed at the instant when it is required that the second condition of the throttle limiting unit be adapted.
  • the throttle limiting unit is a linear link of the general type described in my European Patent Application No. 93307446.0 filed 21 September 1993.
  • the invention still further provides for the controller to be programmable as to the exact conditions under which the throttle limiting unit assumes the second condition; in particular the number of accelerator operations allowed in a predetermined time period; the time period for which the accelerator can remain in a fully or excessively depressed condition both in the "town" and "country” driving modes; for the controller to embody an EPROM which renders it programmable; for the programming to be effected by way of a releasable separate programmer unit; and for the programmer unit to assume two different forms, one sophisticated form for effecting major programming at a factory or major installation centre; and, a small unit for effecting minor programming after installation of the control assembly in a vehicle.
  • the throttle control assembly provided by this invention is associated with a diesel pump 1 having the usual throttle control arm 2 rotatable about a pivot 3.
  • Various extents of rotation of the arm are illustrated in Fig. 1 as being 100%, 98%, and 75% of full opening and the three positions are indicated by numerals 3, 4, and 5 respectively. The significance of this will become more apparent later.
  • the throttle control lever 2 is illustrated as being moved by a simple, single, axially movable rod 6 embodying within its length a linear link lost motion unit 7 which forms the throttle limiting unit identified above.
  • the rod is shown, for simplicity, as being operated directly by an accelerator pedal 8 whereas, as will be known by those skilled in the art, various different mechanisms are used to convey the motion of an accelerator pedal to the throttle control lever.
  • linear link 7 is more fully described in my aforementioned European Patent No. 93307446.0 and the description in that complete patent application is included herein by reference.
  • the linear link comprises two telescopically movable units which are lockable, by means of a solenoid latching mechanism, in a relatively extended position whilst the solenoid is energised and, when the solenoid is de-energised, are allowed to move relative to each other to collapse the length of the linear link to an adjustable extent and provide for lost motion between the accelerator pedal and throttle control arm.
  • the linear link is of a nature adapted to be in compression when the accelerator pedal is depressed in order to increase fuel flow to the engine. It will be understood by those skilled in the art that there are numerous arrangements in which a linear link of this -nature may be in tension in order to open the throttle of an engine and, in such a case, the linear link would be modified as described in my said earlier patent.
  • the linear link 7 comprises basically a composite outer member 8 having a longitudinal bore therethrough and within which is a telescopically movable inner member 9 in the form of a rod.
  • the inner member has, at its one end, a first coupling member 10 secured thereto by means of a screw-threaded spigot 11 extending into a complimentarily screw-threaded socket 12 on the first coupling member 10.
  • a screw-threaded zone 13 At the other end of the inner member, is a screw-threaded zone 13 on which is located a complimentarily screw-threaded stop member 14 which is axially adjustable in position.
  • the outer member is freely movable between a position in which the first coupling member 10 abuts the adjacent end 15 of the outer member and a position in which an inwardly directed flange 16 prevents the stop member 14 from moving further into the outer member.
  • the extent of this free movement is therefore adjustable, firstly by adjusting the position of the screw-threaded stop member 14 at the one end of the rod and, secondly, by adjusting the extent to which the other screw-threaded end 11 of the rod projects into the screw-threaded socket 12.
  • the stop member 14 is releasably locked in position by means of a lock nut 17 whilst the socket 12 is locked to the screw-threaded spigot 11 by means of a grub screw 18 engaging on suitable flat surfaces 19 provided on the screw threaded spigot.
  • the two members are spring biased by means of a compression spring 20 acting between the stop member 14 and a blind end 21 to a tubular second coupling member 22 secured at its open end 23 to the outer member 8 and having at its closed end a screw-threaded spigot 24 extending therefrom.
  • a co-axial solenoid coil 25 Carried on the outside of the outer member is a co-axial solenoid coil 25. Axially adjacent to the solenoid coil, the wall of the outer member is provided with four equally angularly spaced perforations 26 each of which serves to locate a steel catch element in the form of a spherical ball 27. These balls are held captive by an inner truncated conical surface 28 of an axially movable retainer member 29. The truncated conical surface is directed with the larger end towards the solenoid coil and a light spring 30 urges the retainer member towards the solenoid coil.
  • the inner member has a circumferential groove 31 in its outer surface in a position exactly opposite the steel balls 27.
  • the retainer member thus urges the steel balls into engagement with the groove.
  • This arrangement is such that when the solenoid is de-energised, the strength of the spring 30 is insufficient to prevent the axial compression in the linear link from moving the balls out of the groove and accordingly providing for free movement of the rod within the outer member to the extent allowed by the first coupling 10.
  • a predetermined amount of lost motion which is adjustable, is therefore provided.
  • the linear link acts as an incompressible compression member whereas, with the solenoid de-energised, the degree of lost motion indicated is provided.
  • the position of the accelerator pedal which corresponds to the maximum throttle opening in the second condition will, for ease of description, be termed the "latch" position of the accelerator.
