EP0374354A2 - Dispositif de positionnement d'un dispositif d'admission d'un moteur - Google Patents

Dispositif de positionnement d'un dispositif d'admission d'un moteur Download PDF

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Publication number
EP0374354A2
EP0374354A2 EP89110082A EP89110082A EP0374354A2 EP 0374354 A2 EP0374354 A2 EP 0374354A2 EP 89110082 A EP89110082 A EP 89110082A EP 89110082 A EP89110082 A EP 89110082A EP 0374354 A2 EP0374354 A2 EP 0374354A2
Authority
EP
European Patent Office
Prior art keywords
stop
idle
lever
throttle valve
actuating lever
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP89110082A
Other languages
German (de)
English (en)
Other versions
EP0374354A3 (fr
Inventor
Arnold Mann
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.)
Mannesmann VDO AG
Original Assignee
Mannesmann VDO AG
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 Mannesmann VDO AG filed Critical Mannesmann VDO AG
Publication of EP0374354A2 publication Critical patent/EP0374354A2/fr
Publication of EP0374354A3 publication Critical patent/EP0374354A3/fr
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • 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

Definitions

  • the invention relates to an actuating device for a metering device of an internal combustion engine with idle speed control, in which the metering device is connected to an adjusting linkage and biased by a return spring and a first adjustable and a second fixed stop are provided for an actuating lever of the metering device, the second fixed stop being the Setting range of the first stop for a minimal setting of the metering device limited, according to patent
  • the actuating device therefore has a movable abutment on the actuating lever of the throttle valve, which is kept out of engagement with a fixed stop for said actuating lever when the idle speed is regulated and, when the idling control fails, automatically engages with this stop, thereby counteracting the minimum opening position of the throttle valve, the throttle valve gap is significantly increased and the resulting increased idling speed is set. This allows the driver to continue safely in the event of an accident to go to a workshop.
  • the invention has for its object to provide an actuating device of the type mentioned, which is low in components and reliable in function.
  • a single component alternately represents the fixed and the movable stop. It is also advantageous that the characteristic of the adjusting device can be freely selected by the length of the lever arms. It is also advantageous that there is an approximately proportional relationship between the control signal and the travel of the actuating lever in the setting range. Finally, it is advantageous that the idle stop lever is used to set the fixed stop without the movable stop being significantly influenced.
  • FIG. 1 shows a first exemplary embodiment of the invention in different operating states
  • FIG. 2 shows another exemplary embodiment, also in different operating states, which are comparable to those according to FIG. 1.
  • a throttle valve 11 is fastened in the intake manifold 10 of an internal combustion engine (not shown) in a conventional manner on a throttle valve shaft 12 which runs transversely through the intake manifold cross section.
  • an actuating lever 13 is fastened in a rotationally fixed manner, at the free end of which one is used as a tension spring trained return spring 14 attacks, which tries to pull the throttle valve 11 against a stop to be described later in the closed position, in which the intake manifold cross section is shut off except for a small air gap 15.
  • the size of the air gap 15 determines the current idle speed.
  • the accelerator pedal 17 continues to engage against the direction of action of the return spring 14 via an indicated linkage 16, with which the throttle valve 11 can thus be moved at will and the engine load can be determined.
  • An idle stop lever 21 is pivotally mounted on an axis 20 to the side of and flush with the actuating lever 13.
  • the idle stop lever 21 is connected at its free end via a linkage 22 to an idle actuator indicated at 23.
  • the idle actuator 23 can act electrically, hydraulically or pneumatically. As a result, he adjusts the linkage 22 in the direction of the double arrow 24 depending on electrical signals or hydraulic or pneumatic pulses of the idle speed control, not shown, and thus pivots the idle stop lever 21 accordingly clockwise or counterclockwise.
  • the idle stop lever 21 forms different idle stops for the actuating lever 13 and thus for the throttle valve 11 depending on the respective operating states of the internal combustion engine, which are recognized and evaluated by the idle control, or the idle control itself.
  • a first branch 25 is approximately in the extension of the connecting line between the point of application 26 of the linkage 22 on the idle stop lever 21 and its The axis of rotation 20 extends, while the second branch 27 points approximately at a right angle in the direction of the throttle valve shaft 12 and has a spherical stop surface 28 on the connecting straight line between the axis 20 of the idle stop lever 21 and the throttle valve shaft, which has a similar stop surface 29 of the actuating lever 13 can be brought into operative connection.
  • the curvature and direction of the respective abutment surface is expediently chosen so that the tangent at the respective point of contact, or more precisely, the tangent in the plane of the drawing in the respective line of contact, coincides with the connecting line mentioned. This results in a harmonious movement without abrupt changes in the angular velocity of the actuating lever 13 at low surface pressures.
  • An end stop surface 30 of the branch 25 of the bifurcated idling stop lever 21 can accordingly be brought into operative connection with a second stop surface 31 of the actuating lever 13.
