GB2068456A - Internal combustion engine throttle valve control linkage - Google Patents
Internal combustion engine throttle valve control linkage Download PDFInfo
- Publication number
- GB2068456A GB2068456A GB8101980A GB8101980A GB2068456A GB 2068456 A GB2068456 A GB 2068456A GB 8101980 A GB8101980 A GB 8101980A GB 8101980 A GB8101980 A GB 8101980A GB 2068456 A GB2068456 A GB 2068456A
- Authority
- GB
- United Kingdom
- Prior art keywords
- internal combustion
- butterfly valve
- combustion engine
- reference signal
- cam
- 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
Classifications
-
- 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
- F02D11/105—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 function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
-
- 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
- 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
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)
Abstract
The maximum opening of the butterfly 17 by the pedal 10 is limited by a follower 19 engaging a cam 20 operated by an electric motor 21, a spring 15 accommodating separation of the links 14, 16 due to greater pedal depression. Springs 9 and 22 provide pedal and butterfly return bias and the cam portions 20a and 20b provide respectively small and large follower displacement for a given motor rotation. A microprocessor circuit 23 receives pedal and butterfly position and engine and vehicle speed signals to provide economy butterfly settings and a desired idling speed. <IMAGE>
Description
SPECIFICATION
Internal combustion engine throttle control
This invention relates to an internal combustion engine throttle control.
The fuel economy of internal combustion engines can be significantly improved by utilizing modern technology in the precise control of engine fuelling and ignition. Furthermore, advances are now being made in economy by the utilization of mechanical continuously variable transmissions. Generally speaking, however, fuel can still be wasted by the vehicle driver opening the engine throttle wider than is necessary for the existing engine speed, road speed and engine load conditions.
In accordance with the invention there is provided an internal combustion engine throttle control comprising an accelerator pedal, a butterfly valve and linkage means connecting the accelerator pedal to the butterfly valve and including a first movable member coupled to the accelerator pedal, a second movable member coupled to the butterfly valve, first spring means connecting the first movable member to the second movable member whereby depression of the accelerator stresses said first spring means to tend to open the butterfly valve, mechanical limit means restricting relative motion of the ends of said first spring means as said first spring means is relaxed, second spring means acting to urge the butterfly valve towards a closed position, whereby lifting of the drivers foot from the accelerator pedal causes relaxing of said first spring means to the limit permitted by said limit means and movement of the butterfly valve to its closed position by said second spring means, a cam, cam follower means mounted on said second movable member and urged into engagement with said cam by the action of said first spring means so as to limit opening of the butterfly valve in accordance with the position of said cam, a servomotor drivingly connected to said cam, and said cam being shaped to provide a desired non-linear relationship between butterfly valve opening and displacement of the cam by the servo-motor, and control means for the servo-motor operating to displace the cam to a position dependent on at least one vehicle operating parameter.
The control means may include a lowest wins gate which selects the lower of two signals representing respectively an "economical" butterfly valve position and the difference between a maximum engine speed and actual engine speed, the output of the lowest wins gate controlling the servo-motor via a position control loop.
Alternatively the control circuit may include only an engine speed control loop.
An example of the invention is shown in the accompanying drawing in which:
Figure 1 is a block diagram of the throttle control, and
Figure 2 is a block diagram of an electrical circuit used in the control.
The diagram shows the drivers control as a foot pedal 10 which is connected by a cable 11 to a demand lever 12 to which a demand potentiometer 13 is mechanically connected to provide a transducer sensitive to the driver's control. The lever 12 is also pivotally connected to a link member 14 which carries a tension spring 1 5 coupled at one end to the link member 14 (or to the lever 12) and at the other end to a throttle lever 1 6. The lever 1 6 is pivoted on an axis spaced from and parallel to that of the lever 12 and is mechanically connected to the throttle valve in the
engine carburetor 1 7 and also to a throttle potentiometer 1 8. A ball-race 1 9 mounted on the lever 1 6 is urged by the influence of the spring 1 5 into engagement with a cam on the shaft of a motor/gearbox unit 21. The cam may be shaped as shown with a part 20a of nearly constant radius at one end of its arc of travel, the remainder 20b being shaped to give more rapid radial displacement. A light return spring 22 acts on the lever 1 6 to urge it in throttle closing direction.
The potentiometers 13 and 18 provide inputs to a microprocessor-based control circuit 23 which also has inputs from an engine speed transducer 24 and a road wheel speed transducer 25. The control unit 23 consists of a look up table unit 26 a lowest wins circuit 27, phase compensation units 28 and 29, difference amplifiers 30 and 31 and power amplifier 32.
