• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A device of the type mentioned in the above title, comprising a pneumatical capsule, that acts on the control lever of the throttle and is in communication with the engine's suction manifold and with the atmosphere. An electromagnet is governed by a control unit, which is fed with signals issued by appropriate sensors. The movable keeper of the electromagnet consists of a bushing sliding between two abutments under the effect of the magnetic field and of a spring; the said bushing contains a valvular member suited to control a pipe, that puts the capsule in communication with the atmosphere.
    公开号:SU1222204A3
    申请号:SU843707099
    申请日:1984-02-17
    公开日:1986-03-30
    发明作者:Бонфиглиоли Сильверио
    申请人:Вебер С.П.А. (Фирма)；
    IPC主号:
    专利说明:


    This invention relates to a machine CTpoPHmOj, in particular, to electromechanical devices for controlling a carburetor throttle valve.
    The purpose of the invention is to catch the effect of efficacy.
    Figs, schematically, the image-: -fo proposed electromechanical;, - device DL5; control of the dressel carburetor with the release of the accelerator of the engine of the kick-off combustion engine when the throttle damper is installed, the position of the increased idling speed; in fig. 2 the same; when the throttle valve is set to the nominal idle speed position; ka fi), 3 - the same, when the throttle valve is set to the position of stopping the supply of the fuel-air mixture from the carburetor to 1 diling; the engines,
    An electromechanical device for controlling the throttle valve 1 of the carburetor 2 when the accelerator of the internal combustion engine is released (not shown) contains an xaiT body 3 with a crush; which 4, the first and the second chambers 5 and 6, are separated by:) 7, provided with a rigid center, formed by bottom plates 8 and 9, located on both sides of the membrane 7, the first pipeline 10 connecting the first chamber 5 with the atmosphere, the second pipeline 1S connecting the second chamber 6 to the throttling space of the intake tract (not shown per This spring 12, located in the second chamber 6 between the housing 3 and the membrane 7, is an emphasis made in the form of an annular thrust surface 3 on the body 4 coaxially with the rigid center plate 8. The device also contains a valve element lA located in the sleeve 13 and forming with the latter in the housing 3 a third chamber 16, a second spring 17. located 3 to the third chamber 16 ,, the first lever 18 mounted on the shaft 19 of the throttle valve 1 and connected to the output rod 20 passing through the opening 2 of the first pipe O and associated with a rigid membrane center aRb; 7, with them a single piece 3 and an electromagnet 22, having a movable measles formed by a sleeve 15 and connected to the output
    OL2
    6j7OKa 23 of the control, to the inputs 24-26 are connected respectively the sensors (n L () shown) of the frequency of rotation of the engine shaft, the load of the latter and the temperature of the engine coolant. The electromagnet 22 is made with G-hole 27. through which the gap between the sleeve 15 and the electromagnet 22 third camera 16 can be communicated with the atmosphere.
    Inside the sleeve 5, there is a fourth chamber 28, bounded by a clamping element 14, which has a section 29, and a passage through the opening 30, made in the guide 31. to the second frame: To interact with the rigid center of the membrane 7. In the fourth chamber 28 a third spring 32 is installed, located between the valve element 14 and the sleeve 15. The second chamber 6 through the gap between the opening 30 of the guide 3J and the end section 29 communicates with the third chamber 6. the valve element 14} / a pair seal 33 J is established, which, when seated on the saddle surface 34, separates the second and third chambers 6 and 16 from each other.
    The carburetor 2 has a mixing biker 35 and an idling system, an emulsion channel 36 connected to the mixing chamber 35 at the PSMOSH, to two unregulated output ports CiKOH 37 and 38 and one adjustable output window 39, equipped with a flow cross section with an adjusting screw 40 ; moreover, the throttle valve-gkz at its closing position is located (with one edge) in the zone of the exit windows 37-39. The first lever 18 is freely mounted tiDiuiBH on the shaft 19 of the throttle valve 1 and has a stop element 41 for the second lever 42, which is connected in scrap 19 by means of a key (not shown, connected to the accelerator pedal with the help of the system m t (not shown) so that when the ice is pressed, the throttle valve KF I disregards, regardless of the position of the first pin 18. ball-shaped valve Single 43 with the spring 44 and providing fast connection with za- drossel7 znym inlet path space when the pressure therein below Dalen in the second chamber 6 and a pressurizing deceleration compared to povsh HAND zadrosselnom pressure in the space.
