EP0348432B1 - Device for controlling at least one throttle cross-section at at least one control opening - Google Patents

Device for controlling at least one throttle cross-section at at least one control opening Download PDF

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Publication number
EP0348432B1
EP0348432B1 EP88903182A EP88903182A EP0348432B1 EP 0348432 B1 EP0348432 B1 EP 0348432B1 EP 88903182 A EP88903182 A EP 88903182A EP 88903182 A EP88903182 A EP 88903182A EP 0348432 B1 EP0348432 B1 EP 0348432B1
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EP
European Patent Office
Prior art keywords
throttle
control opening
section
opening
cross
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP88903182A
Other languages
German (de)
French (fr)
Other versions
EP0348432A1 (en
Inventor
Günter BRAND
Hartmut Brammer
Richard Gerber
Otto GLÖCKLER
Gerold Grimm
Hans-Ulrich Gruber
Dieter Günther
Jörg ISSLER
Harald Kalippke
Wolfgang VON LÖLHÖFFEL
Helmut Maurer
Ulrich Mayer
Günther PLAPP
Erhard Renninger
Claus Ruppmann
Harald Sailer
Peter Werner
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.)
OFFERTA DI LICENZA AL PUBBLICO
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Priority to AT88903182T priority Critical patent/ATE60937T1/en
Publication of EP0348432A1 publication Critical patent/EP0348432A1/en
Application granted granted Critical
Publication of EP0348432B1 publication Critical patent/EP0348432B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M3/00—Idling devices for carburettors
    • F02M3/06—Increasing idling speed
    • F02M3/07—Increasing idling speed by positioning the throttle flap stop, or by changing the fuel flow cross-sectional area, by electrical, electromechanical or electropneumatic means, according to engine speed
    • 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
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/12—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having slidably-mounted valve members; having valve members movable longitudinally of conduit
    • F02D9/16—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having slidably-mounted valve members; having valve members movable longitudinally of conduit the members being rotatable
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M3/00—Idling devices for carburettors
    • F02M3/06—Increasing idling speed
    • F02M2003/067—Increasing idling speed the valve for controlling the cross-section of the conduit being rotatable, but not being a screw-like valve

