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EP0341386B1 - Control device for internal combustion engines - Google Patents

Control device for internal combustion engines Download PDF

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Publication number
EP0341386B1
EP0341386B1 EP89103703A EP89103703A EP0341386B1 EP 0341386 B1 EP0341386 B1 EP 0341386B1 EP 89103703 A EP89103703 A EP 89103703A EP 89103703 A EP89103703 A EP 89103703A EP 0341386 B1 EP0341386 B1 EP 0341386B1
Authority
EP
European Patent Office
Prior art keywords
throttle flap
diaphragm
main
throttle valve
additional throttle
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
Application number
EP89103703A
Other languages
German (de)
French (fr)
Other versions
EP0341386A2 (en
EP0341386A3 (en
Inventor
Günter Härtel
Hans-Jürgen Müller
Hans-Dieter Esch
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Pierburg GmbH
Original Assignee
Pierburg GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Pierburg GmbH filed Critical Pierburg GmbH
Publication of EP0341386A2 publication Critical patent/EP0341386A2/en
Publication of EP0341386A3 publication Critical patent/EP0341386A3/en
Application granted granted Critical
Publication of EP0341386B1 publication Critical patent/EP0341386B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • 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
    • F02D11/08—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 pneumatic type
    • 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
    • F02D2009/0274—Arrangements; Control features; Details thereof one being controlled by pressure in intake conduit, e.g. for slowly opening the throttle as the other valve is suddenly opened

Definitions

  • the invention relates to a control device for internal combustion engines with an air intake duct according to the preamble of patent claim 1.
  • a similar device is known for example from DE-OS 33 45 127 and has an additional throttle valve arranged downstream of the main throttle valve, with which a sudden acceleration of the vehicle is to be avoided in order to avoid the load change shock in vehicles driven by internal combustion engines when the accelerator pedal is depressed quickly.
  • the additional throttle valve can also be arranged upstream of the main throttle valve, with doubts as to the functionality of these designs. The description shows that the additional throttle valve leaves a slightly larger intake cross-sectional area than the main throttle valve in its idle position.
  • the load change shock is still noticeable when the internal combustion engine is warm, especially from idling or part-load operation, since if the accelerator pedal is depressed quickly or the main throttle valve is opened quickly, air can be sucked in by the engine immediately through the partially opened additional throttle valve.
  • the invention is based on the object, starting from a device mentioned in the preamble of claim 1, to design it in such a way that, with the simplest design of the device, a load change shock in all operating areas is avoided with certainty.
  • the drawing shows an air intake duct section 1 of an internal combustion engine (not shown), hereinafter called a throttle valve connector, which has a main throttle valve with shaft 2, which is connected to the accelerator pedal via the parts (not shown in the drawing) of the lever / pulley and Bowden cable. It can be opened by the driver by pressing the accelerator pedal against the force of a spring acting in the closing direction.
  • An additional throttle valve with shaft 3 is arranged upstream, which is kept fully open in the rest position by the force of a compression spring 6 in the stop position (stop not shown in the drawing).
  • the force of the compression spring 6 is transmitted via a plate of a diaphragm 5 and via a diaphragm rod 14 which is firmly connected to the diaphragm plate to a suspension point of the lever 13 which is rigidly connected to the shaft of the additional throttle valve 3.
  • a membrane space in which the compression spring 6 is arranged is connected to the atmosphere (clean air side of the air filter) via an opening 17.
  • a diaphragm space 8 arranged on the opposite side of the diaphragm 5 is connected via a throttle 12 and a connecting line 9 to the air intake duct section 18 of the main throttle 2 and the additional throttle valve 3 in the valve neck 1.
  • a check valve consisting of a closing body 10 and a compression spring 11, in the event that the pressure in the air intake duct section 18 between the main throttle 2 and the additional throttle valve 3 is higher than in the diaphragm chamber 8. If the pressure difference is reversed and the pressure is equal, the check valve is closed. Depending on the sign of the pressure difference, a connection cross-section of different sizes is thus available for the pressure equalization between the membrane space 8 and the air intake duct section 18. This ensures that the pressure equalization takes place at different speeds.
  • the respective negative pressure prevailing in the diaphragm space 8 acts via the diaphragm 5, the diaphragm rod 14 and the lever 13 likewise in the opening direction on the additional throttle valve 3.
  • Another part of the device consisting of a cylinder with piston 16, is supplied with intake manifold pressure via a connecting line 7, which prevails in an air intake duct section 19 downstream of the main throttle valve 2.
  • Atmospheric pressure prevails on the opposite side of the piston 16.
  • the piston 16 is connected to the lever 13 via a piston rod 15.
  • the force acting on the piston depending on the intake manifold pressure acts in the direction of closing the additional throttle valve 3.
  • the area of the piston 16 must be selected in relation to the effective surface of the diaphragm 5 at least so large that with the main throttle 2 largely closed and the high intake manifold vacuum that occurs Additional throttle valve is also largely closed. If the surface of the piston 16 is oversized in relation to the minimum requirement, a corresponding negative pressure is established between the flaps in the state of equilibrium.
  • the air throughput increases in the desired manner with a delay, which also results in an increase in the intake manifold pressure.
  • the device with the piston 16 acting in the closing direction thus loses its effectiveness.
  • the additional throttle valve also opens fully (delayed), as a result of which no throttle effect is exerted.
  • the auxiliary throttle valve 3 also assumes a partially open position in the equilibrium state (after pressure equalization between the diaphragm space 8 and the pressure between the flaps), provided that the effect of the forces on the diaphragm 5 does not exceed the effect of the force on the piston 16 .
  • the force of compression spring 6 determines from which intake manifold pressure the additional throttle valve is fully opened. In the area of large opening angles of the main throttle 2, the opening of the additional throttle valve 3 thus leads the opening of the main throttle 2.
  • a membrane can preferably also be provided instead of the piston (not shown in the drawing).
  • the compression spring 6 such as acting as a torsion spring on the additional throttle valve or on the piston, if this is advantageous for structural or other reasons.
  • the arrangement of the piston 16, including the attachment point of the piston rod 15 in the lever 13, is also freely selectable. If the directions of action are retained, the mode of operation of the device is not changed.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Description