    The first spring 12 is designed with such a force that, in the absence of a dilution in the second chamber 6, the membrane 7 will move (together with the output rod 20 and the first lever 18 to the left before the plate 8 contacts the thrust annular surface 13. The sleeve 15 is made of a low-hardened ferromagnetic material with a conical the end face facing the guide 45 and the flat end facing the hole 27, the second end of the sleeve 46 being installed on the flat end of the sleeve 5, ensuring the opening of the hole 27 at the extreme right position of the sleeve 15, it opening 27 communicated with the atmosphere through a filter 47 (Figure 2). The sleeve 15 has an outer surface in the form of hexagonal prism so that the air may flow from the openings 27 to the second chamber 6 (with an appropriate arrangement of the device components) as will be described Bbmie.
    The second spring 17 acts on the sleeve 15 to ensure that the opening 27 is blocked by a second seal 46 when applied to the electromagnet 22 of the electric current from the control unit 23. The valve element 14 is made with an internal drilling 48 (shown by a dashed line) and a radial hole 49, which connect the fourth chamber 26 with the third, and through the radial holes 50, made in the sleeve 15, with the hole 27 for communication with the atmosphere. A casing annular surface is made on the housing 3 for the plate 9 of the rigid center of the membrane 7. A third spring 32 is made with a pulling force, a smaller force acting on the sleeve 15 when the electromagnet 22 is turned on.
    The device works as follows.
    When the engine is not working, there is no vacuum in the second chamber 6, and the first spring 12 holds the membrane 7 in a position in which the plate 8 contacts the thrust annular surface 13. In connection with this, the output rod 20 is shifted to edge0
    five
    0
    five
    0
    five
    0
    five
    its left position, and the first lever 1B sets, through the stop element 41, the second lever 42 to a position in which the nucleus /: valve 1 is in the raised idle position, as shown in FIG. This ensures a reduction in the amount of fuel entering the engine combustion chamber with the intake valve open, due to evaporation of the liquid fuel film remaining on the wall of the intake path, facilitates engine start-up due to a decrease in hydraulic resistance when the mixture is idled into the cylinders and the number of outlet windows of the idling system through which fuel mixture is fed to engine cylinders. When the engine is started, the vacuum in the throttle space is very small, so that the membrane 7 under the action of the first rail 12 remains in the leftmost position (Fig. 1).
    If the engine is started at the engine operating temperature, the control unit 23 connects the electromagnet 22 to the power source and the sleeve 15 is displaced to the left until the conical end rests against the rail 45, and the second seal 46 moves away from the hole 27. Valve element 14 moves to the left under the action of the third spring 32, displacing the first seal 33 to the saddle surface 34. The vacuum in the throttle space is transferred to the second chamber 6, and since the engine starts to work at nominal speed dosing, then the membrane 7 under the action of a vacuum moves to the right against the action of the first spring 12 until it stops at the end of the end section 29 of the valve element 14, transmitting to the latter a force opposing the force of the second and third spring 17 and 32. Therefore, the first seal 33 does not come in contact with saddle surface 34 (figure 2).
    Atmospheric air in a given amount enters the second chamber 6 through opening 27, radial opening 50, internal drilling 48, and radial opening 49 and further through the gap of the valve element 14 and guide 45 and through the opening 30. As a result, on the membrane 7, the reduction of the force due to the rarefaction is achieved, and the forces from the latter and the force of all the springs are balanced, so that the first lever 18 with its stubborn;) element 4) allows the second lever 42 to move the throttle valve 1 to the position HONfflHanbHbrx of turns idle th stroke.
    In this position, the membrane 7 and the first lever 18 remain during engine operation under load operation. If the accelerator pedal is released while the engine is revolving, the engine speed 23 is significantly exceeded, the control unit 23 stops the electromagnet 22 from being energized by the current. Therefore, the second spring 17 moves to the right position, so that the second stage will overlap and turn over. 27, stopping through the last supply of atmospheric air.