Definitions

  • the invention relates to a device according to the preamble of the main claim.
  • a device is already known (DE-A-32 34 468), but with the disadvantage that in the case of an ineffective spring element, for example due to a break in the spring element and excited servomotor or a fault in the electronic control unit, the control opening by the throttle element is complete is opened and thereby affects the operation of the internal combustion engine in an undesirable manner or is even endangered by a high-speed run.
  • DE-A-33 40 060 with an ineffective spring element and an energized servomotor, the throttle element is moved into an end position closing the bypass line.
  • a device in which a stepper motor moves a throttle element in the axial direction via a screw gear.
  • a compression spring acting on the throttle body compensates for the play in the screw gear. If the compression spring becomes ineffective, the throttle element can still be adjusted by the stepper motor, but the accuracy of the control of the throttle cross-section deteriorates as a result of the now effective play in the screw gear.
  • the device according to the invention with the characterizing features of the main claim has the advantage that when the servomotor is energized and an ineffective spring element, for example, a break in the spring element against which the servomotor works, the device does not control an air flow that undesirably influences the operation of the internal combustion engine or even jeopardizes it by running at too high a speed.
  • the setting of a safety cross-section of the bypass line limits the amount of air flowing per unit of time, by means of which the internal combustion engine can be used in a non-hazardous manner
  • FIG. 1 shows a diagram showing the flow rate per unit time Q of the operating medium air over the adjustment path s of the throttle device
  • FIG. 2 shows a section through a device for controlling at least one throttle cross section along the line II-II in FIG. 3
  • FIG. 3 shows a section along the line III-III in Figure 2
  • Figure 4a to d a simplified representation of various positions of a throttle body with a throttle opening opposite Control opening in a first embodiment
  • FIGS. 5a to d show a simplified representation of the positions of a throttle element with a triangular throttle opening compared to a parallelogram-shaped control opening in a second embodiment
  • FIG. 1 shows a diagram showing the flow rate per unit time Q of the operating medium air over the adjustment path s of the throttle device
  • FIG. 2 shows a section through a device for controlling at least one throttle cross section along the line II-II in FIG. 3
  • FIG. 3 shows a section along the line III-III in Figure 2
  • Figure 4a to d a simplified representation
  • FIGS. 2 and 3 5a to d show a top view of a control opening and a throttle opening designed in accordance with FIGS. 2 and 3 5a to d designed device
  • Figure 7a to d shows a simplified representation of the positions of a throttle body designed with two throttle openings compared to two control openings in a third embodiment.
  • FIG. 1 the amount Q of a piece of equipment to be controlled, for example the amount of idle air for the internal combustion engine to be controlled when an internal combustion engine is idling, is shown in a diagram over the adjustment path s of a throttle element of a device, as described in the text below with the aid of various Exemplary embodiments are described.
  • combustion air flows in the direction of arrow 1 through an intake pipe 2 past a throttle valve 3 to an internal combustion engine (not shown).
  • a bypass line 5 is connected to the intake pipe 2, which leads around the throttle valve 3 and whose passage cross section can be changed by the device 6 by means of a throttle element 7.
  • the device 6 is controlled by an electronic control unit 8, on which at 10 the supply voltage supplied by the vehicle battery, at 11 the signal taken from the ignition distributor of the internal combustion engine for the speed of the internal combustion engine, at 12 the signal for the engine temperature and at 13 a position the throttle valve 3 characterizing voltage, which, for example, supplies a potentiometer connected to the throttle valve 3, is present. If necessary, further operating parameters of the internal combustion engine can be input to the electronic control unit 8.
  • the servomotor of the device 6 is an electric motor 15 (not shown in any more detail), which can be controlled by the electronic control unit 8 via a plug 16 as a function of operating parameters of the internal combustion engine.
  • the electric motor 15 rotates a hollow shaft 17 which is rotatably mounted about an axis 19 via roller bearings 18, which is pressed into a housing base 21 of a cup-shaped housing 22 of the device 6 and is fixed therein.
  • the throttle element 7 is connected in a rotationally fixed manner, which is designed in the form of a tubular segment and projects into a pivot space 24 designed in the housing base 21 and intersecting the bypass line 5.
  • an inlet connection 26 to the intake pipe 2 upstream of the throttle valve and, on the other hand, an outflow connection 27 to the intake pipe 2 downstream of the throttle valve 3 are connected to the swivel space 24.
  • the circumference of the tubular segment-shaped throttle element 7 extends as closely as possible to the wall of the swivel space 24.
  • At least one control opening 29 is cut out, which can be opened more or less by the throttle element 7.
  • the throttle member 7 in the form of a tubular segment can have a throttle opening 31 penetrating it, which is more or less brought into overlap with the control opening 29 when the throttle member 7 rotates and thereby opens the control opening 29 more or less to form a throttle cross section.
  • the rotation of the throttle element 7 by the electric motor 15 takes place counter to the force of a spring element, for example designed as a spiral spring 32, which is connected with its inner end to the hollow shaft 17 and with its outer end to the housing 22.
  • the spiral spring 32 rotates the hollow shaft 17 with a stop section 33 against a stop screw 34 screwed into the housing base 21.
  • the throttle element 7 When the stop section 33 abuts against the stop screw 34, the throttle element 7 is in one by the spiral spring 32 Starting position held, in which the control opening 29 is not completely closed by the throttle element 7, but the throttle opening 31 is partially in register with the control opening 29, so that in this position an emergency running cross-section 36 remains open, through which 5 air or mixture through the bypass line can flow into the intake pipe 2 from upstream of the throttle valve to downstream of the throttle valve 3. If the power supply to the device 6 fails, the amount of operating fluid flowing over the emergency running cross-section 36 is sufficient to provide a favorable fuel-air mixture for the continued operation of the internal combustion engine or to let a predetermined, favorable quantity flow to the engine when the internal combustion engine starts.
  • the amount of operating fluid flowing over the emergency running cross section per unit of time is designated Q N , in the presence of which the throttle element 7 is in its initial position zero.
  • the throttle element 7 should execute a movement in the same direction of movement, in which it first opens the control opening 29 completely with the throttle opening 31 and only then according to that of the operating characteristics of the internal combustion engine control current are moved by the electronic control unit so that it closes the control opening 29 more or less, so the coverage between the throttle opening 31 and control opening 29 is reduced.
  • the curve shown in FIG. 1 begins at the initial position of the throttle element, which represents the control path zero, with an amount of emergency operating fluid per time unit Q N , which is characterized by the emergency cross-section 36, at point A.
  • the electric motor 15 moves the throttle element 7 in Direction of a further enlargement of the throttle cross section formed between the control opening 29 and the throttle opening 31, until after the relatively short adjustment path s 1, the control opening 29 and the throttle opening 31 are completely in register and in point B of the curve the maximum amount of equipment per unit time Q max via the bypass line 5 can flow.
  • the throttle element 7 in the event of a failure, for example breakage of the spiral spring 32 or a fault in an electronic component of the control device 8, the throttle element 7 is moved by the excited electric motor 15 into a position s4 in which the throttle element 7 is on the control opening 29 opens a safety cross-section, so that an amount of operating equipment per unit time Q S can flow via this safety cross-section and via the bypass line 5, which ensures safe operation of the internal combustion engine which does not endanger the internal combustion engine and is less than that is the maximum possible amount of operating fluid flowing per unit of time Q max through the control opening 29.
  • the point E characterizing the safety cross-section in FIG. 1 can be reached from the position s 2 of the throttle element 7 at point C, in which only a leakage quantity Q L flows according to the dash-dotted line 37 directly by a movement into the position s,, starting from the leakage quantity Q L at point C, the throttle cross section at the control opening 29 is enlarged again up to point E.
  • Another possibility is to first move the throttle member 7 from position s2 to position s3 without opening the control opening 29.
  • the adjustment movement from position s2 to position s3 of the throttle element 7 is characterized by the curve from point C to point D. In the adjustment range between the position s2 and the position s3 only the leakage amount Q L can flow through the control opening 29.
  • the characteristic curve shown ensures that even at the most unfavorable starting conditions of the internal combustion engine, in which the supply voltage of the motor vehicle battery has dropped due to low starting temperatures and a current requirement for other units of the internal combustion engine, this low supply voltage is still sufficient to reduce the throttle element 7 to a position s 1 move, in which a mostly required maximum amount of operating fluid Q max can flow via the bypass line 5 for the safe starting and continuing operation of the internal combustion engine.
  • FIGS. 4a to d show an embodiment of a throttle element 7 and a control opening 29 of a device 6 according to FIGS. 2 and 3, with which a characteristic curve corresponding to the curve A to E according to FIG. 1 can be achieved.
  • the same reference numerals have been chosen for the same and equivalent parts.
  • the configuration according to FIGS. 4a to d can be used not only in a configuration of the throttle element as a rotary slide valve, but also in other configurations of the throttle element 7, for example in the form of a flat flat slide valve.
  • the throttle element 7 is designed, for example, as a flat flat slide valve and has a throttle opening 31 of rectangular shape, which can also be square, circular or spherical in some other form.
  • the throttle opening 31 is open to the edge 38 of the throttle member 7, but it can also be closed be.
  • the throttle opening 31 is delimited in the direction of movement by a right wing 40 and on the other hand by a left wing 41.
  • the throttle body 7 assumes its starting position, which corresponds to point A of the curve in Figure 1 and in which the control opening 29 and the throttle opening 31 only partially overlap, so that the emergency running cross-section 36 at the control opening 29 remains open while the left wing 41 partially blocks the control opening 29.
  • the control opening 29 is shown in a rectangular shape, but it can also be square, circular or in another spherical shape.
  • the throttle element 7 can now be moved further to the left in accordance with FIG. 4d in order to form the control opening 29 in the position s4 corresponding to the point E in FIG. 1 with a control edge 42 formed on the right wing 40 a security cross section 43 to open something again.
  • FIG. 5a to d A further exemplary embodiment of the device 6 according to FIGS. 2 and 3 for representing a characteristic curve according to FIG. 1 is shown in FIG Figures 5a to d, in which the reference numerals already used are used for identical and equivalent parts.
  • the control opening 29 of the device 6 has the shape of a parallelogram and the throttle opening 31 formed in the throttle element 7 has the shape of a triangle which, for example, is open towards one edge of the throttle element, as shown, but also can be closed.
  • the throttle element 7 can also be flat, curved or be designed in another shape.
  • the right wing 40 is delimited by a left leg 45 of the triangular throttle opening 31 and the left wing 41 by a right leg 46 of the throttle opening 31.
  • Left leg 45 and right leg 46 form an acute angle between them, which corresponds to the acute angle of the parallelogram-shaped control opening 29 between two adjacent sides of the control opening.
  • Throttle element 7 and control opening 29 are arranged in relation to one another in such a way that the left leg 45 and the right leg 46 each run parallel to two of the sides of the control opening 29 and the angle-enclosing legs 45, 46 of the throttle opening 31 when the throttle element 7 moves into one Position in which the control opening 29 is fully open, with two adjacent sides also enclosing an angle overlap.
  • the starting position is shown, in which the control opening 29 and throttle opening 31 partially overlap to form the emergency running cross-section 36, that is to say the right wing 40 only partially covers the control opening 29 with the left leg 45.
  • the position s1 of the throttle body 7 is shown in Figure 1, in which the throttle opening 31 completely opens the control opening 29 for passage of a maximum amount of equipment Q max and the legs 45, 46 overlap with two adjacent sides of the parallelogram-shaped control opening 29.
  • Figure 5c shows the position s2 of Figure 1 of the throttle body 7, in which the left wing 41, the control opening 29th completely blocks and only a leakage amount Q L can flow.
  • the throttle element 7 can be moved further to the right into a position s4 according to FIG. 1, in which part of the control opening 29 is opened again with the control edge 42 of the left wing 41.
  • FIG. 6 shows a plan view of a device 6 according to FIGS. 2 and 3 with a view into the inlet connection 26, through which the control opening 29 can be seen, which can be controlled by a throttle element 7 shown in broken lines.
  • the control opening 29 has a parallelogram shape in accordance with the exemplary embodiment according to FIGS. 5a to d and the throttle opening 31 in the throttle element 7 is triangular.
  • the legs 45, 46 of the throttle opening 31 and the sides of the control opening 29 merge into one another at a radius 47 in the illustration according to FIG. 6, as a result of which these openings can be produced more easily and more precisely.
  • the control opening 49 on the right is narrower than the control opening 50 on the left and the throttle opening 51 on the right is narrower than the throttle opening 52 on the left.
  • the distance The openings to each other can be selected in the manner shown that in the starting position of the throttle element 7, that is to say when the electric motor 15 is not energized, the right control opening 49 is closed by the throttle element 7 and the left control opening 50 is partially closed with the left throttle opening 52 to form the emergency running cross section 36 is in register, as shown in FIG. 7a.
  • the two control openings 49, 50 through the throttle openings 51, 52 are fully opened so that the maximum amount of operating fluid Q max can flow through the bypass line 5.
  • the throttle member 7 With a further movement of the throttle member 7, which is also designed as a flat slide valve, rotary slide valve or in some other form, the throttle member 7 moves into a position s 2 shown in FIG. 7c, in which the control openings 49, 50 are closed and, according to FIG. 1, only a leakage quantity Q L flows . If the coil spring 32 fails and the electric motor 15 is energized, the throttle element 7 assumes a position s4 according to FIG. 1, as shown in FIG. 7d, in which the control edge 42 partially opens the left control opening 50 to form a safety cross section 43.
  • the right control opening 49 is not used in the exemplary embodiment shown to form the safety cross section, but the configuration could also be chosen such that part of the control opening 50 and part of the control opening 49 are opened, as not shown, to form the safety cross section.

