EP0590704B1 - Method and apparatus for controlling an air bypass passage - Google Patents
Method and apparatus for controlling an air bypass passage Download PDFInfo
- Publication number
- EP0590704B1 EP0590704B1 EP19930202474 EP93202474A EP0590704B1 EP 0590704 B1 EP0590704 B1 EP 0590704B1 EP 19930202474 EP19930202474 EP 19930202474 EP 93202474 A EP93202474 A EP 93202474A EP 0590704 B1 EP0590704 B1 EP 0590704B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- pintle
- engine
- speed
- predetermined
- movement
- 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
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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
- F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
- F02D31/001—Electric control of rotation speed
- F02D31/002—Electric control of rotation speed controlling air supply
- F02D31/003—Electric control of rotation speed controlling air supply for idle speed control
- F02D31/005—Electric control of rotation speed controlling air supply for idle speed control by controlling a throttle by-pass
-
- 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
-
- 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
- F02D11/10—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 electric type
- F02D2011/101—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 electric type characterised by the means for actuating the throttles
- F02D2011/103—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 electric type characterised by the means for actuating the throttles at least one throttle being alternatively mechanically linked to the pedal or moved by an electric actuator
-
- 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
- F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
- F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
- F02D9/1035—Details of the valve housing
- F02D9/1055—Details of the valve housing having a fluid by-pass
Definitions
- the present invention relates to a method of and apparatus for controlling the movement of a pintle an internal combustion engine, particularly on returning to the idling mode after a perturbation, such as a change in throttle position.
- the idling speed of an engine is normally controlled by means of a pintle which is adapted to modify the cross-sectional area of an air channel which bypasses the throttle blade so as to modify the air flow through the bypass passage.
- the pintle is moved by a stepper motor under the control of an engine idling speed controller, which may be incorporated within an engine management system.
- the pintle When the engine idling speed controller is active and the throttle blade is in a closed position, the pintle is moved to a position which allows sufficient air flow to cause the engine to operate at a speed which substantially matches a desired engine speed.
- the desired engine speed is determined on the basis of predeterined engine operating conditions, such as engine coolant temperature, active engine loads, such as heating, lights and the air conditioning clutch, and variations in battery voltage.
- the stepper motor moves the pintle in a direction to increase the cross-sectional area of the bypass channel at a rate determined as a function of throttle movement.
- the stepper motor moves the pintle back towards the position it held before the throttle blade was opened.
- GB-A-2136165 discloses a method and apparatus as disclosed in the preambles of claims 1 and 5.
- the present invention seeks to provide an improved method of and apparatus for controlling the movement of a pintle of an engine and in particular the movement of the pintle back to an engine idling position in a manner which can substantially prevent any instability in engine operation as a result of the movement of the pintle.
- a method and apparatus for controlling the movement of a pintle of an engine in accordance with the present invention are characterised by the features specified in the characterising portions of claims 1 and 5.
- the method comprises the step of setting the predetermined position as the sum of the position of the pintle at the time the throttle was last moved from an idling position to a more open position plus a predetermined offset determined as a function of vehicle speed; and enabling closed loop control of the engine idling speed after the pintle has reached the predetermined position. Setting the predetermined position in this manner ensures that the position the pintle moves to during a transition back to the idling mode is not inappropriate for the current vehicle speed.
- closed loop control of the engine idling speed is enabled when the actual engine speed becomes less than the desired engine idling speed. This ensures that the engine speed has substantially stabilised before returning to closed loop control.
- a throttle valve 10 of conventional blade form is located within a choke 12 of an engine manifold and controls the flow of air from the engine manifold to the engine cylinders.
- a bypass channel 14 provides a passage in the choke 12 which bypasses the throttle 10 so as to enable air to be inducted into the cylinders when the throttle is closed, thereby enabling the engine to idle.
- Located within the bypass channel 14 is a valve seat 16 cooperable with a valve or pintle 18 which is movable to vary the cross-sectional area of the passage between the pintle 18 and the valve seat 16, thereby to vary the air flow rate through the bypass passage 14.
