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EP0290980B1 - Dispositif pour commander le débit d'air d'admission dans un moteur à combustion interne - Google Patents

Dispositif pour commander le débit d'air d'admission dans un moteur à combustion interne Download PDF

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Publication number
EP0290980B1
EP0290980B1 EP19880107348 EP88107348A EP0290980B1 EP 0290980 B1 EP0290980 B1 EP 0290980B1 EP 19880107348 EP19880107348 EP 19880107348 EP 88107348 A EP88107348 A EP 88107348A EP 0290980 B1 EP0290980 B1 EP 0290980B1
Authority
EP
European Patent Office
Prior art keywords
throttle valve
opening degree
closed position
gear
gear tooth
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
Application number
EP19880107348
Other languages
German (de)
English (en)
Other versions
EP0290980A3 (en
EP0290980A2 (fr
Inventor
Toshio Matsuzawa
Kazuji Minagawa
Akira Muramatsu
Tomoaki Abe
Masashi Kiyono
Shigeru Kamio
Katsuya Maeda
Mitsunori Takao
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.)
Denso Corp
Original Assignee
NipponDenso Co 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
Priority claimed from JP11288787A external-priority patent/JPS63277830A/ja
Priority claimed from JP62199489A external-priority patent/JP2551016B2/ja
Application filed by NipponDenso Co Ltd filed Critical NipponDenso Co Ltd
Publication of EP0290980A2 publication Critical patent/EP0290980A2/fr
Publication of EP0290980A3 publication Critical patent/EP0290980A3/en
Application granted granted Critical
Publication of EP0290980B1 publication Critical patent/EP0290980B1/fr
Expired 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
    • 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
    • F02D2009/0261—Arrangements; Control features; Details thereof having a specially shaped transmission member, e.g. a cam, specially toothed gears, with a clutch
    • 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
    • F02D2009/0277—Fail-safe mechanisms, e.g. with limp-home feature, to close throttle if actuator fails, or if control cable sticks or breaks