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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)

Abstract

A disadvantage for controlling idling in internal combustion engines is that when the adjusting motor is excited and the spring fails to operate, the device is fully opened and in consequence the internal combustion engine contains a dangerous amount of fuel. The device is designed so that in the exit position it opens an emergency cross-section which corresponds to point (A) on the curve and through which an emergency quantity of fuel can flow per unit time. When an adjusting motor of the device is excited, a throttle organ is first moved against the force of a spring into a position (s1) corresponding to point (B) on the curve in which the maximum possible quantity of fuel can flow through a control opening in unit time. Thereafter, the quantity of fuel per unit time is adjusted by means of the throttle organ as far as position (s2), in which position the throttle organ closes the control opening. Should the spring break while the adjusting motor is excited, the throttle organ is further adjusted into position (s4) corresponding to point (E) on the curve in which a safety cross-section is opened through which can flow a quantity of fuel per unit time less than that which flows through the fully opened control opening. The device is used to adjust idling in internal combustion engines.

Description

Vorrichtung zur Steuerung mindestens eines Drosselquerschnittes an mindestens einer SteueröffnungDevice for controlling at least one throttle cross section at at least one control opening Stand der TechnikState of the art

Die Erfindung geht aus von einer Vorrichtung nach der Gattung des Hauptanspruches. Es ist schon eine derartige Vorrichtung bekannt (DE-A-32 34 468), bei der jedoch der Nachteil besteht, daß bei wir­kungslosem Federelement, beispielsweise durch einen Bruch des Feder­elementes und erregtem Stellmotor oder einer Störung im elektroni­schen Steuergerät die Steueröffnung durch das Drosselorgan vollstän­dig geöffnet wird und dadurch der Betrieb der Brennkraftmaschine in unerwünschter Weise beeinflußt oder gar durch einen zu hochtourigen Lauf gefährdet wird. Bei einer anderen derartigen Vorrichtung (DE-A-33 40 060) wird bei einem wirkungslosen Federelement und er­regtem Stellmotor das Drosselorgan in eine die Bypassleitung schließende Endstellung bewegt. Bekannt ist ebenfalls eine Vorrich­tung (US-A-44 80 614), bei der ein Schrittmotor über ein Schrauben­getriebe ein Drosselorgan in axialer Richtung verschiebt. Eine am Drosselorgan angreifende Druckfeder gleicht das Spiel im Schrauben­getriebe aus. Wird die Druckfeder wirkungslos, so ist das Drosselor­gan weiterhin durch den Schrittmotor verstellbar, jedoch verschlech­tert sich infolge des nun wirksam werdenden Spieles im Schraubenge­triebe die Genauigkeit der Steuerung des Drosselquerschnittes.The invention relates to a device according to the preamble of the main claim. Such a device is already known (DE-A-32 34 468), but with the disadvantage that in the case of an ineffective spring element, for example due to a break in the spring element and excited servomotor or a fault in the electronic control unit, the control opening by the throttle element is complete is opened and thereby affects the operation of the internal combustion engine in an undesirable manner or is even endangered by a high-speed run. In another device of this type (DE-A-33 40 060), with an ineffective spring element and an energized servomotor, the throttle element is moved into an end position closing the bypass line. Also known is a device (US-A-44 80 614) in which a stepper motor moves a throttle element in the axial direction via a screw gear. A compression spring acting on the throttle body compensates for the play in the screw gear. If the compression spring becomes ineffective, the throttle element can still be adjusted by the stepper motor, but the accuracy of the control of the throttle cross-section deteriorates as a result of the now effective play in the screw gear.

Vorteile der ErfindungAdvantages of the invention

Die erfindungsgemäße Vorrichtung mit den kennzeichnenden Merkmalen des Hauptanspruchs hat demgegenüber den Vorteil, daß bei einer Er­regung des Stellmotors und einem wirkungslosen Federelement, bei­ spielsweise einem Bruch des Federelementes, gegen das der Stellmotor arbeitet, durch die Vorrichtung nicht eine Luftmengenströmung ge­steuert wird, die den Betrieb der Brennkraftmaschine in unerwünsch­ter Weise beeinflußt oder gar durch einen zu hochtourigen Lauf ge­fährdet. Die Einstellung eines Sicherheitsquerschnittes der Bypass­leitung bewirkt eine Begrenzung der pro Zeiteinheit strömenden Luft­menge, mittels welcher die Brennkraftmaschine in ungefährdeter WeiseThe device according to the invention with the characterizing features of the main claim has the advantage that when the servomotor is energized and an ineffective spring element, for example, a break in the spring element against which the servomotor works, the device does not control an air flow that undesirably influences the operation of the internal combustion engine or even jeopardizes it by running at too high a speed. The setting of a safety cross-section of the bypass line limits the amount of air flowing per unit of time, by means of which the internal combustion engine can be used in a non-hazardous manner

betrieben werden kanncan be operated

Durch die in den Unteransprüchen aufgeführten Maßnahmen sind vor­teilhafte Weiterbildungen und Verbesserungen der im Hauptanspruch angegebenen Vorrichtung möglich.Advantageous further developments and improvements of the device specified in the main claim are possible through the measures listed in the subclaims.

Besonders vorteilhaft ist es, den Sicherheitsquerschnitt durch einen Teilbereich der Steueröffnung zu bilden und durch eine Steuerkante des Drosselorganes zu öffnen.It is particularly advantageous to form the safety cross section through a partial area of the control opening and to open it through a control edge of the throttle element.

Weiterhin vorteilhaft ist es, das Drosselorgan über seine die Steu­eröffnung schließende Stellung hinaus in die den Sicherheitsquer­schnitt öffnende Stellung zu bewegen.It is also advantageous to move the throttle element beyond its position closing the control opening into the position opening the safety cross section.

Zeichnungdrawing

Ausführungsbeispiele der Erfindung sind in der Zeichnung vereinfacht dargestellt und in der nachfolgenden Beschreibung näher erläutert. Es zeigen Figur 1 ein Diagramm, das die Durchflußmenge pro Zeitein­heit Q des Betriebsmittels Luft über dem Verstellweg s des Drossel­organs zeigt, Figur 2 einen Schnitt durch eine Vorrichtung zur Steu­erung mindestens eines Drosselquerschnittes entlang der Linie II-II in Figur 3, Figur 3 einen Schnitt entlang der Linie III-III in Figur 2, Figur 4a bis d eine vereinfachte Darstellung verschiedener Stel­lungen eines Drosselorgans mit einer Drosselöffnung gegenüber einer Steueröffnung in einer ersten Ausführungsform, Figur 5a bis d eine vereinfachte Darstellung der Stellungen eines Drosselorganes mit ei­ner dreieckförmigen Drosselöffnung gegenüber einer parallelogramm­förmigen Steueröffnung in einer zweiten Ausführungsform, Figur 6 eine Draufsicht auf eine entsprechend den Figuren 2 und 3 ausgestal­tete und mit einer Steueröffnung und einer Drosselöffnung entspre­chend den Figuren 5a bis d ausgestalteten Vorrichtung, Figur 7a bis d eine vereinfachte Darstellung der Stellungen eines mit zwei Dros­selöffnungen ausgestalteten Drosselorgans gegenüber zwei Steueröff­nungen in einem dritten Ausführungsbeispiel.Embodiments of the invention are shown in simplified form in the drawing and explained in more detail in the following description. FIG. 1 shows a diagram showing the flow rate per unit time Q of the operating medium air over the adjustment path s of the throttle device, FIG. 2 shows a section through a device for controlling at least one throttle cross section along the line II-II in FIG. 3, FIG. 3 shows a section along the line III-III in Figure 2, Figure 4a to d, a simplified representation of various positions of a throttle body with a throttle opening opposite Control opening in a first embodiment, FIGS. 5a to d show a simplified representation of the positions of a throttle element with a triangular throttle opening compared to a parallelogram-shaped control opening in a second embodiment, FIG. 6 shows a top view of a control opening and a throttle opening designed in accordance with FIGS. 2 and 3 5a to d designed device, Figure 7a to d shows a simplified representation of the positions of a throttle body designed with two throttle openings compared to two control openings in a third embodiment.