Die Erfindung betrifft eine Steuervorrichtung für Brennkraftmaschinen mit einem Luftansaugkanal nach dem Oberbegriff des Patentanspruchs 1.The invention relates to a control device for internal combustion engines with an air intake duct according to the preamble of patent claim 1.

Eine ähnliche Vorrichtung ist beispielsweise aus der DE-OS 33 45 127 bekannt und weist eine stromab der Hauptdrosselklappe angeordnete Zusatzdrosselklappe auf, mit der zur Vermeidung des Lastwechselstoßes bei von Brennkraftmaschinen angetriebenen Fahrezeugen bei schnellem Druchtreten des Gaspedals eine stoßartige Beschleunigung des Fahrzeugs vermieden werden soll. Alternativ ist in der Druckschrift angegeben, daß die Zusatzdrosselklappe auch stromauf der Hauptdrosselklappe angeordnet sein kann, wobei Zweifel an der Funktionsfähigkeit dieser Ausführungen bestehen. Aus der Beschreibung geht hervor, daß die Zusatzdrosselklappe eine geringfügig größere Ansaug-Querschnittsfläche freiläßt als die Hauptdrosselklappe in ihrer Leerlaufstellung.A similar device is known for example from DE-OS 33 45 127 and has an additional throttle valve arranged downstream of the main throttle valve, with which a sudden acceleration of the vehicle is to be avoided in order to avoid the load change shock in vehicles driven by internal combustion engines when the accelerator pedal is depressed quickly. Alternatively, it is stated in the publication that the additional throttle valve can also be arranged upstream of the main throttle valve, with doubts as to the functionality of these designs. The description shows that the additional throttle valve leaves a slightly larger intake cross-sectional area than the main throttle valve in its idle position.

Da die Leerlaufstellung der Hauptdrosselklappe jedoch motortemperaturabhängig variiert, ist anzunehmen, daß die Einstellung der Zusatzdrosselklappe die größtmögliche Ansaug-Querschnittsfläche berücksichtigt.However, since the idle position of the main throttle valve varies depending on the engine temperature, it can be assumed that the setting of the additional throttle valve takes into account the largest possible intake cross-sectional area.

