Method and system for vacuum generation using a throttle valve

Abstract

The present disclosure provides a method and system for vacuum generation using a throttle. A method and system for generating vacuum via a throttle are provided. In one example, a method may include: rotating the throttle to a first fully closed position to provide vacuum to a first vacuum consumption device; and rotating the throttle to a second fully closed position to provide vacuum to a second vacuum consumption device. The method may also include rotating the throttle to a partially closed position to provide vacuum to both the first vacuum consumption device and the second vacuum consumption device.

Description

Technical Field

[0001] The present description generally relates to vacuum generation in an air intake via a throttle plate. Background Art

[0002] The vehicle system may include various vacuum consuming devices that are actuated using vacuum. These vacuum consuming devices may include, for example, brake enhancers and purge canisters. The vacuum used by these devices may be provided by a dedicated vacuum pump. In other embodiments, one or more aspirators (alternatively referred to as ejectors, venturi pumps, jet pumps, and ejectors) may be coupled to an engine system that may utilize engine airflow and use the engine airflow to generate vacuum.

[0003] In another example embodiment shown by Bergbauer et al. in US 8,261,716, a control hole is located in the wall of the air intake so that when the throttle plate is in the idle position, the vacuum generated at the periphery of the throttle is used for the vacuum consumption device. Therein, the positioning of the throttle plate in the idle position provides a constriction at the periphery of the throttle plate. The increased flow of the intake air through the constriction causes a venturi effect that generates a partial vacuum. The control hole is positioned so that the partial vacuum is used for the vacuum consumption device.

[0004] The inventors herein have recognized potential problems with the above approach. As an example, the vacuum generation potential of the throttle is limited. For example, even if vacuum can be generated at the entire periphery of the throttle, there is still only a single control hole at one location in the intake port as shown in US 8,261,716 for the vacuum consumption device to utilize. In order to use the vacuum generated at the entire periphery of the throttle, more control holes may be required in the intake duct. However, making these control holes may require significant modifications to the design of the intake duct, which will increase the associated costs.

[0005] In methods of generating vacuum using one or more aspirators, additional costs may be incurred due to the individual components of the aspirator including the nozzle, mixing and diffusion sections, and check valves. In addition, it may be difficult to control the total air flow rate into the intake manifold under idle or low load conditions because the flow rate is a combination of the leakage flow from the throttle and the air flow from the aspirator. Typically, an aspirator shutoff valve (ASOV) can be included along with the aspirator to control the air flow but this will result in increased cost. In addition, installing the aspirator in the air intake port will result in constraints on space availability and packaging issues. Summary of the invention

[0006] In one example, the problem described above can be solved by a method comprising: adjusting a throttle valve to a first fully closed position in response to a vacuum of a first vacuum consumption device being less than a threshold vacuum; and adjusting a throttle valve to a second fully closed position in response to a vacuum of a second vacuum consumption device being less than a threshold vacuum. In this way, when operating under each vacuum condition, the throttle valve can be actuated to two different fully closed positions to provide deep vacuum to either the first vacuum consumption device or the second vacuum consumption device.

[0007] As an example, a throttle is arranged in an intake passage including a plurality of protrusions, wherein the protrusions limit the flow area of ​​the intake passage. The position of the throttle relative to the protrusions can adjust the intake flow so that a vacuum can be generated at the protrusions. The vacuum can be supplied to a first vacuum consumption device and a second vacuum consumption device. In the first fully closed position and the second fully closed position, the intake air may not flow through the throttle, but the vacuum generated due to low engine power output (e.g., low load or idle speed) can be supplied to the first vacuum consumption device and the second vacuum consumption device accordingly.

[0008] It should be understood that the above summary is provided to introduce in simplified form selected concepts that are further described in the detailed description. This is not intended to identify key or essential features of the claimed subject matter, the scope of which is uniquely defined by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages mentioned above or in any part of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 A schematic diagram of an engine according to the present disclosure is depicted.

[0010] Figure 2 An isometric view of a throttle valve arranged in an intake passage having a plurality of protrusions is shown.

[0011] Figure 3A A cross-sectional view of a throttle valve and coupling between each of the one or more vacuum consumption devices to each of the plurality of protrusions is shown.

[0012] Figure 3B A detailed view of the throttle valve is shown.

[0013] Figure 4A , Figure 4B , Figure 4C , Figure 4D and Figure 4E Various positions of the throttle relative to the plurality of projections are shown.

[0014] Figure 5 Another embodiment of a throttle valve is shown.

[0015] Figure 6 Another embodiment of a throttle valve is shown.

[0016] Figure 2 , Figure 5 and Figure 6 Shown approximately to scale, however other alternative dimensions may be used.

[0017] Figure 7 A routine is shown for adjusting the throttle based on one or more of engine operating parameters and vacuum demands from first and second vacuum consumers.

[0018] Figure 8 A method of determining whether each vacuum consumer requires vacuum, only one vacuum consumer requires vacuum, or none of the vacuum consumers requires vacuum is shown. DETAILED DESCRIPTION

[0019] The following description relates to the use of Figure 1 A system and method for generating vacuum in an intake passage of an engine of an engine system shown in FIG. The intake passage may include a vacuum corresponding to Figure 2 One or more protrusions of one or more vacuum consumption devices are shown. Figure 3A and Figure 3B A cross section of a throttle of an air intake system is shown, the throttle being configured to communicate with one or more protrusions of an intake passage. FIG. 4A to FIG. 4E Various positions of the throttle are shown in response to vacuum demands from one or more vacuum consumers. Figure 5 and Figure 6 Additional embodiments of throttle valves are shown where the throttle valve is partially hollow and is configured to communicate with one or more vacuum consumption devices.

[0020] The controller may be configured to execute a routine to modify the throttle position based on vacuum demand from the vacuum consuming device ( Figure 7 ). Figure 8 A detailed procedure is shown which illustrates a method of selecting one or two vacuum consumers to provide vacuum.

[0021] Figures 1 to 6An example configuration with relative positioning of various components is shown. If shown as directly contacting each other or directly connected, then at least in one example, such elements can be referred to as direct contact or direct connection, respectively. Similarly, at least in one example, the elements shown as being adjacent or adjacent to each other can be adjacent or adjacent to each other, respectively. As an example, components arranged in coplanar contact with each other can be referred to as coplanar contact. As another example, in at least one example, elements that are positioned apart from each other with only a spacing therebetween and no other components can be referred to as coplanar contact. As another example, elements shown as being above / below each other, on opposite sides or on the left / right side of each other can be referred to as coplanar contact relative to each other. In addition, as shown in the figure, in at least one example, the highest point of the topmost element or element can be referred to as the "top" of the component, and the lowest point of the bottommost element or element can be referred to as the "bottom" of the component. As used herein, top / bottom, upper / lower, above / below can be relative to the longitudinal axis of the accompanying drawings and are used to describe the positioning of the elements in the accompanying drawings relative to each other. Thus, in one example, the element shown as being above other elements is vertically positioned above other elements. As another example, the shapes of elements shown in the drawings may be referred to as having those shapes (e.g., such as round, straight, planar, curved, rounded, chamfered, angled, etc.). Additionally, in at least one example, elements shown as intersecting each other may be referred to as intersecting elements or intersecting each other. Additionally, in one example, elements shown as being within another element or shown as being outside another element may be referred to as intersecting elements or intersecting each other. It will be appreciated that the differences between one or more components referred to as "substantially similar and / or identical" may be based on manufacturing tolerances (e.g., within 1% to 5% deviation).

[0022] It should be noted that Figure 2 , FIG. 4A to FIG. 4E , Figure 5 and Figure 6 Arrows are shown indicating locations where there is gas flow in the space, and solid lines of device walls show locations where flow is blocked and communication is not possible due to lack of fluid communication caused by the device walls spanning from one point to another. In addition to the openings in the walls that allow the described fluid communication, the walls also create isolation between areas.

[0023] Reference Figure 1 , which shows a schematic diagram of spark-ignition internal combustion engine 10. Engine 10 may be controlled at least partially by a control system including controller 12, and by input from a vehicle operator 132 via an input device 130. In this example, input device 130 includes an accelerator pedal and a pedal position sensor 134 for generating a proportional pedal position signal PP.

[0024] Combustion chamber 30 (also referred to as cylinder 30) of engine 10 may include combustion chamber walls 32 with piston 36 positioned therein. Piston 36 may be coupled to crankshaft 40 so that reciprocating motion of the piston is translated into rotational motion of the crankshaft. Crankshaft 40 may be coupled to at least one drive wheel of a vehicle via an intermediate transmission system (not shown). Additionally, a starter motor may be coupled to crankshaft 40 via a flywheel (not shown) to enable a starting operation of engine 10.

[0025] Combustion chamber 30 may receive intake air from intake manifold 44 via intake passage 42 and may exhaust combustion gases via exhaust passage 48. Intake manifold 44 and exhaust passage 48 may selectively communicate with combustion chamber 30 via respective intake valve 52 and exhaust valve 54. In some embodiments, combustion chamber 30 may include two or more intake valves and / or two or more exhaust valves.

[0026] In this example, intake valve 52 and exhaust valve 54 may be controlled by cam actuation via respective cam actuation systems 51 and 53. Cam actuation systems 51 and 53 may each include one or more cams, and may vary valve operation using one or more of a cam profile switching system (CPS), variable cam timing (VCT), variable valve timing (VVT), and / or variable valve lift (VVL) system that may be operated by controller 12. The positions of intake valve 52 and exhaust valve 54 may be determined by position sensors 55 and 57, respectively. In an alternative embodiment, intake valve 52 and / or exhaust valve 54 may be controlled by electric valve actuation. For example, cylinder 30 may alternatively include an intake valve controlled via electric valve actuation and an exhaust valve controlled via cam actuation including a CPS and / or VCT system.

[0027] Fuel injector 66 is shown coupled directly to combustion chamber 30 to inject fuel directly therein in proportion to the pulse width of signal FPW received from controller 12 via electronic driver 96. In this manner, fuel injector 66 provides what is known as direct injection of fuel into combustion chamber 30. For example, the fuel injector may be mounted in the side of the combustion chamber or in the top of the combustion chamber. Fuel may be delivered to fuel injector 66 by a fuel system (not shown) including a fuel tank, a fuel pump, and a fuel rail. In some embodiments, combustion chamber 30 may alternatively or additionally include a fuel injector arranged in intake manifold 44 in the following configuration to provide what is known as port injection of fuel into the intake port upstream of combustion chamber 30.

