U.S. patent number 3,868,933 [Application Number 05/290,626] was granted by the patent office on 1975-03-04 for combustion motor.
This patent grant is currently assigned to Volkswagenwerk Aktiengesellschaft. Invention is credited to Erhard Bigalke, Werner Buttgereit, Dieter Pundt.
United States Patent |
3,868,933 |
Bigalke , et al. |
March 4, 1975 |
COMBUSTION MOTOR
Abstract
A combustion motor in combination with a device for the
automatic quantitative controlling of the air intake through a
suction canal including a throttle valve, an apparatus for
measuring the number of revolutions of the motor and deriving an
actual value signal therefrom, a desired value source for providing
an electrical magnitude corresponding to the desired value of the
number of revolutions of the motor, a device for deriving the
difference between the actual value and desired value magnitudes,
and a switching logic for determining the control relationship
affecting the positioning means of the throttle valve.
Inventors: |
Bigalke; Erhard (Wolfsburg,
DT), Buttgereit; Werner (Wolfsburg, DT),
Pundt; Dieter (Wolfsburg, DT) |
Assignee: |
Volkswagenwerk
Aktiengesellschaft (Wolfsburg, DT)
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Family
ID: |
27182245 |
Appl.
No.: |
05/290,626 |
Filed: |
September 20, 1972 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
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90606 |
Nov 18, 1970 |
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Foreign Application Priority Data
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Nov 22, 1969 [DT] |
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1958816 |
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Current U.S.
Class: |
123/325; 123/362;
180/179; 123/339.21; 123/320; 123/585 |
Current CPC
Class: |
F02D
31/005 (20130101); F02D 9/00 (20130101); F02D
2700/0243 (20130101); F02D 2700/0238 (20130101) |
Current International
Class: |
F02D
31/00 (20060101); F02D 9/00 (20060101); F02d
011/10 (); B60k 027/00 () |
Field of
Search: |
;123/97B,124,103,32EA,102,119D ;180/105 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Myhre; Charles J.
Assistant Examiner: Cox; Ronald B.
Attorney, Agent or Firm: Marmorek; Ernest F.
Parent Case Text
This is a continuation, of application Ser. No. 90,606, filed Nov.
18, 1970 now abandoned.
Claims
We claim:
1. A combustion motor comprising an air intake canal, throttle
valve means in said canal determining the rate of air flow through
said canal, a throttle valve switch operatively connected to said
throttle valve means, said switch being closed during deceleration
operation of the motor and said throttle valve means being moved
into its closed position during deceleration operation of the motor
and idling, a device for automatically controlling the motor speed
during operation modes of the motor different from load and
deceleration fuel shut off, said device comprising by-pass canal
means bypassing said throttle valve means, a control throttle
disposed in said by-pass canal means and comprising an electrical
positioning arrangement, first means for measuring the actual value
of the motor speed and deriving an electrical actual value signal
therefrom, second means for providing an electrical desired value
signal corresponding to the desired value of the motor speed,
difference deriving means having input and output means, said first
and second means being operatively connected to said input means of
said difference deriving means, said positioning arrangement of
said control throttle being operatively connected to said output
means, switching means operatively connected to said input means,
said switching means comprising a semiconductor device having a
control electrode connectable via said throttle valve switch to an
electrical potential adapted to block said semiconductor device and
further connected to an electrical circuit point having an
electrical potential also adapted to block said semiconductor
device only during deceleration fuel shut off, said input means
being connectable via said semiconductor device to an electrical
potential adapted to block said difference deriving means, whereby
during load operation and deceleration fuel shut off no electrical
signal representing the difference between actual value and desired
value of the motor speed is fed to said positioning arrangement
from said difference deriving means.
2. The combination as claimed in claim 1, wherein said difference
deriving means comprises a difference power amplifier.
3. The combination as claimed in claim 1, said device further
comprising an integrating means for the setting of a time constant
for said regulating process.
Description
FIELD OF THE INVENTION
The present invention relates generally to a combustion motor, and
more particularly, it relates to a combustion motor having a device
for the automatic quantitative controlling of the air intake.
