EP0300153A2 - Dispositif de réglage de charge - Google Patents

Dispositif de réglage de charge Download PDF

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Publication number
EP0300153A2
EP0300153A2 EP88107485A EP88107485A EP0300153A2 EP 0300153 A2 EP0300153 A2 EP 0300153A2 EP 88107485 A EP88107485 A EP 88107485A EP 88107485 A EP88107485 A EP 88107485A EP 0300153 A2 EP0300153 A2 EP 0300153A2
Authority
EP
European Patent Office
Prior art keywords
driver
adjustment device
load adjustment
control element
detection element
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP88107485A
Other languages
German (de)
English (en)
Other versions
EP0300153B1 (fr
EP0300153A3 (en
Inventor
Manfred Pfalzgraf
Gerd Hickmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mannesmann VDO AG
Original Assignee
Mannesmann VDO AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mannesmann VDO AG filed Critical Mannesmann VDO AG
Publication of EP0300153A2 publication Critical patent/EP0300153A2/fr
Publication of EP0300153A3 publication Critical patent/EP0300153A3/de
Application granted granted Critical
Publication of EP0300153B1 publication Critical patent/EP0300153B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • 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
    • F02D11/107—Safety-related aspects
    • 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
    • F02D11/02—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by hand, foot, or like operator controlled initiation means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/0007—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for using electrical feedback
    • 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 load adjustment device with a control element which can be acted upon by an actuator determining the performance of an internal combustion engine, which is connected to a driver coupled to an accelerator pedal and can additionally be moved by means of an electric actuator, with a target value detection element associated with the driver, one interacting with it and on it Actual value detection element acting on the electric actuator, the electric actuator being controllable by an electronic control device as a function of the detected values.
  • Load adjustment devices of this type are provided in motor vehicles for actuating the throttle valve or the injection pump by the accelerator pedal in order to be able to intervene by means of the electronic control device in such a way that, for example, wheel slip when starting due to excessive power is avoided. If the accelerator pedal is depressed too quickly, the control device can ensure that, for example, the throttle valve is opened less than the accelerator pedal position, so that the internal combustion engine only generates power that does not cause the wheels to spin. Other, automatic interventions in the load adjustment device are required if a transmission is to shift automatically or if the idling speed is to be regulated to a constant value even when there are different performance requirements when idling.
  • one such adjustment device also intervene by a speed limiting controller, which can ensure, by the possibility of decoupling the control element from the accelerator pedal, that in each case that power is set which is required to maintain the set speed.
  • a speed limiting controller which can ensure, by the possibility of decoupling the control element from the accelerator pedal, that in each case that power is set which is required to maintain the set speed.
  • Safety aspects make it necessary, however, that even in the event of a defect in the control device it is ensured that when the accelerator pedal position is withdrawn, the power setting decreases synchronously with the position of the accelerator pedal. So far, this has been achieved by means of safety devices in the electronic control device. Possible errors in the control device are reduced by redundantly building the electronics. Nevertheless, too high a power setting in the event of a defect that does not correspond to the accelerator pedal position is not completely excluded.
  • Load adjustment devices of the type mentioned are generally made up of several parts, ie certain elements are assigned to the accelerator pedal, while other elements interact with the control element. Such a separate arrangement of the components requires, on the one hand, an increased overall volume of the load adjustment device, and on the other hand, the arrangement of the components at different points in the vehicle does not ensure that the components interact with the throttle valve or the injection pump without reaction.