Hierdurch ist der Lastwechselstoß bei betriebswarmer Brennkraftmaschine, insbesondere aus Leerlauf- oder Teillastbetrieb heraus immer noch spürbar, da bei schnellem Durchtreten des Gaspedals bzw. schneller Öffnung der Hauptdrosselklappe sofort Luft durch die teilweise geöffnete Zusatzdrosselklappe vom Motor angesaugt werden kann.As a result, the load change shock is still noticeable when the internal combustion engine is warm, especially from idling or part-load operation, since if the accelerator pedal is depressed quickly or the main throttle valve is opened quickly, air can be sucked in by the engine immediately through the partially opened additional throttle valve.

Hiervon ausgehend liegt der Erfindung die Aufgabe zugrunde, ausgehend von einer im Oberbegriff des Patentanspruchs 1 genannten Vorrichtung, diese derart zu gestalten, daß bei einfachstem Aufbau der Vorrichtung, ein Lastwechselstoß in allen Betriebsbereichen mit Sicherheit vermieden ist.Proceeding from this, the invention is based on the object, starting from a device mentioned in the preamble of claim 1, to design it in such a way that, with the simplest design of the device, a load change shock in all operating areas is avoided with certainty.

Diese Aufgabe ist durch die im Kennzeichen des Patentanspruchs 1 angegebenen Merkmale gelöst.This object is achieved by the features specified in the characterizing part of patent claim 1.

Vorteilhafte Ausbildungen der Erfindung sind in Unteransprüchen genannt. Mit der Erfindung erzielbare Vorteile sind in der nachfolgenden Beschreibung eines in der Zeichnung dargestellten Ausführungsbeispiels genannt.Advantageous developments of the invention are mentioned in the subclaims. Advantages achievable with the invention are mentioned in the following description of an embodiment shown in the drawing.

Die Zeichnung zeigt einen Luftansaugkanalabschnitt 1 einer nicht dargestellten Brennkraftmaschinen, im folgenden Drosselklappenstutzen genannt, der eine Hauptdrosselklappe mit Welle 2 aufweist, welche über die zeichnerisch nicht dargestellten Teile Hebel/Seilscheibe und Bowdenzug mit dem Gaspedal verbunden ist. Sie kann vom Fahrer durch Druck auf das Gaspedal gegen die Kraft eine in Schließrichtung wirkenden Feder geöffnet werden. Stromaufwärts ist eine Zusatzdrosselklappe mit Welle 3 angeordnet, welche in Ruhestellung durch die Kraft einer Druckfeder 6 in Anschlagstellung (Anschlag zeichnerisch nicht dargestellt) voll geöffnet gehalten wird.The drawing shows an air intake duct section 1 of an internal combustion engine (not shown), hereinafter called a throttle valve connector, which has a main throttle valve with shaft 2, which is connected to the accelerator pedal via the parts (not shown in the drawing) of the lever / pulley and Bowden cable. It can be opened by the driver by pressing the accelerator pedal against the force of a spring acting in the closing direction. An additional throttle valve with shaft 3 is arranged upstream, which is kept fully open in the rest position by the force of a compression spring 6 in the stop position (stop not shown in the drawing).

