Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
  • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
  • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
  • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B1/00—Engines characterised by fuel-air mixture compression
  • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
  • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
  • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
  • F02D2009/0201—Arrangements; Control features; Details thereof
  • F02D2009/0261—Arrangements; Control features; Details thereof having a specially shaped transmission member, e.g. a cam, specially toothed gears, with a clutch
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
  • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
  • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
  • F02D2011/101—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles
  • F02D2011/103—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles at least one throttle being alternatively mechanically linked to the pedal or moved by an electric actuator

Definitions

• the invention relates to a connecting device between a power control element of an internal combustion engine and an actuator.
• This connecting device is provided for the use of actuators which actuate a servomotor via an electronic control unit.
• the servomotor controls the power control element of the internal combustion engine.
• an actuator usually the accelerator pedal
• a power control element in gasoline engines in general the throttle valve and in diesel engines the control rod, so that there is a clear assignment between the position of the actuator and the position of the power control element.
• a disadvantage the This clear assignment lies in the fact that the internal combustion engine is operated more or less frequently in unfavorable operating points, in which it works with a relatively high specific consumption.
• a generic connecting device is proposed in DE-OS 29 26 105, in which the accelerator pedal is connected to the throttle clamp aDpe via a Bowden cable and the throttle valve is additionally actuated by a servomotor which is controlled by an electronic control unit.
• the arrangement is such that the throttle valve can be increasingly moved to the open position with increasing actuation of the accelerator pedal, the position of the accelerator pedal determining the minimum opening of the throttle valve.
• the servomotor can move the throttle valve out of each opening to a more open position, in which case the Bowden cable will come loose.
• a peculiarity of the known device is that the electronic control unit has no possibility, for example with a half-actuated accelerator pedal, in its closed or only very little open position. This limits the working area for the electronic control unit.
• the invention has for its object to develop a generic connector according to the fact that despite the existing direct connection between the actuator and power control, which ensures operability of the internal combustion engine even in the event of a defect in the control device, the widest possible working range for the control device is made possible.
• the coupling according to the invention between the actuating member and the power control member reduces the minimum opening of the power control member which is fixed by the mechanical connecting device in accordance with the position of the actuating member, as a result of which the opening range of the power control member which can be determined by the control device and which lies between the respective minimum opening and the full load position is increased is.
• the possible working range of the control system is expanded without the risk that the internal combustion engine can no longer be controlled via the actuating element if the control device fails.
• This controllability is only somewhat less precise due to the coupling according to the invention.
• the straight line running from ⁇ 1 to point ⁇ max / ⁇ max gives an example of the coupling provided according to the invention between the position of the actuating element and the position of the power control element. Up to an actuation of the actuator to the angle ⁇ 1, there is no opening of the power control element at all. When the actuator is actuated from ⁇ 1 to ⁇ max, the power control element is fully opened. The possible working area of a control device is extended by the simply hatched area.
• Fig. 2 shows an embodiment of a connecting device with which the described expansion of the work area can be achieved.
• an accelerator pedal 4 articulated at 2 is connected via a Bowden cable 6, the fixed sleeve 8 of which is not shown completely, to a lever 10 which is connected in a rotationally fixed manner to a throttle valve 12 of an internal combustion engine, not shown.
• the cable 14 of the Bowden cable 6 is slidably guided through a socket 16 attached to the lever 10.
• the end of the cable 14 is provided with a stop 18 which rotates the lever 10 according to FIGS. 2 and 3 in the clockwise direction and thereby opens the throttle valve 12 when it comes into contact with the bush 16.
• a return spring 20 acts on the stop 18 and urges the accelerator pedal 4 into the same idle position.
• a return spring 22 acts on the lever 10 and urges the throttle valve into its closed or idle position.
• a further bushing 24 is attached, through which an actuating rod 26 slidably extends, which is provided with a stop 28 at its free end.
• the actuating rod 26 can be displaced by means of a servomotor 30 which can be controlled by an electronic control device 32.
• the electronic control unit 32 is connected to a variable resistor 34, which senses the position of the accelerator pedal 4.
• control unit can be connected, for example, to a speed sensor and a temperature sensor or an intake manifold pressure sensor of the internal combustion engine, not shown. Further inputs of the control device 32 are connected to a full throttle switch 40 and an idle switch 42.
• the function of the arrangement described is as follows: When the accelerator pedal 4 is actuated by a certain angle ⁇ , the throttle valve 12 is moved into the opening position given by the actuation of the accelerator pedal 4, as shown in FIG.
• the electronic tax Device 32 controls the servomotor 30 in accordance with the value stored in it, which depends on the operating parameters of the internal combustion engine and, in the example shown, also the position of the accelerator pedal 4. Because the throttle valve 12 is initially not opened at all via the accelerator pedal 4 the possible working range of the electronic control unit 32 is extremely large.
• control unit 32 and its mode of operation are not part of the invention. This control unit 32 is therefore not explained in detail.
• programs can be stored which, despite sudden accelerating, ensure a smooth, yet fuel-efficient start-up of the internal combustion engine, or which assign each accelerator pedal position 4 to a specific setpoint speed of the internal combustion engine or setpoint speed of the vehicle, etc.
• the invention can be used to control internal combustion engines, particularly in motor vehicles. Possible applications are both spark-ignited internal combustion engines and diesel engines if, instead of the throttle valve 12, the power control element is formed by the control rod, an injection pump. With the device it can then be achieved, for example, that the control rod is actuated less strongly as a function of operating parameters of the internal combustion engine when the accelerator pedal is actuated to avoid sooting the engine.

Landscapes

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

Applications Claiming Priority (2)

Publications (1)

Family

ID=6138987

Family Applications (1)

Country Status (5)

Families Citing this family (11)

Family Cites Families (15)

• 1981
  • 1981-08-08 DE DE3131553A patent/DE3131553C2/de not_active Expired
• 1982
  • 1982-07-28 WO PCT/DE1982/000157 patent/WO1983000534A1/en not_active Application Discontinuation
  • 1982-07-28 JP JP57502494A patent/JPS58501242A/ja active Granted
  • 1982-07-28 EP EP82902436A patent/EP0085082A1/de not_active Ceased
  • 1982-07-28 US US06/480,948 patent/US4524740A/en not_active Expired - Fee Related

Non-Patent Citations (1)

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