    In this solution, the device has two reasons, due to which the membrane 7 will move to the extreme right until the plate 9 stops in the housing 3. The first reason is a sharp increase in the vacuum pressure in the throttle space of the intake duct due to the closing of the throttle valve 1 and large engine speed.
    The second reason is the opening of the opening 27, in connection with which all the second chamber 6 there is a vacuum equal to the vacuum in the throttle space. Under the action of this dilution, the membrane 7, shifting to the extreme right position, through the output rod 20 moves the first lever 18 to the position in which the second lever 42 sets the throttle valve 1 to the fuel supply stop position; 1 the mixture from the carburetor to the cylinders of the engine l (fig.Z)
    Since the supply of the fuel-air mixture has stopped, the engine speed drops sharply until a predetermined threshold value is reached, at which control unit 23 connects the electromagnet to the current source, causing the sleeve 15 to move to the left, and the second seal moves away from the hole
    27, providing intake of atmospheric air. The valve element also moves to the left (However, its movement is much slower compared to the IS sleeve, since the force of the third spring 32 has a relatively small tightening force, and thus the delay between the movements of the sleeve 15 and the valve element 14 is ensured. This allows to ensure that the first seal 33 is located at a distance from the saddle surface 34 for a given relatively long period of time during which atmospheric air passes through the opening 27 into the second chamber b 5 in which the vacuum is reduced to a small value. This has achieved a significant reduction in the predetermined threshold value of the engine speed, at which the electromagnet 22 is triggered (as compared with the known devices using elec- tric devices), the maximum possible. near them to the nominal speed of idling.
    Since the vacuum in the second chamber 6 has significantly decreased, the membrane 7 is moved to a position that just the first lever 18 sets the throttle valve I through the second lever 42 to the position of the nominal idling speed. Thus, a reduction in fuel consumption is achieved a predetermined threshold value of the operation of the electromagnet 22.
    When the engine is started up, the control unit 23 supplies the electromagnet 22 with pulsating current, the magnitude and frequency of which depends on the degree of engine warming up, so that in engine warm up mode, the throttle valve t moves smoothly from the idling position to the nominal idling speed.
    When the engine is stopped, the control unit 23 de-energizes the electromagnet 22, as a result of which the opening 27 quickly closes with the second seal 46. The vacuum existing in the throttle space of the intake path remains high for some period
    time, and this amount of vacuum is established in the second chamber 6, since the supply of atmospheric air has ceased. The membrane 7 moves to the right until the plate 9 resists in the housing 3, and therefore the throttle valve I is set to stop the supply of the air-fuel mixture from the carburetor 2. In this position, the throttle valve I is held for a time sufficient for reliable engine stop.
    As soon as the engine stops, the vacuum in the throttling space disappears, but the second chamber 6 remains such a vacuum at which the membrane 7 remains in a predetermined position to turn off the air-fuel mixture, as the ball 43 of the check valve prevents a rapid decrease in the vacuum.
    O After the pressure has been restored in the second chamber 6, the membrane 7 is moved to the extreme left position and the engine is ready for the next start, the throttle valve I is set to the idle speed position, which ensures a reliable start of both the warmed and unheated engine.
    37
    T8
     , e
     9 j-33 fS4SlS If8 32
    18
    FIG. 2
    25 37 6/7 t
    .3
    Editor Y. Sereda
    Compiled by L. Sinai
    Tehred I. Veres Proofreader A.Ferents
    1624/62 Circulation 523 Subscription VNIIPI USSR State Committee
    for inventions and discoveries 113035, Moscow, Zh-35, Raushsk nab., 4/5
    Branch ShSh Patent, Uzhgorod, st. Project, 4
    权利要求:
    Claims (4)
    [1]
    1. ELECTROMECHANICAL DEVICE FOR CONTROLING THE THROTTLE BODY OF THE CARBURETOR when the accelerator pedal of the internal combustion engine is released, comprising a housing with a cover forming the first and second chambers separated by a membrane provided with a rigid center formed by two plates located on both sides of the membrane, the first pipe communicating a chamber with atmosphere, a second pipeline ^ connecting the second chamber with the throttle space of the inlet tract, the first spring located in the second chamber a body and a membrane, an abutment made on the cover coaxially with the rigid center of the membrane, a valve element forming a third chamber and provided with a first seal to separate the third chamber from the second, a second spring located in the third chamber, a first lever mounted on the throttle shaft and connected to the output rod passing through the hole made in the cover, and an electromagnet having a movable armature and connected to the control output, to the inputs of which at least a shaft speed sensor d is connected a needle and a load sensor of the latter, characterized in that, in order to increase efficiency, the output rod is connected to the rigid center of the membrane with the formation of a single part, and the movable armature of the electromagnet is made in the form of a sleeve forming a fourth chamber inside the electromagnet, which is made with holes communicating the third a chamber with an atmosphere and with a second chamber, the valve element is placed in a sleeve forming a third chamber with it q and is equipped with a second seal to overlap one of the holes of the electromagnet, and between the valves a third spring is installed with the element and the sleeve, and the valve element is made with an end portion located in the second chamber to interact with the rigid membrane center.
