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Publication numberUS3129795 A
Publication typeGrant
Publication dateApr 21, 1964
Filing dateNov 10, 1958
Priority dateNov 15, 1957
Publication numberUS 3129795 A, US 3129795A, US-A-3129795, US3129795 A, US3129795A
InventorsKarl-Heinz R Goeschel, Perrin Guenter
Original AssigneeDaimler Benz Ag
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Control arrangement for internal combustion engines
US 3129795 A
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Description  (OCR text may contain errors)

Ap 1964 KARL-HEINZ R. GOESCHEL ETAL 3,129,795

CONTROL ARRANGEMENT FOR INTERNAL COMBUSTION ENGINES Filed Nov. 10, 1958 mvawgom- KARL-HE/NZ R. a ESCHEL au/vrm P HR/N BY ATTORNEYS- United States Patent C M 3,12%795 CGNTROL ARRANGEMENT F013 INTERNAL C(BMBUSTEGN ENGINES Karl-Heinz R. Goeschel and Gnenter Ferrin, Stuttgart- Unterturkheiin, Germany, assignors to Daimler-Benz Akfiengeseilschait, tnttgart-Unterturhheirn, Germany Fiied Nov. 10, I958, Ser. No. 772,976 Ciaims priority, application Germany Nov. 15, 1957 19 Claims. (Cl. 192.tl62) The present invention relates to an installation for controlling internal combustion engines of motor vehicles, especially injection-type internal combustion engines, in which the driving torque is transmitted from the engine over an automatically actuated separating clutch and possibly also over a hydrodynamic coupling to the changespeed gear.

Arrangements of the type mentioned hereinabove are already known, per se, in the prior art. In these installations, an additional torque is needed in order to compensate for the slippage in the hydrodynamic coupling. Consequentlyand also by reason of the additional fact that the clutching operation in this type of installation takes place automatically and thereby unnoticed by the driver so that the clutching operation can no longer be effectively aided by the driver by his corresponding actuation of the gas pedalthere exists the danger that with an engaged speed during engagement of the separating clutch the engine rotational speed decreases or falls off too much. An unpleasant disagreeable clutch shock then results therefrom. As a matter of fact, the decrease in the rotational speed of the engine may also result, in particularly unfavorable cases, installing of the engine.

The present invention aims at eliminating the disadvantages mentioned hereinabove. This problem is solved in accordance with the present invention, with arrangements of the type mentioned hereinabove by supplying to the engine, for purposes of increasing the engine torque at the instant of the clutch engagement, an additional electromagnetically produced control impulse or an additional quantity of fuel and air electromagnetically controlled over an additional suction path independently of the other usual control elements and by rendering the electromagnetic control to be automatically actuated by an engaging switch operatively connected with or coordinated to the separating clutch. A locking or disabling switch is thereby arranged in the electrical circuit of the engaging switch while the locking or disabling switch is dependent on the position of the change-speed transmission in such a manner that the engaging switch is effective only when the clutch is engaged, while it is inefiectual in the idling position of the change-speed transmission. The electromagnet for the control of the additional or auxiliary suction path by the engaging switch may be actuated either directly or appropriately indirectly over a shifting relay.

The present invention offers the advantage that an increased torque is produced by the engine at the moment of the engagement of the clutch and therewith a reduction in the rotational speed of the engine does not occur. As a result thereof, clutch shocks are avoided and therewith the additional torque needed for the slippage of the hydraulic clutch is also provided. The locking or disabling switch dependent on the change-speed transmission thereby prevents the efiectiveness or operativeness of this installation in the idling speed position of the change-speed transmission where otherwise an unnecessary increase in the rotational engine speed might occur. By interposing a relay in the electrical circuit, relatively large forces at the electromagnet may be controlled with the aid of relatively little control or engaging currents.

According to one embodiment in accordance with the present invention, a valve-like additional air aperture or 3,129,795 Patented Apr. 21, 1964 nozzle-like device adapted to be closed is operatively connected or coordinated to the suction channel or inlet manifold of the fuel injectiontype internal combustion engine and the closure member of this air aperture or nozzle-like device, for example, a piston slide valve member, is kept in the closed position thereof by spring action and is adapted to be moved into the opening position thereof by the electromagnet controlled by the engaging switch in opposition to the spring force. The engaging switch is thereby operative in such 'a manner that with a disengaged clutch it is opened and closes with an engaged clutch. A relay which is adapted to close when energized by current is interconnected or interposed as relay in the electrical circuit between the engaging switch and the actuating electromagnet.