Definitions

  • the present invention relates to an apparatus for controlling an intake air flow rate in an internal combustion engine, and more particularly to a control apparatus in which a throttle valve is swung by means of an actuator so as to control a flow rate of air to be supplied to the internal combustion engine.
  • an electric control apparatus which incorporates a microcomputer and an actuator electrically controlled to drive the throttle valve into a desired opening degree position in accordance with command signals from the microcomputer and which has no mechanical linkage with a pedal of an accelerator of a vehicle to which the electric control apparatus is applied.
  • it is considerably required to establish a fail-safe system to such electric control apparatus, which forcedly transfers the throttle valve to a safe position on occurrence of breakdown or irregular operation of the actuator.
  • an electric control circuit is provided in the control apparatus for driving the throttle valve towards the closed position on occurrence of abnormal operation of the engine.
  • this fail-safe system there is a problem that safety is not fully obtained against occurrence of breakdown or irregular operation of the electric control circuit.
  • an engaging member is provided in the control apparatus and is mechanically coupled to the accelerator pedal so as to close the throttle valve in connection with return motion of the accelerator pedal.
  • this fail-safe system in case of the breakdown of a servomotor for driving the throttle valve, if the accelerator pedal is returned, the throttle valve is forcedly closed by the engaging member.
  • the engaging member is mechanically linked with the accelerator pedal, so that it is not possible to obtain a full electrical control apparatus with no mechanical linkage with the accelerator pedal.
  • an object of the present invention is to provide an electric control apparatus incorporating a non-electrical fail-safe system which is constituted by mechanical members only and which has no mechanical linkage with the accelerator pedal.
  • an apparatus for controlling intake air flow rate in an internal combustion engine comprising a throttle valve means disposed in intake air passage means of the engine for swing movement so as to change a flow rate of air to be supplied to combustion chambers of the engine, means for determining a full closed position of the throttle valve, resilient means for continually urging the throttle valve towards the full closed position, a control unit for determining a desired opening degree of the throttle valve in accordance with requirements on the engine, actuator means for generating a driving force for swinging the throttle valve towards the desired opening degree in accordance with command signals from the control unit, and a geared mechanism for transmitting the driving force to the throttle valve.
  • the geared mechanism includes a pair of gears, each of which has a gear tooth portion.
  • the gear tooth portion so extends that both of the gear tooth portions mesh with each other between full closed position and full open position of the throttle valve, and they are pushed out of mesh from each other over full open position of the throttle valve, whereby when the throttle valve is driven to swing over the full open position, these gears are disengaged from each other and then the throttle valve is returned back to the full closed position by means of the resilient means.
  • Fig. 1 shows a geared transmitting mechanism 1, associated to a throttle valve 2 detailed shown in Fig. 2, in a control apparatus according to one embodiment of the present invention.
  • the throttle valve 2 is incorporated in an intake part of an internal combustion engine as shown in Fig. 3.
  • the throttle valve 2 is disposed within an intake pipe 3, and is located adjacent to and upper stream side of a surge tank portion 31 of an intake air passage 32 with respect to the intake air flow.
  • the throttle valve 2 is swingable for controlling a flow rate of air to be supplied into a combustion chamber 33 of the engine throuth an intake valve 35 is opened.
  • the throttle valve 2 is a butterfly valve and includes, as shown in Fig. 2, a valve element 21 and a valve shaft 22 to which the valve element 21 is secured by screws 23, 23.
  • the valve shaft 22 is swingably journaled at opposite end portions thereof by the respective bearings 24, 24 in a wall of the intake pipe 3.
  • the throttle valve 2 is driven by an actuator 4 to swing about an axis of the valve shaft 22.
  • the actuator 4 is mounted onto a casing 10 for the geared transmitting mechanism 1, which projects outwards and is formed integrally with a wall of the intake pipe 3.
  • the actuator 4 is an electric one and is consisted of an electric motor, a gear box and so on.
  • the actuator 4 is triggered by command signal from a control unit 5 and drives and rotates an output shaft 41. Torque is transmitted from the output shaft 41 to the valve shaft 22 through the geared transmitting mechanism 1 and then the throttle valve 2 is swung so as to change an opening degree thereof.
  • the control unit 5 receives information signals from a sensing system.
  • the control unit 5 determines a desired opening degree of the throttle valve 2 on the basis of such information signals and outputs a command signal to the actuator 4 to swing the throttle valve into a position corresponding to the desired opening degree.