[0028] Ignition system 88 can provide an ignition spark to combustion chamber 30 via spark plug 92 in response to spark advance signal SA from controller 12 in select operating modes. Though spark ignition components are shown, in some embodiments, combustion chamber 30 or one or more other combustion chambers of engine 10 may be operated in a compression ignition mode, with or without an ignition spark.

[0029] Engine 10 may also include a compression device, such as a turbocharger or a supercharger, which includes at least one compressor 162 arranged along intake passage 42. For a turbocharger, compressor 162 may be driven at least in part by a turbine 164 (e.g., via a shaft) arranged along exhaust passage 48. Compressor 162 draws air from intake passage 42 to supply boost chamber 46. Exhaust rotates turbine 164 via shaft 161 to compressor 162. For a supercharger, compressor 162 may be driven at least in part by the engine and / or an electric machine, and may not include a turbine. Therefore, the amount of compression provided to one or more cylinders of the engine via a turbocharger or a supercharger may be changed by controller 12.

[0030] A wastegate 168 may be coupled in the turbocharger across the turbine 164. In particular, the wastegate 168 may be included in a bypass 166 coupled between an inlet and an outlet of the exhaust turbine 164. By adjusting the position of the wastegate 168, the amount of boost provided by the turbine may be controlled.

[0031] Intake manifold 44 is shown communicating with throttle 62 having throttle plate 64. In this particular example, the position of throttle plate 64 may be controlled by controller 12 via an electric motor or actuator (not shown) provided to throttle 62. Figure 1 ) signal, which is a configuration commonly referred to as electronic throttle control (ETC). The throttle position can be changed by an electric motor via a shaft. As described in detail below, throttle 62 can be at least partially flexible to allow the throttle to rotate around a protrusion 68 of the intake passage. As shown, vacuum consumption device 140 can be fluidly connected to a portion of the periphery of intake passage 42 adjacent to throttle 62 via protrusion 68. Throttle 62 can control the airflow from intake boost chamber 46 to intake manifold 44 and combustion chamber 30 and other engine cylinders. The position of throttle plate 64 can be provided to controller 12 via a throttle position signal TP from throttle position sensor 58.

[0032] The engine 10 is coupled to a vacuum consumption device 140, which may include, as non-limiting examples, one of the following: a brake intensifier, a fuel vapor canister, a positive crankcase ventilation device (PCV), and a vacuum actuated valve (such as a vacuum actuated wastegate and / or an EGR valve). The vacuum consumption device 140 may receive vacuum from multiple vacuum sources. One source may be a vacuum pump 77, which may be selectively operated via a control signal from the controller 12 to supply vacuum to the vacuum consumption device 140. The check valve 69 allows air to flow from the vacuum consumption device 140 to the vacuum pump 77, and limits the airflow from the vacuum pump 77 to the vacuum consumption device 140. Another vacuum source may be a protrusion 68, which is positioned diametrically opposite to each other in the boost chamber 46. As shown in FIG. Figure 1 As shown, conduit 198 may extend through at least one of protrusions 68 to fluidly couple vacuum consumption device 140 to the intake port. When throttle plate 64 is in the first fully closed position, the second fully closed position, the partially closed position, or the partially open position, a vacuum may be generated at one or more of protrusions 68 so that the vacuum in vacuum consumption device 140 may be replenished. This vacuum may draw air from vacuum consumption device 140 through conduit 198, via the hollow shaft, into at least one of protrusions 68. Check valve 73 ensures that air flows from vacuum consumption device 140 to intake manifold 44, but not from intake manifold 44 to vacuum consumption device 140.

[0033] For simplicity, in Figure 1 In the embodiment of FIG. 1 , only one of the vacuum consumption devices 140 is shown. However, a person skilled in the art will appreciate that the vacuum consumption device 140 may be two or more vacuum consumption devices. The vacuum consumption device 140 may include different types of vacuum consumption devices, for example, the vacuum consumption device may include a brake vacuum reservoir and a positive crankcase ventilation device (PCV).

[0034] Exhaust gas sensor 126 is shown coupled to exhaust passage 48 upstream of emission control device 70. Sensor 126 may be any suitable sensor for providing an indication of exhaust air-fuel ratio, such as a linear oxygen sensor or UEGO (Universal or Wide Range Exhaust Gas Oxygen), a two-state oxygen sensor or EGO, HEGO (Heated EGO), nitrogen oxides (NOx), hydrocarbons (HC), or carbon oxides (CO) sensor. Emission control device 70 is shown arranged along exhaust passage 48 downstream of exhaust gas sensor 126. Device 70 may be a three way catalyst (TWC), a NOx trap, various other emission control devices, or combinations thereof.

[0035] An exhaust gas recirculation (EGR) system may be used to direct a desired portion of exhaust gas from exhaust passage 48 to intake manifold 44 via EGR valve 153 via conduit 152. Alternatively, a portion of combustion gases may be retained in the combustion chamber as internal EGR by controlling the timing of the exhaust and intake valves.

[0036] The controller 12 Figure 1 1 is shown as a conventional microcomputer including: microprocessor unit 102, input / output ports 104, read-only memory 106, random access memory 108, keep alive memory 110, and a conventional data bus. Controller 12 commands various actuators such as throttle plate 64, EGR valve 153, and the like. In addition to those signals previously discussed, controller 12 is shown receiving various signals from sensors coupled to engine 10, including: engine coolant temperature (ECT) from temperature sensor 112 coupled to cooling sleeve 114; position sensor 134 coupled to accelerator pedal 130 for sensing accelerator position adjusted by vehicle operator 132; measurement of engine manifold pressure (MAP) from pressure sensor 121 coupled to intake manifold 44; measurement of boost pressure from pressure sensor 122 coupled to boost chamber 46; measurement of vacuum in vacuum consumer 140 from pressure sensor 125; surface ignition sensing signal (PIP) from Hall effect sensor 118 (or other type of sensor) coupled to crankshaft 40; measurement of air mass entering the engine from mass air flow sensor 120; and measurement of throttle position from sensor 58. Barometric pressure (sensor not shown) may also be sensed for processing by controller 12. In a preferred aspect of the present description, engine position sensor 118 produces a predetermined number of equally spaced pulses every revolution of the crankshaft from which engine speed (RPM) can be determined.

[0037] The controller 12 is Figure 1 Various sensors receive signals and use Figure 1 The controller may further include various actuators to adjust engine operation based on the received signals and instructions stored in the memory of the controller. For example, adjusting the throttle plate may include adjusting an actuator of the throttle plate to adjust the position of the throttle plate. As an example, the actuator may be signaled to move the throttle plate to a more open position in response to a throttle pedal push (e.g., the accelerator pedal 130 is in a more depressed position).

[0038] As mentioned above, Figure 1Only one cylinder of a multi-cylinder engine is shown, and each cylinder has its own set of intake / exhaust valves, fuel injectors, spark plugs, etc. In addition, in the example embodiments described herein, the engine can be coupled to a starter motor (not shown) to start the engine. For example, when the driver turns the key in the ignition switch on the steering column, the starter motor can be activated. After the engine is started, for example, by the engine 10 reaching a predetermined speed after a predetermined time, the starter is disengaged.

[0039] In some examples, the vehicle 5 may be a hybrid vehicle having multiple torque sources available for one or more wheels 155. In other examples, the vehicle 5 is a conventional vehicle having only an engine, or an electric vehicle having only an electric motor. In the example shown, the vehicle 5 includes an engine 10 and an electric motor 152. The electric motor 152 may be a motor or a motor / generator. When one or more clutches 156 are engaged, the crankshaft 40 of the engine 10 and the electric motor 152 are connected to the wheels 155 via the transmission 154. In the example shown, a first clutch 156 is provided between the crankshaft 40 and the electric motor 152, and a second clutch 156 is provided between the electric motor 152 and the transmission 154. The controller 12 may send a signal to the actuator of each clutch 156 to engage or release the clutch so as to connect or disconnect the crankshaft 140 with the electric motor 152 and the components connected thereto, and / or connect or disconnect the electric motor 152 with the transmission 154 and the components connected thereto. The transmission 154 may be a gearbox, a planetary gear system, or another type of transmission. The powertrain can be configured in various ways including parallel, series or series-parallel hybrid vehicles.

[0040] The electric machine 152 receives power from the traction battery 158 to provide torque to the wheels 155. The electric machine 152 may also operate as a generator to provide power to charge the battery 158, such as during braking operations.

[0041] Figure 2 An embodiment 200 of an intake passage 202 including a throttle 210 is shown. In one example, similar to Figure 1 The throttle valve 62 uses the throttle valve 210. In addition, the intake port 202 can be similarly used Figure 1 The intake passage 202 is configured to receive fresh or compressed intake air at a position upstream of the throttle 210. In some positions of the throttle 210, the intake air can be directed to the engine (e.g., Figure 1 engine 10).

[0042] The terms upstream and downstream may be used to describe the arrangement of components relative to each other. For example, throttle 210 is located upstream of engine 10 relative to the direction of intake air flow. Therefore, intake air may contact throttle 210 before reaching engine 10.

[0043] Axis system 290 includes three axes, namely an x-axis parallel to the horizontal direction, a y-axis parallel to the vertical direction, and a z-axis perpendicular to both the x-axis and the y-axis. Arrow 298 indicates the generally horizontal direction of the intake air flow, which is parallel to both the x-axis and the central axis 292 of the intake passage 202. In one example, the central axis 292 passes through the geometric center of the throttle 210. The direction of gravity is shown by arrow 299.

[0044] The intake duct 202 may include a plurality of protrusions 220 extending radially inwardly toward a central axis 292 of the intake duct 202. In one example, there are exactly two protrusions, including a first protrusion 222 and a second protrusion 224. The first protrusion 222 and the second protrusion 224 may be arranged exactly opposite each other along a single diameter of the intake duct 202. A vertical axis 294 is shown passing through the geometric center of the first protrusion 222 and the second protrusion 224. In one example, the first protrusion 222 and the second protrusion 224 are arranged diametrically opposite each other on the inner surface of the intake duct 202.