Die Kraft der Druckfeder 6 wird über einen Teller einer Membrane 5 und über eine mit dem Membranteller fest verbundene Membranstange 14 auf einen Einhängepunkt des Hebels 13, welcher starr mit der Welle der Zusatzdrosselklappe 3 verbunden ist, übertragen. Ein Membranraum, in welchem die Druckfeder 6 angeordnet ist, ist über eine Öffnung 17 mit der Atmosphäre (Reinluftseite des Luftfilters) verbunden. Ein auf der Gegenseite der Membrane 5 angeordneter Membranraum 8 ist über eine Drossel 12 und eine Anschlußleitung 9 mit dem Luftansaugkanalabschnitt 18 der Hauptdrossel 2 und der Zusatzdrosselklappe 3 im Klappenstutzen 1 verbunden. Eine weitere parallele, aber weitgehend ungedrosselte Verbindung zur Drossel 12 ist durch ein Rückschlagventil, bestehend aus einem Schließkörper 10 und einer Druckfeder 11, für den Fall gegeben, daß der Druck im Luftansaugkanalabschnitt 18 zwischen der Hauptdrossel 2 und der Zusatzdrosselklappe 3 höher ist als im Membranraum 8. Bei umgekehrter Druckdifferenz und bei Druckgleichheit ist das Rückschlagventil geschlossen. Je nach dem Vorzeichen der Druckdifferenz steht damit ein unterschiedlich großer Verbindungsquerschnitt für den Druckausgleich zwischen dem Membranraum 8 und dem Luftansaugkanalabschnitt 18 zur Verfügung. Damit wird erreicht, daß der Druckausgleich unterschiedlich schnell vonstatten geht. Der jeweils im Membranraum 8 herrschende Unterdruck wirkt über die Membrane 5, die Membranstange 14 und den Hebel 13 ebenfalls in öffnender Richtung auf die Zusatzdrosselklappe 3.The force of the compression spring 6 is transmitted via a plate of a diaphragm 5 and via a diaphragm rod 14 which is firmly connected to the diaphragm plate to a suspension point of the lever 13 which is rigidly connected to the shaft of the additional throttle valve 3. A membrane space in which the compression spring 6 is arranged is connected to the atmosphere (clean air side of the air filter) via an opening 17. A diaphragm space 8 arranged on the opposite side of the diaphragm 5 is connected via a throttle 12 and a connecting line 9 to the air intake duct section 18 of the main throttle 2 and the additional throttle valve 3 in the valve neck 1. Another parallel, but largely unthrottled connection to the throttle 12 is provided by a check valve, consisting of a closing body 10 and a compression spring 11, in the event that the pressure in the air intake duct section 18 between the main throttle 2 and the additional throttle valve 3 is higher than in the diaphragm chamber 8. If the pressure difference is reversed and the pressure is equal, the check valve is closed. Depending on the sign of the pressure difference, a connection cross-section of different sizes is thus available for the pressure equalization between the membrane space 8 and the air intake duct section 18. This ensures that the pressure equalization takes place at different speeds. The respective negative pressure prevailing in the diaphragm space 8 acts via the diaphragm 5, the diaphragm rod 14 and the lever 13 likewise in the opening direction on the additional throttle valve 3.

Ein weiterer Teil der Einrichtung, bestehend aus einem Zylinder mit Kolben 16, wird über eine Anschlußleitung 7 mit Saugrohrdruck beaufschlagt, der in einem Luftansaugkanalabschnitt 19 stromab der Hauptdrosselklappe 2 herrscht.Another part of the device, consisting of a cylinder with piston 16, is supplied with intake manifold pressure via a connecting line 7, which prevails in an air intake duct section 19 downstream of the main throttle valve 2.