  • the invention has for its object to design a load adjustment device of the type mentioned in such a way that it is compact and allows a defined reaction to the actuator and thus the throttle valve or the injection pump in all load conditions, in particular if the electronic control device fails.
  • the object is achieved in that the driver and the control element are coupled by means of a coupling spring and the control element is biased in the direction of a stop of the driver.
  • the arrangement of the driver, coupling spring, control element, setpoint detection element and actual value detection element in the direct effective chain ensures that control processes between the parts can take place in the smallest space, and the arrangement of the parts in the area of the actuator of the internal combustion engine also ensures that the effective chain is immediately in the Area of the engine acts.
  • the accelerator pedal can directly engage the driver arranged in the area of the actuator of the internal combustion engine and biased in the idle direction by another spring, the position of the driver is represented by the setpoint detection element and that of the control element by the actual value detection element and that of the two Values detected elements passed on to the electronic control device, which controls the control element interacting with the actuator according to the control characteristic predetermined between the two elements via the electric actuator.
  • the coupling spring ensures that in the event of divergent movements of the driver and control element, a failure of the electronic control device always leads to a change in the power setting in a power quantity corresponding to the position of the accelerator pedal.
  • the control element includes a control lever, and in particular when the actuator is designed as a throttle valve, the control element includes the bearing shaft of the throttle valve to which the control lever is connected in a rotationally fixed manner. It is therefore possible to have the coupling spring engage on the driver on the one hand and on the bearing shaft on the other, the control lever then interacting with the driver's stop.
  • the driver, the coupling spring, the control element, the setpoint detection element and the actual value detection element form a structural unit.
  • the actuator of the internal combustion engine is designed, for example, as a throttle valve
  • the structural unit can also form a unit with the throttle valve housing; it is also conceivable that the additional spring is also integrated in the structural unit.
  • the driver is formed in two parts, with a first part coupled to the accelerator pedal, which is assigned to the setpoint detection element, and a second part, movable relative to the first part, with the stop, which is assigned to the control lever , wherein the second part is connected to the control element by means of the coupling spring.
  • the two-part design enables an independent movement of the first part assigned to the setpoint detection element with respect to the second part assigned to the control element, and thus an up-regulating function, the distance monitoring device which may be provided being deactivated during up-regulation and the second part of the driver using the control element against the force of the Another spring is moved relative to the first part of the driver coupled to the accelerator pedal and this spring ensures that if the electronic control device fails, the driver and the control element are guided to one another in a geometrically defined manner.
  • the load adjustment device can work, for example, with a potentiometer
  • the setpoint detection element is expediently designed as a first grinder connected to the driver of the preset and feedback potentiometer having two grinders, the second grinder of which is coupled to the control element, the mutual distance between the grinders being electronic Control device is monitored.
  • the coupling spring is designed as a spiral spring. It can thus be installed in the smallest space, for example when the actuator is designed as a throttle valve around the throttle valve shaft.
  • the electric actuator can be controlled as a function of one or more additional controlled variables.
  • An additional control variable can be, for example, the engine speed, in particular the idling speed.
  • control variables that relate to the altitude pressure, the cold start and thus the engine temperature, the gear position and thus the load condition of the vehicle, the overrun mode and thus indirectly the vehicle speed are of particular importance.