According to another embodiment in accordance with the present invention representing another possibility for the control of the additional air aperture or nozzle-like device, the arrangement consists in interchanging the spring action and the electromagnet and by using a relay which will open when energized. On the other hand, the engaging switch may also be so constructed that it closes with a disengaged clutch and that it reopens with an engaged clutch. In that case, the effect of spring and electromagnet are again to be interchanged with respect to the first-mentioned embodiment while a relay adapted to be closed when energized has to be used in that case.

In the embodiments described hereinabove, the additional air aperture or nozzle-like device is constructed as an air-valve. At the same time the quantity of fuel at the instant of engagement of the clutch is correspondingly increased by a pneumatic control means well known, per se, in the art. In case of use of a mechanical control arrangement for the injection-type internal engine or with a carburetor-type engine, an additional control impulse may be transmitted along the same principles from the actuating electromagnet over a linkage or the like to the control member, for example, to the mechanical control member or a throttle valve of the injection or carburetor internal engine respectively.

It is particularly advantageous in accordance with the present invention if the additional nozzle or air inlet aperture is adapted to be interchanged or adjustable. Furthermore, the point at which the engaging switch is operated is appropriately made also adjustable, and more particularly, at best simultaneously with the readjustment of the separating clutch. In this way, the additional air and/ or fuel quantity may be accurately metered. If a readjustment of the mechanical separating clutch becomes necessary by reason of wear of the clutch linings, then at the same time the shifting point of the engaging switch is correspondingly automatically readjusted.

Accordingly, it is an object of the present invention to provide an automatic control arrangement in which the torque of the engine is automatically controlled to prevent any upleasant shock during the engagement of an automatically engageable separating clutch arranged be tween the engine and the change-speed gear.

Another object of the present invention is the provision of a control arrangement for controlling the torque produced by the engine in such a way that the additional torque necessary to compensate for the loss due to slippage in the hydrodynamic clutch or coupling is compensated for upon engagement of the separating clutch normally interposed between the engine and the change-speed transmission.

Still another object of the present invention is the provision of a control system for automatically controlling the operation of the internal combustion engine in dependence on the engagement of the separating clutch which control arrangement is simple in construction, reliable in operation and utilizes relatively low control currents for controlling larger control relays.

A further object of the present invention resides in the provision of an arrangement for controlling the operation of an internal combustion engine, particularly of a fuel injection-type internal combustion engine in which the torque is so controlled in dependence on the operation of a separating clutch, particularly a separating clutch automatically actuated, as to make possible an accurate metering of the amount of fuel or air additionally supplied to the engine by the control arrangement while simultaneously therewith providing an automatic readjustment of the control system with a readjustment of the separating clutch when wear and tear in the friction linings thereof make such readjustments necessary.

These and other objects, features and advantages of the present invention will become more obvious from the following description when taken in connection with the accompanying drawing, which shows for purposes of illus tration only, several embodiments in accordance with the present invention, and wherein:

FIGURE 1 is a schematic view of the overall control arrangement for an internal combustion engine in accordance with the present invention,

FIGURE 2 is a partial cross sectional view showing a different embodiment of a control arrangement for use in the overall control system of FIGURE 1,

FIGURE 3 is another partial cross sectional View of still another embodiment of a control arrangement for use in the overall control system illustrated in FIGURE 1, and

FIGURE 4 is a partial cross-sectional View of a modification showing an adjustable air inlet aperture.