  • the control unit 5 contributes exclusively toward performing an opening operation of the throttle valve 2.
  • the sensing system includes a pressure sensor 51 for sensing pressure in the surge tank portion 31, a temperature sensor 52 provided in an air cleaner for sensing temperature therein, a throttle sensor 53 for sensing a swing angle of the throttle valve shaft 22, a temperature sensor 54 for sensing temperature of cooling water, and a sensor 55 provided in a distributor 56 for sensing an advanced angle, which distributes outputs thereof to the respective igniters.
  • the sensing system further includes an accelerator sensor 57 mounted on an accelerator pedal 58.
  • a continuous signal 57a representing a desired acceleration and a signal 57b representing a condition in that the accelerator pedal 58 is not depressed are inputted into the control unit 5 from the accelerator sensor 57.
  • the geared transmitting mechanism 1 includes a pinion 11 secured to the output shaft 41 without relative rotation therebetween, and a gear 12 secured to the valve shaft 22 without relative rotation therebetween.
  • the gear 12 is a sector gear having a gear tooth portion extending a part of a circular periphery.
  • the gear tooth portions 11g and 12g are so extended that they come into mesh with each other on full closed position of the throttle valve 2, and they are pushed out of mesh from each other on full open position of the throttle valve 2.
  • a lever 13 is mounted in the valve shaft 22 without relative rotation therebetween, so as to determine the throttle valve full closed position.
  • the lever 13 abuts against a bolt 14 to stop the valve element 21 from swinging over such full closed position.
  • the bolt 14 is screw-mounted on a wall of the casing 10 for adjusting an amount of inward projection of the bolt 14. Accordingly, an air leak from the throttle valve 2 on the full closed position thereof is changed by adjusting the amount of inward projection of the bolt 14.
  • a coil spring 15 On one end portion of the valve shaft 22, provided is a coil spring 15, one end of which is engaged with a projection 10a projecting from an inner wall surface of the casing 10, and the other end of which is engaged with one side end of the gear 12.
  • the spring 15 constantly urges the valve shaft 22 to swing counter-clockwise in Fig. 1. In other words, the spring force of the spring 15 continually urges the throttle valve 2 to open it, and also urges the pinion 11 and the output shaft 41 of the actuator 4 to swing clockwise in Fig. 1.
  • the accelerator sensor 57 delivers a signal corresponding to the depression of the accelerator pedal 58 to the control unit 5.
  • the control unit 5 determines a primary torque of the actuator 4 for swinging the valve shaft 22, on the basis of the signal from the accelerator sensor 57. Further, on the basis of information from the pressure sensor 51, temperature sensor 52, the temperature sensor 54 and the sensor 55, the control unit 5 determines a desired opening degree of the throttle valve 2, and makes correction in the primary torque and then determines a final torque required to drive the throttle valve 2 to the desired opening degree position.
  • the control unit 5 delivers a command signal to the actuator 4, which corresponds to the final torque.
  • the control unit 5 determines a primary displacement angle of the output shaft 41, instead of the primary torque.
  • the actuator 4 On receipt of such command signal, the actuator 4 generates a torque corresponding to the command signal from the control unit 5 and drives the output shaft 41 to swing it in a direction designated by an arrow A.
  • the swing motion of the output shaft 41 is transfered to the valve shaft 22 of the throttle valve 2 through the geared transmitting mechanism 1, namely meshing engagement between the gear tooth portion 11 g of the pinion 11 and the gear tooth portion 12g of the gear 12. According this, the valve shaft 22 is driven to swing in a direction designated by an arrow B, and then the valve element 21 is positioned in a desired opening degree position.
  • the output shaft 41 is further swung over the full open position in a direction designated by the arrow A in Fig. 1.
  • the pinion 11 and the gear 12 are pushed out of mesh, so that the valve shaft 22 is swung together with the gear 12 counter-clockwise (opposite to the direction of arrow B) in Fig. 1 by means of the spring force of the spring 15. According this, the valve element is swung back to the full closed position.
  • the throttle valve can not be held in the full open position, but is surely returned back to the full closed position, so that the safety is ensured.
  • the safety measures are constituted by mechanical elements exclusively, such safety measures are extremely effective against electrical failure and breakdown of the electric control unit 5. Further, the safety measures has no mechanical linkage with the accelerator pedal 58.
  • Fig. 4 shows another embodiment.
  • the lever 13 is removed from the valve shaft 22, as compared with the first embodiment in Fig. 1.
  • the bolt 14 is so extended that the gear 12 abuts at side end thereof against the bolt 14 on the full closed position of the throttle valve 2.
  • the casing 10 is provided with another stopper projection 10b projecting from the inner wall surface thereof.