BACKGROUND OF THE INVENTION
According to past experience it has been desirable for various
reasons to provide a combustion motor with a device for the
automatic and quantitative regulation or control of the air intake
through a suction canal having a choke or throttle therein. For
example, it has been attempted to obtain a possibly stable and low
idle which would substantially depend only from the air intake. The
solution of this attempt has been made difficult by the fact that
the air requirement for a constant idle of the motor is different
for each temperature in which the motor is operating. For example,
at cold start a relatively large amount of air is necessary, while
the quantity of the air has to be reduced in the next warm running
phase. It became known to handle this situation by the provision of
an additional air valve operable with a heated bimetal control
member. The control characteristics of this control process cannot
be, however, selected exclusively with the consideration of the
constant number of revolutions, since there are also other factors
which should be drawn into consideration so that a compromise could
be reached.
In addition to the constant aspect of the motor revolutions during
the stationary idle run, in connection with motors which operate
with a reduced fuel feed above a predetermined number of
revolutions or rotational speed of the motor, one may find it of
interest to retain a constant number of revolutions per minute or
speed also during the motor braking or decelerating operation after
the number of revolutions per minute or speed of the motor falls
below the predetermined number of revolutions.
Furthermore, there might be cases of interest in which instead of a
constant number of revolutions rather a predetermined relationshihp
between the air intake and the number of revolution of the motor is
required. This problem can, for example, arise in connection with
attempts to purify the exhaust gas.
SUMMARY OF THE INVENTION
It is, therefore, an object of the present invention to provide a
combustion motor having an automatic quantitative control of the
rate of air intake at certain instances of the operation. It is a
more specific object of the present invention to provide a control
arrangement in a combustion motor for the automatic quantitative
control of the air intake during a stationary idle run or during
deceleration.
The combustion motor according to the present invention is provided
with a device for the automatic quantitative control of the rate of
air flow through a suction canal having a throttle valve therein
and wherein the control arrangement includes the throttle valve
itself as an adjustable member and a position drive therefore, a
device for the measuring of the actual number of revolutions per
minute or speed of the motor and providing an actual value reading
thereof, a device for supplying a magnitude corresponding to the
desired value of the motor revolutions, a member forming the
difference between the actual and desired values of the motor
revolutions per minute or speed, a switching or logic member
connected between the positioning drive and the difference forming
member and operable for determing the control relations in response
to the difference magnitude and operating positioning drive of the
throttle valve. According to the invention preferably an electronic
tachometer is used for the measuring of the revolutions of the
motor.
The throttle valve may be in the form of a control element having a
straight line control movement, that is, a slide valve. In the
preferred embodiment of the present invention, however, the
throttle valve together with a positioning drive are formed as an
electro-mechanical angular adjustable member. The invention also
provides that the adjustable member is either null-symetrically or
not null-symetrically formed. In the first mentioned case, the
adjustable member as soon as the revolutions of the motor reach a
desired value, becomes current-free or deenergized for the warm
motor, and the throttle valve takes up a median position. In the
case of a not-null-symetrical adjustable member even after the
desired value of the motor revolution per minute or motor speed has
been reached, an excitation of the adjusting or positioning drive
is still necessary. The rest position of the throttle valve here
corresponds to its fully open or fully closed state.
As have been pointed out above the invention provides a member for
the forming of the difference between the actual and desired values
of the motor revolutions. This member is constructed in the form of
a difference amplifier.
According to the invention it is preferred that between the
switching or logic member and the throttle positioning drive, a
difference-power amplifier is connected which then responds to the
switching or logic member. The function of the switching or logic
member is described in more detail hereinafter and it can be said
in general that its function is to determine the regulating
characteristics and, as the case might be, to impose certain
control magnitudes on the regulating magnitudes. A preferred form
for the construction of the difference-power amplifier is
characterized by the presence of a pair of transistor devices which
are controlled by signals derived from the actual and desired
values and further controlled by the switching or logic member.
As has been mentioned above, the extent of the control of the air
quantity as well as the behavior of the regulating characteristics
depend from the objects which are to be attained by the control
itself. Accordingly, the scope of the present invention includes a
great variety of possibilities for the construction of the
switching or logic member of which only a preferred embodiment is
described and illustrated in the drawings. It might be of interest
to note that sometimes it is not desired that the control circuit
should respond when the motor revolutions deviate somewhat only
during a short period of time from the desired value of the
revolutions. In order that a certain amount of delay affect could
be introduced in this case, it is proposed that a control
arrangement according to the present invention should include
integrating units for the setting of a time constant associated
with the control process.
