GB2197027A - I.c. engine throttle valve control - Google Patents

I.c. engine throttle valve control Download PDF

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Publication number
GB2197027A
GB2197027A GB08723789A GB8723789A GB2197027A GB 2197027 A GB2197027 A GB 2197027A GB 08723789 A GB08723789 A GB 08723789A GB 8723789 A GB8723789 A GB 8723789A GB 2197027 A GB2197027 A GB 2197027A
Authority
GB
United Kingdom
Prior art keywords
piston
positioning means
throttle
pressure chamber
speed
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.)
Granted
Application number
GB08723789A
Other versions
GB8723789D0 (en
GB2197027B (en
Inventor
Hans-Dieter Reinartz
Helmut Steffes
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.)
Continental Teves AG and Co oHG
Original Assignee
Alfred Teves GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Alfred Teves GmbH filed Critical Alfred Teves GmbH
Publication of GB8723789D0 publication Critical patent/GB8723789D0/en
Publication of GB2197027A publication Critical patent/GB2197027A/en
Application granted granted Critical
Publication of GB2197027B publication Critical patent/GB2197027B/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle 
    • B60K28/16—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle  responsive to, or preventing, skidding of wheels
    • 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
    • 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
    • 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
    • F02D2009/0264—Arrangements; Control features; Details thereof in which movement is transmitted through a spring
    • 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
    • F02D2009/0286—Throttle control device with accelerator lever defining a stop for opening the throttle, e.g. the throttle itself being opened by air flow, a spring

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Regulating Braking Force (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

The pulley 13 may be moved to increase or decrease throttle valve opening by operation of valves 8, 9 to connect the pressure chamber 2 to a pump 10 or a reservoir 11. The valves 8, 9 are electronically controlled in response to detection of vehicle wheel slip or change of speed from a set value and in the absence of detection of one of these conditions a switch 14 responsive to pulley position causes operation of the valves to maintain the piston 3 in a central position. An hydraulically-operated friction element 25 holds a throttle linkage rod 16 fixed during wheel slip. Brake operation may terminate vehicle speed control. <IMAGE>