The operation of the control system is as follows. The most economical throttle position is determined from the wheel speed and drivers demand signals in the look up table unit 26.
A maximum engine speed signal is also determined in unit 26. The actual engine speed from transducer 24 is subtracted from the maximum engine speed in difference amplifier 31.
The resulting error signal 34 can be used to control the shifting of a transmission 33. This error signal 34 is processed in the phase compensation network 28 and is then fed to "lowest wins" units 27 together with the most economical throttle angle signal from 26. The one of these two signals that demands the most closed throttle angle is passed on from "wins circuit" 27 to difference amplifier 30. Here the actual position signal from potentiometer 1 8 is subtracted from it.
The error signal is then fed through phase compensation block 29 to power amplifier 32 which in turn drives the motor 21.
The elements 30, 29, 32, 21, and 18 together with the mechanical linkages in Figure 1 constitute a position feedback control system for carburettor butterfly 1 7.
The maximum engine speed is selected for economical operation of the engine/transmission combination and has a suitable idle speed programmed for use when the drivers demand is zero. The engine speed error signal 34 is then processed in phase compensator 28 to give a butterfly angle demand to the position feedback loop that will give the desired idle speed, regardless of changes in engine temperature or auxiliary load. The force applied by the spring 1 5 to the lever 1 6 when the throttle pedal is depressed ensures that the ball race 1 9 follows the cam, the portion 20a ensuring that fine control is obtained when the throttle valve is close to its closed position. When the foot pedal 10 is released the spring-loading 9 of the pedal 10 itself can urge the link 14 into direct contact with the lever 1 6 turning this to close the throttle valve in the event that the motor 21 fails to do this. This ensures fail-safe operation.
In an alternative embodiment, not shown, the potentiometer 1 8 amplifier 30, lowest wins gate 27 and one of the phase compensation circuits 28, 29 is omitted, the power amplifier controlling the motor 21 in accordance with the engine speed error.
Claims (12)
1. An internal combustion engine throttle control comprising an accelerator pedal, a butterfly valve and linkage means connecting the accelerator pedal to the butterfly valve and including a first movable member coupled to the accelerator pedal, a second movable member coupled to the butterfly valve, first spring means connecting the first movable member to the second movable member whereby depression of the accelerator stresses said first spring means to tend to open the butterfly valve, mechanical limit means restricting relative motion of the ends of said first spring means as said first spring means is relaxed, second spring means acting to urge the butterfly valve towards a closed position, whereby lifting of the drivers foot from the accelerator pedal causes relaxing of said first spring means to the limit permitted by said limit means and movement of the butterfly valve to its closed position by said second spring means, a cam, cam follower means mounted on said second movable member and urged into engagement with said cam by the action of said first spring means so as to limit opening of the butterfly valve in accordance with the position of said cam, a servomotor drivingly connected to said cam, and said.
cam being shaped to provide a desired non-linear relationship between butterfly valve opening and displacement of the cam by the servo-motor, and control means for the servo-motor operating to displace the cam to a position dependent on at least one vehicle operating parameter.
2. An internal combustion engine throttle control as claimed in claim 1 further comprising third spring means acting to return the accelerator pedal to a raised rest position and stop means limiting movement of the pedal under the influence of said third spring means.
3. An internal combustion engine throttle control as claimed in claim 1 in which the cam profile is shaped to provide relatively slower motion of the butterfly valve with respect to motion of the servo-motor at small throttle openings than at iarger throttle openings.
4. An internal combustion engine throttle control as claimed in claim 1 in which said control means comprises reference signal generating means, which produces a reference signal dependent on said at least one vehicle operating parameter, butterfly valve position sensing means which produces a feedback signal dependent on the butterfly valve position, error amplifier means receiving said reference signal and said feedback signal and means sensitive to the output of the error amplifier means driving said servo-motor in a manner to cause the feedback signal to approach the reference signal.
5. An internal combustion engine throttle control as claimed in claim 4 in which said means sensitive to the output of the error amplifier means comprises a phase compensation circuit and a power amplifier.
6. An internal combustion engine throttle control as claimed in claim 4 in which said reference signal generating means comprises means for generating a signal representing an "economical" butterfly valve position in accordance with the measured values of vehicle speed and accelerator pedal position.