[0045] For example, the intake passage 202 may include a uniform flow area along its entirety, except for locations corresponding to the first protrusion 222 and the second protrusion 224. Thus, the protrusion 220 may reduce the flow area of ​​the intake passage 202 compared to other portions of the intake passage 202, such that a constriction exists. In one example, the intake passage 202 may be venturi-shaped, wherein portions of the intake passage upstream and downstream of the protrusion 220 are similar to a venturi inlet and a venturi outlet, respectively, and wherein a portion of the intake passage aligned with the protrusion is similar to a venturi throat. Thus, in some positions of the throttle 210, airflow through the protrusion 220 may generate a vacuum as will be described below.

[0046] The first protrusion 222 and the second protrusion 224 may be arc-shaped, dome-shaped, or similarly shaped (e.g., hemispherical). In one example, the first protrusion 222 and the second protrusion 224 are identical in shape and size. The first protrusion 222 may include a first opening 226, and the second protrusion 224 may include a second opening 228. The first opening 226 may fluidly couple the first vacuum consumption device 232 to the intake passage 202. The second opening 228 may fluidly couple the second vacuum consumption device 234 to the intake passage 202. Figure 1The vacuum consumption device 140 uses a first vacuum consumption device 232 and a second vacuum consumption device 234. In one example, the first vacuum consumption device is a brake vacuum reservoir and the second vacuum consumption device is a PCV. Additionally or alternatively, Figure 1 The conduit 198 may be bifurcated so that the conduit may be fluidly coupled to each of the first protrusion 222 and the second protrusion 224. In some embodiments, each of the first vacuum consumption device 232 and the second vacuum consumption device 234 includes its own conduit, and therefore, bifurcations may not be required.

[0047] The first vacuum consumption device 232 and the second vacuum consumption device 234 may be selectively coupled to the intake passage 202 based on actuation of the throttle 210. In particular, actuating the throttle 210 may include rotating the throttle plate 212 and the outer edge 214. In one example, the throttle plate 212 and the outer edge 214 may be rotated similar to Figure 1 The throttle plate 64 of the embodiment of the present invention uses a throttle plate 212. The rotation may be about a rotation axis, wherein the rotation axis is perpendicular to each of the central axis 292 and the vertical axis 294 and parallel to the z-axis. When the throttle 210 is in a fully open position, the throttle plate 212 may be parallel to and aligned with the central axis 292. When the throttle 210 is in a partially closed position, such as Figure 2 In the embodiment shown in the position, the throttle plate 212 may be substantially parallel to the vertical axis.

[0048] Actuation of the throttle 210 may include actuating the throttle 210 to a fully open position, a partially closed position, or any position therebetween. In one example, there may be two fully closed positions between the partially closed position and the fully open position. As an example, the fully open position may allow a maximum amount (e.g., 100%) of intake air to flow through the throttle 210 and to the engine 10. Thus, the fully closed position may reduce and / or prevent intake air from flowing from the ambient atmosphere to the engine 10. Positions between the fully closed position and the fully open position may be configured to allow different amounts of intake air to flow to the engine 10. For example, the partially open position may allow more intake air to flow to the engine 10 than the partially closed position. In one example, the partially closed position allows a small amount (e.g., 10% to 20% of the amount allowed in the fully open position) of intake air to flow through the throttle 210 to the engine 10.

[0049] The throttle plate 212 can be generally circular and concentric with the outer edge 214 about the central axis 292. The throttle 210 including the throttle plate 212 and the outer edge 214 can be at least partially flexible. In one example, the entire body of the throttle 210 including the throttle plate 212 and the outer edge 214 is flexible. In another example, the outer periphery of the throttle 210 including the outer edge 214 is flexible so that the throttle plate 212 can be non-flexible. Non-flexible refers to the fact that the component may not be able to bend, flex, etc., and instead may break or degrade (e.g., develop holes). Therefore, flexible refers to the fact that the component can bend and / or flex in response to a sufficiently large force without breaking or degrading.

[0050] In some embodiments, additionally or alternatively, throttle plate 212 may be oval in shape, wherein throttle plate 212 may be shorter in a direction parallel to vertical axis 294 and longer in a direction parallel to the z-axis if first protrusion 222 and second protrusion 224 are disposed on diametrically opposed surfaces of intake passage 202. Additionally or alternatively, in some embodiments, intake passage 202 may include a single protrusion extending around the entire perimeter of the inner surface of the intake passage. In such an example, throttle plate 212 may be substantially circular in shape.

[0051] As follows, Figure 3A As described in more detail, outer edge 214 may extend further in upstream and downstream directions of intake passage 202 than throttle plate 212. In other words, outer edge 214 may include a greater profile along the x-axis than throttle plate 212.

[0052] The throttle plate 212 and the outer edge 214 can be made of similar materials. Alternatively, the throttle plate 212 and the outer edge 214 can be made of different materials. Both the throttle plate 212 and the outer edge can be air-tight. The throttle plate 212 can be metal, plastic, polycarbonate, polyethylene, styrene, etc. The throttle plate 212 can be physically connected to the outer edge 214 along its outer perimeter via an adhesive, fusion, welding, screws, clamps, etc. The outer edge 214 can be annular and surround the throttle plate 212. The outer edge 214 can include a different material from the throttle plate 212. In one example, the outer edge 214 includes rubber. It will be understood that the outer edge 214 can include other ductile and / or flexible materials without departing from the scope of the present disclosure. The throttle 210 is described in more detail below.

[0053] Now turn Figure 3A , which shows that along Figure 2 The cross-sectional view 300 is taken along the section plane AA′ of FIG. 300 . In the cross-sectional view 300 , the throttle valve 210 is shown in a partially closed position, wherein a small amount of airflow can be passed through the throttle valve 210 to the engine 10 .

[0054] The throttle 210 can be actuated by a motor 310. The actuator 316 of the throttle 210 can be rotated by the motor 310, thereby causing the throttle plate 212 and the outer edge 214 to rotate. The throttle plate 212 and the outer edge 214 can rotate in a clockwise and / or counterclockwise direction about the rotation axis. In the partially closed position shown in which the throttle plate 212 is parallel to the vertical axis 294, a small amount of ambient air can flow through the gap formed between the outer edge 214 and the first protrusion 222 and the second protrusion 224. This is shown and described in more detail in Figure 4B A larger gap relative to the outer edge 214 and the first protrusion 222 and the second protrusion 224 allows flow to the engine (e.g., Figure 1 and Figure 2 A small amount of ambient air is very little for the amount of ambient air in the engine 10). For the partially open and fully open positions of the throttle 210, the gap can be larger.

[0055] As shown in the cross-sectional view 300, the outer rim 214 is substantially annular and extends further in the upstream and downstream directions than the throttle plate 212. In other words, the throttle plate 212 can be substantially circular and planar, while the outer rim 214 can be substantially annular. In one example, the outer rim 214 is a cylinder with an open top and an open bottom. The outer rim 214 and the throttle plate 212 are fixedly coupled so that actuation of one results in similar actuation of the other.

[0056] Now turn Figure 3B , which shows an embodiment 350 demonstrating the flexibility of the outer edge 214. As described above, the outer edge 214 can include rubber, a ductile material, or a combination thereof. Therefore, the outer edge 214 can contact a surface (e.g., a protrusion) of the intake 202 and bend to allow additional rotation of the throttle 210 without the throttle becoming stuck. In one example, this is adjusted based on the power supply from the controller 12 to the motor 310. The bend is shown by the dashed line. In one example, only the outer edge 214 is flexible and the throttle plate 212 is non-flexible.

[0057] In some embodiments, the outer edge 214 can contact the first protrusion 222 and the second protrusion 224. In one example, the outer edge 214 contacts each of the first protrusion 222 and the second protrusion 224 simultaneously. However, the first protrusion 222 can include a first upstream surface 321 and a first downstream surface 323, wherein the surfaces are separated by the first opening 226. Similarly, the second protrusion 224 can include a second upstream surface 325 and a second downstream surface 327, wherein the surfaces are separated by the second opening 228.

[0058] In the first fully closed position of the throttle valve 210 (shown in FIG. Figure 4C ), the outer edge 214 can be pressed against the first upstream surface 321 and the second downstream surface 327. Therefore, the throttle plate 212 can be angled with the vertical axis in the first fully closed position. The angle can be equal to an angle within a first angle range spanning from 0 to 10 degrees. In the first fully closed position, intake air may not flow from upstream of the throttle 210 to the engine 10. However, when the throttle 210 is in the first fully closed position, the first vacuum consumption device 232 can receive vacuum from the engine. The check valve 332 arranged in the first duct 331 can open in response to the vacuum adjacent to the first opening 226 being greater than the vacuum stored in the first vacuum consumption device 232. Therefore, when the throttle is in the first fully closed position, the vacuum in the first vacuum consumption device 232 can be supplemented. It can be basically similar to Figure 1 The conduit 198 and the check valve 73 use a first conduit 331 and a check valve 332 accordingly.

[0059] In the second fully closed position of the throttle valve 210 (shown in FIG. Figure 4D ), the outer edge 214 can be pressed against the first downstream surface 323 and the second upstream surface 325. Therefore, the throttle plate can be angled with the vertical axis 294 in the second fully closed position. The angle can be similar to the angle generated in the first fully closed position. In the second fully closed position, intake air may not flow from the upstream of the throttle 210 to the engine. However, the second vacuum consumption device 234 can receive vacuum from the engine. The check valve 334 arranged in the second duct 333 can open in response to the vacuum adjacent to the second opening 228 being greater than the vacuum of the second vacuum consumption device 234. Therefore, when the throttle 210 is in the second fully closed position, the vacuum in the second vacuum consumption device 234 can be supplemented. It can be basically similar to Figure 1 The conduit 198 and the check valve 73 use a second conduit 333 and a check valve 334 accordingly.

[0060] Now turn FIG. 4A to FIG. 4E, which illustrate various positions of the throttle 210 and the corresponding intake air flow and vacuum generation in the intake passage. For simplicity, the first check valve 332 and the second check valve 334 of the first vacuum consumption device 232 and the second vacuum consumption device 234 are respectively shown in an open position for each position of the throttle 210 that generates vacuum in the intake passage 202. Therefore, it can be assumed that for the following positions of the throttle 210, the vacuum generated in the intake passage 202 is greater than the vacuum stored in either the first vacuum consumption device 232 or the second vacuum consumption device 234. However, it will be understood that if the vacuum generated in the intake passage 202 is less than the vacuum stored in the first vacuum consumption device 232 and the second vacuum consumption device 234, the first check valve 332 and the second check valve 334 will not open.