  • the controller is also connected to a sensor unit 42 which has a linearly movable member 43 connected to the throttle control arm 2, or any other suitable part which moves in unison with accelerator pedal 8.
  • the linearly movable member can be the inner of a Bowden cable 44.
  • the sensing unit comprises a circular cross-sectioned elongate coil 45 fixed relative to a housing 46 and wherein the linearly movable member 43 is attached to a ferrite core 47 movable axially into and out of the hollow core of the coil 45.
  • the ferrite core 47 is biased by means of a compression spring 48 to the inner position and the linearly movable member 43 is adapted to pull the ferrite core out of the coil according to movement of the throttle control lever and thus the accelerator pedal.
  • the arrangement is such that the axial position of the core relative to the coil dictates the frequency of a signal applied to the coil in consequence of the varying inductance of the coil.
  • the controller co-operates with the sensor unit so that information concerning the position of the core within the coil, or the rate of movement of the core into or out of the coil, can be determined by the controller 40.
  • the controller comprises basically a microprocessor 49 connected to a non-volatile EPROM memory 50 which stores the required programmable information.
  • the micro-processor operates, by way of a pulse width modulator controller 51, a linear link controller 52 which controls the power supply to the solenoid of the linear link.
  • the linear link controller is adapted to apply a reverse polarity to the solenoid momentarily at the instant of de-energisation of the solenoid to ensure proper disengagement of the retainer.
  • a feedback circuit 53 is provided from the linear link controller.
  • the input which is basically a frequency input 54 from the sensor, is fed to the microprocessor. Also a power fail detection circuit 55 for the purpose of indicating if the power was removed from the controller is provided.
  • any required LED indicators can be provided and, in particular, an LED indicator may especially be provided to indicate whether or not the unit has been tampered with, in particular whether or not the power supply to the unit has been tampered with. Further, if no activity is detected within the microprocessor whilst the motor vehicle ignition is on, the tamper light will be ignited.
  • Another LED may be installed in the drivers vision to indicate, for example by a slow flash, that the linear link is de-latched and by a fast flash that the controller has detected a full or near full throttle condition of the accelerator.
  • microprocessor is programmable and the following is an outline of the items which can be programmed or made adjustable as may be required.
  • the microprocessor is programmed such that the following activities are allowed or cause de-activation of the solenoid of the linear link to thereby cause the linear link to collapse or adopt the second condition described above.
  • the microprocessor can be programmed so that all normal and necessary driving behaviour, insofar as the accelerator is concerned, is accommodated, and the linear link does not become de-activated, and therefore operative to limit the extent to which the throttle can be opened, whilst satisfactory driving of a vehicle is taking place.
  • the variables are programmable into the microprocessor and associated EPROM by means of a comprehensive programming unit 56 which has an input keyboard and other necessary switches to programme the controller for the type of vehicle with which it is to be used and to include various other variables.
  • This comprehensive programmer unit is simply plugged into the controller as and when required.
  • a simple and inexpensive programmer unit 57 can also be plugged into the controller and this programmer unit simply enables the controller, once set for a particular type of vehicle, to be set for the individual vehicle in which it is mounted.
  • This programmer unit enables the controller to be set according to the output from the sensor unit in the idle position of the accelerator pedal; in the 100% depressed condition of the accelerator pedal; and in the selected percentage position of the accelerator pedal chosen according to the vehicle performance figures and set manually on the adjustment nuts of the linear link.
  • control arm 60 of the diesel fuel pump 61 is attached, by means of a connection element 62 to a simple switch 63.
  • the switch is connected to a controller 64 which embodies a simple timer, and the apparatus is powered by the motor vehicle battery 65.
  • a linear link 66 providing for lost motion, and substantially as described above, is included in the linkage 67 connecting the fuel control arm 60 with the accelerator pedal 68.
  • the linear link 66 is arranged such that lost motion is provided when the solenoid is de-energised through the action of the controller 64 and switch 63.
  • the switch 63 is such that it is closed when the fuel control arm 60 is in a full throttle or near full throttle condition, and this causes a timer in the controller to operate. After the expiry of the predetermined time, the solenoid is de-energised to provide for lost motion in the linear link, and a corresponding reduction in the fuel supplied to the associated engine, by virtue of the fact that the control arm moves towards a closed position, by a predetermined extent.
  • the time period of 6 to 10 seconds may be made to apply only in the "working" gears as those used in the field. In higher gears, used for "driving" or towing, the time period of 6 to 10 seconds may need to be extended.
  • a pneumatic or hydraulic piston and cylinder assembly could be employed in which an inlet-outlet 70 on one side of a piston 71 and an inlet-outlet 72 on the opposite side are simply controlled by means of a valve assembly 73, conveniently electrically operated, in consequence of the operation of a controller as described above.
  • Screw-threaded adjustment nuts 74 and 75 enable the extent of the fuel supply reduction to be adjusted as required