Beschreibung der AusführungsbeispieleDescription of the embodiments

In der Figur 1 ist in einem Diagramm die pro Zeiteinheit strömende Menge Q eines zu steuernden Betriebsmittels, beispielsweise der im Leerlauf einer Brennkraftmaschine zu steuernden Leerlaufluftmenge für die Brennkraftmaschine, über dem Verstellweg s eines Drosselor­ganes einer Vorrichtung dargestellt, wie sie in dem folgenden Text anhand verschiedener Ausführungsbeispiele beschrieben wird. Bei der in den Figuren 2 und 3 dargestellten Vorrichtung strömt in Pfeil­richtung 1 Verbrennungsluft durch ein Ansaugrohr 2 an einer Drossel­klappe 3 vorbei zu einer nicht dargestellten Brennkraftmaschine. Mit dem Ansaugrohr 2 steht eine Bypassleitung 5 in Verbindung, die um die Drosselklappe 3 führt und deren Durchgangsquerschnitt durch die Vorrichtung 6 mittels eines Drosselorganes 7 änderbar ist. Die Vor­richtung 6 wird durch ein elektronisches Steuergerät 8 angesteuert, an dem bei 10 die von der Fahrzeugbatterie gelieferte Versorgungs­spannung, bei 11 das vom Zündverteiler der Brennkraftmaschine abge­nommene Signal für die Drehzahl der Brennkraftmaschine, bei 12 das Signal für die Motortemperatur und bei 13 eine die Stellung der Drosselklappe 3 kennzeichnende Spannung, die beispielsweise ein mit der Drosselklappe 3 verbundenes Potentiometer liefert, anliegt. Dem elektronischen Steuergerät 8 können bei Bedarf noch weitere Be­triebskenngrößen der Brennkraftmaschine eingegeben werden.In FIG. 1, the amount Q of a piece of equipment to be controlled, for example the amount of idle air for the internal combustion engine to be controlled when an internal combustion engine is idling, is shown in a diagram over the adjustment path s of a throttle element of a device, as described in the text below with the aid of various Exemplary embodiments are described. In the device shown in FIGS. 2 and 3, combustion air flows in the direction of arrow 1 through an intake pipe 2 past a throttle valve 3 to an internal combustion engine (not shown). A bypass line 5 is connected to the intake pipe 2, which leads around the throttle valve 3 and whose passage cross section can be changed by the device 6 by means of a throttle element 7. The device 6 is controlled by an electronic control unit 8, on which at 10 the supply voltage supplied by the vehicle battery, at 11 the signal taken from the ignition distributor of the internal combustion engine for the speed of the internal combustion engine, at 12 the signal for the engine temperature and at 13 a position the throttle valve 3 characterizing voltage, which, for example, supplies a potentiometer connected to the throttle valve 3, is present. If necessary, further operating parameters of the internal combustion engine can be input to the electronic control unit 8.

Als Stellmotor der Vorrichtung 6 dient beim vorliegenden Ausfüh­rungsbeispiel ein nicht näher dargestellter Elektromotor 15, der über einen Stecker 16 durch das elektronische Steuergerät 8 in Ab­hängigkeit von Betriebskenngrößen der Brennkraftmaschine ansteuerbar ist. Der Elektromotor 15 verdreht im erregten Zustand eine Hohl­welle 17, die über Wälzlager 18 um eine Achse 19 drehbar gelagert ist, welche in einen Gehäuseboden 21 eines topfförmig ausgebildeten Gehäuses 22 der Vorrichtung 6 eingepreßt ist und darin fest steht. Mit der Hohlwelle 17 ist drehfest das Drosselorgan 7 verbunden, das rohrsegmentförmig ausgebildet ist und in einen im Gehäuseboden 21 gestalteten und die Bypassleitung 5 schneidenden Schwenkraum 24 ragt. Mit dem Schwenkraum 24 ist einerseits ein Zuströmstutzen 26 zum Ansaugrohr 2 stromaufwärts der Drosselklappe und andererseits ein Abströmstutzen 27 zum Ansaugrohr 2 stromabwärts der Drossel­klappe 3 verbunden. Das rohrsegmentförmige Drosselorgan 7 ragt mit seinem Umfang möglichst dicht bis an die Wandung des Schwenkraumes 24. In der dem Zuströmstutzen 26 zugewandten Wandung 28 des Schwenk­raumes 24 ist wenigstens eine Steueröffnung 29 ausgespart, die durch das Drosselorgan 7 mehr oder weniger geöffnet werden kann. Hierfür kann beispielsweise das rohrsegmentförmig ausgebildete Drosselorgan 7 eine dieses durchdringende Drosselöffnung 31 aufweisen, die bei einer Drehbewegung des Drosselorganes 7 mehr oder weniger in Über­deckung mit der Steueröffnung 29 gebracht wird und hierdurch die Steueröffnung 29 unter Bildung eines Drosselquerschnittes mehr oder weniger öffnet. Die Verdrehung des Drosselorganes 7 durch den Elek­tromotor 15 erfolgt entgegen der Kraft eines beispielsweise als Spi­ralfeder 32 ausgebildeten Federelementes, die mit ihrem inneren Ende mit der Hohlwelle 17 und mit ihrem äußeren Ende mit dem Gehäuse 22 verbunden ist. In nicht erregtem Zustand des Elektromotors 15 ver­dreht die Spiralfeder 32 die Hohlwelle 17 mit einem Anschlagab­schnitt 33 gegen eine in den Gehäuseboden 21 geschraubte Anschlag­schraube 34. Bei an der Anschlagschraube 34 anliegendem Anschlagab­schnitt 33 wird das Drosselorgan 7 durch die Spiralfeder 32 in einer Ausgangsstellung gehalten, in der die Steueröffnung 29 durch das Drosselorgan 7 nicht vollständig verschlossen wird, sondern die Drosselöffnung 31 teilweise mit der Steueröffnung 29 in Überdeckung steht, so daß in dieser Stellung ein Notlaufquerschnitt 36 geöffnet bleibt, über den durch die Bypassleitung 5 Luft oder Gemisch von stromaufwärts der Drosselklappe nach stromabwärts der Drosselklappe 3 in das Ansaugrohr 2 strömen kann. Die über den Notlaufquerschnitt 36 strömende Betriebsmittelmenge pro Zeiteinheit reicht bei Ausfall der Stromversorgung der Vorrichtung 6 aus, für den Weiterlauf der Brennkraftmaschine ein günstiges Kraftstoff-Luft-Gemisch bereitzu­stellen oder beim Start der Brennkraftmaschine eine vorbestimmte günstige Menge zum Motor strömen zu lassen. Im Diagramm nach Figur 1 ist die über den Notlaufquerschnitt pro Zeiteinheit strömende Be­triebsmittelmenge mit QN bezeichnet, bei deren Vorliegen sich das Drosselorgan 7 in seiner Ausgangsstellung Null befindet.In the present exemplary embodiment, the servomotor of the device 6 is an electric motor 15 (not shown in any more detail), which can be controlled by the electronic control unit 8 via a plug 16 as a function of operating parameters of the internal combustion engine. In the excited state, the electric motor 15 rotates a hollow shaft 17 which is rotatably mounted about an axis 19 via roller bearings 18, which is pressed into a housing base 21 of a cup-shaped housing 22 of the device 6 and is fixed therein. With the hollow shaft 17, the throttle element 7 is connected in a rotationally fixed manner, which is designed in the form of a tubular segment and projects into a pivot space 24 designed in the housing base 21 and intersecting the bypass line 5. On the one hand, an inlet connection 26 to the intake pipe 2 upstream of the throttle valve and, on the other hand, an outflow connection 27 to the intake pipe 2 downstream of the throttle valve 3 are connected to the swivel space 24. The circumference of the tubular segment-shaped throttle element 7 extends as closely as possible to the wall of the swivel space 24. In the wall 28 of the swivel space 24 facing the inflow connector 26, at least one control opening 29 is cut out, which can be opened more or less by the throttle element 7. For this purpose, for example, the throttle member 7 in the form of a tubular segment can have a throttle opening 31 penetrating it, which is more or less brought into overlap with the control opening 29 when the throttle member 7 rotates and thereby opens the control opening 29 more or less to form a throttle cross section. The rotation of the throttle element 7 by the electric motor 15 takes place counter to the force of a spring element, for example designed as a spiral spring 32, which is connected with its inner end to the hollow shaft 17 and with its outer end to the housing 22. When the electric motor 15 is not energized, the spiral spring 32 rotates the hollow shaft 17 with a stop section 33 against a stop screw 34 screwed into the housing base 21. When the stop section 33 abuts against the stop screw 34, the throttle element 7 is in one by the spiral spring 32 Starting position held, in which the control opening 29 is not completely closed by the throttle element 7, but the throttle opening 31 is partially in register with the control opening 29, so that in this position an emergency running cross-section 36 remains open, through which 5 air or mixture through the bypass line can flow into the intake pipe 2 from upstream of the throttle valve to downstream of the throttle valve 3. If the power supply to the device 6 fails, the amount of operating fluid flowing over the emergency running cross-section 36 is sufficient to provide a favorable fuel-air mixture for the continued operation of the internal combustion engine or to let a predetermined, favorable quantity flow to the engine when the internal combustion engine starts. In the diagram according to FIG. 1, the amount of operating fluid flowing over the emergency running cross section per unit of time is designated Q N , in the presence of which the throttle element 7 is in its initial position zero.