An der Gegenseite des Kolbens 16 herrscht Atmosphärendruck. Der Kolben 16 ist über eine Kolbenstange 15 mit dem Hebel 13 verbunden. Die je nach Saugrohrdruck am Kolben wirksam werdende Kraft wirkt in Richtung Schließen der Zusatzdrosselklappe 3. Die Fläche des Kolbens 16 muß im Verhältnis zur wirksamen Fläche der Membrane 5 mindestens so groß gewählt werden, daß bei weitgehend geschlossener Hauptdrossel 2 und dem dabei auftretenden hohen Saugrohrunterdruck die Zusatzdrosselklappe ebenfalls weitgehend geschlossen wird. Wird die Fläche des Kolbens 16 ― bezogen auf die Mindestanforderung ― überdimensioniert, so stellt sich zwischen den Klappen im Gleichgewichtszustand ein entsprechender Unterdruck ein. Damit wird erreicht, daß im Falle eines schnellen Öffnens der Hauptdrossel 2, der Luftdurchsatz im Klappenstutzen zunächst nur geringfügig ansteigt, da die weitgehend geschlossene Zusatzdrosselklappe 3 eine hohe Drosselwirkung ausübt. Mit dem Öffnen der Hauptdrossel 2 wird der Druck im Raum zwischen den Klappen auf den Saugrohrdruck abgesenkt und ein Druckausgleich über die Anschlußleitung 9 und die Drossel 12 zum Membranraum 8 eingeleitet. Dadurch verstärkt sich die Kraft an der Membran 5 in Richtung öffnen, ohne daß sich die in Gegenrichtung wirkende Kraft am Kolben 16 erhöht. Dieses Ungleichgewicht der Kräfte führt zum Öffnen der Zusatzdrosselklappe 3, wobei die Öffnungsgeschwindigkeit durch die Größe des freien Querschnittes der Drossel 12 und die Dimensionierung der Druckfeder 6 bestimmt wird. Mit dem gedämpften Öffnen der Zusatzdrosselklappe 3 steigt der Luftdurchsatz in der gewünschten Weise verzögert an, was auch einen Anstieg des Saugrohrdruckes zur Folge hat. Damit verliert die in Schließrichtung wirkende Einrichtung mit dem Kolben 16 zunehmend an Wirkung. Für den Fall, daß die Hauptdrossel 2 voll geöffnet wird, öffnet die Zusatzdrosselklappe ebenfalls voll (verzögert), wodurch keine Drosselwirkung mehr ausgeübt wird. Bei Teilöffnung der Hauptdrossel 2 nimmt die Zusatzdrosselklappe 3 im Gleichgewichtszustand (nach Druckausgleich zwischen dem Membranraum 8 und dem Druck zwischen den Klappen) ebenfalls eine teilweise geöffnete Position ein, sofern nicht die Wirkung der Kräfte an der Membran 5 die Wirkung der Kraft am Kolben 16 übersteigt. Bei gegebenem Flächenverhältnis von Membrane 5 zum Kolben 16 wird durch die Kraft der Druckfeder 6 bestimmt, ab welchem Saugrohrdruck die Zusatzdrosselklappe voll geöffnet wird. Im Bereich großer Öffnungswinkel der Hauptdrossel 2 eilt somit die Öffnung der Zusatzdrosselklappe 3 der Öffnung der Hauptdrossel 2 voraus.Atmospheric pressure prevails on the opposite side of the piston 16. The piston 16 is connected to the lever 13 via a piston rod 15. The force acting on the piston depending on the intake manifold pressure acts in the direction of closing the additional throttle valve 3. The area of the piston 16 must be selected in relation to the effective surface of the diaphragm 5 at least so large that with the main throttle 2 largely closed and the high intake manifold vacuum that occurs Additional throttle valve is also largely closed. If the surface of the piston 16 is oversized in relation to the minimum requirement, a corresponding negative pressure is established between the flaps in the state of equilibrium. This ensures that in the event of a rapid opening of the main throttle 2, the air throughput in the flap neck initially increases only slightly, since the largely closed additional throttle valve 3 exerts a high throttling effect. When the main throttle 2 is opened, the pressure in the space between the flaps is reduced to the intake manifold pressure and pressure equalization is initiated via the connecting line 9 and the throttle 12 to the diaphragm space 8. This increases the force on the diaphragm 5 in the open direction without the force acting in the opposite direction on the piston 16 increasing. This imbalance of the forces leads to the opening of the additional throttle valve 3, the opening speed being determined by the size of the free cross section of the throttle 12 and the dimensioning of the compression spring 6. With the damped opening of the additional throttle valve 3, the air throughput increases in the desired manner with a delay, which also results in an increase in the intake manifold pressure. The device with the piston 16 acting in the closing direction thus loses its effectiveness. In the event that the main throttle 2 is opened fully, the additional throttle valve also opens fully (delayed), as a result of which no throttle effect is exerted. When the main throttle 2 is partially opened, the auxiliary throttle valve 3 also assumes a partially open position in the equilibrium state (after pressure equalization between the diaphragm space 8 and the pressure between the flaps), provided that the effect of the forces on the diaphragm 5 does not exceed the effect of the force on the piston 16 . Given the area ratio of diaphragm 5 to piston 16, the force of compression spring 6 determines from which intake manifold pressure the additional throttle valve is fully opened. In the area of large opening angles of the main throttle 2, the opening of the additional throttle valve 3 thus leads the opening of the main throttle 2.