  • the stop surface 31 is laterally offset from a neighboring third stop surface 32 of the actuating lever 13 by a predetermined amount, specifically in the direction away from the stop surface 30 and the axis 20.
  • the stop surface 30 of the idle stop lever 21 can also be brought into operative connection with the third stop surface 32 of the actuating lever 13 of the throttle valve 11, as will be explained below.
  • FIG. 1a shows the actuating device in the starting position.
  • the actuating lever 13 is rotated clockwise under the action of the return spring 14 until it rests on one or two of the stop surfaces 28, 30 of the idle stop lever 21.
  • the position of the idle stop lever 21 corresponds to that shown in Fig. 1a).
  • Both the abutment surface 30 of the idle stop lever 21 and the abutment surface 29 of the actuation lever 13 abut against the abutment surface 28 of the actuation lever 21. This corresponds to the most closed throttle gap 15 and thus the lowest supply of idle air.
  • the idle actuator 23 which is assumed to be electrically active in the following, receives signals from the idle control which, by pulling on the linkage 22, cause the idle stop lever 21 to rotate in a clockwise direction.
  • the actuating lever 13 is rotated counterclockwise and the throttle gap 15 is expanded (Fig. 1c). This continues until the idle control recognizes that the speed level of the internal combustion engine in the idle state is sufficiently high under the determined operating and load conditions, i.e. corresponds to the setpoint.
  • the idle actuator is expediently a so-called current-displacement actuator, in which the deflection of the linkage from the starting position is proportional to the current applied or in accordance with another law.
  • FIG. 1b shows the function of the actuating device in an abnormal operating state of the idle control, for example in the event of its failure.
  • the idle actuator 23 is de-energized and under the action of a (not shown) spring in the idle actuator, the linkage 22 moves in the direction of arrow 33 in the upper starting position.
  • the idle stop lever 21 is rotated counterclockwise, the position of the idle stop lever 21 corresponding to either FIG. 1a) or FIG. 1c) depending on the instantaneous position of the actuating lever used for the power delivery of the internal combustion engine. If the idle stop lever 21 is locked in the position Fig. 1a) with the actuating lever 13, a single brief accelerating is sufficient to release the idle stop lever 21.
  • the idle actuator 23 can become effective again at any time and regulate the idle speed of the internal combustion engine with a view to optimum operating behavior and the lowest pollutant emissions.
  • the actuating lever 13 for the throttle valve 11 is connected in the same way as in Figure 1 via a linkage indicated at 16 to the accelerator pedal 17, while the return spring 14 pulls the actuating lever 13 and thus the throttle valve clockwise against the idle stop lever 51.
  • the idle stop lever 51 is connected to the idle actuator 23 via a linkage 22, the idle actuator 23 being able to move the idle stop lever 51 both counterclockwise (2b) and clockwise (Fig. 2c), starting from the position shown in FIG. 2a).
  • the stop surface 31 of the actuating lever 13 has a straight course and, depending on the rotational position of the idle stop lever 51, interacts either with its stop surface 60 (FIG. 2b) or 58 (FIG. 2c) or with both (FIG. 2a).
  • the fulcrum of the idle stop lever lies approximately in the middle between the two abutment surfaces 60 and 58, which protrude slightly on both sides of the fulcrum 50.
  • a spring stop 61 which interacts with a hairpin spring 62, is provided approximately on the connecting line of the pivot point 50, which is located directly adjacent to the actuating lever 13 and the articulation point 26 for the linkage 22.
  • the hairpin spring 62 is articulated with its fixed end to a fastening point 63, while the free end of the hairpin spring 62 is cranked approximately at the height of the spring stop 64 in the direction of the articulation point 26.
  • the crank 65 is arranged so that the spring stop 64 in the "minimal idle air" position (FIG. 2a) interacts with the non-cranked part of the hairpin spring 62. If the idle stop lever 51, as shown in Fig. 2b), is deflected counterclockwise to set increased idle air, the actuation must bel 13 against the action of the return spring 14 are moved counterclockwise by the idle actuator 23.
  • the spring stop 64 slides along the cranked part 65 of the hairpin spring 62, the inclined position of the cranked part supporting the rotational movement of the idle stop lever 51.
  • the idle actuator 23 only has to overcome the torque difference between the two springs 14 and 62 and can be designed to be correspondingly small and inexpensive.
  • the hairpin spring 62 supports the rotational movement of the idle stop lever 51 when it is rotated clockwise from its starting position (FIG. 2a) to set increased idle air.
  • the spring stop 64 slides along the straight part of the free end of the hairpin spring. The decreasing distance to the spring winding results in an increased driving torque, which is quite desirable in the kinematic relationships shown.
  • the idle stop lever 51 can form the stop for the actuating lever 13 in all three positions shown, without the accelerator pedal having to be actuated.
  • the smallest throttle gap is determined by the design of the actuating lever and the idle stop lever.
  • this throttle gap is also within the scope of the invention to make this throttle gap adjustable depending on the model in order to be able to set the most favorable idling speed for each internal combustion engine.
  • the idling stop lever can be mounted on an eccentrically adjustable axis or one of the stop surfaces for emergency operation can be used as the front end of a setting screw or both measures can be implemented.