  • the pinion 11 abuts against the stopper projection 10b and stops swinging counter-clockwise after the pinion 11 and the gear 12 are pushed out of mesh.
  • the stopper projection 10b prevents the pinion from rotating to mesh with the gear 12 again, and then prevents the valve shaft 22 from swinging clockwise to open the throttle valve 2. Accordingly, the pinion 11 and the gear 12 are once pushed out of mesh, they can be never meshed with each other, so that the safety is further ensured.
  • the stopper projection 10b can be replaced with any other means, e.g. a bolt or a pin.
  • an angled lever 16 is incorporated therein, which is pivotally mounted on a pivot pin 17 within the casing 10.
  • the angled lever 16 is provided at one end portion thereof with a projection 16a.
  • the angled lever 16 is constantly urged at the projection 16a by a spring 18 in a clockwise direction in the drawings.
  • the angled lever 16 is also provided at the other end portion thereof with a projection 16b which is adapted to engage with a stopper portion 10c so as to stop the angled lever 16 from further pivotting when the angled lever 16 is pivoted in a clockwise direction by the spring 18.
  • the projection 16b also engages with the lever 13.
  • the embodiment shown in Fig. 7 has the same arrangement as the embodiment shown in Fig. 6 has except for the lever mounted on the valve shaft.
  • the full closed position is determined by that the gear 12 abuts at the side edge thereof on the bolt 14.
  • the projection 16b in the other end portion of the angled lever 16 is adapted to come directly into contact with the side edge of the gear 12 to make the valve shaft 22 swing somewhat in clockwise direction in the drawings on the full closed position, so that the throttle valve 2 can be slightly opened for limping of the vehicle on accident thereof.
  • the stopper portion 10c can be replaced with any other means, e.g. a bolt or a pin.
  • Fig. 8 shows a geared transmitting mechanism 1 in the still another embodiment.
  • the pinion 11 and the gear 12 are sector gears each having a gear tooth portion extending along a part of a noncircle, and more particularly along a quarter of an ellipse. Accordingly, the rotation of the output shaft 41 of the actuator 4 is non-linearly transferred to the valve shaft 22. According to this arrangement, since, as apparent from Fig.
  • the non-linear characteristics must consist of a linear part in low opening degree side and a curved part in high opening degree side, which is smoothly linked to the linear part.
  • the curvature characteristics in the high opening degree side must correspond to a cubic function which is selected as a lowest order function from the functions satisfying the following four conditions.
  • the maximum reduction gear ratio is 4, while the minimum reduction gear ratio is 0.786.
  • Fig. 9 The specific arrangement of the geared transmitting mechanism 1 embodying the above characteristics is shown in Fig. 9.
  • the pinion 11 meshes with the gear 12 at a position C residing on a line segment connecting an axis 11 a of the pinion 11 to an axis 12a of the gear 12.
  • reference numerals 11 0 and 12o designate openings provided for fitting the pinion 11 and the gear 12 onto the output shaft 41 and the valve shaft 22, respectively. From full closed position to full open position of the trottle valve, the relationships between a radius ri between the axis 11 a and the position c and a radius r 2 between the axis 12a and the position C are as follows.
  • the radius ratio r 2 /ri is changed with satisfying the inverse of the differential coefficient of the equation (2), i.e. (3AX2 + 2BX + C)-1.
  • the throttle valve 2 is not rapidly increased in the opening degree thereof at high opening degree thereof at high opening degree portion, but gradually increased.
  • the characteristics must correspond to a quintic function, between the point a and the point bi, which selected as the lowest order function from the functions satisfying the following conditions.
  • the characteristics between the point a and the point b 2 correspond to a quartic function in which a maximum differential coefficient is below the predetermined value.
  • An apparatus for controlling intake air flow rate in an internal combustion engine comprises a throttle valve (2) disposed in intake air passage (32) for swing movement to change a flow rate of air to be supplied to combustion chambers (33) of the engine, a stopper portion (13, 14) to which the throttle valve is abutted so as to stop swinging thereof in a full closed position thereof, a spring (15) for continually urging the throttle valve towards the full closed position, a control unit (5) for determining a desired opening degree of the throttle valve in accordance with requirements on the engine, an actuator (4) for generating a driving force for swinging the throttle valve to the desired opening degree in accordance with command signals from the control unit, and geared mechanism (1) for transmitting the driving force from the actuator to the throttle valve.
  • the geared mechanism includes a pair of gears (11, 12), each having a gear tooth portion.
  • the gears are able to engage with each other exclusively at such gear tooth portions.
  • the gear tooth portion so extends that both of the gear tooth portions mesh with each other between full closed position and full open position of the throttle valve, and they are pushed out of mesh with each other on full open position of the throttle valve.