- the pintle 18 is of conventional form and includes a coil spring 24 for biasing the pintle towards the valve seat 16 and a shaft connected to a control valve 20, which comprises a stepper motor coupled to the shaft for moving the pintle away from the valve seat 16 against the force of the coil spring 24.
- An input 22 of the control valve 20 is coupled to an engine management system which includes an engine idling speed controller for controlling the control valve 20.
- control valve 20 adjusts the position of the pintle 18 to provide a flow of air appropriate to cause the engine to idle at a desired engine speed determined on the basis of the detected engine operating conditions.
- detected engine operating conditions include, for example, engine coolant temperature, active engine loads, such as air conditioning clutch and lights, and variations in battery voltage.
- the pintle 18 When the throttle blade 10 is moved to an open position on depression of the accelerator pedal, the pintle 18 is moved away from the valve seat 16 at a rate determined as a function of the movement of the throttle blade 10 so as to increase the air flow through the bypass channel 14.
- the pintle 18 On return of the throttle blade 10 to its closed position, the pintle 18 is moved back towards the valve seat 16 so as to adjust the air flow through the bypass passage 14 by an amount sufficient to bring the engine speed to the desired engine idling speed, determined on the basis of the above-mentioned engine operating conditions.
- the rate at which the pintle 18 is moved back towards the valve seat 16 is determined as a function of the difference between the actual engine speed and the desired engine speed.
- variable TIME in the above equation represents the rate of movement of the pintle, that is the time taken for the pintle to move by a predetermined amount.
- the pintle 18 is moved on the basis of the above equation until it reaches a return position relative to the valve seat 16 corresponding to the initial position of the pintle 18 at the time the throttle blade 10 was first opened plus a calibratable offset determined as a function of the vehicle speed.
- This calibratable offset is chosen as the point at which normal closed loop control of the engine idling speed can begin, and from which further movement of the pintle under normal closed loop control is not likely to cause any engine operating instabilities.
- the commencement of normal closed loop control of the engine idling speed by means of the pintle is delayed unless certain conditions have been satisfied.
- the condition to be satisfied is that the actual engine speed must drop below the desired engine speed, which in this example is around 800 RPM. While the engine speed is above the desired engine idling speed, closed loop control of the engine idling speed must meet the above-mentioned conditions. On the other hand, when the engine speed is less than the desired engine idling speed, closed loop control of the engine speed is enabled immediately.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Description
The present invention relates to a method
of and apparatus for controlling the movement of a
pintle an internal combustion engine, particularly on
returning to the idling mode after a perturbation,
such as a change in throttle position.
The idling speed of an engine is normally
controlled by means of a pintle which is adapted to
modify the cross-sectional area of an air channel
which bypasses the throttle blade so as to modify the
air flow through the bypass passage. The pintle is
moved by a stepper motor under the control of an
engine idling speed controller, which may be
incorporated within an engine management system.
When the engine idling speed controller is
active and the throttle blade is in a closed
position, the pintle is moved to a position which
allows sufficient air flow to cause the engine to
operate at a speed which substantially matches a
desired engine speed. The desired engine speed is
determined on the basis of predeterined engine
operating conditions, such as engine coolant
temperature, active engine loads, such as heating,
lights and the air conditioning clutch, and
variations in battery voltage.
When the throttle blade is moved to a more
open position, the stepper motor moves the pintle in
a direction to increase the cross-sectional area of
the bypass channel at a rate determined as a function
of throttle movement. On return of the throttle
blade to the closed position, the stepper motor moves
the pintle back towards the position it held before
the throttle blade was opened.
A problem encoutered in moving the pintle
back to its engine idling position is that this can
cause the engine to operate inconsistently for a
short period. GB-A-2136165 discloses a method and
apparatus as disclosed in the preambles of claims 1
and 5.
The present invention seeks to provide an
improved method of and apparatus for controlling the
movement of a pintle of an engine and in particular
the movement of the pintle back to an engine idling
position in a manner which can substantially prevent
any instability in engine operation as a result of
the movement of the pintle.