Ergänzend sei noch vermerkt,daß zur Vermeidung von Leckagen am Kolben 16, anstelle des Kolbens vorzugsweise ebenfalls eine Membrane vorgesehen werden kann (zeichnerisch nicht dargestellt). Desweiteren sind andere Anordnungen der Druckfeder 6, wie z.B. als Drehfeder an der Zusatzdrosselklappe oder auf den Kolben wirkend denkbar, wenn dies aus baulichen oder sonstigen Gründen vorteilhaft ist. Ebenfalls ist die Anordnung des Kolbens 16 einschließlich des Einhängepunktes der Kolbenstange 15 in den Hebel 13 frei wählbar. Sofern die Wirkrichtungen erhalten bleiben wird dadurch die Wirkungsweise der Einrichtung nicht verändert.In addition, it should also be noted that, in order to avoid leaks on the piston 16, a membrane can preferably also be provided instead of the piston (not shown in the drawing). Furthermore, other arrangements of the compression spring 6, such as acting as a torsion spring on the additional throttle valve or on the piston, if this is advantageous for structural or other reasons. The arrangement of the piston 16, including the attachment point of the piston rod 15 in the lever 13, is also freely selectable. If the directions of action are retained, the mode of operation of the device is not changed.

Claims (3)

1. Control device for internal combustion engines with an air intake duct (1) in which are arranged a main throttle flap (2) coupled to an accelerator pedal and, upstream of the latter, an additional throttle flap (3), the opening of the additional throttle flap (3) being effected by an actuating device (4) as a function of the loading of the engine, independently of the arbitrary setting of the main throttle flap (2), the actuating device being a diaphragm device, the diaphragm of which (5) is subjected to the pressure in the air intake duct section (18) between the main and the additional throttle flap (2, 3) and has a spring (6) acting in the opening direction of the additional throttle flap (3), characterised in that the actuating device has a further diaphragm or piston device (16), which contacts the additional throttle flap (3) and loads the latter in the closing direction as a function of the pressure prevailing in the air intake duct section (19) downstream from the main throttle flap (2).
2. Control device according to Claim 1, characterised in that the diaphragm space (8) connected to the air intake duct section (18) between main and additional throttle flap (2, 3) has at a point along the connecting line (9) a non-return valve (10).
3. Control device according to Claim 2, characterised in that a restrictor (12) is arranged between the connecting line (9) and the diaphragm space (8), in parallel with the non-return valve (10).
EP89103703A 1988-05-07 1989-03-03 Control device for internal combustion engines Expired - Lifetime EP0341386B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3815659 1988-05-07
DE3815659A DE3815659A1 (en) 1988-05-07 1988-05-07 CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINES

Publications (3)

Publication Number Publication Date
EP0341386A2 EP0341386A2 (en) 1989-11-15
EP0341386A3 EP0341386A3 (en) 1990-05-16
EP0341386B1 true EP0341386B1 (en) 1991-07-17

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ID=6353899

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89103703A Expired - Lifetime EP0341386B1 (en) 1988-05-07 1989-03-03 Control device for internal combustion engines

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Country Link
EP (1) EP0341386B1 (en)
DE (2) DE3815659A1 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109597341B (en) * 2018-12-27 2023-10-03 江苏徐工工程机械研究院有限公司 Safety starting control device and method for auxiliary function of engineering machinery

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS57131837A (en) * 1981-02-10 1982-08-14 Suzuki Motor Co Ltd Fuel injection control device
DE3229967A1 (en) * 1982-08-12 1984-02-16 Robert Bosch Gmbh, 7000 Stuttgart Damping device
DE3345127A1 (en) * 1983-12-14 1985-06-27 Audi AG, 8070 Ingolstadt Device for opening the intake line cross-section of an internal combustion engine, delayed in relation to an output control element
JPS6241845U (en) * 1985-09-02 1987-03-13

Also Published As

Publication number Publication date
EP0341386A2 (en) 1989-11-15
DE3815659A1 (en) 1989-11-16
DE58900174D1 (en) 1991-08-22
EP0341386A3 (en) 1990-05-16

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