[0061] Intake air flow is shown via arrow 402. Suction flow is shown via arrow 404. Finally, vacuum flow is shown via arrow 406. Suction flow may refer to gas flowing from a vacuum consumption device to the intake passage 202. Suction flow may flow in response to vacuum flowing to the vacuum consumption device. Arrow 499 represents a vertical direction, which is parallel to Figure 2 and Figure 3A The vertical axis is 294.

[0062] Figure 4A An embodiment 400 of the throttle 210 is shown. In the embodiment 400, the throttle 210 is in a fully open position and perpendicular to the vertical direction 499. When in the fully open position, a maximum amount (e.g., 100%) of intake air 402 can flow through the throttle 210 and flow to the engine. As shown, air can freely flow through a relatively large gap formed between the outer edge 214 and the first protrusion 222 and the second protrusion 224. In one example, the gap between the outer edge 214 and the first protrusion 222 and the second protrusion 224 is greater than the gap at any other position of the throttle 210. In addition, the fully open position may not generate vacuum. Therefore, in one example, the first vacuum consumption device 232 and the second vacuum consumption device 234 do not receive vacuum or provide suction flow to the intake passage in the fully open position. The fully open position may correspond to an engine load equal to a high engine load. In one example, the fully open position is required during an accelerator pedal or other transient engine operation.

[0063] Figure 4BAn embodiment 410 of the throttle 210 is shown. In the embodiment 410, the throttle 210 is in a partially closed position, and the throttle plate 212 of the throttle is parallel to the vertical direction 499. The partially closed position may correspond to a position between the first fully closed position and the second fully closed position. In the partially closed position, intake air may flow through a gap formed between the outer edge 214 and the first protrusion 222 and the second protrusion 224. A venturi effect may occur when the air flows through the gap, thereby generating a vacuum to be supplied to the first vacuum consumption device 232 and the second vacuum consumption device 234. The check valves 332 and 334 may move to an open position in response to the generated vacuum being greater than the vacuum stored in the first vacuum consumption device 232 and the second vacuum consumption device 234.

[0064] For example, in response to vacuum being greater than the vacuum stored in or available to first vacuum consumption device 232, first check valve 332 may move to an open position, thereby fluidly coupling first vacuum consumption device 232 to intake passage 202 and allowing vacuum to flow from intake passage 202 to first vacuum consumption device 232 and allowing intake flow to flow from first vacuum consumption device 232 to intake passage 202. The intake flow may mix with the intake flow in intake passage 202. In particular, the intake flow flows from first vacuum consumption device 232, through conduit 331, through first check valve 332, through first opening 226 of first protrusion 222, and into intake passage 202.

[0065] Additionally or alternatively, in response to the vacuum being greater than the vacuum of second vacuum consumption device 234, second check valve 334 may move to an open position, thereby fluidly coupling second vacuum consumption device 234 to intake passage 202 and allowing vacuum to flow from intake passage 202 to second vacuum consumption device 234 and allowing suction flow to flow from second vacuum consumption device 234 to intake passage 202. In particular, suction flow flows from second vacuum consumption device 234, through conduit 333, through second check valve 334, through second opening 228 of second protrusion 224, and into intake passage 202.

[0066] In this manner, one or both of the first vacuum consumption device 232 and the second vacuum consumption device 234 may receive vacuum when the throttle valve 210 is in a partially closed position between the first fully closed position and the second fully closed position. Figure 4B The partially closed position shown in the embodiment of allows less intake air to travel to the engine than any other position of the throttle valve 210 other than the first fully closed position and the second fully closed position.

[0067] The partially closed position may be required in response to both first vacuum consumption device 232 and second vacuum consumption device 234 requiring vacuum and engine load equal to low load or idle. Substantially equal amounts of vacuum may be supplied to each of first vacuum consumption device 232 and second vacuum consumption device 234 in the partially closed position.

[0068] Figure 4C An embodiment 420 is shown that includes a first fully closed position of the throttle 210. As described above, the first fully closed position can include the outer edge 214 pressing against the first upstream surface 321 and the second downstream surface 327. Thus, the first conduit 331 can be fluidly coupled to a portion of the intake passage 202 between the engine and the throttle 210, while the second conduit 333 can be fluidly coupled to a portion of the intake passage 202 upstream of the throttle 210. As shown, intake air does not flow through the throttle 210 to the engine.

[0069] The first fully closed position may be desired when the first vacuum consumption device 232 requires vacuum, the second vacuum consumption device 234 does not require vacuum, and the engine load is equal to low load or idle. Thus, vacuum from the intake manifold may be supplied to the first vacuum consumption device 232, and intake flow from the first vacuum consumption device 232 may flow to the engine. The vacuum provided to the first vacuum consumption device 232 when the throttle valve 210 is in the first fully closed position may be greater than or equal to the vacuum provided to the first vacuum consumption device 232 when the throttle valve 210 is in the first fully closed position. Figure 4B The vacuum provided to the first vacuum consumption device 232 when the throttle is in the partially closed position is shown. In one example, the vacuum provided to the first vacuum consumption device 232 when the throttle is in the first fully closed position is greater than Figure 4B The vacuum is provided in the partially closed position.

[0070] Figure 4D An embodiment 430 is shown that includes a second fully closed position of the throttle 210. As described above, the second fully closed position can include where the outer edge 214 is pressed against the first downstream surface 323 and the second upstream surface 325. Thus, the first conduit can be fluidly coupled to the portion of the intake passage 202 upstream of the throttle 210, and the second conduit 333 can be fluidly coupled to the portion of the intake passage 202 between the throttle 210 and the engine. As shown, intake air does not flow to the engine.

[0071] The second fully closed position may be desired when the second vacuum consumption device 234 requires vacuum, the first vacuum consumption device 232 does not require vacuum, and the engine load is equal to low load or idle. Thus, vacuum from the intake manifold can be supplied to the second vacuum consumption device 234, and the intake flow from the second vacuum consumption device 234 can thus flow to the engine. The vacuum provided to the second vacuum consumption device 234 when the throttle valve 210 is in the second fully closed position may be greater than or equal to the vacuum provided to the second vacuum consumption device 234 when the throttle valve 210 is in the second fully closed position. Figure 4B The vacuum provided to the second vacuum consumption device 234 when the throttle valve 210 is in the partially closed position is shown. In one example, the vacuum provided to the second vacuum consumption device 234 when the throttle valve 210 is in the second fully closed position is greater than Figure 4B The vacuum is provided in the partially closed position.

[0072] Actuating the throttle 210 between the first fully closed position, the second fully closed position, and the partially closed position may not require bending of the outer edge 214. Therefore, a first threshold power amount can be used to actuate the throttle 210 between these positions. In some examples, in response to there being little or no vacuum available for the first vacuum consumption device and / or the second vacuum consumption device, the first fully closed position and / or the second fully closed position may be required. If the engine load is low or in an idle condition and it is estimated that the low engine load and / or the idle condition will last longer than the threshold duration, the method may include actuating the throttle 210 to the first fully closed position for at least half of the threshold duration and actuating the throttle to the second fully closed position for at least half of the threshold duration. In this way, both the first vacuum consumption device and the second vacuum consumption device can receive deep vacuum. The threshold duration can be a non-zero value. In one example, the threshold duration is at least 30 seconds.

[0073] Figure 4E An embodiment 440 is shown including the throttle 210 in a partially open position. In the partially open position, some intake air is allowed to flow through the gap formed between the outer edge 214 and the first and second protrusions 222 and 224. However, the amount of air permitted to flow to the engine when the throttle is in the partially open position may be less than Figure 4A fully open position and greater than Figure 4B440 to a partially closed position. Additionally or alternatively, the amount of air permitted to flow to the engine when the throttle 210 is in the partially open position can be adjusted by actuating the throttle 210 to a more open position or a more closed position. The more open position can include actuating the throttle 210 from the position shown in embodiment 440 to a position closer to the fully open position. As a result, the intake air flow to the engine can be increased, and the vacuum generated between the throttle 210 and the protrusion can be reduced. The more closed position can include actuating the throttle 210 from the position shown in embodiment 440 to a position closer to the partially closed position. In response, the intake air flow to the engine can be reduced, and the vacuum generated between the throttle 210 and the protrusion can be increased. Therefore, the partially open position produces more vacuum than the fully open position, and less vacuum than the partially closed position.

[0074] As shown, the partially open position includes throttle positions between the fully open position and the fully closed position. When in the partially open position, the throttle 210 can be angled relative to the vertical direction 499. The angle can be equal to an angle within an angle range between 15° and 85°. Therefore, the angle generated in the partially open position is greater than the angle of the throttle in the fully closed position.

[0075] The partially open position may be required in response to each of first vacuum consumption device 232 and second vacuum consumption device 234 requiring vacuum and engine load equaling medium load. The amount of vacuum provided to first vacuum consumption device 232 and second vacuum consumption device 234 may be substantially equal in the partially open position.

[0076] Motor (e.g. Figure 3A The motor 310 can actuate the throttle valve 210 to pass FIG. 4A to FIG. 4E The controller (e.g. Figure 1 The controller 12 of the embodiment of the present invention can receive feedback from one or more sensors and, based on the feedback, signal the motor to which position the throttle 210 is desired to be actuated. The controller can adjust the power supplied to the throttle 210 based on the desired position. For example, if the throttle 210 is desired to be actuated from Figure 4A The fully open position is actuated to the Figure 4E , the controller may supply a first threshold amount of power to actuate the throttle. Similarly, if it is desired to move the throttle 210 from Figure 4E The partially open position is actuated to Figure 4D , the controller may supply the first threshold power amount to actuate the throttle. However, if it is desired to move the throttle 210 from Figure 4B The partially closed position is actuated to Figure 4EIf the throttle 210 is in a partially open position, the controller may first supply the second threshold power amount and then the first threshold power amount. In one example, the second threshold power amount is greater than the first threshold power amount. The second threshold power amount may cause the throttle 210 to rotate quite hard, so that the outer edge 214 is like Figure 3B 214 may be bent and / or flexed as shown to allow the throttle 210 to move from the partially closed position, through the first fully closed position or the second fully closed position, and to the partially open position. Once the outer edge is free of the protrusion, the first threshold power amount can be used to actuate the throttle through the remaining distance to the partially closed position. In this way, the first threshold power amount can be high enough to rotate the throttle 210, but may not be high enough to rotate the throttle 210 through a position where the outer edge 214 may bend and / or flex. Alternatively, the second threshold power amount can be high enough to rotate the throttle 210 through any position, including a position where the outer edge 214 may bend and / or flex. By switching between the two when needed, power consumption can be reduced.