It is understood that one has to provide for a certain amount of
damping in the control circuit in order that the control circuit
remain stable and to prevent it from becoming susceptible to
oscillations. This can be done by appropriate dimensioning of the
resistors, such as in the circuits associated with the control
electrodes of the transistors in the circuit.
The structural features associated with the constructing of the
suction canal are also within the scope of the present invention.
In the preferred embodiment, the suction canal contains a main
throttle valve bypassed with a control bypass canal in which a
control throttle valve forming the control member is placed. In
this case, and in accordance with the invention, the control takes
place independently and additionally to the air intake control
performed by the accelerator and affecting the main throttle
only.
BRIEF DESCRIPTION OF THE DRAWINGS
The invention will become more readily apparent from the following
description of preferred embodiments thereof shown in the
accompanying drawings, in which:
FIG. 1 is a block diagram of the control circuit according to the
present invention;
FIG. 2 is a circuit diagram of a preferred embodiment of the
present invention illustrating the essential electronic elements of
the control circuit;
FIG. 3 is a circuit diagram illustrating a preferred embodiment of
the switching or logic member;
FIG. 4 is a time diagram illustrating the effect of the control
process according to the present invention at different stages of
the operation of the motor; and
FIG. 5 illustrates an embodiment according to the present invention
showing a possible disposition of the control throttle valve with
respect to the main throttle valve.
DESCRIPTION OF THE PREFERRED EMBODIMENT
With reference to FIG. 1 it is seen that a motor 1 receives the air
necessary for the burning of the fuel through a suction canal 2 in
which as an essential element of the control circuit according to
the present invention a positioning element 3 is placed which in
the embodiment hereinafter described, is a throttle valve having a
positioning drive associated therewith which together form an
electro-mechanical angularly adjustable member.
In order to obtain the control signal 4 which is fed to the
positioning member 3, a device 5 for the measuring of the number of
revolutions, such as a tachometer or other electronic measuring
device adapted for this purpose, is used and which is capable of
deriving an electrical magnitude U1 corresponding to the
instantaneous number of actual revolutions of the motor 1.
Furthermore, a reference source of desired number of revolutions 6
in FIG. 1 or 20 in FIG. 2 is present which is so constructed that
it develops a voltage U2 which is proportional to the desired
number of revolutions of the motor at each instance of regulation.
The actual value magnitude U1 and the desired value magnitude U2
are, in this embodiment of the invention, fed to a difference
amplifier 7 at the output of which the regulating deviation signal,
that is, the difference between the two voltages U1 and U2 appears
in the form of a voltage magnitude 8 at points 30, 30a which is
adapted to be simply processed further. This control signal 8 is
fed to the input of a difference power amplifier 9 which in turn is
influenced as described in more detail in connection with FIG. 3 by
a switching or logic member 10. The switching or logic member 10
provides the necessary form of the regulating characteristic lines
and can also superimpose control characteristic lines onto the
regulating characteristic lines as hereinafter described in more
detail in connection with FIG. 3.
FIG. 3 is a circuit diagram illustrating the structure of the
difference amplifier 7 and of the difference power amplifier 9.
FIG. 2 contains furthermore two important switching elements which
are shown in a block form by dashed lines, namely, the desired
value reference source or generator 20 which can be built in a
known manner and an integrating unit 21 which serves for the
setting of a predetermined regulating delay, such as explained in
connection with short deviations between actual and desired values
infra.
