GB2217781A - IC engine air intake throttling - Google Patents
IC engine air intake throttling Download PDFInfo
- Publication number
- GB2217781A GB2217781A GB8909151A GB8909151A GB2217781A GB 2217781 A GB2217781 A GB 2217781A GB 8909151 A GB8909151 A GB 8909151A GB 8909151 A GB8909151 A GB 8909151A GB 2217781 A GB2217781 A GB 2217781A
- Authority
- GB
- United Kingdom
- Prior art keywords
- throttle valve
- control device
- diaphragm
- air
- pressure
- 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
Links
- 238000011144 upstream manufacturing Methods 0.000 claims description 8
- 238000002485 combustion reaction Methods 0.000 claims description 6
- 238000000034 method Methods 0.000 claims description 3
- 239000002775 capsule Substances 0.000 claims description 2
- 230000006835 compression Effects 0.000 description 7
- 238000007906 compression Methods 0.000 description 7
- 230000000994 depressogenic effect Effects 0.000 description 2
- RZVAJINKPMORJF-UHFFFAOYSA-N Acetaminophen Chemical compound CC(=O)NC1=CC=C(O)C=C1 RZVAJINKPMORJF-UHFFFAOYSA-N 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000006698 induction Effects 0.000 description 1
- 230000002459 sustained effect Effects 0.000 description 1
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
- F02D11/08—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 pneumatic type
-
- 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
- F02D2009/0274—Arrangements; Control features; Details thereof one being controlled by pressure in intake conduit, e.g. for slowly opening the throttle as the other valve is suddenly opened
Landscapes
- 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)
Description
1 2217781 CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINES The invention
relates to a control device for internal combustion engines, with an air-intake channel containing a main throttle valve coupled to the accelerator pedal and, upstream of that, an auxiliary throttle valve; the auxiliary throttle valve being actuated by an actuating device in dependence on the engine torque and independently of the main throttle valve.
A device of this kind is known, for example, from the German Patent Specification DE-OS 33 45 127. The known device has an auxiliary throttle valve situated downstream of the main throttle valve in the air-intake channel of the engine. The intention is to prevent torque-change jolt in vehicles equipped with internal combustion engines, i.e. an excessively abrupt acceleration of the vehicle when the accelerator pedal is suddenly depressed. The DE-OS 33 45 127 also proposes, as an alternative, to position the auxiliary throttle valve upstream of the main throttle valve. But it can be doubted that this arrangement can function effectively.
In the descriptive portion of the DE-OS 33 45 127 it is said that the auxiliary throttle valve provides a passage of air whose cross section is slightly greater than the cross section provided by the main throttle valve when the engine is idling. But the idling position of the main throttle valve varies with temperature and one must presume that the adjustment of the auxiliary throttle valve allows for the greatest possible open cross sectional area in the main throttle valve. Consequently in the operation of a hot engine torque-change jolt is still perceptible, particularly from idling or from intennediate-torque operation because, in these circumstances, when the accelerator pedal is depressed abruptly, i.e. when the main throttle valve is opened abruptly, air is immediately sucked in by the engine through the partly open auxiliary throttle valve.
Starting out from a device of the kind described at the outset, the intention in the present invention is therefore to improve this in such as way that, although the device is simple in construction, it nevertheless does prevent torque-change jolt reliably in all operating conditions.
2 This invention provides a control device for internal combustion engines, with an air-intake channel containing a main throttle valve coupled to the accelerator pedal and, upstream of that, an auxiliary throttle valve; the auxiliary throttle valve being actuated by an actuating device in dependence on the engine torque and independently of the main throttle valve, characterised in that the actuating device for the auxiliary throttle valve contains a diaphragm on which act, on the one hand, the pressure difference between the pressure in the portion of the air-intake channel upstream of the main throttle valve and the pressure in the portion downstream of it and, on the other hand, the force of a spring which tends to open the auxiliary throttle valve.
The advantages obtained can be derived from the following description of the example represented in the drawing, in which is shown a portion of the air-induction channel of an internal combustion engine (not shown). In what follows, for greater convenience in description, this portion of the air-induction channel will be called the "throttle-valve assembly" of the engine.
The throttle-valve assembly, which is designated 1, contains a main throttle valve 2 mechanically connected to the accelerator pedal through a throttle-cable anchor plate and a linkage or a cable, for example a Bowden control cable, these parts not being shown in the drawing. When the driver of the vehicle depresses his accelerator pedal, this rotates the main throttle valve 2, against the influence of a return-spring, towards a more open position.
Upstream of the main throttle valve 2, (compare the arrow in the drawing, which indicates the direction of flow) is an auxiliary throttle valve 3 which is held fully open, when the engine is at rest, by a compression spring 11 which, under these circumstances, thrusts the diaphragm plate of a diaphragm 9 fully home against a mechanical stop, which is not shown in the drawing. Fixed to the diaphragm plate is a diaphragm rod 6 whose other end is hooked into an attachment eye 5 of the auxiliary throttle valve 3.
z 1 3 The main throttle valve 2 and the auxiliary throttle valve 3 form the two ends of a passage-chamber 4 which communicates through an aperture 7 with an outer diaphragm chamber 8. On the other side of the diaphragm 9 is an inner diaphragm chamber 10, containing the compression spring 11. The inner diaphragm chamber 10 communicates constantly, through a constricted orifice 14 and a connecting channel 15, with the air-induction channel 1 of the engine downstream of the main throttle valve 2.