A method and apparatus for controlling the
movement of a pintle of an engine in accordance with
the present invention are characterised by the
features specified in the characterising portions of
claims 1 and 5.
By controlling the movement of the pintle on
the basis of the difference between the actual engine
speed and the desired idling speed, it is possible to
ensure a smooth transition back to an idling mode.
Advantageously, the method comprises the
step of setting the predetermined position as the sum
of the position of the pintle at the time the
throttle was last moved from an idling position to a
more open position plus a predetermined offset
determined as a function of vehicle speed; and
enabling closed loop control of the engine idling
speed after the pintle has reached the predetermined
position. Setting the predetermined position in this
manner ensures that the position the pintle moves to
during a transition back to the idling mode is not
inappropriate for the current vehicle speed.
In an embodiment, closed loop control of
the engine idling speed is enabled when the actual
engine speed becomes less than the desired engine
idling speed. This ensures that the engine speed has
substantially stabilised before returning to closed
loop control.
According to another aspect of the present
invention, there is provided apparatus for
controlling the movement of a pintle of an engine as
specified in claim 6.
An embodiment of the present invention is
described below, by way of illustration only, with
reference to the accompanying drawing, in which the
sole Figure is a schematic diagram of an idle air
control system.
Referring to the Figure, a throttle valve
10 of conventional blade form is located within a
choke 12 of an engine manifold and controls the flow
of air from the engine manifold to the engine
cylinders.
A bypass channel 14 provides a passage in
the choke 12 which bypasses the throttle 10 so as to
enable air to be inducted into the cylinders when the
throttle is closed, thereby enabling the engine to
idle. Located within the bypass channel 14 is a
valve seat 16 cooperable with a valve or pintle 18
which is movable to vary the cross-sectional area of
the passage between the pintle 18 and the valve seat
16, thereby to vary the air flow rate through the
bypass passage 14.
The pintle 18 is of conventional form and
includes a coil spring 24 for biasing the pintle
towards the valve seat 16 and a shaft connected to a
control valve 20, which comprises a stepper motor
coupled to the shaft for moving the pintle away from
the valve seat 16 against the force of the coil
spring 24. An input 22 of the control valve 20 is
coupled to an engine management system which includes
an engine idling speed controller for controlling the
control valve 20.
During normal engine idling, the control
valve 20 adjusts the position of the pintle 18 to
provide a flow of air appropriate to cause the engine
to idle at a desired engine speed determined on the
basis of the detected engine operating conditions.
These detected engine operating conditions include,
for example, engine coolant temperature, active
engine loads, such as air conditioning clutch and
lights, and variations in battery voltage.
When the throttle blade 10 is moved to an
open position on depression of the accelerator pedal,
the pintle 18 is moved away from the valve seat 16 at
a rate determined as a function of the movement of
the throttle blade 10 so as to increase the air flow
through the bypass channel 14.
On return of the throttle blade 10 to its
closed position, the pintle 18 is moved back towards
the valve seat 16 so as to adjust the air flow
through the bypass passage 14 by an amount sufficient
to bring the engine speed to the desired engine
idling speed, determined on the basis of the
above-mentioned engine operating conditions.
The rate at which the pintle 18 is moved
back towards the valve seat 16 is determined as a
function of the difference between the actual engine
speed and the desired engine speed. In this
embodiment, the rate of movement of the pintle is
determined on the basis of the equation:
TIME = MULT*(MAX_ERROR - ERROR) + DLY,
in which, TIME is the delay between consecutive step
movements of the stepper motor of the control valve
20; MULT is a calibratable multiplier found by
experiment and, in this example, is in the region of
50ms to 500ms; ERROR is the absolute value of the
difference between the actual engine speed and the
desired engine speed; MAX_ERROR is the maximum value
of the difference between the actual engine speed and
the desired engine speed considered to occur under
such a situation, which can be found by experiment
and which in this example is around 800 RPM; and DLY
is a predetermined delay calibratable by experiment,
and in this example is in the region of 50ms to
500ms.