Referring now to the drawing, wherein like reference numerals are used throughout the various views thereof to designate like parts in the various views thereof, and

more particularly to FIGURE 1, reference numeral 10 designates an internal combustion engine of the injectiontype which drives the motor vehicle over a hydrodynamic coupling or clutch 11, a mechanical separating clutch 12, a change-speed transmission 13, and a shaft 14 which may be connected with the driven axle of the vehicle, for example, with the rear axle thereof, as is well known. The injection pump 15 of the internal combustion engine 10 is controlled by a pneumatic control device 16 which is operatively connected with the inlet manifold 17 of the engine. The operation of clutch 12 may be controlled by a servo motor 65 connected to a rod 66 which is in turn connected to a clutch release member 67 intermediate the ends thereof. Clutch release member 67 is fulcrumed at one end and is provided at the other end thereof with means engaging a pin member 68 connected to a reciprocating portion of clutch 12. Servo motor 65 is actuated over line 69 by the negative pressure in inlet manifold 17, and is controlled by an electromagnetically triggered control valve 70. Valve 7% is triggered by means of line 71 and a switch 72 of the type shown in FIGURE 4 of the patent to Beeskow, 3,045,789. This switch is operatively connected with a transmission shift lever 31 to be described more fully hereinafter in such a manner that clutch 12 is in the process of being disengaged when shift lever 31 is moved, and engaged when lever 31 is released. The various elements so far described which are well known in the art may be of any conventional appropriate construction suitable for the purposes of the present in vention.

A line 18 is operatively connected or in communication with the inlet channel or inlet manifold 17 which line 18 leads to a valve-like additional air aperture or nozzle 19 adapted to be closed. The air nozzle or aperture 19 is arranged within the housing 21 which may be placed on and secured to the engine block as a separate unit or may be combined integrally, for instance, with the inlet manifold 17 or With any other appropriate part of the injection-type engine, for example, cast as a unit with the same.

The additional air aperture or nozzle 19 is appropriately interchangeable or adjustable in the cross section thereof by any suitable means. For example, an interchangeable insert 26' may be used which may be threaded into an appropriately threaded bore in housing 21 to provide an interchangeable inlet cross section 19. However, the aperture 19 may also be constructed in such a way as to be continuously adjustable over a predetermined range. One such adjustable nozzle is shown in FIGURE 4, and will be described in detail subsequently. A closure member for the air aperture or nozzle 19 is arranged in the housing 20 in the form of a piston slide valve member 21 which is retained in the closing position thereof by a spring 22 in which the piston slide valve member closes off the nozzle or aperture 19. The piston slide valve member 21 is connected with the armature 24 of an electromagnet generally designated by reference numeral 25 by means of a piston rod 23 or the like. If the winding 25' of the electromagnet 25 is energized, then the armature 24 thereof is attracted toward the right, as viewed in FIGURE 1, in opposition to the spring force of spring 22 and the piston slide valve member 21 opens up the additional air nozzle or aperture 19 so that an additional quantity of air flows into the inlet channel or inlet manifold 17 over line 18.

The control of the actuating electromagnet 25 takes place by means of an engaging switch generally designated by reference numeral 26 and coordinated to or operatively connected with the separating clutch 12. The engaging switch 26 which is constructed as a shifting switch includes a pivotally arranged contact member 26 which is adapted to close a circuit when coming into contact with the terminal 26" thereof. The contact member 26' is operatively connected, in any suitable manner, with an arm 27 secured to the movable clutch part of the separating clutch 12 in such a way that the arm partakes only of the axial movements of this clutch part. The contact member 26' is preferably connected with arm 27 by interposition of a spring 28. However, any suitable means may be used to connect the arm 27 with the contact member 26' in the place of the spring 28. Upon disengagement of the clutch 12, the switch 26 is opened, as shown in full line in FIGURE 1 whereas upon engagement of the clutch 12, corresponding to the position thereof indicated in FIGURE 1 in dotted lines, the switch 26 is closed by bringing the contact member 26' into contact with the terminal 26". A relay operative to close upon energization thereof and generally designated by reference numeral 29 is connected in the energizing circuit between engaging switch 26 and actuating relay 25 which energizing circuit includes a suitable source of electric current such as a battery 41 one terminal of which is grounded and the other terminal of which is connected over line 41 with the energizing winding 29 of the relay 29. The coil or energizing winding 29 in turn is connected with the contact member 26 over an electrical circuit 12, whereas the terminal 26" is connected with the contact terminals 30' and 30" of the locking or disabling switch generally designated by reference numeral 31 over a line 43.