7. An internal combustion engine throttle control as claimed in claim 4 in which said reference signal generating means comprises means for generating an engine speed reference signal, an engine speed transducer circuit producing an engine speed signal, and a second error amplifier connected to the engine speed reference signal generating means and to said engine speed transducer.
8. An internal combustion engine throttle control as claimed in claim 7 further comprising a phase compensation circuit having its input connected to the output of said second error amplifier.
9. An internal combustion engine throttle control as claimed in claim 7 in which said engine speed reference signal generating means is arranged to generate a signal representing desired engine idling speed.
10. An internal combustion engine as claimed in claim 7 in which said engine speed reference signal generating means. is arranged to generate'a signal representing an upper limit to engine speed.
11. An internal combustion engine throttle control as claimed in claim 7 in which said engine speed reference signal generating means comprises a function generator receiving inputs corresponding to vehicle speed and accelerator pedal position and generates a signal varying as a function of these variables.
12. An internal combustion engine throttle control as claimed in claim 11 in which the reference signal generating means also comprises additional means for generating a signal representing an "economical" butterfly valve position in accordance with the measured values of vehicle speed and accelerator pedal position and a "lowest wins" gate having inputs from said second error amplifier and from said additional means and providing the reference signal as its output.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
GB8101980A GB2068456B (en) | 1980-01-30 | 1981-01-22 | Internal combustion engine throttle valve control linkage |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
GB8003183 | 1980-01-30 | ||
GB8101980A GB2068456B (en) | 1980-01-30 | 1981-01-22 | Internal combustion engine throttle valve control linkage |
Publications (2)
Publication Number | Publication Date |
---|---|
GB2068456A true GB2068456A (en) | 1981-08-12 |
GB2068456B GB2068456B (en) | 1983-09-28 |
Family
ID=26274348
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
GB8101980A Expired GB2068456B (en) | 1980-01-30 | 1981-01-22 | Internal combustion engine throttle valve control linkage |
Country Status (1)
Country | Link |
---|---|
GB (1) | GB2068456B (en) |
Cited By (17)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO1983000534A1 (en) * | 1981-08-08 | 1983-02-17 | Brockhaus, Herbert | Connecting device between a regulating member for regulating the power of a combustion engine and a control member |
EP0089492A1 (en) * | 1982-03-24 | 1983-09-28 | Audi Ag | Internal-combustion engine |
EP0110226A2 (en) * | 1982-12-02 | 1984-06-13 | Mikuni Kogyo Kabushiki Kaisha | Internal combustion engine control system with means for reshaping of command derived from accelerator control |
US4461254A (en) * | 1981-08-13 | 1984-07-24 | Vdo Adolf Schindling Ag | Device for controlling the position of an element which controls the fuel-air mixture |
EP0118175A2 (en) * | 1983-01-20 | 1984-09-12 | Stanley Joseph Kasiewicz | Road and engine speed governor control circuit |
EP0121939A1 (en) * | 1983-04-11 | 1984-10-17 | Nissan Motor Co., Ltd. | Throttle control system for automotive vehicle |
US4531430A (en) * | 1982-12-27 | 1985-07-30 | Eaton Corporation | Throttle modulator |
GB2168427A (en) * | 1984-12-13 | 1986-06-18 | Ae Plc | Fuel control connecting mechanism with speed-responsive override |
US4597049A (en) * | 1982-12-28 | 1986-06-24 | Nissan Motor Company, Limited | Accelerator control system for automotive vehicle |
EP0337099A2 (en) * | 1988-04-09 | 1989-10-18 | Robert Bosch Gmbh | Control device for an internal combustion engine in vehicles |
US4879657A (en) * | 1987-03-26 | 1989-11-07 | Nissan Motor Company, Limited | System and method for electronically controlling a vehicular engine operation having a safe function |
EP0378908A1 (en) * | 1988-12-16 | 1990-07-25 | Lucas Industries Public Limited Company | Internal combustion engine throttle control |