Es soll nun, ausgehend von der den Notlaufquerschnitt 36 dar­stellenden Ausgangsstellung Null des Drosselorganes, bei einer Erregung des Elektromotors das Drosselorgan 7 eine Bewegung in gleichbleibender Bewegungsrichtung ausführen, in der es zunächst mit der Drosselöffnung 31 die Steueröffnung 29 vollständig öffnet und erst danach entsprechend dem von den Betriebskenngrößen der Brenn­kraftmaschine abhängenden Steuerstrom durch das elektronische Steu­ergerät so weiter bewegt werden, daß es die Steueröffnung 29 wieder mehr oder weniger verschließt, also die Überdeckung zwischen Dros­selöffnung 31 und Steueröffnung 29 verringert wird. Daraus ergibt sich eine Kennlinie der Vorrichtung 6, wie sie in Figur 1 durch den dargestellten Kurvenverlauf gekennzeichnet ist. Die in Figur 1 dar­gestellte Kurve beginnt bei der den Regelweg Null darstellenden Aus­gangsstellung des Drosselorganes mit einer durch den Notlaufquer­schnitt 36 kennzeichnenden Notlaufbetriebsmittelmenge pro Zeitein­heit QN in dem Punkt A. Wird der Elektromotor 15 durch das Steuer­gerät 8 erregt, so bewegt der Elektromotor 15 das Drosselorgan 7 in Richtung einer weiteren vergrößerung des zwischen der Steueröffnung 29 und der Drosselöffnung 31 gebildeten Drosselquerschnittes, bis nach dem relativ kurzen Verstellweg s₁ die Steueröffnung 29 und die Drosselöffnung 31 vollständig in Überdeckung sind und im Punkt B der Kurve die maximale Betriebsmittelmenge pro Zeiteinheit Qmax über die Bypassleitung 5 strömen kann. Erst nach der durch den Punkt B gekennzeichneten Stellung des Drosselorganes, in der die maximale Betriebsmittelmenge Qmax über die Steueröffnung 29 strömen kann, kann durch in gleicher Bewegungsrichtung wie bisher fortgeführter Bewegung des Drosselorgans 7 entsprechend den Ansteuersignalen des Steuergerätes 8 eine Verringerung der Überdeckung zwischen der Steu­eröffnung 29 und der Drosselöffnung 31 erfolgen, so daß bei Bedarf der zwischen diesen beiden Öffnungen gebildete Drosselquerschnitt verringert werden kann, ggf. geschlossen wird, so daß zwischen der Steueröffnung 29 und der Drosselöffnung 31 keine Überdeckung mehr vorhanden ist und lediglich eine auf Undichtigkeiten beruhende Leck­menge über die Bypassleitung 5 strömt. Die Bewegung des Drosselorga­nes 7 von der Stellung s₁, in der die Steueröffnung 29 vollständig durch die Drosselöffnung 31 geöffnet ist, in die Stellung s₂, in der die Steueröffnung 29 vollständig durch das Drosselorgan 7 ver­schlossen wird und nur noch eine Leckmenge pro Zeiteinheit QL über die Bypassleitung 5 strömen kann, und die durch den Punkt C gekenn­zeichnet ist, wird durch den Kurvenverlauf zwischen den Punkten B und C gekennzeichnet. In einer weiteren Ausgestaltung der Vorrich­tung kann bei einem Ausfall, beispielsweise Bruch der Spiralfeder 32 oder einer Störung eines elektronischen Bauteiles des Steuergerä­tes 8 vorgesehen sein, daß das Drosselorgan 7 durch den erregten Elektromotor 15 in eine Stellung s₄ bewegt wird, in der das Dros­selorgan 7 an der Steueröffnung 29 einen Sicherheitsquerschnitt öff­net, so daß über diesen Sicherheitsquerschnitt und über die Bypass­leitung 5 eine Betriebsmittelmenge pro Zeiteinheit QS strömen kann, die einen sicheren, die Brennkraftmaschine nicht gefährdenden Betrieb der Brennkraftmaschine gewährleistet und geringer als die maximal mögliche strömende Betriebsmittelmenge pro Zeiteinheit Qmax über die Steueröffnung 29 ist.It should now, starting from the zero position of the throttle element representing the emergency running cross-section 36, when the electric motor is excited, the throttle element 7 should execute a movement in the same direction of movement, in which it first opens the control opening 29 completely with the throttle opening 31 and only then according to that of the operating characteristics of the internal combustion engine control current are moved by the electronic control unit so that it closes the control opening 29 more or less, so the coverage between the throttle opening 31 and control opening 29 is reduced. This results in a characteristic curve of the device 6, as is characterized in FIG. 1 by the curve profile shown. The curve shown in FIG. 1 begins at the initial position of the throttle element, which represents the control path zero, with an amount of emergency operating fluid per time unit Q N , which is characterized by the emergency cross-section 36, at point A. If the electric motor 15 is excited by the control unit 8, the electric motor 15 moves the throttle element 7 in Direction of a further enlargement of the throttle cross section formed between the control opening 29 and the throttle opening 31, until after the relatively short adjustment path s 1, the control opening 29 and the throttle opening 31 are completely in register and in point B of the curve the maximum amount of equipment per unit time Q max via the bypass line 5 can flow. Only after the position of the throttle element identified by point B, in which the maximum amount of operating fluid Q max can flow via the control opening 29, can the coverage of the control device 8 be reduced by the movement of the throttle element 7 in the same direction of motion as before, in accordance with the control signals of the control unit 8 Control opening 29 and the throttle opening 31 take place so that, if necessary, the throttle cross section formed between these two openings can be reduced, possibly closed, so that there is no longer any overlap between the control opening 29 and the throttle opening 31 and only a leakage quantity based on leaks flows over the bypass line 5. The movement of the throttle element 7 from the position s 1, in which the control opening 29 is completely open through the throttle opening 31, into the position s 2, in which the control opening 29 is completely closed by the throttle element 7 and only one leak quantity per unit time Q L the bypass line 5 can flow, and which is characterized by the point C, is characterized by the course of the curve between the points B and C. In a further embodiment of the device, in the event of a failure, for example breakage of the spiral spring 32 or a fault in an electronic component of the control device 8, the throttle element 7 is moved by the excited electric motor 15 into a position s₄ in which the throttle element 7 is on the control opening 29 opens a safety cross-section, so that an amount of operating equipment per unit time Q S can flow via this safety cross-section and via the bypass line 5, which ensures safe operation of the internal combustion engine which does not endanger the internal combustion engine and is less than that is the maximum possible amount of operating fluid flowing per unit of time Q max through the control opening 29.