  • control variables from the speed controller specification, the anti-slip control and thus the wheel speed detection and the engine drag torque control result.
  • a distance monitoring device is provided between the stop and the control element, in particular the control lever, which feeds a signal to the electronic control device for a plausibility check if the distance falls below a predetermined distance.
  • the electronic control device can disconnect the electric servomotor when the signal is present and defined plausibility conditions, provided that it is connected to the control element by means of a coupling or, if this is not the case, switch it off directly.
  • the distance monitoring device should open a safety contact when the distance falls below a predetermined value, which disconnects the clutch and thereby opens it.
  • the sure one Unit contact expediently has a bridging line with a switch that opens and closes when additional control variables are present.
  • the distance monitoring device creates an additional, largely mechanical redundancy that is independent of the electronic control device, so that there is a particularly high level of security against an undesired power setting.
  • the distance monitoring device is overridden if an upward load function is to be generated in response to the driver's request and is only reactivated in this upset load state if the electronic control device should fail, as a result of which the load level is adjusted again via the coupling spring to the level specified by the accelerator pedal becomes.
  • FIGS. 1 and 2 show the basic principles in the form of block diagrams for a one-part or two-part driver.
  • FIG. 3 shows a detailed representation of the variant of the driver, coupling spring, control element, setpoint detection element and actual value detection element for the variant of the two-part driver shown in FIG existing unit that forms a unit with the throttle body.
  • FIG. 1 shows an accelerator pedal 1 with which a lever 2 can be displaced between a full load position VL and an idle position with a maximum idle power LLmax.
  • the lever 2 is able to move a one-piece driver 4 in the full load direction VL via a linkage 3 and is prestressed in the idle position by means of a return spring 5 acting on the lever 2.
  • a return spring 6 biases the driver 4 in the idle direction.
  • the driver 4 is with a setpoint detection element connected in the manner of a grinder 7 of a potentiometer 8, which controls a servomotor 9, which is able to shift a control element 11 via a clutch 10.
  • the control element 11 is used directly for adjusting a throttle valve 16 or a fuel injection.
  • this control element 11 is transmitted to the potentiometer 8 via an actual value detection element in the manner of a second grinder 12 which is firmly connected to it. If the control element 11 exactly follows the specification of the accelerator pedal 1, the mutual distance between the grinders 7 and 12 must remain constant.
  • An electronic control device 22 interacts with the grinder 7 and 12 of the potentiometer 8 and controls, among other things, the electric servomotor 9 and the clutch 10. Due to the possibility of representing external default values by the control device 22, the control element 11 can be moved independently of the driver 4.
  • a mechanical connection between the driver 4 and the control element 11 is provided by a coupling spring 13, which prestresses the control element 11 in the direction of a stop 14 of the driver 4.
  • the distance between the stop 14 and the control lever 11 is drawn exaggeratedly large in the illustration of the figure and is small when the load adjusting device is working properly and is monitored by a distance monitoring device 15, which can be a simple limit switch. If the electronics fail, the driver 4 can, after having overcome the small distance between the stop 14 and the control element 11, move it to the idle position.
  • the frame 23 shown in FIG. 1 is intended to clarify that the driver 4, the coupling spring 13, the control element 11 and the potentiometer 8 with the two wipers 7 and 12 represent a structural unit which illustrates the throttle valve 16 arranged within the frame 23 addition, that the parts mentioned simultaneously form a structural unit with the throttle body.