[0077] Figure 5 A schematic diagram of an embodiment of a throttle plate 500 is shown, the throttle plate being coupled to a Figure 1 The vacuum consumption device in the air intake of the engine 10. The axis system 590 includes three axes, namely an x-axis parallel to the horizontal direction, a y-axis parallel to the vertical direction, and a z-axis perpendicular to both the horizontal and vertical directions. The direction of gravity is shown by arrow 599.

[0078] A central axis 595 of the intake duct 502 is shown. The direction of the incoming intake air (fresh intake arrow) is parallel to the central axis 595. The throttle plate 564 can pivot about the central axis 595. In this way, the venturi passage 550 within the throttle plate 564 can become parallel to the central axis 595 as shown or perpendicular to the central axis 595.

[0079] As fresh intake air 582 flows through the intake conduit 502, the throttle plate 564 is shown positioned within the plenum chamber 46 of the intake port. The first vacuum consumption device 542 and the second vacuum consumption device 544 are shown as being fluidly coupled to a hollow shaft (not shown) via conduits 598A and 598B of the conduit 598, respectively, and are then connected to the opening 568 of the throttle plate 564. The hollow shaft can be mounted on a bearing coupled to the inner surface or the outer surface of the intake conduit 502. The throttle plate 564 can be partially hollow and include a first opening 530 and a second opening 540 at its periphery that are opposite to each other and approximately 90° away from the opening 568. That is, the first opening 530 and the second opening 540 can be arranged along the perimeter of the throttle plate 564. In one example, the first opening 530 and the second opening 540 can have a width along the z-axis that is less than the width of the throttle plate 564. In an alternative example, where the throttle is shaped so that it narrows as it goes from the center of the throttle to the edge (i.e., the width of the throttle plate at the center is wider than the width of the throttle plate at the edge), the first opening 530 and the second opening 540 can be set with a width based on the width of the throttle at the edge. In addition, the shape and size of the first opening 530 and the second opening 540 can be substantially the same. Alternatively, the shape and / or size of the first opening 530 and the second opening 540 can be different. In one example, the first opening 530 and the second opening 540 are both oblong. However, it will be understood that one of the openings can be oblong and the other rectangular without departing from the scope of the present disclosure.

[0080] In the given example, the first opening 530 and the second opening 540 are located at two diametrically opposed locations along the edge of the throttle plate 564. In particular, in the example shown, the second opening 540 is located at a first location at the top edge 542, and the first opening 530 is located at a second location diametrically opposite the first location at the bottom edge 532 of the throttle plate 564. In the example shown, each of the first opening 530 and the second opening 540 is a single opening. Alternatively, the first opening 530 and the second opening 540 can be a plurality of smaller openings (e.g., a group of perforations). In addition, the edge surface of the throttle plate 564 can be designed to generate low static pressure by forming a constricted passage between the edge and the intake duct 502 when the throttle plate 564 is in a partially closed, mostly closed, or fully closed position.

[0081] The venturi passage 550 is located between the first opening 530 and the second opening 540 within the hollow area 565 of the throttle plate 564. In particular, the first venturi end 552 is directly coupled to the first opening 530, and the second venturi end 554 is directly coupled to the second opening 540. The venturi throat 556 is located between the first venturi end 552 and the second venturi end 554. The first venturi end 552 and the second venturi end 554 are shaped so that they both narrow (contract) toward the venturi throat 556. Therefore, the venturi throat 556 is the narrowest portion of the venturi passage 550. Connecting passages 558A and 558B fluidly couple conduits 598A and 598B, respectively, to the venturi throat 556.

[0082] In one example, conduits 598A and 598B are fluidly separated from each other. Therefore, the gases in conduits 598A and 598B do not mix. Similarly, connecting passages 558A and 558B can be fluidly separated, wherein the separation can extend into the venturi passage 550. Therefore, the first venturi end 552 can be fluidly coupled to conduit 598B, and the second venturi end 554 can be fluidly coupled to conduit 598A. Therefore, the gases from conduits 598A and 598B may not mix until they flow into the intake conduit 502.

[0083] When the engine load decreases and / or when the accelerator pedal is moved to a more inclined position, the throttle plate 564 can be adjusted to a more closed position within the boost chamber 46 by the controller. With the throttle plate 564 in a more closed position, a constricted passage can be created between the inner surface of the intake duct 502 and the perimeter (edge) of the throttle plate 564. Figure 5 In the example of FIG. 5 , a contraction channel can be created between the top edge 542 and the top inner side of the intake duct 502, and between the bottom edge 532 of the throttle plate and the bottom inner edge of the intake duct 502. When the intake air 582 flows through these contraction channels, a Venturi effect is created, and a vacuum 584 can be generated in these contraction channels. In particular, the intake air velocity can reach a higher value in these contraction channels, while the local static pressure can reach a lower value, thereby creating a vacuum 584 at or near the location of the first opening 530 and the second opening 540. When the vacuum 584 is applied to the vacuum consumption devices 542 and 544, the suction flow 586 is drawn from the vacuum consumption devices 542 and 544 through the conduits 598A and 598B, and the connecting passages 558A and 558B, and then passes through the venturi passage 550 and exits the second opening 540 and the first opening 530 respectively into the intake air 582 flowing through the throttle plate 564.

[0084] Now turn Figure 6 , which shows that Figure 5Embodiment 500 is substantially identical to embodiment 600. However, differences between the two embodiments include the placement of conduits 598A and 598B. As shown in embodiment 600, conduits 598A and 598B are arranged along diametrically opposed surfaces of throttle plate 564. Additionally, gases from conduits 598A and 598B may be mixed within venturi passage 550 as shown.

[0085] therefore, Figure 5 and Figure 7 Embodiments of the present invention disclose a system including a throttle valve having a venturi passage located within a throttle body thereof, the venturi passage being configured to receive intake air directly from an intake duct when the venturi passage is parallel to the direction of incoming intake air flow. The throttle valve may be angled at a top edge and a bottom edge, the edges forming a venturi passage between the throttle body and an intake duct outside the throttle body. The top edge and the bottom edge include an endmost opening of the venturi passage located within the throttle body. When the throttle body is in a more closed position, a venturi passage is formed between the throttle body and the intake duct, and wherein when the throttle body is in a more open position, the venturi passage within the throttle body is parallel to the direction of incoming intake air flow, and wherein the more closed position allows less intake air to flow to the engine than the more open position.

[0086] The venturi passage is a first annular venturi passage located inside a second annular venturi passage, the first annular venturi passage is located at the geometric center of the throttle body, and the second annular venturi passage is located between the edge of the throttle body and the first annular venturi passage. The first annular venturi passage is fluidly connected to the second annular venturi passage via a connecting passage positioned along a vertical axis. Additionally or alternatively, the first annular venturi passage is fluidly connected to a separate conduit leading to a separate vacuum consumption device. Additionally or alternatively, the first annular venturi passage may include a first portion and a second portion, both portions leading to the throat of the first annular venturi passage, and wherein the first portion is connected to a conduit leading to the first vacuum consumption device, and wherein the second portion is connected to a conduit leading to the second vacuum consumption device, and the conduits are fluidly separated from each other.

[0087] When the throttle body is in the closed position, the first annular venturi passage and the second annular venturi passage are parallel to the direction of the incoming intake air flow. The closed position includes the edge of the throttle body pressing against the inner surface of the intake conduit, thereby preventing intake air from flowing therethrough.

[0088] Figure 5 and Figure 6The embodiment further shows a system, the system including an engine, the engine including: an air intake; a throttle plate mounted on a hollow shaft positioned in the air intake, the throttle plate having a first opening located on its perimeter and a second opening located on its perimeter diametrically opposite the first opening; and a venturi passage located within the throttle plate between the first opening and the second opening; and a controller having computer-readable instructions stored in a non-transitory memory, the computer-readable instructions for adjusting the position of the throttle plate to adjust the intake air flow in response to engine operation, while generating vacuum by adjusting the throttle plate when the intake air flows through the venturi passage or through a constriction passage formed between the air intake and the first opening and the second opening. A vacuum consumption device is provided, wherein the hollow shaft of the throttle plate is fluidly coupled to the vacuum consumption device, and the throat of the venturi passage in the throttle plate. The vacuum consumption device is a first vacuum consumption device, ie, one of a brake intensifier, a fuel vapor canister, and a vacuum actuated valve, and further includes a second vacuum consumption device fluidly coupled to the venturi passage.

[0089] In one example, the first vacuum consumption device and the second vacuum consumption device include conduits that are adjacent to each other and fluidly separated from each other, and the conduits are fluidly coupled to different halves of the venturi passage. As another example, the first vacuum consumption device and the second vacuum consumption device include conduits that extend to the venturi passage through diametrically opposed locations of the throttle plate.

[0090] When the throttle plate is in a more open position, the first opening faces in an upstream direction and the second opening faces in a downstream direction relative to the direction of incoming intake air flow, and wherein intake air enters the venturi passage via the first opening and exits the venturi passage via the second opening. When the throttle plate is in a more closed position, the first opening and the second opening face an inner surface of an intake duct of the intake port, and wherein intake air flows through a constricted passage between the intake duct and the first opening and the second opening. The venturi passage narrows toward the venturi throat between the first opening and the second opening, such that the venturi throat is the narrowest portion of the venturi passage.

[0091] Figure 5 and Figure 6Embodiments also include a system comprising: a throttle body positioned along an intake conduit, the intake conduit being configured to receive intake air via a first venturi passage or a second venturi passage located within the throttle body, and wherein an edge of the throttle body is sealed with an inner surface of the intake conduit in a closed position. The first venturi passage and the second venturi passage are annular, and wherein the first venturi passage is positioned along a geometric center of the throttle body and is interior to the second venturi passage. When the throttle body is in a closed position, intake air flows through the throttle body only by flowing through the first venturi passage and the second venturi passage, and wherein when the throttle body is in an open position, intake air flows through an opening formed between the intake conduit and the throttle body. The first venturi passage and the second venturi passage are fluidly coupled via a connecting passage, which is further coupled to a vacuum consumption device.