GB2235170A (en) * | 1989-08-14 | 1991-02-27 | Autoliv Dev | Control arrangement for a motor vehicle |
FR2659390A1 (en) * | 1990-03-07 | 1991-09-13 | Pierburg Gmbh | GAS BUTTERFLY DEVICE FOR INTERNAL COMBUSTION ENGINES. |
FR2705735A1 (en) * | 1993-05-24 | 1994-12-02 | Rabhi Vianney | Device for underfuelling piston-type internal combustion engines |
GB2307002A (en) * | 1995-11-06 | 1997-05-14 | Ford Motor Co | I.c. engine air intake throttle arrangement with motor-driven idle speed controller |
EP2174824A3 (en) * | 2008-10-08 | 2011-05-04 | Stefan Niemerg | Device for non-linear transfer of a setting of a throttle for bicycles and speed restriction device for vehicles, in particular mopeds |
-
1981
- 1981-01-22 GB GB8101980A patent/GB2068456B/en not_active Expired
Cited By (24)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO1983000534A1 (en) * | 1981-08-08 | 1983-02-17 | Brockhaus, Herbert | Connecting device between a regulating member for regulating the power of a combustion engine and a control member |
US4461254A (en) * | 1981-08-13 | 1984-07-24 | Vdo Adolf Schindling Ag | Device for controlling the position of an element which controls the fuel-air mixture |
EP0089492A1 (en) * | 1982-03-24 | 1983-09-28 | Audi Ag | Internal-combustion engine |
EP0110226A2 (en) * | 1982-12-02 | 1984-06-13 | Mikuni Kogyo Kabushiki Kaisha | Internal combustion engine control system with means for reshaping of command derived from accelerator control |
EP0110226A3 (en) * | 1982-12-02 | 1984-11-07 | Mikuni Kogyo Kabushiki Kaisha | Internal combustion engine control system with means for reshaping of command derived from accelerator control |
US4531430A (en) * | 1982-12-27 | 1985-07-30 | Eaton Corporation | Throttle modulator |
US4597049A (en) * | 1982-12-28 | 1986-06-24 | Nissan Motor Company, Limited | Accelerator control system for automotive vehicle |
EP0118175A2 (en) * | 1983-01-20 | 1984-09-12 | Stanley Joseph Kasiewicz | Road and engine speed governor control circuit |
EP0118175A3 (en) * | 1983-01-20 | 1985-06-12 | Stanley Joseph Kasiewicz | Road and engine speed governor control circuit |
US4612615A (en) * | 1983-04-11 | 1986-09-16 | Nissan Motor Company, Limited | Throttle control system for automotive vehicle |
EP0121939A1 (en) * | 1983-04-11 | 1984-10-17 | Nissan Motor Co., Ltd. | Throttle control system for automotive vehicle |
US4712443A (en) * | 1984-12-13 | 1987-12-15 | Ae Plc | Mechanical over-ride linkages |
GB2168427A (en) * | 1984-12-13 | 1986-06-18 | Ae Plc | Fuel control connecting mechanism with speed-responsive override |
US4879657A (en) * | 1987-03-26 | 1989-11-07 | Nissan Motor Company, Limited | System and method for electronically controlling a vehicular engine operation having a safe function |
EP0337099A2 (en) * | 1988-04-09 | 1989-10-18 | Robert Bosch Gmbh | Control device for an internal combustion engine in vehicles |
EP0337099A3 (en) * | 1988-04-09 | 1989-12-27 | Robert Bosch Gmbh | Control device for an internal combustion engine in vehicles |
EP0378908A1 (en) * | 1988-12-16 | 1990-07-25 | Lucas Industries Public Limited Company | Internal combustion engine throttle control |
GB2235170A (en) * | 1989-08-14 | 1991-02-27 | Autoliv Dev | Control arrangement for a motor vehicle |
FR2659390A1 (en) * | 1990-03-07 | 1991-09-13 | Pierburg Gmbh | GAS BUTTERFLY DEVICE FOR INTERNAL COMBUSTION ENGINES. |
FR2705735A1 (en) * | 1993-05-24 | 1994-12-02 | Rabhi Vianney | Device for underfuelling piston-type internal combustion engines |
GB2307002A (en) * | 1995-11-06 | 1997-05-14 | Ford Motor Co | I.c. engine air intake throttle arrangement with motor-driven idle speed controller |
US5651343A (en) * | 1995-11-06 | 1997-07-29 | Ford Motor Company | Idle speed controller |
GB2307002B (en) * | 1995-11-06 | 1999-05-26 | Ford Motor Co | Idle speed controller |
EP2174824A3 (en) * | 2008-10-08 | 2011-05-04 | Stefan Niemerg | Device for non-linear transfer of a setting of a throttle for bicycles and speed restriction device for vehicles, in particular mopeds |
Also Published As
Publication number | Publication date |
---|---|
GB2068456B (en) | 1983-09-28 |
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Legal Events
Date | Code | Title | Description |
---|---|---|---|
PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 19950122 |