The locking or disabling switch generally designated by reference numeral 3&1 is coordinated to or operatively connected with the engaging switch 26. The looking or disabling switch 30 is actuated in dependence on the shiftable change-speed transmission and for that reason is arranged, for example, as a fork-shaped shifting contact having contact elements 36) and 30" at the transmission shifting lever 31. The locking or disabling switch 30 is operative in such a manner that in the idling position of the transmission, as shown in FIGURE 1 in full line, the switch 311 is opened, i.e., there is no electrical contact or circuit between ground over line or circuit 44 and the contact terminals 30 and 30" of switch 30. Consequently, in this position shown in FIGURE 1 in full line, the engaging switch 26 is in an open position whereby current flows through neither coil 29' nor coil 25'. If now the transmission shifting lever 31 is moved so as to be in a position corresponding to an engaged speed of the change-speed transmission, as shown in dotted lines in FIGURE 1, then the switch 30 is closed by reason of the electrical contact made with one of the terminals 30' and 30" thereof and therewith the engaging switch 26 becomes energized.

The electromagnet 25 may in addition to controlling the opening of aperture 19 be connected to a check valve 60 via a. linkage 64 to vary the amount of air entering through the inlet manifold 17. This adjustment of the check valve 60 is in addition to the use of convention control means such as the gas pedal 63 operating via linkage 62 to control the flow of air through the air inlet 61. When the check valve 60 is being electromagnetically controlled in this fashion, it is possible to eliminate the aperture 19.

Operation The operation of the present invention illustrated in FIGURE 1 is as follows:

If with an engaged speed, i.e., with the locking or disabling switch 30 closed by reason of the contact between the shifting member 31 and one of the terminals 30 or 30", the separating clutch 12 is disengaged for purposes, for example, of shifting the speed, then switch 26 is opened, relay 29 is also deenergized and therewith opened, and the electromagnet 25 is, therefore, deenergized. As a result thereof, the piston slide valve member 21 is kept by spring 22 in the closing position thereof in which it closes off the additional air nozzle or aperture 19.

Upon engagement of the separating clutch 12, the locking or disabling switch 26 is simultaneously closed so that the relay 29 is now energized over circuit 41, 42, 26, 43, 3t and 44 and therewith also closes its movable contact member 29" operatively connected with the armature thereof. Upon closure of the movable contact member 29", the winding 25 of actuating relay 25 is energized over circuit 41, 29 and 45 so that the magnet 25 is energized and thereby attracts the armature 24 and therewith the slide valve member 21 so that the additional air nozzle or aperture 19 is released or rendered open. As a result thereof, additional air flows into the line 18 and therewith into the inlet channel 17 of the injection-type engine 10. As a consequence thereof, the vacuum in the inlet manifold 17 changes due to increased air flow, and will cause pneumatic control member 16 to increase its output so that an additional quantity of fuel is also injected into the engine over the vacuum type control member 16. The engine thereby produces a higher torque during engagement of the clutch 12 so that a clutch shock is avoided. Upon disengagement of the separating clutch 12, the energization of the electromagnet 25 is interrupted by corresponding opening of the engaging switch 26 which is opened as soon as the contact member 26' reassumes the position shown in full line in FIGURE 1 so that the spring 22 becomes operative again to close the additional air nozzle or aperture 19 by means of the piston slide valve member 21.

The engine torque is similarly increased when the clutch is engaged if adjustable air inlet means such as check valve so is provided in the inlet manifold 17 responsive to the engagement of clutch 12. This additional regulation of the check valve 60 may be in addition to, or instead of, the regulation of the aperture 19.

FIGURE 2 shows an embodiment and arrangement essentially similar in principle to that of FIGURE 1, however, the effect of spring and magnet thereof are interchanged, i.e., the spring 22 retains the piston slide valve member 32 in such a position that the additional air nozzle or aperture 19 is opened While actuating electromagnet generally designated by reference numeral 34 is operative to close off air aperture 19 upon energization thereof. Bores 33 in the piston slide valve member 32 thereby enable the passage of air from the additional nozzle or aperture 19 into the line 18 and from there into the inlet manifold 17, not illustrated in this embodiment. Upon energization of the winding 34 of the electromagnet 34, corresponding to the electromagnet 25 of FIGURE 1, the armature 35 and therewith the piston slide valve member 32 are moved toward the right as viewed in FIGURE 2 into the closing position thereof and the additional air nozzle or aperture 19 is thereby closed. A relay generally designated by reference numeral 36 is constructed in that case in such a manner that it opens when the winding 36' thereof is energized.