Acting in parallel with the constricted orifice 14 there is a non-return valve with a valve-closing body 12 spring loaded to close by a compression spring 13. The non-return valve 12, 13 opens the inner diaphragm chamber 10 to the connecting channel 15 only when the pressure in the chamber 10 exceeds the pressure in the channel 15 which is, of course, the same as the pressure in the air-induction channel of the engine, downstream of the main throttle valve 2. The arrangement ensures that when a pressure difference arises between the inner diaphragm chamber 10 and the connecting channel 15, the two pressures are equalised at different speeds, depending on where the higher pressure is, i.e. if the pressure in the chamber 10 is the higher one, the valve 12, 13 remains closed and equilibrium is reached only by the slower action of the constricted orifice 14. When the diaphragm 9 is balanced in equilibrium, the downward force of the spring 11 is equalled by the upward pneumatic force acting on the diaphragm 9 which is the pressure difference across the diaphragm 9 multiplied by its (constant) effective area. The effective area being constant, it is therefore the spring force which determines the pressure difference. By using a weak compression spring 11 one obtains a small pressure drop across the diaphragm 9 and therefore across the main throttle valve 2.
When the engine is idling the large pressure drop between the two ends of the air induction channel 1 is therefore provided mainly by the auxiliary throttle valve 3. Under these circumstances, i.e. when the engine is idling, the compression spring 11 being a weak one, when the main throttle valve 2 is opened suddenly the pressure in the passage chamber 4 falls only be a little and, consequently, the air-flow across the auxiliary throttle valve 3 increases only by a little (if the pressure- ratio is over-critical the air-flow does not increase at all).
4 The resulting slightly decreased pressure in the passage-chamber 4 also acts, via the aperture 7, in the outer diaphragm chamber 8 and, by a slight downwards movement of the diaphragm 9,- slightly increases the volume of the inner diaphragm chamber 10, lowering the pressure here by the same amount, the downwards movement of the diaphragm 9 slightly opening the auxiliary throttle valve 3, increasing the flow of air through the throttle-valve assembly 1, the flow increasing only a little because a weak compression spring 11 is being used.
Nevertheless it should be observed that even after the sudden opening of the main throttle valve 2, the small pressure drop across the diaphragm 9, determined by the weak compression spring 11, still remains. Consequently a slow current of air now enters the inner diaphragm chamber 10 through the constricted orifice 14, increasing the pressure here and driving the diaphragm 9 downwards, opening the auxiliary throttle valve 3 some more.
The process continues as long as air is passing through the constricted orifice 14, the auxiliary throttle valve 3 opening more and more, the airflow through the throttle valve assembly increasing gradually, the small pressure drop across the diaphragm 9 being constantly sustained, determined by the force of the weak spring 11, until ultimately the auxiliary throttle valve 3 is wide open, a full stream of air now passing through the throttle-valve assembly 1. The gradualness of the change depends on the dimensions of the constricted orifice 14.
During this gradual change the pressure in the inner diaphragm chamber 10 increases only gradually until, finally, when the auxiliary throttle valve 3 is fully open, the pressure in the inner diaphragm chamber 10 becomes equal to the pressure in the throttle-valve assembly 1. At the end of the process, when both the throttle-valves are fully open, the full stream of air flowing through the throttle-valve assembly 1 provides the greatest possible cylinder filling for the engine.
1 it So far it has been assumed, for simplicity in description, with the engine at first idling the main throttle valve 2 is opened suddenly and fully. But the gradualness of the action applies equally if the main throttle valve 2 is opened suddenly from any position to a more open one. In al]. cases, the auxiliary throttle valve 3 opens only until the pressure drop across the main throttle valve 2 reaches the value determined by the force of the spring 11. Torque -change jolt is prevented under all circumstances.
The action is different when the main throttle valve 2 is closed suddenly. With the resulting abrupt lowering of the pressure downstream of the main throttle valve 2, and therefore in the connecting channel 15, the non-return valve 12, 13 opens, against the influence of its spring 13, allowing air to escape quickly from the inner diaphragm chamber 10, rapidly lowering the pressure here. With the increased pressure drop across it, the diaphragm 9 moves inwards, rapidly closing the auxiliary throttle valve 3. This lowers the pressure in the passage-chamber 4, and the pressures in the two diaphragm chambers 8 and 10, comparatively rapidly towards the reduced pressure downstream of the main throttle valve 2. This more rapid action is necessary for preventing torque-change jolt when the main throttle valve 2 is first closed quickly and then almost immediately opened abruptly, as occurs when the vehicle is accelerated with gear changing.