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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)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP94307086A 1993-09-30 1994-09-28 Throttle control method and device for operating internal combustion engines Expired - Lifetime EP0646708B1 (en)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
ZA934060 1993-09-30
ZA934060 1993-09-30
ZA939352 1993-12-14
ZA939352 1993-12-14

Publications (2)

Publication Number Publication Date
EP0646708A1 EP0646708A1 (en) 1995-04-05
EP0646708B1 true EP0646708B1 (en) 1997-05-21

Family

ID=27142276

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Application Number Title Priority Date Filing Date
EP94307086A Expired - Lifetime EP0646708B1 (en) 1993-09-30 1994-09-28 Throttle control method and device for operating internal combustion engines

Country Status (11)

Country Link
EP (1) EP0646708B1 (enrdf_load_stackoverflow)
AP (1) AP487A (enrdf_load_stackoverflow)
AT (1) ATE153416T1 (enrdf_load_stackoverflow)
AU (1) AU669081B2 (enrdf_load_stackoverflow)
BR (1) BR9403941A (enrdf_load_stackoverflow)
CA (1) CA2132924A1 (enrdf_load_stackoverflow)
DE (1) DE69403298T2 (enrdf_load_stackoverflow)
ES (1) ES2102152T3 (enrdf_load_stackoverflow)
SG (1) SG50353A1 (enrdf_load_stackoverflow)
TR (1) TR28781A (enrdf_load_stackoverflow)
TW (1) TW270961B (enrdf_load_stackoverflow)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108762229A (zh) * 2018-05-28 2018-11-06 湖南汽车工程职业学院 一种自动驾驶汽车油门控制系统的检测调试方法

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10113491B2 (en) * 2016-04-18 2018-10-30 Caterpillar Inc. Air-intake shutoff valves for engines

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2046381C3 (de) * 1970-09-19 1975-10-30 Zahnradfabrik Friedrichshafen Einrichtung zur automatischen Verstellung der Kraftstoffzufuhr zu Brennkraftmaschinen mit nachgeschaltetem Lastschaltgetriebe
US3952714A (en) * 1971-07-05 1976-04-27 Robert Bosch Gmbh Link length adjusting apparatus
FR2188688A5 (enrdf_load_stackoverflow) * 1972-06-02 1974-01-18 Peugeot & Renault
DE2719209A1 (de) * 1977-04-29 1978-11-09 Guenther Zankl Vorrichtung zur begrenzung des kraftstoffverbrauchs bei einem kraftfahrzeug
DE3703802C1 (de) * 1987-02-07 1988-05-26 Daimler Benz Ag Vorrichtung zur Begrenzung der Drehzahl einer ein Fahrzeug antreibenden Brennkraftmaschine
DK0589666T3 (da) * 1992-09-22 1997-07-21 Henderson Henning M Lineært forbindelsesled, der selektivt sørger for dødgang

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108762229A (zh) * 2018-05-28 2018-11-06 湖南汽车工程职业学院 一种自动驾驶汽车油门控制系统的检测调试方法
CN108762229B (zh) * 2018-05-28 2020-10-30 湖南汽车工程职业学院 一种自动驾驶汽车油门控制系统的检测调试方法

Also Published As

Publication number Publication date
BR9403941A (pt) 1995-06-13
SG50353A1 (en) 1998-07-20
ES2102152T3 (es) 1997-07-16
DE69403298T2 (de) 1997-09-11
TR28781A (tr) 1997-03-06
AP9400677A0 (en) 1994-10-31
AU669081B2 (en) 1996-05-23
AU7430794A (en) 1995-04-13
HK1000606A1 (en) 1998-04-09
EP0646708A1 (en) 1995-04-05
TW270961B (enrdf_load_stackoverflow) 1996-02-21
ATE153416T1 (de) 1997-06-15
DE69403298D1 (de) 1997-06-26
CA2132924A1 (en) 1995-03-31
AP487A (en) 1996-05-03

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