[0092] Now turn Figure 7 , which shows an example routine 700 that a controller may execute to adjust a throttle plate position in response to a vacuum demand from a vacuum consuming device coupled to a throttle plate (also referred to herein as a throttle). Routine 700 may be combined with Figure 2 The instructions for executing routine 700 and other methods included herein may be provided by the controller based on instructions stored in the memory of the controller and in conjunction with sensors from the engine system, such as those described above. Figure 1 The controller may use an engine actuator of an engine system to adjust engine operation according to the method described below. In addition, the controller may change one or more engine operating parameters in response to adjustment of the throttle plate to maintain engine torque.

[0093] At 702, engine operating conditions can be determined. Engine operating conditions can include engine speed, torque demand, combustion air-fuel ratio, boost pressure, manifold absolute pressure, mass air flow, engine temperature, etc. After estimating the engine operating conditions, at 704, an initial throttle position can be determined and set based on these engine operating conditions. For example, as the driver torque demand increases, the throttle can be moved to a more open position to increase intake air flow. As another example, if the combustion air-fuel ratio is determined to be leaner than the desired stoichiometric value, the throttle can be set to a more closed position to reduce intake air flow. In another example, if the engine idle condition is met, the throttle can be moved to a fully closed position. Alternatively, if a high engine load condition is met, the throttle can be moved to a fully open position. The more closed position may correspond to the above relative to Figure 4E Similarly, the more closed position may correspond to the partially open position described above with respect to Figure 4BAdditionally or alternatively, the more open position may correspond to a partially open position closer to the fully open position, and the more closed position may correspond to a partially open position closer to the fully open position. Figure 2 A partially closed position of a throttle valve that is closer to one of the fully closed positions.

[0094] At 706, routine 700 may determine whether one or more vacuum consuming devices coupled to the throttle require vacuum. In one example, vacuum may be required when the vacuum consuming device is actuated. In another example, if the vacuum consuming device includes a vacuum reservoir, it may be determined whether the vacuum demand of the device exceeds the vacuum available in the reservoir. If it is determined that vacuum is not required, at 712, the initial throttle position may be maintained and the routine may end. The throttle position may then continue to be adjusted based solely on engine operating conditions, and not based on the vacuum demand of the vacuum consuming devices.

[0095] On the other hand, if it is determined that the vacuum consumption device requires vacuum assistance, then at 708, the routine 700 can assess whether the engine conditions allow a change in the throttle position. In particular, it can be determined whether the engine conditions allow a change in the throttle position toward a more closed position when the intake air flow of the engine is reduced. Therefore, there may be engine conditions that can allow a change in the throttle position without affecting the engine performance. In addition, there may be conditions where the throttle position is limited or constrained. For example, if the vehicle is accelerating on the highway and the engine speed is above a threshold, the throttle can be positioned in a mostly open or fully open position to allow higher airflow. In this case, the throttle position may not move to a more closed or fully closed position to generate vacuum, because this will adversely affect the engine torque output and performance. Therefore, if it is determined that the throttle position cannot be adjusted, then at 710, the controller maintains the throttle in its initial position and ends the program. The throttle position can then continue to be adjusted based only on the engine operating conditions, not based on the vacuum demand of the vacuum consumption device.

[0096] However, if it is assessed that engine conditions warrant a change in throttle position, and more particularly, that the conditions warrant a narrowing of the throttle position, then at 714, the throttle may be moved toward a position that is more closed than the initial position. Adjustments to the position of the throttle may depend on the vacuum level required by the vacuum consumer. For example, if a higher vacuum level is required, the throttle may be moved further toward one of the fully closed positions (e.g., the throttle may be fully closed). Figure 8The selection of which fully closed position to actuate the throttle is described in more detail. On the other hand, if a lower vacuum level is desired, the controller may adjust the throttle to a slightly closed or partially closed position. Thus, as the desired vacuum level from the vacuum consumer increases, the throttle may be moved toward a more closed position. In one example, if it is determined at 708 that the throttle is already in a closed position during engine idle conditions, the throttle position may be maintained at 714 without further adjustment.

[0097] In some examples, the throttle plate may be moved to a more closed or more open position in response to a demand for vacuum. When in a partially closed position, such as Figure 4B In the position shown, intake air can flow between the gap formed between the periphery of the throttle valve and the protrusion of the intake port.

[0098] Next, at 716, a vacuum can be generated at the throttle plate as the intake air flows through the venturi passage formed between the outer edge of the throttle and the protrusion of the intake passage. At 718, the generated vacuum can be applied to the vacuum consuming device to enable the device to be actuated or operated. For example, where one of the vacuum consuming devices is a brake intensifier, the generated vacuum can be applied to achieve wheel braking. As another example, where one of the vacuum consuming devices is a vacuum actuated valve (e.g., a PCV valve), the generated vacuum can be applied to achieve valve actuation. When the vacuum is applied to the vacuum consuming device, air is received from the vacuum consuming device at the protrusion and the air supply is fed to the intake passage.

[0099] At 720, one or both of the fuel injection amount and injection timing can be adjusted based on the throttle position and the existing airflow to maintain engine torque. The existing airflow can be a combination of fresh intake air flowing through the perforated edge of the throttle and air from the vacuum consumption device passing through the protrusion and flowing into the intake port. In one example, the fuel injection amount and / or timing can be adjusted to maintain the cylinder air-fuel ratio at a desired ratio or close to a desired ratio, such as a stoichiometric ratio. In another example, the fuel injection amount and / or timing can be changed for torque to maintain engine combustion. In another example, one or both of the fuel injection timing and the fuel injection amount can be changed to maintain each of the engine torque and the stoichiometric air-fuel ratio.

[0100] In one example, during engine idle conditions, when the throttle is adjusted to a fully closed position, airflow through the throttle is reduced while airflow from one of the vacuum consumption devices into the intake manifold is increased. Based on the reduced total airflow, the amount of fuel injection can be reduced to maintain the air-fuel ratio. The amount of fuel injection can be reduced by reducing the pulse width of the fuel injection. In addition, the timing of fuel injection can be advanced or retarded based on the engine torque demand.

[0101] At 722, in response to the adjustment of the throttle position and the flow of air from one or more of the vacuum consumption devices, one or more engine operating parameters may be changed. The engine operating parameters may be altered to maintain the engine torque output. For example, when the throttle plate is moved to a more closed position at 714, the boost pressure may be increased at 724. To increase the boost pressure, the wastegate coupled across the exhaust turbine may be adjusted to a less open position to allow a greater amount of exhaust gas to flow through the exhaust turbine. By increasing the boost pressure in the boost chamber within the intake, the drop in engine torque caused by the throttle closing may be compensated.

[0102] The engine torque output may also be maintained by reducing the exhaust gas recirculation (EGR) rate at 726. As the throttle moves to a more closed position, the EGR valve in the EGR passage that couples the engine exhaust to the engine intake may be adjusted to a more closed position to allow a smaller proportion of exhaust gas to be recirculated into the intake. Thus, by reducing the flow of exhaust gas residuals into the intake, engine dilution is reduced, and the air charge within the engine cylinders may include a larger proportion of fresh intake air, thereby allowing the engine to maintain its torque output.

[0103] At 728, the valve timing may be adjusted to maintain the engine torque level. In one example, the intake valve may be kept open for a longer duration to allow more fresh air to enter the cylinder. In another example, the exhaust valve timing may be modified to reduce the proportion of internal EGR within the cylinder. In addition, each of the intake and exhaust valve timings may be adjusted to change the amount of valve overlap. For example, the valve overlap may be reduced to improve engine torque output.

[0104] It will be appreciated that the controller may select one or more of the various engine operating parameters described above to maintain torque based on existing operating conditions. For example, during a first condition, when the vehicle is running in a steady-state driving condition when the throttle position is modified to generate vacuum, the controller may only increase boost pressure without reducing EGR to maintain engine torque output. During a second condition, when the throttle is closed, boost pressure may be maintained while reducing EGR dilution. In another example, during a third condition, each of internal and external EGR reductions may be used. For example, the exhaust valve may be closed relatively early to reduce internal EGR within the cylinder, and the opening of the EGR valve for external EGR may be reduced simultaneously to reduce external EGR entering the intake. During a fourth condition, when the throttle position is closed, the controller may reduce EGR while also increasing boost pressure. Other combinations may be feasible.

[0105] Next at 730, routine 700 may confirm that enough vacuum has been generated to meet the demand of the vacuum consuming device. If it is determined that the demand has not been met, then at 734, the throttle position set at 714 may be maintained and vacuum may continue to be generated for a longer duration. In another example, if the throttle is not fully closed at 714, the throttle may be moved to a fully closed position to generate more vacuum (if engine operating conditions allow such an adjustment). Routine 700 may then return to 730 to determine if the vacuum demand has been met.

[0106] If it is determined that sufficient vacuum has been generated for the vacuum consumption device, the throttle may be adjusted back to its initial position at 732. Alternatively, the throttle may be moved to a position based solely on existing engine operating conditions.

[0107] Now turn Figure 8 , which shows a method 800 for determining whether two vacuum consuming devices require vacuum or only one of the two requires vacuum. The method 800 may be combined with Figures 2 to 4E together with the embodiments and executed Figure 7 The program is used before 700.

[0108] Method 800 may begin at 802, where the method may include estimating a first vacuum consumption device and a second vacuum consumption device (eg, Figure 2 The vacuum in the first vacuum consuming device 232 and the second vacuum consuming device 234 can be measured. The first pressure sensor coupled to the first vacuum consuming device can provide feedback about the vacuum storage of the first vacuum consuming device. Similarly, the second pressure sensor coupled to the second vacuum consuming device can provide feedback about the vacuum storage of the second vacuum consuming device. Additionally or alternatively, the vacuum storage of the first vacuum consuming device and the second vacuum consuming device can be tracked based on vehicle mileage, etc.