In the case of a control valve which does
not use a stepper motor, the variable TIME in the
above equation represents the rate of movement of the
pintle, that is the time taken for the pintle to move
by a predetermined amount.
The pintle 18 is moved on the basis of the
above equation until it reaches a return position
relative to the valve seat 16 corresponding to the
initial position of the pintle 18 at the time the
throttle blade 10 was first opened plus a
calibratable offset determined as a function of the
vehicle speed. This calibratable offset is chosen as
the point at which normal closed loop control of the
engine idling speed can begin, and from which further
movement of the pintle under normal closed loop
control is not likely to cause any engine operating
instabilities.
Once the pintle has reached the return
position, the commencement of normal closed loop
control of the engine idling speed by means of the
pintle is delayed unless certain conditions have been
satisfied. In this embodiment, the condition to be
satisfied is that the actual engine speed must drop
below the desired engine speed, which in this example
is around 800 RPM. While the engine speed is above
the desired engine idling speed, closed loop control
of the engine idling speed must meet the
above-mentioned conditions. On the other hand, when
the engine speed is less than the desired engine
idling speed, closed loop control of the engine speed
is enabled immediately.
On the other hand, normal closed loop
control of the engine idling speed is disabled if the
following conditions apply:
It will be apparent that if any one of
conditions (ii) to (vii) applies, there is the
possibility that the engine operating conditions are
unstable. In such a case, normal closed loop control
of the engine idling speed should remain disabled
until engine operation has stabilised.
Of course, one or more of conditions (ii)
to (vii) may be omitted or substituted with other
tests in other embodiments.
Claims (8)
- A method of controlling the movement of a pintle of an engine, which engine comprises a throttle valve (10) for controlling air flow to the engine, a bypass channel (14) bypassing the throttle valve, a movable pintle (18) for controlling the flow rate of air through the bypass channel, and control means (20) for controlling the movement of the pintle; the method comprising the steps of determining the position of the throttle valve; determining the position of the pintle; determining a desired engine idling speed on the basis of engine operating conditions; measuring the actual engine speed; when it is determined that the throttle valve has moved from an open position to a substantially closed position, controlling the movement of the pintle to a predetermined position at a rate determined dependent on the difference between the actual engine speed and the desired idling speed; characterised in that the rate of movement of the pintle (18) is determined on the basis of the equation
- A method according to claim 1, comprising the step of setting the predetermined position as the sum of the position of the pintle at the time the throttle was last moved from an idling position to a more open position plus a predetermined offset determined as a function of vehicle speed; and enabling closed loop control of the engine idling speed after the pintle has reached the predetermined position.
- A method according to claim 2, wherein closed loop control of the engine idling speed is enabled when the actual engine speed becomes less than the desired engine idling speed.
- A method according to claim 2 or 3, comprising the step of disabling closed loop control of the engine idling speed if the actual engine speed is greater than the desired engine idling speed and one or more of the following conditions is found to apply:a) the pintle has been in the predetermined position for less than a predetermined time;b) the engine is in a fuel cut-off mode;c) the manifold absolute pressure is less than a threshold pressure;d) one of conditions b) and c) has applied within a preceding preset period;e) any one of conditions b) to d) applies and it is detected that the vehicle clutch is disengaged; andf) condition e) has applied within a preceding predetermined period.
- Apparatus for controlling the movement of a pintle of an engine, which engine comprises a throttle valve (10) for controlling air flow to the engine, a bypass channel (14) bypassing the throttle valve, and a movable pintle (18) for controlling the flow rate of air through the bypass channel; the apparatus comprising processing means adapted to determine the position of the throttle valve and of the pintle, to obtain a desired engine idling speed on the basis of engine operating conditions, and to measure the actual engine speed; and control means (20) for controlling the movement of the pintle; the processing means being adapted to determine a rate of movement of the pintle to a predetermined position dependent on the difference between the actual engine speed and the desired engine idling speed; the control means being adapted, when the throttle valve has moved from an open position to a substantially closed position, to control the movement of the pintle to the predetermined position at the rate determined by the processing means; characterised in that the processing means is adapted to determine the rate of movement of the pintle on the basis of the equation
- Apparatus according to claim 5, wherein the processing means is adapted to set the predetermined position as the sum of the position of the pintle at the time the throttle was last moved from an idling position to a more open position plus a predetermined offset determined as a function of vehicle speed; and to enable closed loop control of the engine idling speed after the pintle has reached the predetermined position.