Der den Sicherheitsquerschnitt kennzeichnende Punkt E in Figur 1 kann von der Stellung s₂ des Drosselorgans 7 im Punkt C, in dem nur noch eine Leckmenge QL strömt entsprechend der strichpunktier­ten Linie 37 direkt durch eine Bewegung in die Stellung s₄ er­reicht werden, bei der ausgehend von der Leckmenge QL im Punkt C eine erneute Vergrößerung des Drosselquerschnittes an der Steueröff­nung 29 bis zum Punkt E erfolgt. Eine weitere Möglichkeit besteht darin, zunächst aus der Stellung s₂ das Drosselorgan 7 bis zur Stellung s₃ zu bewegen, ohne daß die Steueröffnung 29 geöffnet wird. Die Verstellbewegung von der Stellung s₂ zur Stellung s₃ des Drosselorgans 7 wird durch den Kurvenverlauf vom Punkt C zum Punkt D gekennzeichnet. In dem Verstellbereich zwischen der Stellung s₂ und der Stellung s₃ kann nur die Leckmenge QL über die Steueröffnung 29 strömen. Ausgehend vom Punkt D, also der Stellung s₃ des Drosselorgans 7 erfolgt entsprechend der durchgezogenen Linie die weitere Öffnung des Drosselquerschnittes bis zum Punkt E, in dem das Drosselorgan 7 die Stellung s₄ einnimmt und der Sicher­heitsquerschnitt an der Steueröffnung 29 geöffnet ist, über den die Sicherheitsbetriebsmittelmenge QS strömen kann. Die in der Figur 1 dargestellte Kennlinie zwischen den Punkten A, B, C, D und E zeigt bei einer Verstellung des Drosselorganes 7 in gleicher Bewegungs­richtung die Größe des zwischen der wenigstens einen Steueröffnung 29 und der wenigstens einen Drosselöffnung 31 gebildeten Drossel­querschnittes auf, die der über die Bypassleitung 5 strömenden Be­triebsmittelmenge pro Zeiteinheit Q äquivalent ist. Dabei ist insbe­sondere vorteilhaft, daß von der den Notlaufquerschnitt 36 darstel­lenden Ausgangsstellung des Drosselorgans 7 ausgehend bei einer Er­regung des Elektromotors 15 nach einem sehr kurzen Verstellweg in der Stellung s₁ bereits die vollständige Öffnung der Steueröffnung 29 durch die Drosselöffnung 31 erreichbar ist, in der die maximale Betriebsmittelmenge Qmax über die Bypassleitung 5 strömen kann. Erst bei einer weiteren Bewegung des Drosselorgans 7 über die Stel­lung s₁ hinaus beginnt bis zum Punkt C die eigentliche Regelung des Drosselquerschnittes, so daß in Abhängigkeit von den Betriebs­kenngrößen der Brennkraftmaschine jede Zwischenstellung des Drossel­organes 7 von der vollständigen Öffnung der Steueröffnung 29 im Punkt B und der dabei möglichen maximal strömenden Betriebsmittel­menge Qmax bis zur nahezu vollständigen Sperrung der Steueröffnung 29 im Punkt C, bei der lediglich eine Leckmenge QL strömen kann, möglich ist. Der aufgezeigte Kennlinienverlauf gewährleistet, daß auch bei ungünstigsten Startverhältnissen der Brennkraftmaschine, in denen infolge von niederen Starttemperaturen und einem Strombedarf auch für andere Aggregate der Brennkraftmaschine die Versorgungs­spannung der Kraftfahrzeugbatterie abgesunken ist, diese niedere Versorgungsspannung noch ausreicht, um das Drosselorgan 7 in eine Stellung s₁ zu bewegen, in der für den sicheren Start und Weiter­lauf der Brennkraftmaschine eine meist erforderliche maximale Be­triebsmittelmenge Qmax über die Bypassleitung 5 strömen kann.The point E characterizing the safety cross-section in FIG. 1 can be reached from the position s 2 of the throttle element 7 at point C, in which only a leakage quantity Q L flows according to the dash-dotted line 37 directly by a movement into the position s,, starting from the leakage quantity Q L at point C, the throttle cross section at the control opening 29 is enlarged again up to point E. Another possibility is to first move the throttle member 7 from position s₂ to position s₃ without opening the control opening 29. The adjustment movement from position s₂ to position s₃ of the throttle element 7 is characterized by the curve from point C to point D. In the adjustment range between the position s₂ and the position s₃ only the leakage amount Q L can flow through the control opening 29. Starting from point D, i.e. the position s₃ of the throttle element 7, the continuous opening of the throttle cross-section to point E takes place in accordance with the solid line, in which the throttle element 7 assumes the position s₄ and the safety cross-section is open at the control opening 29, via which the amount of safety equipment Q S can flow. The characteristic curve between the points A, B, C, D and E shown in FIG. 1 shows the size of the throttle cross section formed between the at least one control opening 29 and the at least one throttle opening 31 when the throttle element 7 is adjusted in the same direction of movement The amount of operating fluid flowing through the bypass line 5 per unit of time Q is equivalent. It is particularly advantageous that starting from the emergency running cross-section 36 starting position of the throttle member 7 starting with an excitation of the electric motor 15 after a very short adjustment path in the position s 1, the full opening of the control opening 29 can be reached through the throttle opening 31, in which the maximum Amount of equipment Q max can flow via the bypass line 5. Only with a further movement of the throttle element 7 beyond the position s 1 also begins the actual regulation of the throttle cross-section up to point C, so that, depending on the operating parameters of the internal combustion engine, each intermediate position of the throttle element 7 from the complete opening of the control opening 29 in point B and the maximum amount of operating fluid Q max that is possible until the control opening 29 is almost completely blocked at point C, at which only a leakage amount Q L can flow. The characteristic curve shown ensures that even at the most unfavorable starting conditions of the internal combustion engine, in which the supply voltage of the motor vehicle battery has dropped due to low starting temperatures and a current requirement for other units of the internal combustion engine, this low supply voltage is still sufficient to reduce the throttle element 7 to a position s 1 move, in which a mostly required maximum amount of operating fluid Q max can flow via the bypass line 5 for the safe starting and continuing operation of the internal combustion engine.