  • the arrangement of a safety contact 17, which interacts with the coupling 10, is of importance in the variant shown in FIG. Even a slight reduction in the distance is an indication that the throttle valve 16 is opened further than the driver's specification. This circumstance is determined by the distance monitoring device 15 and leads to the safety contact 17 opening, which leads to the release of the coupling 10. If, on the other hand, an upward load function is aimed at in relation to the driver's wish, the distance monitoring device 15 is deactivated so that the control element 11 can take the driver 4 in the full load direction without the safety contact 17 opening.
  • a pedal contact switch 18 is provided on the accelerator pedal 1, by means of which such a maladjustment can be determined.
  • an automatic transmission 19 is indicated in FIG. 1, in which an automatic train 20 can be shifted via the driver 4.
  • FIG. 2 shows a load adjustment device which is largely identical to the illustration in FIG. 1, but in which the driver 4 consists of two parts 4a and 4b. Parts which correspond in their function to the embodiment according to FIG. 1 are designated with the same reference numbers for the sake of simplicity.
  • the figure shows the first part 4a of the driver 4, on the former the return spring 5 engages directly.
  • the part 4a can be moved by means of the lever 2 assigned to the accelerator pedal 1 via the linkage 3 in the full-load direction VL connected to the grinder 7 of the potentiometer 8.
  • the second part 4b of the driver 4 is movable against the force of the coupling spring 13, the coupling spring 13 engages the control element 11 and the second part 4b and tries to pull it in the idling direction against the first part 4a.
  • the return spring 6 in turn biases the entire driver 4 in the idle direction.
  • the load adjustment device according to the embodiment according to FIG. 2 works exactly like that shown in FIG.
  • FIG. 3 shows a schematic representation of the structural unit which interacts directly with the throttle valve (not shown in more detail) and is formed from the driver parts 4a and 4b, the coupling spring 13, the control element 11 and the grinders 7 and 13.
  • the shaft 16a forming part of the control element 11 is first needle-supported for the throttle valve, which receives the control lever 21, which forms the other part of the control element 11, in a rotationally fixed manner.
  • a wiper arm 25 Likewise rotatably connected to this shaft is a wiper arm 25, the wiper 12 of which bears against an associated, not clarified, slide path of the potentiometer 8.
  • a bearing bore in the throttle valve housing 24 receives a roller bearing 26 in which the driver part 4a is mounted.
  • the portion of the sleeve 41a projecting from the throttle valve housing 24 in the region of the roller bearing 26 rotatably receives a lever 44a with a connecting nipple 3 'for connection to the linkage 3.
  • the pin 41b of the driver part 4b is rotatably mounted and takes a lever 42b with connecting nipple 6 'in the region of its free end protruding from the throttle valve housing 24, on which the return spring 6 engages.
  • the end of the pin 41b directed towards the shaft 16a opens at a slight distance from the shaft 16a in an annular region 43b which ends on the outside in an axial ring 44b.
  • the coupling spring designed as a flat spiral spring 13 is arranged in the ring 44b, it surrounds the free end of the shaft 16a directed towards the pin 41b and is with its outer end in the area of the driver part 4b which surrounds it and with its inner end in the slot end 16b of the shaft 16a suspended.
  • the driver part 4b is finally provided on the outside of the ring 44b with the stop 14, in the path of which a nose 21a arranged on the control lever 21 projects.
  • the throttle valve and the adjoining, opposite bearing area of the throttle valve in the throttle valve housing 24 are not shown in FIG. 3 .
  • the electric servomotor 9 is arranged, which can be non-positively connected to the shaft area 16a, not shown, via a gear and the clutch 10 and thus can pivot the throttle valve regardless of the application of parts 4a and 4b.
  • FIG. 3 which refers to the block diagram according to FIG. 2 with the two-part driver, can easily be transferred to the block diagram 1 with the one-part driver.
  • the driver parts 4a and 4b shown in FIG. 3 would have to be connected to one another in a rotationally fixed manner.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
EP88107485A 1987-07-23 1988-05-10 Dispositif de réglage de charge Expired - Lifetime EP0300153B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3724338 1987-07-23
DE3724338 1987-07-23