- Apparatus according to claim 6, wherein the processing means is adapted to enable closed loop control of the engine idling speed when the actual engine speed becomes less than the desired engine idling speed.
- Apparatus according to claim 6 or 7,
wherein the processing means is adapted to disable closed loop control of the engine idling speed if the actual engine speed is greater than the desired engine idling speed and one or more of the following conditions is found to apply:a) the pintle has been in the predetermined position for less than a predetermined time;b) the engine is in a fuel cut-off mode;c) the manifold absolute pressure is less than a threshold pressure;d) one of conditions b) and c) has applied within a preceding preset period;e) any one of conditions b) to d) applies and it is detected that the vehicle clutch is disengaged; andf) condition e) has applied within a preceding predetermined period.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB9220582A GB2271196B (en) | 1992-09-30 | 1992-09-30 | Method and apparatus for controlling an air bypass passage |
| GB9220582 | 1992-09-30 |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| EP0590704A2 EP0590704A2 (en) | 1994-04-06 |
| EP0590704A3 EP0590704A3 (en) | 1994-11-17 |
| EP0590704B1 true EP0590704B1 (en) | 1998-02-11 |
Family
ID=10722727
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP19930202474 Expired - Lifetime EP0590704B1 (en) | 1992-09-30 | 1993-08-23 | Method and apparatus for controlling an air bypass passage |
Country Status (3)
| Country | Link |
|---|---|
| EP (1) | EP0590704B1 (en) |
| DE (1) | DE69316953T2 (en) |
| GB (1) | GB2271196B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007071163A (en) | 2005-09-08 | 2007-03-22 | Toyota Motor Corp | Intake port structure for internal combustion engine |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5825541A (en) * | 1981-08-07 | 1983-02-15 | Nippon Denso Co Ltd | Idling control method for internal combustion engine |
| US4453514A (en) * | 1983-01-25 | 1984-06-12 | Motorola, Inc. | Engine speed adaptive air bypass valve (dashpot) control |
| JPS59168238A (en) * | 1983-03-11 | 1984-09-21 | Honda Motor Co Ltd | Feedback controlling method for idle rotating speed of internal-combustion engine |
| JPS6081442A (en) * | 1983-10-08 | 1985-05-09 | Toyota Motor Corp | Idling speed controlling method in internal-combustion engine |
| JPS61104133A (en) * | 1984-10-26 | 1986-05-22 | Fuji Heavy Ind Ltd | Control device for intake air flow rate |
| JPS61223246A (en) * | 1985-03-27 | 1986-10-03 | Fujitsu Ten Ltd | Idle revolution speed controller |
| JPS62111140A (en) * | 1985-11-07 | 1987-05-22 | Mitsubishi Motors Corp | Initialization of stepping motor for controlling idle speed |
| MX172111B (en) * | 1989-02-17 | 1993-12-03 | Orbital Eng Pty | AIR SUPPLY SYSTEM FOR AN INTERNAL COMBUSTION ENGINE |
-
1992
- 1992-09-30 GB GB9220582A patent/GB2271196B/en not_active Expired - Lifetime
-
1993
- 1993-08-23 DE DE1993616953 patent/DE69316953T2/en not_active Expired - Lifetime
- 1993-08-23 EP EP19930202474 patent/EP0590704B1/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| DE69316953D1 (en) | 1998-03-19 |
| GB2271196A (en) | 1994-04-06 |
| DE69316953T2 (en) | 1998-05-28 |
| GB9220582D0 (en) | 1992-11-11 |
| GB2271196B (en) | 1995-08-16 |
| EP0590704A3 (en) | 1994-11-17 |
| EP0590704A2 (en) | 1994-04-06 |
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