Description

SPECIFICATION Traction slip and speed controlling device This invention relates to a traction slip and speed controlling mechanism for an automotive vehicle comprising an internal combustion engine controlled by a throttling valve, of the kind wherein a positioning means, in response to the skid of a driving wheel detected by a sensor, or in response to a speed signal, acts upon the throttling valve to close or open the latter, at least one block-type pulley being fixed to a rod of the positioning means, wherein a flexible traction member is guided about the pulley, the traction member, on the one hand, cooperating with the accelerator pedal and, on the other hand, with the throttling valve.
A device of the kind referred to is disclosed in Patent Application P 3623491.
An object of the invention is to improve known devices of this kind in such a way that, in addition to -traction slip control, speed control can also be realised.
According to the invention there is provided a traction slip and speed controlling mechanism for an automotive vehicle comprising an internal combustion engine controlled by a throttling valve, of the kind wherein a positioning means, in response to the skid of a driving wheel detected by a sensor, or in response to a speed signal, acts upon the throttling valve to close or open the latter, at least one block-type pulley being fixed to a rod of the positioning means, wherein a flexible traction member is guided about the pulley, the traction member, on the one hand, cooperating with the accelerator pedal and, on the other hand, with the throttling valve, characterised in that the positioning means is held in a central position as long as no speed or skid control is effected and, during a speed or skid control, is movable in either direction.
According to an embodiment of the invention, the positioning means comprises a piston including a piston rod, the piston being sealin gly guided in a cylinder. Advantageously, the control movement of the piston can be achieved in that the piston confines a pressure chamber which, through one or more valves; is in communication either with the pressure source or with the unpressurised reservoir.
A particularly favourable control of the piston movement is achieved in that the piston is prestressed through a spring to cause an enlargement of the throttle cross-section, and that the piston, in the event of a pressure increase in the pressure chamber is moved to cause a reduction of the cross-section of the throttle and, in the event of a pressure decrease in the pressure chamber is moved to cause an enlargement of the cross-section of the throttle.
The pressure in the pressure chamber can be changed in simple manner in that the pump and the compensating reservoir, through respective electro-magnetic 2-way/2-position valves, are in communication with the pressure chamber.
The central position of the positioning means, advantageously, can be defined in that the central position of the positioning means is defined through a position switch the button-actuating pin following the movement of the positioning means.
This is achievable, in simple manner, in that the button-actuating pin is in communication with the rod.
In order to preclude, in a traction slip control, the driver's interfering with the control in the sense of a cross-sectional enlargement it is possible to arrange that provided in the cooperating connection between a traction cable and the accelerator pedal is a clamping device which, in the event of a traction skid control, precludes an enlargement of the cross-section of the throttle by actuating the accelerator pedal through a stop.
In order to enable the driver to further press the accelerator pedal to the floor without influencing thereby the control it can be provided that a spring is inserted into the cooperating connection between the clamping device and the accelerator pedal.
Equally, it is possible for the positioning means to be actuated by a servomotor.
An embodiment of the invention will now be described by way of example with reference to the single figure of the accompanying drawing in the form of a schematic diagram.
The piston/cylinder arrangement 1 comprises a piston 3 sealingly guided within the bore of a housing 2, thereby forming a pressure chamber 6 which, through conduits 7a, 7b, is in communication with a pump 10 and a compensating reservoir 11, respectively.
Disposed in conduit 7a is a 2-way/2-position valve 8, while disposed in conduit 7b is a 2-way/2-position valve 9.
On the side facing away from the pressure chamber 6, a piston rod 4 is in communication with the piston, a disc 13 being rotatably disposed at the end of the piston rod 4 which faces away from the piston.
A spring 5 is supported both on the housing 2 and on the side of piston 3 that faces away from the pressure chamber.
Connected to the piston rod 4 is a key button actuating pin 12 acting upon a switch 14.
Guided around pulley 13 is a flexible traction member 15 which, on the one side, is connected to the throttling valve 20 and a spring 19 and, on the other side, is in communication with one of the ends of a rod 16 to the other end of which is coupled, through a spring 17, the accelerator pedal 18.
Through a piston arrangement 21, a friction element 25 can be forced onto rod 16.
The piston arrangement, through the 3 way/2-position valve 22, can alternately be connected to a pump 23 or a compensating reservoir 24.
The friction element 25, on the side 1 8 facing the accelerator pedal, can be brought into abutment with a stop 26.
The mode of operation of the arrangement described is as follows: As long as no skid control or speed control is required, piston 3 is held in the central position shown in the Figure.
This central position is defined by switch 14. In the event of a pressure decrease in the chamber 6 as a result of unavoidable leakages in the valves, piston 3, in Figure 1, is displaced to the left thereby causing the key actuation to release the key button of switch 14 and switch 14 to reswitch. This change causes an electronic control (not shown) to deliver a corresponding reswitch signal to the valve 8 thereby connecting the pump to the pressure chamber 6 and causing the pressure in the pressure chamber 6 to rise again.
Thereafter, the piston 3 is displaced to the right resulting in that the key button actuation 1 2 again reswitches switch 14 and that a corresponding closing signal is delivered to the valve 8.
Through two pairs of contacts, the central position can be defined within a small area such that the position correction is not permanently in operation.
As described in the following, the switch can also be bridged to thereby render inoperative the central position control. In that case, the contacts as shown are swept by the key.
The automotive vehicle can be accelerated in that the driver applies the pedal 18. The movement by means of spring 17, rod 16 and traction member 15 against the force of spring 19 is transmitted to the throttling valve releasing the throttle cross-section.
This is likely to result in that the torque of the motor controlled through the throttle valve position assumes a value that at least one of the driving wheels commences to race which is detected by a sensor (not shown); control signals are delivered to the valves by an electronic control unit (not shown).
First, valve 22 is re-switched in a manner that the pressure of pump 23 is applied to the piston arrangement 21 so that the friction element 25 enters into frictional engagement with rod 16. A continued application of the accelerator pedal 18 will now no longer result in a further displacement of the throttling valve but rather will only cause the spring 17 to draw apart as the friction element 25 is moved toward the stop 26. The valve 8, in another step, will be opened to thereby connect chamber 6 to the pump 10 and, consequently, cause the pressure in the chamber 6 to rise. The piston 3 is displaced to the right to thereby enable the spring 19 to place the throttling valve again into a closing position.
The switch 14 is bridged by the electronic control unit so that in the event of a skid control there will be no central position control of the piston 3.
Once it is detected by electronic control that the wheel is no longer in the zone of skid risk, valve 9 will be opened resulting in a pressure decrease in the pressure chamber 6.
Piston 3 moves to the left and the throttle cross-section is expanded.
The driver is able to interfere with this control to the effect that he can release the accelerator pedal. The clamping device will then move away from the stop 26 and the throttle valve will be moved by the spring 19 to cause the valve to close.
In the event of a speed control, the way of operation of the arrangement is as follows: By applying the accelerator pedal 18, the driver has placed the throttling valve into a predetermined position. This position of the throttling valve involves a predetermined speed.
The driver can now deliver a signal to an electronic control (not shown) which, through driving the valves 8 and 9, provides that-after release of the accelerator pedal 18-the control of the position of the throttling valve is effected through the piston/cylinder arrangement 1.
Once the driver releases the pedal, first, the throttle cross-section is reduced resulting in a minor reduction of the speed of the automotive vehicle. This is detected by a sensor (not shown); a control unit (not shown), on the basis of the sensor signals, first bridges the switch 14 and then switches the valve 9 into its passage position, with the consequence that the pressure in the chamber 6 is reduced, and the piston 3, through the force of spring 5, is moved to the left. Through that movement, the pulley 13 acts upon the member 15 such that the throttling valve 20 moves to effect a cross-sectional expansion of the throttle.
Once the automotive vehicle has re-reached its original speed, valve 9 is re-closed by the electronic control.
In the event that the speed of the automotive vehicle is increased, for example, on account of a downhill travel, this is equally detected by the senosr, and the connected electronic control opens the valve 8 such that pressure is applied to piston 3 which, against the force of spring 5, is moved to the right, resulting in that the throttle moves to cause a cross-sectional reduction and a decrease in the speed of the automotive vehicle.
This control can be abandoned, for example, upon applying the brake.