Operation The operation of the embodiment of FIGURE 2 is the same in the end result as that described in connection with FIGURE 1. With the separating clutch 12 disengaged, the winding 34 of electromagnet 34 is energized from battery 40 over line 41 and line 45 over normally closed contact member 36" which is normally closed when the energizing coil 36' of the relay 36 is deenergized, as is the case when the separating clutch 12 is disengaged by reason of the opened engaging switch 26. As a result thereof, the armature 35 of actuating magnet 34 is moved toward the right and therewith closes off the air nozzle or aperture 19. During engagement of the separating clutch 12, the engaging switch 26 is closed thereby energizing the relay 36. Energization of relay 36 causes the armature thereof to be attracted toward the left as viewed in FIGURE 2 thereby opening the contact member 36" thereof and therewith interrupting the energization circuit for the relay 34. Upon deenergization of the relay 34, the spring 22 now moves the slide valve member 32 to the left and therewith releases or opens up the additional air nozzle or aperture 1? so that additional air can flow therethrough and through the bores 33 into the line 18 and therewith into the inlet manifold 17 where it also effects an increase in the quantity fuel injected over vacuum control member 16.

FIGURE 3 shows a third embodiment in accordance with the present invention. In that case, the engaging switch generally designated by reference numeral 37 is so constructed that upon disengagement of the separating clutch 12 the contact member 37' makes contact with the terminal 3 thereof. A relay similar to the relay generally designated by reference numeral 29 of FIGURE 1 and including a movable contact member 29" and a winding 29' is used in a manner similar as in FIGURE 1, i.e., the contact member 29" closes a circuit from battery 43 over line 41 and line 45 to the relay generally designated by reference numeral 34. The construction of the piston slide valve member 32 and of the electromagnet 34, however, corresponds to the arrangement of FIGURE 2, i.e., the spring 22 retains the piston slide valve member in the open position thereof, Whereas during engagement of the electromagnet 34 the armature 35 is moved toward the right, thereby closing off the additional air nozzle or inlet aperture 19.

Operation The operation of the embodiment according to FIG- URE 3 in the final result is the same as in the two other embodiments, i.e., upon engagement of the separating clutch 12 the engaging switch 37 is opened and therewith the relay 29 is deenergized. Deenergization of the relay 29 opens the movable contact member 23" thereof, thereby deenergizing the relay 34 so that the spring 22 is able to move the piston slide valve member 32 to the left and therewith releases the air inlet nozzle or aperture 19, thereby the torque of the engine is correspondingly increased.

FIGURE 4 discloses a modified air inlet aperture 19 in which the air flow therethrough may be gradually adjusted. A coupling nut 5b which is provided with a downwardly projecting cone portion 51 can be screwed onto the conical part 19' in order to change the cross-sectional flow path 53. Air is supplied to the flow path 53 through bores 52 in the coupling nut 50.

While We have shown and described several embodiments in accordance with the present invention, it is understood that the present invention is not limited thereto but is susceptible of many changes and modifications Within the scope and spirit of the present invention, and we, therefore, do not wish to be limited to the specific details illustrated herein but intend to cover all such changes and modifications thereof as are encompassed by the appended claims.

We claim:

1. An installation for controlling an internal combustion engine for motor vehicles having control means for normally controlling the operation thereof and in which the torque from the engine is transmitted to drive shaft means over a separating clutch adapted to be engaged and disengaged, comprising adjusting means for adjusting the engine output, and additional control means operatively connected with said separating clutch. and with said adjusting means for automatically increasing the torque produced by said engine essentially at the instant of engagement of said separating clutch, said motor vehicle further comprising a hydro-dynamic device having slippage operatively connected between said engine and said separating clutch.

2. An installation for controlling an internal cornbus tion engine for motor vehicles having control means for normally controlling the operation thereof and in which the torque from the engine is transmitted to drive shaft means over a separating clutch adapted to be engaged and disengaged, comprising adjusting means for adjusting the engine output, and additional control means operatively connected with said separating clutch and with said adjusting means for automatically increasing the torque produced by said engine essentially at the instant of engagement of said separating clutch, said first-mentioned control means including means responsive to the vacuum in the engine intake manifold, said additional control means including means for varying the vacuum in said inlet manifold independently of said first-mentioned con trol means.