In den Figuren 4a bis d ist ein Ausführungsbeispiel eines Drossel­organes 7 und einer Steueröffnung 29 einer Vorrichtung 6 entspre­chend den Figuren 2 und 3 dargestellt, mit dem eine Kennlinie ent­sprechend dem Kurvenverlauf A bis E nach Figur 1 erzielbar ist. Für die gleichen und gleichwirkenden Teile wurden die gleichen Bezugs­zeichen gewählt. Die Ausgestaltung nach den Figuren 4a bis d kann nicht nur bei einer Ausgestaltung des Drosselorgans als Drehschieber Verwendung finden, sondern auch bei anderen Ausgestaltungen des Drosselorgans 7, beispielsweise in Form eines ebenen Flachschiebers. In Figur 4 ist das Drosselorgan 7 beispielsweise als ebener Flach­schieber ausgebildet und besitzt eine rechteckförmig ausgebildete Drosselöffnung 31, die auch quadratisch, kreisförmig oder in anderer Form sphärisch ausgebildet sein kann. Die Drosselöffnung 31 ist zum Rand 38 des Drosselorgans 7 offen, sie kann jedoch auch geschlossen sein. Die Drosselöffnung 31 wird in Bewegungsrichtung von einem rechten Flügel 40 und andererseits von einem linken Flügel 41 be­grenzt. In der Figur 4a nimmt das Drosselorgan 7 seine Ausgangsstel­lung ein, die dem Punkt A der Kurve in Figur 1 entspricht und in der sich die Steueröffnung 29 und die Drosselöffnung 31 nur teilweise überdecken, so daß der Notlaufquerschnitt 36 an der Steueröffnung 29 geöffnet bleibt, während der linke Flügel 41 teilweise die Steuer­öffnung 29 sperrt. Die Steueröffnung 29 ist beim Ausführungsbeispiel rechteckförmig dargestellt, sie kann jedoch ebenfalls quadratisch, kreisförmig oder in einer anderen sphärischen Form ausgebildet sein. Bei Erregung des Elektromotors 15 wird das Drosselorgan 7 gegenüber der Steueröffnung 29 entsprechend der Figur 4b nach links bewegt und kommt dabei in eine Stellung s₁ nach Figur 1, in der Steueröffnung 29 und Drosselöffnung 31 vollständig in Überdeckung sind und die Steueröffnung 29 vollständig geöffnet ist, so daß die maximale Be­triebsmittelmenge Qmax strömen kann. Ausgehend von der in Figur 4b dargestellten Stellung des Drosselorganes 7 beginnt die eigentliche Regelung des Drosselquerschnittes entsprechend dem Kurvenverlauf B nach C in Figur 1, bei dem sich die Steueröffnung 29 und die Dros­selöffnung 31 mehr oder weniger überdecken bzw. der rechte Flügel 40 die Steueröffnung 29 mehr oder weniger verschließt. Die in der Figur 4c dargestellte Stellung entspricht der Stellung s₂ in Figur 1, bei der die Steueröffnung 29 durch den rechten Flügel 40 vollständig geschlossen ist und nur noch eine Leckmenge QL strömen kann. Bei einem Ausfall der Spiralfeder 32 und erregtem Elektromotor 15 kann nun entsprechend Figur 4d das Drosselorgan 7 weiter nach links be­wegt werden, um in der Stellung s₄ entsprechend dem Punkt E in Fi­gur 1 mit einer am rechten Flügel 40 ausgebildeten Steuerkante 42 die Steueröffnung 29 zur Bildung eines Sicherheitsquerschnittes 43 wieder etwas zu öffnen.4a to d show an embodiment of a throttle element 7 and a control opening 29 of a device 6 according to FIGS. 2 and 3, with which a characteristic curve corresponding to the curve A to E according to FIG. 1 can be achieved. The same reference numerals have been chosen for the same and equivalent parts. The configuration according to FIGS. 4a to d can be used not only in a configuration of the throttle element as a rotary slide valve, but also in other configurations of the throttle element 7, for example in the form of a flat flat slide valve. In FIG. 4, the throttle element 7 is designed, for example, as a flat flat slide valve and has a throttle opening 31 of rectangular shape, which can also be square, circular or spherical in some other form. The throttle opening 31 is open to the edge 38 of the throttle member 7, but it can also be closed be. The throttle opening 31 is delimited in the direction of movement by a right wing 40 and on the other hand by a left wing 41. In Figure 4a, the throttle body 7 assumes its starting position, which corresponds to point A of the curve in Figure 1 and in which the control opening 29 and the throttle opening 31 only partially overlap, so that the emergency running cross-section 36 at the control opening 29 remains open while the left wing 41 partially blocks the control opening 29. In the exemplary embodiment, the control opening 29 is shown in a rectangular shape, but it can also be square, circular or in another spherical shape. When the electric motor 15 is excited, the throttle member 7 is moved to the left relative to the control opening 29 according to FIG. 4b and thereby comes into a position s 1 according to FIG. 1, in which the control opening 29 and throttle opening 31 are completely in register and the control opening 29 is fully open, so that the maximum amount of equipment Q max can flow. Starting from the position of the throttle element 7 shown in FIG. 4b, the actual regulation of the throttle cross-section begins in accordance with the curve B to C in FIG. 1, in which the control opening 29 and the throttle opening 31 overlap to a greater or lesser extent or the right wing 40 controls the control opening 29 more or less closes. The position shown in Figure 4c corresponds to the position s₂ in Figure 1, in which the control opening 29 is completely closed by the right wing 40 and can only flow a leak amount Q L. If the coil spring 32 fails and the electric motor 15 is energized, the throttle element 7 can now be moved further to the left in accordance with FIG. 4d in order to form the control opening 29 in the position s₄ corresponding to the point E in FIG. 1 with a control edge 42 formed on the right wing 40 a security cross section 43 to open something again.