Considering first the difference amplifier 7, it comprises as
essential elements two transistors 22 and 23 having emitter and
collector resistors associated therewith which are dimensioned so
that they are capable of preventing an oscillation of the amplifier
7. The base electrode of the transistor 22 is connected over a
resistor 24 to a terminal 25 to which the voltage U1 is applied
which, as mentioned above in connection with FIG. 1, represents the
actual value of the number of revolutions of the motor 1. The base
of the transistor 23 receives the voltage U2 corresponding to the
desired value of the revolutions of the motors as developed by the
desired value sensor or generator 20 at terminal 26. The desired
value generator 20 contains as an essential element a Zener diode
27 and resistors 28 and 29 which in a given case are temperature
sensitive resistors and form a variable voltage divider together
with Zener diode 27 for the setting of the voltage magnitude U2 at
point 26 corresponding to the desired value of the number of
revolutions. Between points 30 and 30a, that is, between the
collectors of the transistors 22, 23 lies the difference between
the two voltages U1 and U2 which is also in the form of a voltage
magnitude and which is fed over resistors 22a, 23a, 31a, 32a seen
in FIG. 2 to the base electrode of transistor 31 and 32
constituting the elements of the difference power amplifier 9. The
amplified output voltage of this power amplifier 9 appears as the
control magnitude 4 and is fed to the positioning member 3 as
mentioned already in connection with FIG. 1.
The base electrodes of the transistors 31 and 32 are further
connected through terminals 34 and 35 with the switching or logic
member 10 illustrated in more detail in FIG. 3 so that the
operational behavior effect of the difference power amplifier 9 can
be controlled in addition to the regulating deviation represented
by the voltage difference magnitude between voltages U1 and U2,
also by the "program" or operation of the switching or logic
element 10 as described in connection with FIGS. 3 and 4.
Short deviations such as oscillations commonly known in the
regulating arts in the actual value of the number of revolutions
from the desired value are supressed by the integrating member 21.
This integrating member 21 consists of a capacitor 36 which is
connected in parallel to the input of the voltage magntiude U1,
that is, across the terminal 25, whereas in the series branch a
resistor 25 is placed which also forms part of the integrating
circuit 21.
FIG. 3 is an embodiment illustrating the construction of the
switching or logic member 10. An essential element of the circuit
is a transistor 40 to which in the present embodiment diodes 41
through 44 are connected in such manner and poling that a NOR-gate
is formed as a positive logic member. The switching or logic member
10 shown in FIG. 3, for its operation is connected as illustrated
in FIG. 2 through terminals 37 and 38 with the terminal 25 and with
the desired value generator 20.
The switching or logic member 10 can be constructed in a manner
that under stationary idle conditions a regulation is affected
which provides a defined number of revolutions of the motor which,
in given cases, can be also made a function of the motor
temperature, or constant. During downhill run of a motor vehicle,
it is desirable that above a certain number of revolutions per
minute of the engine the fuel supply to it be interrupted. This is
the so-called "deceleration fuel shut-off operation," which can be
performed by a number of well-known arrangements. Upon the
deceleration only the fuel already supplied becomes burned up, and
no fuel supply takes place. However, if during the deceleration the
number of engine revolutions per minute or engine speed falls below
a certain minimum number of revolutions, in order to avoid stalling
the engine in a subsequent acceleration stage, fuel must be
supplied again. In other words, at this minimum number of
revolutions or engine speed a suppression of the "deceleration fuel
shut-off" takes place. In the event therefore, if we have a
combustion motor having a deceleration cut-off above a
predetermined value of a number of revolutions of the motor, under
this circumstance the switching or logic member 10 can be
constructed so that after the suppression of the deceleration fuel
shut-off a regulating affect takes place at a constant number of
revolutions of the motor. The switching equipment for the
above-described type of switching or logic member 10 is relatively
small. A construction of the switching or logic member 10 which is
equally adapted to regulate the number of revolutions of the motor
at a constant value even at a stationary idle run as well as after
the suppression of the deceleration fuel shut-off, is characterized
by the presence of a transistor, such as transistor 40 mentioned
above, through the control throttle valve switch DK as well as
through the deceleration fuel shut terminal SA, each being
described in more detail in connection with FIG. 4, in such a
manner that in the stationary idle run and at the suppression of
the deceleration fuel shut-off, to both transistors 31, 32 of the
difference power amplifier 9 a signal is fed by it which turns on
these transistors.