3. An installation for controlling an internal combustion engine according to claim 2, wherein said last-mentioned means for controlling the vacuum in said inlet manifold includes adjustable air inlet means.

4. An installation for controlling an internal combustion engine for motor vehicles having control means for normally controlling the operation thereof and in which the torque from the engine is transmitted to drive shaft means over a change-speed transmission and a separating clutch adapted to be engaged and disengaged, comprising adjusting means for adjusting the engine output, and additional control means operatively connected with said separating clutch and with said adjusting means for automatically increasing the torque produced by said engine essentially at the instant of engagement of said separating clutch, including engaging switch means for controlling said additional control means in dependence on the engaging movement of said separating clutch, and disabling means operatively connected with said changespeed transmission for disabling said additional control means with said change-speed transmission in the idling position thereof.

5. An installation for controlling an internal combustion engine for motor vehicles having control means for normally controlling the operation thereof and in which the torque from the engine is transmitted to drive shaft means over a separating clutch adapted to be engaged and disengaged, comprising adjusting means for adjusting the engine output, additional control means operatively connected with said separating clutch and with said adjusting means for automatically increasing the torque produced by said engine essentially at the instant of engagement of said separating clutch, and engaging switch 8 means for controlling said additional control means in dependence on the engaging movement of said separating clutch, said internal combustion engine being provided with an intake manifold and with a further intake path, said additional control means being operative to control said additional intake path.

6. An installation for controlling internal combustion engines for motor vehicles, especially injection type engines in which the torque from the engine is transmitted to drive shaft means over an automatically actuated separating clutch and a hydrodynamic coupling, comprising means for selectively engaging and disengaging said separating clutch, control means for normally controlling the operation of said engine and further control means operatively connected with said separating clutch for automatically increasing the torque produced by said engine at the instant of engagement of said separating clutch including adjustable air inlet means operatively connected with said internal combustion engine, a circuit including a source of electrical current, electromagnetic means for controlling said adjustable air inlet means, and switch means for controlling said electromagnetic control means in dependence of the engaging movement of said separating clutch.

7. An installation for controlling internal combustion engines for motor vehicles, especially injection type engines in which the torque from the engine is transmitted to the change-speed gear over an automatically actuated separating clutch and a hydrodynamic coupling, comprising means for selectively engaging and disengaging said separating clutch, and control means operatively connected with said separating clutch for automatically increasing the torque produced by said engine at the instant of engagement of said separating clutch including adjustable air inlet means operatively connected with said internal combustion engine, electromagnetic means for controlling said adjustable air inlet means, and switch means for controlling said electromagnetic control means in dependence of the engaging movement of said separating clutch and on the speed engaged in said change speed gear.

8. An installation for controlling internal combustion engines according to claim 6, wherein the engine is provided with an intake manifold, and wherein said adjustable air inlet means is in communication with said intake manifold and includes adjustable valve means to adjustably regulate said air inlet means, spring means for urg ing said valve means in the closing position thereof, and wherein said electromagnetic means is operative to move said valve means in the opening position thereof in opposition to the spring force exerted by said spring means.

9. An installation for controlling internal combustion engines according to claim 8, wherein said separating clutch includes a movable clutch part, and wherein said control means includes second switch means operatively connected with said movable clutch part in such a manner that with a disengaged separating clutch said switch means is opened and with an engaged separating clutch said switch means closes.

10. An installation for controlling an internal combustion engine according to claim 9, wherein said control means further includes a second circuit including said source of electrical current, relay means operative to close said first-named switch means, and said second switch means.

11. An installation for controlling internal combustion engines for motor vehicles according to claim 6, wherein said engine is provided with an intake manifold, and wherein said adjustable air inlet means includes an adjustable, additional intake path in communication with said intake manifold and including valve means to adjustably control the aperture of said additional intake path, spring means for retaining said valve means in the opened position thereof, and wherein said electromagnetic means includes an electromagnet operative to move said valve means in the closed position thereof upon energization of said electromagnet, and relay means operatively connected between said electromagnet and said switch means and operative to open its contact upon energization thereof.