    [2]
    2. The device according to claim 1, characterized in that the throttle shaft is equipped with a second lever having a connecting key, and the first lever is freely mounted on the axis and provided with a stop element for the second lever.
    [3]
    3. The device according to claims 1 and 2, characterized in that the third spring is made with a tightening force less than the force acting on the sleeve when the electromagnet is on.
    [4]
    4. The device according to claim 1, characterized in that the second pipeline is equipped with a check valve.
    SU „„ 1222204
    12222Q4
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    同族专利:
    公开号 | 公开日
    BR8400804A|1984-09-25|
    EP0119169A3|1985-05-15|
    AU2446484A|1984-08-23|
    IT8303342D0|1983-02-18|
    ES529840A0|1985-02-01|
    JPS59211745A|1984-11-30|
    US4546744A|1985-10-15|
    EP0119169A2|1984-09-19|
    ES8503077A1|1985-02-01|
    IT1169169B|1987-05-27|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US3648798A|1970-06-02|1972-03-14|Zbigniew J Jania|Speed control system for an automotive vehicle|
    US4274376A|1976-09-20|1981-06-23|Colt Industries Operating Corp.|Governor apparatus and system|
    US4176633A|1978-02-14|1979-12-04|Colt Industries Operation Corp.|Governor apparatus and system|
    FR2478202B1|1980-03-17|1984-06-22|Sibe|JPS59131730A|1983-01-18|1984-07-28|Nissan Motor Co Ltd|Idling-speed controlling apparatus|
    JPH076423B2|1985-06-10|1995-01-30|日産自動車株式会社|Solenoid valve control device for internal combustion engine|
    JPS6210445A|1985-07-05|1987-01-19|Honda Motor Co Ltd|Control device for idle speed in internal-combustion engine|
    JPS6210443A|1985-07-05|1987-01-19|Honda Motor Co Ltd|Control device for idle speed in internal-combustion engine|
    US5014667A|1990-08-06|1991-05-14|Precision Governors, Inc.|Electro-hydraulic control system for governors|
    US5186142A|1991-07-01|1993-02-16|Briggs & Stratton Corporation|Idling system for a device having a speed governor|
    SE513751C2|1999-03-24|2000-10-30|Safebrake Nomix Ab|Throttle system, control unit for such a system, and method for throttle control|
    US20070075285A1|2005-10-05|2007-04-05|Lovejoy Kim A|Linear electrical drive actuator apparatus with tandem fail safe hydraulic override for steam turbine valve position control|
    US8915231B2|2010-03-16|2014-12-23|Briggs & Stratton Corporation|Engine speed control system|
    US9316175B2|2010-03-16|2016-04-19|Briggs & Stratton Corporation|Variable venturi and zero droop vacuum assist|
    US8726882B2|2010-03-16|2014-05-20|Briggs & Stratton Corporation|Engine speed control system|
    US8910616B2|2011-04-21|2014-12-16|Briggs & Stratton Corporation|Carburetor system for outdoor power equipment|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    IT334283A|IT1169169B|1983-02-18|1983-02-18|ELECTROMECHANICAL AND PNEUMATIC DRIVE DEVICE SUITABLE TO DEFINE THE MAIN BUTTERFLY POSITION OF A CARBURETOR IN RELEASE CONDITION IN RELATION TO THE ENGINE OPERATING STATE|
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