The drawing shows the diaphragm chamber 8 constructed in one-piece with the walls of the throttle-valve assembly 1. But if desired the control device can be constructed as a separate suction capsule for mounting on any engine or part of a motor vehicle, connected by a mechanical linkage to the auxiliary throttle valve 3. In this case, the diaphragm chambers 8 and 10 can be pneumatically connected to the portions 4 and 16 of the airintake channel, upstream and downstream of the main throttle valve 2, by flexible connecting hoses.
6
Claims (6)
1. A control device for internal combustion engines, with an air-intake channel containing a main throttle valve coupled to the accelerator pedal and, upstream of that, an auxiliary throttle valve; the auxiliary throttle valve being actuated by an actuating device in dependence on the engine torque and independently of the main throttle valve, characterised in that the actuating device for the auxiliary throttle valve (3) contains a diaphragm (9) on which act, on the one hand, the pressure difference between the pressure in the portion (4) of the air-intake channel upstream of the main throttle valve (2) and the pressure in the portion (16) downstrearn of it and, on the other hand, the force of a spring (11) which tends to open the auxiliary throttle valve (3).
2. Control device as claimed in Claim 1, characterised in that a diaphragm chamber (10) communicates through a connecting channel (15) with the portion (16) of the air-intake channel downstream of the main throttle valve (2), a non-return valve (12) being interposed between the diaphragm chamber (10) and the connecting channel (15).
3. Control device as claimed in Claim 2, characterised in that in parallel with the non-return valve (12) there is also a constricted orifice (14) interposed between the diaphragm chamber (10) and the connecting channel (15).
4. Control device as claimed in one of the above claims, characterised in that one of the diaphragm chambers (8,10) is formed integral with the walls of the air-intake channel.
5. Control device as claimed in one of the Claims 1 to 3, characterised in that the control device containing the diaphragm is constructed as a suction capsule.
6. A control device according to claim 1 and substantially as hereinbefore described with reference to the accompanying drawings.
puhUshed1989 atThe Patent Office. StateHouse, 68-71 High Holborn.,London WCIR 4TP. Further copies maybe obtainedfromTh, PzentO:V5CX was Branch, St Ma-17 C.-,jy. Orpjrgton, Kent BF-5 3W. Printed by Multiplex techniques Rd, St MarY Cray, Kent. Son, 1/87 1 7
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE3814411A DE3814411A1 (en) | 1988-04-28 | 1988-04-28 | CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINES |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| GB8909151D0 GB8909151D0 (en) | 1989-06-07 |
| GB2217781A true GB2217781A (en) | 1989-11-01 |
| GB2217781B GB2217781B (en) | 1992-06-03 |
Family
ID=6353132
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB8909151A Expired - Fee Related GB2217781B (en) | 1988-04-28 | 1989-04-21 | Control device for internal combustion engines |
Country Status (4)
| Country | Link |
|---|---|
| DE (1) | DE3814411A1 (en) |
| FR (1) | FR2630781A1 (en) |
| GB (1) | GB2217781B (en) |
| IT (1) | IT1231148B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| ES2243583T3 (en) * | 2000-12-22 | 2005-12-01 | A. Kayser Automotive Systems Gmbh | RECIRCULATION VALVE OF EXHAUST GASES WITH REGULATING PLATE OF THE PIVOTING MOUNTED PRESSURE. |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4060063A (en) * | 1975-06-02 | 1977-11-29 | Toyota Jidosha Kogyo Kabushiki Kaisha | Throttle positioner |
| DE3028425C2 (en) * | 1980-07-26 | 1982-08-12 | Pierburg Gmbh & Co Kg, 4040 Neuss | Carburetors for internal combustion engines |
| JPS57131837A (en) * | 1981-02-10 | 1982-08-14 | Suzuki Motor Co Ltd | Fuel injection control device |
| DE3229967A1 (en) * | 1982-08-12 | 1984-02-16 | Robert Bosch Gmbh, 7000 Stuttgart | Damping device |
| DE3345127A1 (en) * | 1983-12-14 | 1985-06-27 | Audi AG, 8070 Ingolstadt | Device for opening the intake line cross-section of an internal combustion engine, delayed in relation to an output control element |
| DE3530851A1 (en) * | 1985-08-29 | 1987-03-12 | Audi Ag | Intake system for a vehicle internal combustion engine |
| JPS6241845U (en) * | 1985-09-02 | 1987-03-13 |
-
1988
- 1988-04-28 DE DE3814411A patent/DE3814411A1/en active Granted
-
1989
- 1989-03-06 IT IT8947721A patent/IT1231148B/en active
- 1989-04-21 GB GB8909151A patent/GB2217781B/en not_active Expired - Fee Related
- 1989-04-25 FR FR8905491A patent/FR2630781A1/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| DE3814411A1 (en) | 1989-11-09 |
| DE3814411C2 (en) | 1990-01-25 |
| GB8909151D0 (en) | 1989-06-07 |
| IT1231148B (en) | 1991-11-18 |
| FR2630781A1 (en) | 1989-11-03 |
| IT8947721A0 (en) | 1989-03-06 |
| GB2217781B (en) | 1992-06-03 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 19950421 |