12. An installation for controlling internal combustion engines for motor vehicles according to claim 6, wherein said internal combustion engine is provided with an intake manifold, and wherein said adjustable air inlet means includes an adjustable additional intake path in communication with said intake manifold, valve means for adjustably controlling said additional intake path, spring means for retaining normally said valve means in the open position thereof, and wherein said electromagnetic means is operative to move said valve means in the closed position thereof upon energization, said switch means being so constructed and arranged that with a disengaged separating clutch said switch means is closed and with an engaged separating clutch said switch means is opened.

13. An installation for controlling an internal combustion engine according to claim 6, wherein said adjustable air inlet means is constructed as an additional air aperture, and wherein said control means includes a pneumatically controlled adjusting means for adjusting the engine output, and wherein said adjustable air inlet means is operatively connected with said pneumatically controlled adjusting means to simultaneously adjust also the quantity of fuel determined by said pneumatically controlled adjusting means upon adjustment of said adjustable air inlet means.

14. An installation for controlling internal combustion engines according to claim 6, wherein said adjustable air inlet means includes an additional air inlet means having an interchangeable air aperture cross-section thereof.

15. An installation for controlling internal combustion engines for motor vehicles according to claim 6, wherein said adjustable air inlet means includes an adjustable inlet aperture having a continuously variable cross-section.

16. An installation for controlling an internal combustion engine for motor vehicles having control means for normally controlling the operation thereof and in which the torque from the engine is transmitted to drive shaft means over a separating clutch adapted to be engaged and disengaged, comprising adjusting means for adjusting the engine output, additional control means operatively connected with said separating clutch and with said adjusting means for automatically increasing the torque produced by said engine essentially at the instant of engagement of said separating clutch, and engaging switch means for controlling said additional control means in dependence on the engaging movement of said separating clutch, said additional control means including electromagnetic means operative to adjustably control said control means.

17. An installation for controlling an internal combustion engine for motor vehicles according to claim 16, further comprising link means for transmitting the control movement from said electromagnetic means to said control means.

18. An installation for controlling an internal combustion engine for motor vehicles having control means for normally controlling the operation thereof and in which the torque from the engine is transmitted to drive shaft means over a separating clutch adapted to be engaged and disengaged, comprising adjusting means for adjusting the engine output, additional control means operatively connected with said separating clutch and with said adjusting means for automatically increasing the torque produced by said engine essentially at the instant of engagement of said separating clutch, and engaging switch means for controlling said additional control means in dependence on the engaging movement of said separating clutch, and means for adjusting the position of the control effect of said engaging switch means.

19. An installation for controlling an internal combustion engine according to claim 18, wherein said lastmentioned means is operative simultaneously with the readjustment of said separating clutch.

References Cited in the file of this patent UNITED STATES PATENTS 2,203,559 Zastrow June 4, 1940 2,622,711 Chambouneau Dec. 23, 1952 2,739,678 Parker Mar. 27, 1956 2,763,347 Haubourdin et al Sept. 18, 1956 2,766,862 Binder Oct. 16, 1956 FOREIGN PATENTS 750,745 France June 6, 1933

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Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US3253774 *Dec 28, 1964May 31, 1966Gen Motors CorpRefrigerating apparatus
US3847257 *Mar 9, 1973Nov 12, 1974K FeierabendIgnition system for rotary piston combustion engines of trochoid type
US4454789 *May 19, 1981Jun 19, 1984Volkswagenwerk AktiengesellschaftDrive train for a vehicle
US4506770 *May 10, 1982Mar 26, 1985Luk Lamellen Und Kupplungsbau GmbhAutomatic motor and clutch controls
US4522553 *Sep 13, 1982Jun 11, 1985Deere & CompanyCombine power boost system
US4685548 *Oct 21, 1985Aug 11, 1987Zahnradfabrik Friedrichshafen, AgControl system for speed synchronized clutch operation during gear shift of engine driven transmission
US4785917 *Feb 14, 1986Nov 22, 1988Mitsubishi Jidosha Kogyo Kabushiki KaishaControl mechanism for automatic transmissions
Classifications
U.S. Classification477/90
International ClassificationB60K26/00, F02D29/02
Cooperative ClassificationB60K26/00, F02D29/02
European ClassificationB60K26/00, F02D29/02