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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)
EP89110082A 1988-12-22 1989-06-03 Dispositif de positionnement d'un dispositif d'admission d'un moteur Withdrawn EP0374354A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3843147 1988-12-22
DE3843147A DE3843147A1 (de) 1988-12-22 1988-12-22 Stelleinrichtung fuer eine zumesseinrichtung einer brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP0374354A2 true EP0374354A2 (fr) 1990-06-27
EP0374354A3 EP0374354A3 (fr) 1990-08-22

Family

ID=6369786

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89110082A Withdrawn EP0374354A3 (fr) 1988-12-22 1989-06-03 Dispositif de positionnement d'un dispositif d'admission d'un moteur

Country Status (3)

Country Link
US (1) US5005546A (fr)
EP (1) EP0374354A3 (fr)
DE (1) DE3843147A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3931144A1 (de) * 1989-09-19 1991-03-28 Daimler Benz Ag Betaetigungsvorrichtung fuer eine in einer ansaugleitung einer dieselbrennkraftmaschine angeordneten drosselklappe
DE4011183A1 (de) * 1990-04-06 1991-10-10 Audi Ag Anschlagsteller
US7702450B2 (en) * 2008-03-11 2010-04-20 Deere & Company Automatic idle adjustment and shutdown of vehicle
JP6073768B2 (ja) * 2013-09-30 2017-02-01 ヤンマー株式会社 燃料噴射ポンプ
FR3119344B1 (fr) * 2021-01-29 2024-05-10 Sodikart Kart a moteur thermique a puissance reglable et procede de controle d’un kart correspondant

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3354877A (en) * 1966-03-25 1967-11-28 Acf Ind Inc Means for preventing auto ignition at engine shut down
FR2063793A5 (fr) * 1969-10-31 1971-07-09 Brev Etudes Sibe
JPS502771B1 (fr) * 1970-09-17 1975-01-29
FR2248417A1 (en) * 1973-10-23 1975-05-16 Peugeot & Renault Carburettor with moving butterfly valve stop - restriction and electromagnetic valve slow flow to jack moving the stop
JPS5332457B2 (fr) * 1974-05-28 1978-09-08
US4354466A (en) * 1981-06-08 1982-10-19 Eltra Corporation Idle speed controller
IT1157433B (it) * 1982-02-22 1987-02-11 Weber Spa Carburatore per motori a combustione interna, provvisto di organi ad azione elettronica atti a mantenere costante il minimo regime del motore
US4513785A (en) * 1982-11-01 1985-04-30 Eaton Corporation Controlling engine idle
DE3410993A1 (de) * 1984-03-24 1985-09-26 Vdo Adolf Schindling Ag, 6000 Frankfurt Ventilanordnung
DE3524911A1 (de) * 1985-07-12 1987-01-15 Vdo Schindling Einrichtung zur regelung der leerlaufdrehzahl eines ottomotors, insbesondere in einem kraftfahrzeug

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Publication number Publication date
EP0374354A3 (fr) 1990-08-22
US5005546A (en) 1991-04-09
DE3843147A1 (de) 1990-06-28

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