[0109] Method 800 may proceed to 804 to determine if the vacuum in both the first vacuum consumption device and the second vacuum consumption device is less than a threshold vacuum. The threshold vacuum may be equal to 20% vacuum storage of the device. Thus, if there is less than 20% vacuum in the first vacuum consumption device and the second vacuum consumption device, method 800 may proceed to Figure 7 708. However, if the vacuum in at least one of the vacuum consuming devices is greater than or equal to the threshold vacuum, method 800 may proceed to 806 to determine if the vacuum storage in the first vacuum consuming device is less than the threshold vacuum. If the vacuum in the first vacuum consuming device is less than the threshold vacuum, method 800 may proceed to 808 to adjust the throttle to a first fully closed position, similar to Figure 4CA first threshold amount of power may be supplied to the throttle motor to actuate the throttle to a first fully closed position.

[0110] Method 800 may proceed to 810, where the method may include causing vacuum to flow only to a first vacuum consumption device. Additionally, vacuum may not flow to a second vacuum consumption device. Additionally, intake air may not flow from ambient atmosphere to the engine. In one example, when the throttle is in a first fully closed position, the engine receives intake flow only from the first vacuum consumption device.

[0111] Returning to 806, if the vacuum in the first vacuum consumption device is greater than or equal to the threshold vacuum, the method may proceed to 812 to determine whether the vacuum in the second vacuum consumption device is less than the threshold vacuum. If the vacuum in the second vacuum consumption device is greater than or equal to the threshold vacuum, the method may proceed to 814, wherein the method may include not adjusting the throttle based on the vacuum in the first vacuum consumption device and the second vacuum consumption device. Thus, the throttle may be actuated based on one or more engine conditions, driver demand, and the like. In this way, since the throttle may be actuated due to engine conditions, vacuum in the intake passage may be inadvertently generated. Thus, vacuum may be supplied to the first vacuum consumption device and the second vacuum consumption device in addition to vacuum demand (e.g., except that the stored vacuum is less than the threshold vacuum) when the generated vacuum is greater than the vacuum stored in one or more of the first vacuum consumption device and the second vacuum consumption device.

[0112] If the vacuum in the second vacuum consumer is less than the threshold vacuum, method 800 may proceed to 816 to adjust the throttle to Figure 4D Second fully closed position shown.

[0113] Method 800 may proceed to 818, where the method may include causing vacuum to flow only to the second vacuum consumption device. Additionally, vacuum may not flow to the first vacuum consumption device. Additionally, intake air may not flow from ambient atmosphere to the engine. In one example, when the throttle is in the second fully closed position, the engine receives intake flow only from the second vacuum consumption device.

[0114] In some examples, method 800 may also include actuating the throttle to each of the fully closed positions of the throttle. For example, if it is determined that the engine load will be low or in an idle condition or in some other condition that requires a small amount of intake air (e.g., less than 10% intake air flow compared to the fully open position of the throttle) for a period of time longer than a threshold duration, there may be sufficient time to provide deep vacuum to each of the vacuum consumers. In one example, it can be determined which vacuum consumer receives vacuum first based on which vacuum consumer includes the least amount of vacuum. As Figure 2 In an example of an embodiment of the present invention, if the second vacuum consumption device includes less vacuum than the first vacuum consumption device, the throttle valve may be actuated to the second fully closed position for at least half of the threshold duration. The throttle valve may then be actuated to the first fully closed position after at least half of the threshold duration has elapsed to provide vacuum to the first vacuum consumption device.

[0115] In this way, a throttle arranged between protrusions of the intake duct may include a flexible portion to selectively engage with the protrusions so as to adjust the vacuum generated in the intake duct. The throttle may be selectively engaged based on a signal from a controller indicating a rotational force of the throttle. If the rotational force is associated with a first threshold amount of power supplied to the motor, the throttle may contact the protrusions without bending against the protrusions. If the rotational force is associated with a second threshold amount of power that may be greater than the first threshold amount of power, the throttle may contact the protrusions and bend against the protrusions. The technical effect of providing an at least partially flexible throttle in the engine intake is to allow the throttle to achieve two separate fully closed positions, each of which provides a deep vacuum to a different vacuum consuming device. Thereby, packaging constraints may be reduced and manufacturing costs may be reduced.

[0116] A method, the method comprising: adjusting a throttle valve to a first fully closed position in response to a vacuum of a first vacuum consumption device being less than a threshold vacuum; and adjusting the throttle valve to a second fully closed position in response to a vacuum of a second vacuum consumption device being less than a threshold vacuum. A first example of the method also includes wherein the throttle valve is adjusted to a partially closed position in response to a vacuum of the first vacuum consumption device and the second vacuum consumption device being less than a threshold vacuum, and wherein the partially closed position is between the first fully closed position and the second fully closed position. A second example of the method that optionally includes the first example also includes wherein the first vacuum consumption device is a brake booster and the second vacuum consumption device is a positive crankcase ventilation device. A third example of the method that optionally includes the first example and / or the second example also includes wherein the throttle valve includes a circular throttle plate circumferentially surrounded by an outer edge, wherein the outer edge is flexible. A fourth example of the method that optionally includes one or more of the first to third examples also includes wherein the throttle valve is rotatably arranged in an engine intake passage, the engine intake passage including one or more protrusions, the one or more protrusions being arranged in a path of the throttle valve and configured to contact a periphery of the throttle valve.

[0117] A method, the method comprising: rotating a flexible throttle at a first threshold power amount to prevent the flexible throttle from bending when contacting one or more of a plurality of protrusions of an intake passage; and rotating the flexible throttle at a second threshold power amount to allow the flexible throttle to bend when contacting the protrusions. A first example of the method also includes where the first threshold power amount is less than the second threshold power amount. A second example of the method that optionally includes the first example also includes where the flexible throttle is flexible around its entire body. A third example of the method that optionally includes the first example and / or the second example also includes where the flexible throttle includes an outer edge that circumferentially surrounds a throttle plate, and where the outer edge is flexible and the throttle plate is non-flexible. A fourth example of the method that optionally includes one or more of the first to third examples also includes where rotating the flexible throttle is in response to one or more of: a first vacuum consumption device vacuum is less than a threshold vacuum; and a second vacuum consumption device vacuum is less than a threshold vacuum.

[0118] A system includes a flexible throttle arranged in an intake passage, the intake passage including a plurality of protrusions arranged along a vertical axis, wherein the flexible throttle is perpendicular to the vertical axis in a fully open position, the flexible throttle is at a first angle with the vertical axis in a partially open position, wherein the first angle is within a first angle range, the flexible throttle is at a second angle in a first fully closed position or a second fully closed position, wherein the second angle is less than the first angle and within a second angle range, and wherein the flexible throttle is parallel to the vertical axis in the partially closed position.

[0119] The first example of the system also includes where the controller has computer readable instructions stored on a non-transitory memory on the controller, the computer readable instructions, when executed, enable the controller to: actuate the flexible throttle at a first threshold power when the flexible throttle is actuated between positions where the periphery of the flexible throttle does not cross the protrusion; and actuate the flexible throttle at a second threshold power when the flexible throttle is actuated between positions where the periphery of the flexible throttle crosses the protrusion. A second example of the system, optionally including the first example, also includes where the flexible throttle bends at least at its outer periphery when it crosses the protrusion. A third example of the system, optionally including the first example and / or the second example, also includes where the flexible throttle is actuated at the second threshold power when it is desired to move the flexible throttle from the partially closed position to any other position of the flexible throttle. A fourth example of the system, which optionally includes one or more of the first to third examples, further includes wherein the protrusions are dome-shaped, identical, and include a first protrusion and a second protrusion disposed on diametrically opposed surfaces of the intake passage, wherein the first protrusion fluidically couples a first vacuum consumption device to the intake passage, and wherein the second protrusion fluidically couples a second vacuum consumption device, which is different from the first vacuum consumption device, to the intake passage. A fifth example of the system, which optionally includes one or more of the first to fourth examples, further includes wherein the first fully closed position includes wherein the periphery of the flexible throttle is in contact with the first protrusion upstream surface and the second protrusion downstream surface, and wherein the first vacuum consumption device is fluidly coupled to a first portion of the intake passage, and wherein the second vacuum consumption device is fluidly coupled to a second portion of the intake passage, wherein the first portion is disposed between the flexible throttle and the engine, and wherein the second portion is disposed between the flexible throttle and the ambient atmosphere. A sixth example of the system, which optionally includes one or more of the first to fifth examples, further includes wherein the second fully closed position includes wherein the periphery of the flexible throttle is in contact with the first protrusion downstream surface and the second protrusion upstream surface, and wherein the first vacuum consumption device is fluidly coupled to the second portion of the intake passage, and wherein the second vacuum consumption device is fluidly coupled to the first portion of the intake passage. A seventh example of the system, which optionally includes one or more of the first to sixth examples, further includes wherein the first fully closed position and the second fully closed position do not allow intake air to flow from the second portion to the first portion. An eighth example of the system, which optionally includes one or more of the first to seventh examples, further includes wherein the partially closed position is between the first fully closed position and the second fully closed position, wherein vacuum is generated at each of the protrusions of the intake passage at the partially closed position and the partially open position, and wherein the vacuum generated in the partially closed position is greater than the vacuum generated in the partially open position.A ninth example of the system, which optionally includes one or more of the first to eighth examples, also includes wherein the flexible throttle includes a non-flexible plate and a flexible outer rim surrounding a perimeter of the non-flexible plate, and wherein the outer rim is in the shape of a cylinder having an open top and an open bottom.

[0120] It should be noted that the example control and estimation programs included herein can be used with various engine and / or vehicle system configurations. The control methods and programs disclosed herein can be stored in non-temporary memory as executable instructions and can be executed by a control system including a controller in combination with various sensors, actuators and other engine hardware. The specific program described herein can represent any number of processing strategies, such as one or more of event-driven, interrupt-driven, multi-tasking, multi-threading, etc. Therefore, the various actions, operations and / or functions shown can be executed in the order shown, in parallel, or omitted in some cases. Similarly, the processing order is not necessarily required to achieve the features and advantages of the example embodiments described herein, but is provided for the convenience of explanation and description. Depending on the specific strategy being used, one or more of the actions, operations and / or functions shown can be repeatedly performed. In addition, the described actions, operations and / or functions can be represented graphically as codes in the non-temporary memory of a computer-readable storage medium that will be programmed into an engine control system, wherein the described actions are performed by executing the instructions in a system including a combination of various engine hardware components and an electronic controller.