Claims (11)

1. A traction slip and speed controlling mechanism for an automotive vehicle comprising an internal combusion engine controlled a throttling valve, of the kind wherein a posi tioning means, in response to the skid of a driving wheel detected by a sensor, or in response to a speed signal, acts upon the throttling valve to close or open the latter, at least one block-type pulley being fixed to a rod of the positioning means, wherein a flexible traction member is guided about the pulley, the traction member, on the one hand, cooperating with the accelerator pedal and, on the other hand, with the throttling valve, characterised in that the positioning means (3,4) is held in a central position as long as no speed or skid control is effected and, during a speed or skid control, is movable in either direction.
2. A device according to claim 1, characterised in that the positioning means comprises a piston (3) including a piston rod (4), the piston being sealingly guided within a cylinder (2).
3. A device according to claim 2, characterised in that the piston (3) confines a pressure chamber (6) which, through one or more valves (8,9), is in communication either with the pressure souce (10) or with the unpressurised reservoir (11).
4. A device according to claim 3, characterised in that the piston (3) is prestressed through a spring (5) to cause an enlargement of the throttle cross-section, and that the piston (3), in the event of a pressure increase- in the pressure chamber (6) is moved to cause a reduction of the cross-section of the throttle and, in the event of a pressure decrease in the pressure chamber (6) is moved to cause an enlargement of the cross-section of the throttle.
5. A device according to claim 3, characterised in that the pump (10) and the compensating reservoir (11), through respective electro-magnetic 2-way/2-position valves (8,9), are in communication with the pressure chamber (6).
6. A device according to claim 1, characterised in that the central position of the positioning means (3,4) is defined through a position switch (14), the buttonactuating pin (12) following the movement of the positioning means (3,4).
7. A device according to claim 6, characterised in that the button-actuating pin (12) is in communication with the rod (4).
8. A device according to claim 1, characterised in that provided in the cooperating connection between a traction cable (15) and the accelerator pedal (18) is a clamping device (16,25) which, in the event of a traction skid control, precludes an enlargement of the cross-section of the throttle by actuating the accelerator pedal (18) through a stop (26).
9. A device according to claim 8, characterised in that a spring (17) is inserted into the cooperating connection between the clamping device (16,25) and the accelerator pedal (18).
10. A device according to claim 1, characterised in that the positioning means (3,4) is actuated by a servomotor.
11. A traction slip and speed controlling mechanism for an automotive vehicle substantially as described with reference to the accompanying drawings.
GB8723789A 1986-10-25 1987-10-09 Traction slip and speed controlling mechanism Expired - Lifetime GB2197027B (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE19863636417 DE3636417A1 (en) 1986-10-25 1986-10-25 DRIVE SLIP AND SPEED CONTROL DEVICE

Publications (3)

Publication Number Publication Date
GB8723789D0 GB8723789D0 (en) 1987-11-11
GB2197027A true GB2197027A (en) 1988-05-11
GB2197027B GB2197027B (en) 1991-01-23

Family

ID=6312504

Family Applications (1)

Application Number Title Priority Date Filing Date
GB8723789A Expired - Lifetime GB2197027B (en) 1986-10-25 1987-10-09 Traction slip and speed controlling mechanism

Country Status (3)

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DE (1) DE3636417A1 (en)
FR (1) FR2605561B1 (en)
GB (1) GB2197027B (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1016561A1 (en) * 1998-12-28 2000-07-05 Yamaha Motor Deutschland GmbH Motor vehicle with a transmission
CN104863723A (en) * 2015-06-16 2015-08-26 王国丰 Vehicle fuel economizer and vehicle