The switching or logic member 10 can also contain or associated
therewith pulse producing means, which upon attainment of the
thrust operation stage, provides pulses additionally over
conductors 37 and 38 to the positioning drive of the control
throttle valve which affect further opening of the throttle valve
for a short period of time. Such further opening allows an air
intake which serves to completely burn the fuel which is already
there, and thereby to avoid releasing unburned gases into the
exhaust. These pulses which have been additionally produced do not
constitute part of the regulating deviation signal 8 since they
appear in the regulating direction after the logic member 10. Such
pulse producing means can be in the form of appropriate RC
combinations the operational affect of which appears in the form of
capacitor discharge at the instant of the attainment of the
deceleration stage. By such coupling of control pulses onto the
control member 3 one may reduce the undesired carbo-hydrates in the
exhaust gas as a result of the increasing air intake for a short
period of time. The same will hold also when the deceleration fuel
shut-off takes place.
The transistors 31 and 32 of the power amplifier 9 are switched
only when the throttle valve switch DK (see FIG. 3) is closed and
the terminal SA lies at zero potential, otherwise the transistors
31 and 32 would be blocked by the zero potential through diodes 41
and 42 in the switching member 10.
These conditions for the terminal SA and for the throttle valve
switch DK are provided by the electronic control device mentioned
hereinbefore in connection with the features of fuel injection and
of the deceleration fuel shut-off above a predetermined number of
revolutions. Such conditions suggest or require that in order to
have a regulating effect, in the deceleration stage the number of
revolutions must fall below those number of revolutions at which
the deceleration fuel shut-off is suppressed.
The null-symetrical angular control element 3 (see FIG. 1) is in a
current-free or unenergized by power amplifier 9 mid-point position
when the throttle switch DK opens up or when the deceleration fuel
shut-off terminal SA is operative. In this case the transistor 40
becomes switched from the DK or SA terminals by the aforementioned
electronic control device so that the transistors 31 and 32 are
blocked through the diodes 41 and 42.
FIG. 4 illustrates the time duration of the control process as a
function of the potential present on the terminal SA as well as on
the throttle valve switch DK. As a criterion for the effectiveness
and the suppression of the regulation, the potential on the
terminal 45 in the switching logic 10 (see FIG. 3) is used. Under
operating conditions where either the throttle valve switch DK is
open or on the terminal SA there is a potential which is different
from zero, the transistor 40 is switched on and as a result the
potential on the terminal 45 is so low that transistors 31 and 32
in the difference power amplifier 9 become blocked (see FIG.
2).
This blocking of the transistors can be further enhanced by a diode
39 in the common emitter circuit of the transistors 31 and 32.
The associated operating ranges of the motor can be seen in FIG. 4
as follows: The ranges b and c are the so called load and thrust
operating ranges. FIG. 4 shows the potentials on the terminals SA
and 45 as well as the throttle valve switch DK as plotted against a
time axis.
On the other hand, in the ranges a and d which respectively
correspond to the stationary idle run and to the onset of the fuel
feed after the motor fell below a certain number of revolutions, at
which the thrust cut-off becomes inoperative, the transistor 40 is
blocked, so that the potential on the terminal 45 and thereby the
potential on the bases of transistors 31 and 32 in the difference
power amplifier 9 lie at such level that the power amplifier 9 and
thereby the regulating process is in effect. In addition to the
above-described pure regulating process a control magnitude can be
added to the regulating characteristics through the terminals 37
and 38 (see FIG. 2).
FIG. 5 illustrates the constructive arrangement of the positioning
member 3, comprising the control throttle valve 50, with respect to
the air intake canal 51. The air intake canal consists of a main
branch 52 as well as of a by pass 53 which bridges the main
throttle valve 54 placed in the main branch 52. The reference
numeral 55 identifies the positioning arrangement for the control
throttle valve 50 which is energizable by the signals of the power
amplifier 9 controled by the regulating magnitude 4. In the
arrangement shown the control throttle valve 50 and the positioning
arrangement 55 form together the positioning member 3 of the
regulating circuit. While the positioning of the throttle valve 50
depends from the instantaneous regulating deviation and, in certain
cases mentioned above, in addition also from other control
instructions, which might be given by the switching member 10, the
position of the main throttle valve 54 remains controlled only by
the accelerator.
From the above, it is apparent that although the invention has been
described hereinbefore with respect to certain specific embodiments
thereof, it is evident that many modifications and changes may be
made without departing from the spirit of the invention.
Accordingly, by the appended claims, we intend to cover all such
modifications and changes as fall within the true spirit and scope
of this invention.
* * * * *