Publications (3)

Publication Number Publication Date
EP0300153A2 true EP0300153A2 (fr) 1989-01-25
EP0300153A3 EP0300153A3 (en) 1989-03-29
EP0300153B1 EP0300153B1 (fr) 1991-07-03

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EP88107485A Expired - Lifetime EP0300153B1 (fr) 1987-07-23 1988-05-10 Dispositif de réglage de charge

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EP (1) EP0300153B1 (fr)
DE (1) DE3863500D1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0369061A1 (fr) * 1988-11-02 1990-05-23 VDO Adolf Schindling AG Système de réglage de la charge
EP0341341B1 (fr) * 1988-05-07 1991-05-08 VDO Adolf Schindling AG Dispositif de réglage de charge
EP0483448A1 (fr) * 1990-10-31 1992-05-06 VDO Adolf Schindling AG Dispositif de réglage de charge
US5131360A (en) * 1990-05-12 1992-07-21 Vdo Adolf Schindling Ag Load adjustment device
FR2697585A1 (fr) * 1992-10-29 1994-05-06 Solex Système de contrôle moteur à corps de papillon motorisé.

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1555113A1 (de) * 1966-07-01 1971-10-21 Francois Dandrel Vorrichtung zur selbsttaetigen Regelung der Fahrgeschwindigkeit von Kraftfahrzeugen
JPS59119036A (ja) * 1982-12-25 1984-07-10 Mazda Motor Corp エンジンのスロツトル弁制御装置
JPS59153945A (ja) * 1983-02-21 1984-09-01 Nissan Motor Co Ltd スロツトルバルブ制御装置
JPS59158343A (ja) * 1983-02-28 1984-09-07 Mitsubishi Motors Corp エンジンアイドル回転数制御装置
EP0154036A2 (fr) * 1984-03-09 1985-09-11 Hitachi, Ltd. Dispositif de commande pour papillon de gaz
JPS60216036A (ja) * 1984-04-11 1985-10-29 Honda Motor Co Ltd エンジンの紋弁装置
EP0208222A2 (fr) * 1985-07-12 1987-01-14 VDO Adolf Schindling AG Dispositif de commande de la vitesse de ralenti pour moteur à allumage commandé, plus particulièrement pour véhicule

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1555113A1 (de) * 1966-07-01 1971-10-21 Francois Dandrel Vorrichtung zur selbsttaetigen Regelung der Fahrgeschwindigkeit von Kraftfahrzeugen
JPS59119036A (ja) * 1982-12-25 1984-07-10 Mazda Motor Corp エンジンのスロツトル弁制御装置
JPS59153945A (ja) * 1983-02-21 1984-09-01 Nissan Motor Co Ltd スロツトルバルブ制御装置
JPS59158343A (ja) * 1983-02-28 1984-09-07 Mitsubishi Motors Corp エンジンアイドル回転数制御装置
EP0154036A2 (fr) * 1984-03-09 1985-09-11 Hitachi, Ltd. Dispositif de commande pour papillon de gaz
JPS60216036A (ja) * 1984-04-11 1985-10-29 Honda Motor Co Ltd エンジンの紋弁装置
EP0208222A2 (fr) * 1985-07-12 1987-01-14 VDO Adolf Schindling AG Dispositif de commande de la vitesse de ralenti pour moteur à allumage commandé, plus particulièrement pour véhicule

Non-Patent Citations (4)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN, Band 10, Nr. 73 (M-463)[2130], 22. März 1986; & JP-A-60 216 036 (HONDA GIKEN KOGYO K.K.) 29-10-1985 *
PATENT ABSTRACTS OF JAPAN, Band 8, Nr. 240 (M-336)[1677], 6. November 1984; & JP-A-59 119 036 (MAZDA K.K.) 10-07-1984 *
PATENT ABSTRACTS OF JAPAN, Band 9, Nr. 3 (M-349)[1726], 9. Januar 1985; & JP-A-59 153 945 (NISSAN JIDOSHA K.K.) 01-09-1984 *
PATENT ABSTRACTS OF JAPAN, Band 9, Nr. 7 (M-350)[1730], 12. Januar 1985; & JP-A-59 158 343 (MITSUBISHI JIDOSHA KOGYO K.K.) 07-09-1984 *

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0341341B1 (fr) * 1988-05-07 1991-05-08 VDO Adolf Schindling AG Dispositif de réglage de charge
EP0369061A1 (fr) * 1988-11-02 1990-05-23 VDO Adolf Schindling AG Système de réglage de la charge
US5131360A (en) * 1990-05-12 1992-07-21 Vdo Adolf Schindling Ag Load adjustment device
EP0483448A1 (fr) * 1990-10-31 1992-05-06 VDO Adolf Schindling AG Dispositif de réglage de charge
FR2697585A1 (fr) * 1992-10-29 1994-05-06 Solex Système de contrôle moteur à corps de papillon motorisé.
WO1994010434A1 (fr) * 1992-10-29 1994-05-11 Solex Systeme de controle moteur a corps de papillon motorise
US5482019A (en) * 1992-10-29 1996-01-09 Solex Engine control system with motorized butterfly body

Also Published As

Publication number Publication date
EP0300153B1 (fr) 1991-07-03
DE3863500D1 (de) 1991-08-08
EP0300153A3 (en) 1989-03-29

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