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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)

Claims (7)

1. Dispositif pour commander le débit d'air d'admission dans un moteur à combustion interne, ledit dispositif comportant un moyen formant soupape d'étranglement (2) disposé dans le moyen formant passage (32) d'air d'admission dudit moteur en vue d'un mouvement de pivotement pour modifier le débit de l'air à fournir au moyen formant chambre de combustion (33) dudit moteur, un moyen (13, 14) pour déterminer une position entièrement fermée de ladite soupape d'admission, un organe de commande (5) pour déterminer un degré d'ouverture souhaité de ladite soupape d'étranglement en fonction des besoins dudit moteur, et un moyen formant actionneur (4) pour produire une force d'entraînement afin de faire pivoter ledit moyen formant soupape d'étranglement vers ledit degré d'ouverture souhaité conformément à un signal d'instruction issu dudit organe de commande, caractérisé en ce que ledit appareil comporte en outre un moyen élastique (15) pour pousser de façon continue ladite soupape d'étranglement vers ladite position entièrement fermée et un mécanisme (1) à pignons pour transmettre ladite force d'entraînement audit moyen formant soupape d'étranglement, ledit mécanisme à pignons comprenant une paire de pignons (11, 12) dont chacun possède une portion munie de dents d'engrènement, lesdits pignons pouvant engrener l'un avec l'autre exclusivement par leurs susdites portions munies de dents d'engrènement. et ladite portion munie de dents d'engrènement s'étendant de façon que ces deux portions munies de dents d'engrènement engrènent l'une avec l'autre entre la position entièrement fermée et la position entièrement ouverte de ladite soupape d'étranglement, et qu'elles soient poussées pour se dégager l'une de l'autre sur toute la position entièrement ouverte de ladite soupape d'étranglement, grâce à quoi, quand ladite soupape d'étranglement est entraînée pour pivoter sur toute sa position entièrement ouverte, lesdits pignons se dégagent l'un de l'autre, puis ledit moyen formant soupape d'étranglement est ramené dans ladite position entièrement fermée à l'aide dudit moyen élastique.
2. Dispositif selon la revendication 1, dans lequel ledit pignon mécanisme à pignons est un secteur denté.
3. Dispositif selon la revendication 1, dans lequel ladite portion ayant des dents d'engrènement s'étend sur une partie de périphérie non circulaire.
4. Dispositif selon la revendication 3, dans lequel ladite périphérie non circulaire est une périphérie ellipsoïdale.
5. Dispositif selon la revendication 1, dans lequel la caractéristique du rapport de démultiplication dudit mécanisme à pignons est linéaire.
6. Dispositif selon la revendication 1, dans lequel la caractéristique du rapport de démultiplication dudit mécanisme à pignons est non linéaire.
7. Dispositif selon la revendication 6, dans lequel ladite caractéristique non linéaire comprend une partie linéaire sur une plage de faible ouverture de ladite soupape d'étranglement et une partie courbe représentée par une fonction d'ordre supérieur sur une plage de forte ouverture de ladite soupape d'étranglement.
EP19880107348 1987-05-09 1988-05-06 Dispositif pour commander le débit d'air d'admission dans un moteur à combustion interne Expired EP0290980B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP112887/87 1987-05-09
JP11288787A JPS63277830A (ja) 1987-05-09 1987-05-09 内燃機関の吸気量制御装置
JP62199489A JP2551016B2 (ja) 1986-12-12 1987-08-09 スロットル弁制御装置
JP199489/87 1987-08-09

Publications (3)

Publication Number Publication Date
EP0290980A2 EP0290980A2 (fr) 1988-11-17
EP0290980A3 EP0290980A3 (en) 1989-11-08
EP0290980B1 true EP0290980B1 (fr) 1990-12-27

Family

ID=26451948

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19880107348 Expired EP0290980B1 (fr) 1987-05-09 1988-05-06 Dispositif pour commander le débit d'air d'admission dans un moteur à combustion interne

Country Status (2)

Country Link
EP (1) EP0290980B1 (fr)
DE (1) DE3861417D1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT1241015B (it) * 1990-12-07 1993-12-27 Weber Srl Sistema per la regolazione della portata di aria lungo un corpo farfallato di un dispositivo di alimentazione di un motore endotermico di un veicolo.
JP2002147257A (ja) * 2000-11-10 2002-05-22 Mikuni Corp 電子制御スロットルボディ
US6974119B2 (en) 2001-09-27 2005-12-13 Robert Bosch Gmbh Actuator
DE10203042A1 (de) * 2002-01-26 2003-07-31 Bayerische Motoren Werke Ag Stelleinrichtung für eine Drosselklappe

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS59190440A (ja) * 1983-04-11 1984-10-29 Nissan Motor Co Ltd 車両用アクセル制御装置
JPS59196936A (ja) * 1983-04-22 1984-11-08 Hitachi Ltd 燃料制御装置
JPS59226244A (ja) * 1983-06-07 1984-12-19 Nissan Motor Co Ltd スロツトルアクチユエ−タ

Also Published As

Publication number Publication date
EP0290980A3 (en) 1989-11-08
EP0290980A2 (fr) 1988-11-17
DE3861417D1 (de) 1991-02-07

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