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3842348A1 (en) * 1988-06-16 1989-12-21 Wabco Westinghouse Fahrzeug DRIVE CONTROL AND SPEED LIMITATION DEVICE
DE3832400A1 (en) * 1988-09-23 1990-04-05 Bosch Gmbh Robert DEVICE WITH A ACTUATOR FOR INTERVENTION IN A TRANSMISSION DEVICE
DE3910909A1 (en) * 1989-04-05 1990-10-11 Teves Gmbh Alfred ADJUSTMENT MECHANISM FOR A CONTROL UNIT
DE3913058C2 (en) * 1989-04-21 1999-04-29 Bosch Gmbh Robert Device for motor vehicles with propulsion control and vehicle speed constant control
DE4003293A1 (en) * 1990-02-03 1991-08-08 Bayerische Motoren Werke Ag Limiting power output of vehicle engine - involves adjustable stop to limit opening of throttle
DE4007046C2 (en) * 1990-03-07 1998-11-26 Pierburg Ag Throttle valve device for internal combustion engines

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Publication number Priority date Publication date Assignee Title
GB554842A (en) * 1941-01-17 1943-07-21 Bendix Aviat Corp Improvements in or relating to controlling means for internal combustion engines
GB1370338A (en) * 1970-10-19 1974-10-16 Alfa Romeo Spa Antiskid device for motor vehicles
GB2142449A (en) * 1983-06-30 1985-01-16 Daimler Benz Ag A motor vehicle having a speed controller
GB2146384A (en) * 1983-07-30 1985-04-17 Kienzle Lucas Instr Ltd Speed controller

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FR1216806A (en) * 1958-02-20 1960-04-27 Device for preventing motor vehicles from skidding
US3578108A (en) * 1969-02-19 1971-05-11 Acf Ind Inc Automotive cruise control system having fluidic control devices
US3952714A (en) * 1971-07-05 1976-04-27 Robert Bosch Gmbh Link length adjusting apparatus
DE2836342A1 (en) * 1978-08-19 1980-02-28 Daimler Benz Ag Speed control system for road vehicle - operates with servo setting of throttle and with reduction in servo effect as max. set speed is approached
GB2057053A (en) * 1979-07-06 1981-03-25 Heinrich D Motor vehicle speed control holding devices
DE3021116A1 (en) * 1980-06-04 1981-12-10 Robert Bosch Gmbh, 7000 Stuttgart DEVICE FOR CONTROLLING THE DRIVE IN A MOTOR VEHICLE WITH ANTI-BLOCKING PROTECTION SYSTEM
DE3142620A1 (en) * 1981-10-28 1983-05-05 Monika 7702 Gottmadingen Siks Device for reducing the fuel consumption during acceleration of a motor vehicle
DE3143666A1 (en) * 1981-11-04 1983-05-19 Daimler-Benz Ag, 7000 Stuttgart Control device for influencing the engine output of a motor vehicle
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DE3228455A1 (en) * 1982-07-30 1984-02-02 Robert Bosch Gmbh, 7000 Stuttgart SPEED CONTROL DEVICE FOR VEHICLES
GB2129975B (en) * 1982-10-27 1986-06-04 Honda Motor Co Ltd Anti-slip apparatus for wheeled vehicle
JPS6175023A (en) * 1984-09-19 1986-04-17 Nippon Denso Co Ltd Vehicle running control device
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Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB554842A (en) * 1941-01-17 1943-07-21 Bendix Aviat Corp Improvements in or relating to controlling means for internal combustion engines
GB1370338A (en) * 1970-10-19 1974-10-16 Alfa Romeo Spa Antiskid device for motor vehicles
GB2142449A (en) * 1983-06-30 1985-01-16 Daimler Benz Ag A motor vehicle having a speed controller
GB2146384A (en) * 1983-07-30 1985-04-17 Kienzle Lucas Instr Ltd Speed controller

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1016561A1 (en) * 1998-12-28 2000-07-05 Yamaha Motor Deutschland GmbH Motor vehicle with a transmission
CN104863723A (en) * 2015-06-16 2015-08-26 王国丰 Vehicle fuel economizer and vehicle
CN104863723B (en) * 2015-06-16 2017-03-01 王国丰 Oil-saving device for vehicle and vehicle

Also Published As

Publication number Publication date
FR2605561A1 (en) 1988-04-29
GB8723789D0 (en) 1987-11-11
GB2197027B (en) 1991-01-23
DE3636417A1 (en) 1988-05-05
FR2605561B1 (en) 1993-01-22

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Date Code Title Description
PCNP Patent ceased through non-payment of renewal fee

Effective date: 19931009