[0121] It will be appreciated that the configurations and procedures disclosed herein are exemplary in nature, and these specific embodiments should not be considered in a limiting sense, as numerous variations are possible. For example, the above techniques may be applied to V-6, inline 4, inline 6, V-12, opposed 4, and other engine types. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations, and other features, functions, and / or properties disclosed herein.

[0122] The following claims particularly point out certain combinations and subcombinations deemed novel and non-obvious. These claims may refer to "an" element or "a first" element or the equivalent thereof. Such claims should be understood to include one or more such elements, neither requiring nor excluding a combination of two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amending the present claims or presenting new claims herein or in a related application. Such claims, whether larger, smaller, equal, or different in scope to the original claims, are deemed to be included within the scope of the subject matter of the present disclosure.

[0123] According to the present invention, a method is provided, wherein: in response to vacuum of a first vacuum consuming device being less than a threshold vacuum, a throttle valve is adjusted to a first fully closed position; and in response to vacuum of a second vacuum consuming device being less than a threshold vacuum, the throttle valve is adjusted to a second fully closed position.

[0124] According to one embodiment, the above invention is further characterized by adjusting the throttle valve to a partially closed position in response to the vacuum of the first vacuum consumption device and the second vacuum consumption device being less than a threshold vacuum, and wherein the partially closed position is between the first fully closed position and the second fully closed position.

[0125] According to one embodiment, the first vacuum consumer is a brake intensifier and the second vacuum consumer is a positive crankcase ventilation.

[0126] According to one embodiment, the throttle valve comprises a circular throttle plate circumferentially surrounded by an outer rim, wherein the outer rim is flexible.

[0127] According to one embodiment, a throttle valve is rotatably arranged in an engine intake passage, the engine intake passage comprising one or more protrusions arranged in a path of the throttle valve and configured to contact a periphery of the throttle valve.

[0128] According to the present invention, a method is provided, the method comprising: rotating a flexible throttle at a first threshold power amount to prevent the flexible throttle from bending when contacting one or more of a plurality of protrusions of an intake passage; and rotating the flexible throttle at a second threshold power amount to allow the flexible throttle to bend when contacting the protrusions.

[0129] According to one embodiment, the first threshold power amount is less than the second threshold power amount.

[0130] According to one embodiment, the flexible throttle is flexible around its entire body.

[0131] According to one embodiment, the flexible throttle includes an outer rim circumferentially surrounding a throttle plate, and wherein the outer rim is flexible and the throttle plate is non-flexible.

[0132] According to one embodiment, rotating the soft throttle is responsive to one or more of: a first vacuum consuming device vacuum being less than a threshold vacuum; and a second vacuum consuming device vacuum being less than a threshold vacuum.

[0133] According to the present invention, a system is provided, which has: a flexible throttle, which is arranged in an intake passage, and the intake passage includes a plurality of protrusions arranged along a vertical axis; wherein the flexible throttle is perpendicular to the vertical axis in a fully open position, the flexible throttle makes a first angle with the vertical axis in a partially open position, wherein the first angle is within a first angle range, the flexible throttle is at a second angle in a first fully closed position or a second fully closed position, wherein the second angle is less than the first angle and is within a second angle range, and wherein the flexible throttle is parallel to the vertical axis in a partially closed position.

[0134] According to one embodiment, the above invention is further characterized by: a controller having computer-readable instructions stored on a non-temporary memory on the controller, and the computer-readable instructions, when executed, enable the controller to: actuate the flexible throttle with a first threshold power when the flexible throttle is actuated between positions where the periphery of the flexible throttle does not cross the protrusion; and actuate the flexible throttle with a second threshold power when the flexible throttle is actuated between positions where the periphery of the flexible throttle crosses the protrusion.

[0135] According to one embodiment, the flexible throttle bends at least at its outer periphery as it passes over the protrusion.

[0136] According to one embodiment, when it is desired to move the flexible throttle valve from the partially closed position to any other position of the flexible throttle valve, the flexible throttle valve is actuated at a second threshold power.

[0137] According to one embodiment, the protrusions are dome-shaped, identical, and include a first protrusion and a second protrusion arranged on diametrically opposed surfaces of the intake passage, wherein the first protrusion fluidly couples a first vacuum consumption device to the intake passage, and wherein the second protrusion fluidly couples a second vacuum consumption device different from the first vacuum consumption device to the intake passage.

[0138] According to one embodiment, the first fully closed position includes wherein a periphery of the flexible throttle is in contact with a first protrusion upstream surface and a second protrusion downstream surface, and wherein a first vacuum consumption device is fluidly coupled to a first portion of the intake passage, and wherein a second vacuum consumption device is fluidly coupled to a second portion of the intake passage, wherein the first portion is disposed between the flexible throttle and the engine, and wherein the second portion is disposed between the flexible throttle and the ambient atmosphere.

[0139] According to one embodiment, the second fully closed position includes where the periphery of the flexible throttle is in contact with the first protrusion downstream surface and the second protrusion upstream surface, and where the first vacuum consumption device is fluidly coupled to the second portion of the intake passage, and where the second vacuum consumption device is fluidly coupled to the first portion of the intake passage.

[0140] According to one embodiment, the first fully closed position and the second fully closed position do not allow intake air to flow from the second portion to the first portion.

[0141] According to one embodiment, the partially closed position is between a first fully closed position and a second fully closed position, wherein a vacuum is generated at each of the protrusions of the intake duct in the partially closed position and the partially open position, and wherein the vacuum generated in the partially closed position is greater than the vacuum generated in the partially open position.

[0142] According to one embodiment, the flexible throttle includes a non-flexible plate and a flexible outer rim surrounding a perimeter of the non-flexible plate, and wherein the outer rim is in the shape of a cylinder having an open top and an open bottom.

Claims

1. A method for operating a throttle valve, the method comprising: adjusting the throttle valve to a first fully closed position in response to a first vacuum consuming device vacuum being less than a threshold vacuum, wherein when the throttle valve is in the first fully closed position, the engine receives intake flow only from the first vacuum consuming device; and The throttle valve is adjusted to a second fully closed position in response to a second vacuum consuming device vacuum being less than the threshold vacuum, wherein the engine receives intake flow only from the second vacuum consuming device when the throttle valve is in the second fully closed position.

2. The method of claim 1 further comprising adjusting the throttle valve to a partially closed position in response to the first vacuum consumption device vacuum and the second vacuum consumption device vacuum being less than the threshold vacuum, and wherein the partially closed position is between the first fully closed position and the second fully closed position. 3 . The method of claim 1 , wherein the first vacuum consumption device is a brake intensifier and the second vacuum consumption device is a positive crankcase ventilation device.

4. The method of claim 1, wherein the throttle valve comprises a circular throttle plate circumferentially surrounded by an outer rim, wherein the outer rim is flexible.

5. The method of claim 1, wherein the throttle valve is rotatably disposed in an engine intake passage, the engine intake passage comprising one or more protrusions disposed in a path of the throttle valve and configured to contact a periphery of the throttle valve.

6. A throttle system, comprising: a flexible throttle arranged in an intake passage, the intake passage comprising a plurality of protrusions arranged along a vertical axis; in The flexible throttle is perpendicular to the vertical axis in a fully open position, the flexible throttle is at a first angle with the vertical axis in a partially open position, wherein the first angle is within a first angle range, the flexible throttle is at a second angle in a first fully closed position or a second fully closed position, wherein the second angle is less than the first angle and within a second angle range, and wherein the flexible throttle is parallel to the vertical axis in a partially closed position, When the throttle is in the first fully closed position, the engine receives suction flow only from a first vacuum consumption device, and when the throttle is in the second fully closed position, the engine receives suction flow only from a second vacuum consumption device different from the first vacuum consumption device.

7. The throttle system of claim 6, further comprising a controller having computer readable instructions stored on a non-transitory memory on the controller, the computer readable instructions when executed enabling the controller to: actuating the flexible throttle at a first threshold power when the flexible throttle is actuated between positions where the periphery of the flexible throttle does not cross the protrusion; and When the flexible throttle is actuated between locations where the periphery of the flexible throttle crosses the protrusion, the flexible throttle is actuated at a second threshold power.

8. The throttle system of claim 7, wherein the flexible throttle bends at least at its outer periphery as it traverses the protrusion.

9. The throttle system of claim 7, wherein the flexible throttle is actuated at the second threshold power when it is desired to move the flexible throttle from the partially closed position to any other position of the flexible throttle.

10. The throttle system of claim 6, wherein the protrusions are dome-shaped, identical, and include a first protrusion and a second protrusion disposed on diametrically opposed surfaces of the intake passage, wherein the first protrusion fluidly couples the first vacuum consumption device to the intake passage, and wherein the second protrusion fluidly couples the second vacuum consumption device to the intake passage.

11. The throttle system of claim 10, wherein the first fully closed position includes wherein a periphery of the flexible throttle is in contact with a first protrusion upstream surface and a second protrusion downstream surface, and wherein the first vacuum consumption device is fluidly coupled to a first portion of the intake passage, and wherein the second vacuum consumption device is fluidly coupled to a second portion of the intake passage, wherein the first portion is disposed between the flexible throttle and an engine, and wherein the second portion is disposed between the flexible throttle and ambient atmosphere.

12. The throttle system of claim 11, wherein the second fully closed position includes wherein the periphery of the flexible throttle is in contact with a first protrusion downstream surface and a second protrusion upstream surface, and wherein the first vacuum consumption device is fluidly coupled to the second portion of the intake passage, and wherein the second vacuum consumption device is fluidly coupled to the first portion of the intake passage.

13. The throttle system of claim 12, wherein the first fully closed position and the second fully closed position do not allow intake air to flow from the second portion to the first portion.

14. The throttle system of claim 6, wherein the partially closed position is between the first fully closed position and the second fully closed position, wherein a vacuum is generated at each of the protrusions of the intake passage at the partially closed position and the partially open position, and wherein the vacuum generated in the partially closed position is greater than the vacuum generated in the partially open position.

15. The throttle system of claim 6, wherein the flexible throttle comprises a non-flexible plate and a flexible outer rim surrounding a perimeter of the non-flexible plate, and wherein the outer rim is in the shape of a cylinder having an open top and an open bottom.

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