Ein weiteres Ausführungsbeispiel der Vorrichtung 6 nach den Figuren 2 und 3 zur Darstellung einer Kennlinie nach der Figur 1 zeigen die Figuren 5a bis d, bei denen für gleiche und gleichwirkenden Teile die bereits bisher verwendeten Bezugszeichen benutzt werden. Bei dem Ausführungsbeispiel nach den Figuren 5a bis d hat die Steueröffnung 29 der Vorrichtung 6 die Form eines Parallelogramms und die in dem Drosselorgan 7 ausgebildete Drosselöffnung 31 die Form eines Drei­ecks, das beispielsweise wie dargestellt zu dem einen Rand des Dros­selorgans hin offen ist, aber auch geschlossen sein kann. Das Dros­selorgan 7 kann ebenfalls wieder eben, gewölbt oder in einer anderen Form ausgebildet sein. Der rechte Flügel 40 wird durch einen linken Schenkel 45 der dreieckförmigen Drosselöffnung 31 und der linke Flü­gel 41 durch einen rechten Schenkel 46 der Drosselöffnung 31 be­grenzt. Linker Schenkel 45 und rechter Schenkel 46 schließen zwi­schen sich einen spitzen Winkel ein, der dem spitzen Winkel der parallelogrammförmigen Steueröffnung 29 zwischen zwei benachbarten Seiten der Steueröffnung entspricht. Drosselorgan 7 und Steueröff­nung 29 sind so zueinander angeordnet, daß der linke Schenkel 45 und der rechte Schenkel 46 jeweils parallel zu zwei der Seiten der Steueröffnung 29 verlaufen und die den Winkel einschließenden Schenkel 45, 46 der Drosselöffnung 31 bei einer Bewegung des Dros­selorganes 7 in eine Stellung, in der die Steueröffnung 29 vollstän­dig geöffnet ist, mit zwei ebenfalls einen Winkel einschließenden benachbarten Seiten in Überdeckung gelangen. Bei der in Figur 5a dargestellten Stellung des Drosselorgans 7 ist die Ausgangsstellung gezeigt, in der sich Steueröffnung 29 und Drosselöffnung 31 zur Bil­dung des Notlaufquerschnittes 36 teilweise überdecken, also der rechte Flügel 40 die Steueröffnung 29 mit dem linken Schenkel 45 nur teilweise abdeckt. In Figur 5b ist die Stellung s₁ des Dros­selorgans 7 nach Figur 1 dargestellt, in der die Drosselöffnung 31 vollständig die Steueröffnung 29 zum Durchlaß einer maximalen Be­triebsmittelmenge Qmax öffnet und sich die Schenkel 45, 46 mit zwei benachbarten Seiten der parallelogrammförmigen Steueröffnung 29 überdecken. Die Figur 5c zeigt die Stellung s₂ nach Figur 1 des Drosselorgans 7, in der der linke Flügel 41 die Steueröffnung 29 vollständig sperrt und lediglich eine Leckmenge QL strömen kann. Zur Steuerung eines Sicherheitsquerschnittes 43 an der Steueröffnung 29 ist das Drosselorgan 7 weiter in Richtung nach rechts in eine Stellung s₄ nach Figur 1 bewegbar, in der mit der Steuerkante 42 des linken Flügels 41 ein Teil der Steueröffnung 29 wieder geöffnet wird.A further exemplary embodiment of the device 6 according to FIGS. 2 and 3 for representing a characteristic curve according to FIG. 1 is shown in FIG Figures 5a to d, in which the reference numerals already used are used for identical and equivalent parts. In the exemplary embodiment according to FIGS. 5a to d, the control opening 29 of the device 6 has the shape of a parallelogram and the throttle opening 31 formed in the throttle element 7 has the shape of a triangle which, for example, is open towards one edge of the throttle element, as shown, but also can be closed. The throttle element 7 can also be flat, curved or be designed in another shape. The right wing 40 is delimited by a left leg 45 of the triangular throttle opening 31 and the left wing 41 by a right leg 46 of the throttle opening 31. Left leg 45 and right leg 46 form an acute angle between them, which corresponds to the acute angle of the parallelogram-shaped control opening 29 between two adjacent sides of the control opening. Throttle element 7 and control opening 29 are arranged in relation to one another in such a way that the left leg 45 and the right leg 46 each run parallel to two of the sides of the control opening 29 and the angle-enclosing legs 45, 46 of the throttle opening 31 when the throttle element 7 moves into one Position in which the control opening 29 is fully open, with two adjacent sides also enclosing an angle overlap. In the position of the throttle member 7 shown in FIG. 5a, the starting position is shown, in which the control opening 29 and throttle opening 31 partially overlap to form the emergency running cross-section 36, that is to say the right wing 40 only partially covers the control opening 29 with the left leg 45. In Figure 5b, the position s₁ of the throttle body 7 is shown in Figure 1, in which the throttle opening 31 completely opens the control opening 29 for passage of a maximum amount of equipment Q max and the legs 45, 46 overlap with two adjacent sides of the parallelogram-shaped control opening 29. Figure 5c shows the position s₂ of Figure 1 of the throttle body 7, in which the left wing 41, the control opening 29th completely blocks and only a leakage amount Q L can flow. To control a safety cross section 43 at the control opening 29, the throttle element 7 can be moved further to the right into a position s₄ according to FIG. 1, in which part of the control opening 29 is opened again with the control edge 42 of the left wing 41.

Figur 6 zeigt eine Draufsicht auf eine Vorrichtung 6 nach den Figu­ren 2 und 3 mit einem Blick in den Zuströmstutzen 26, durch den hin­durch die Steueröffnung 29 erkennbar ist, die durch ein gestrichelt dargestelltes Drosselorgan 7 steuerbar ist. Die Steueröffnung 29 ist entsprechend dem Ausführungsbeispiel nach den Figuren 5a bis d pa­rallelogrammförmig ausgebildet und die Drosselöffnung 31 im Drossel­organ 7 dreieckförmig. Die Schenkel 45, 46 der Drosselöffnung 31 und die Seiten der Steueröffnung 29 gehen bei der Darstellung nach Figur 6 unter einem Radius 47 ineinander über, wodurch diese Öffnungen leichter und genauer herstellbar sind.FIG. 6 shows a plan view of a device 6 according to FIGS. 2 and 3 with a view into the inlet connection 26, through which the control opening 29 can be seen, which can be controlled by a throttle element 7 shown in broken lines. The control opening 29 has a parallelogram shape in accordance with the exemplary embodiment according to FIGS. 5a to d and the throttle opening 31 in the throttle element 7 is triangular. The legs 45, 46 of the throttle opening 31 and the sides of the control opening 29 merge into one another at a radius 47 in the illustration according to FIG. 6, as a result of which these openings can be produced more easily and more precisely.

Bei dem in Figur 7 dargestellten weiteren Ausführungsbeispiel sind gleiche und gleichwirkende Teile durch die gleichen Bezugzszeichen gekennzeichnet wie bisher. Im Gegensatz zu dem Ausführungsbeispiel nach den Figuren 4a bis d sind bei dem Ausführungsbeispiel nach Fi­gur 7a bis d zwei Steueröffnungen 49, 50 und zwei Drosselöffnungen 51, 52 im Drosselorgan 7 vorgesehen. Diese Öffnungen sind mit recht­eckförmigem Querschnitt dargestellt, sie können jedoch in der oben beschriebene Weise eine andere Form haben. Die Steueröffnungen 49, 50 und die Drosselöffnungen 51, 52 sind jeweils mit Abstand zueinan­der angeordnet. Zweckmäßigerweise sind die Steueröffnungen 49, 50 unterschiedlich breit und die Drosselöffnungen 51, 52 ebenfalls. Bei der in den Figuren 7a bis d dargestellten Ausführungsweise ist die rechts angeordnete Steueröffnung 49 schmäler als die links angeord­nete Steueröffnung 50 und die rechts angeordnete Drosselöffnung 51 schmäler als die links angeordnete Drosselöffnung 52. Der Abstand der Öffnungen zueinander kann in dargestellten Weise so gewählt sein, daß in der Ausgangsstellung des Drosselorgans 7, also bei nicht erregtem Elektromotor 15 die rechte Steueröffnung 49 durch das Drosselorgan 7 verschlossen wird und die linke Steueröffnung 50 teilweise mit der linken Drosselöffnung 52 zur Bildung des Notlauf­querschnittes 36 in Überdeckung ist, wie es die Figur 7a zeigt. Bei der in Figur 7b dargestellten Stellung s₁ des Drosselorgans 7 nach Figur 1 werden die beiden Steueröffnungen 49, 50 durch die Drossel­öffnungen 51, 52 vollständig geöffnet, so daß über die Bypassleitung 5 die maximale Betriebsmittelmenge Qmax strömen kann. Bei einer weiteren Bewegung des ebenfalls als Flachschieber, Drehschieber oder in sonstiger Form ausgebildeten Drosselorgans 7 gelangt das Drossel­organ 7 in eine in Figur 7c dargestellte Stellung s₂, in der die Steueröffnungen 49, 50 geschlossen sind und entsprechend Figur 1 nur noch eine Leckmenge QL strömt. Bei Ausfall der Spiralfeder 32 und Erregung des Elektromotors 15 nimmt das Drosselorgan 7 eine Stellung s₄ nach Figur 1 ein, wie sie die Figur 7d zeigt, in der die Steu­erkante 42 die linke Steueröffnung 50 teilweise zur Bildung eines Sicherheitsquerschnittes 43 öffnet. Die rechte Steueröffnung 49 wird bei dem dargestellten Ausführungsbeispiel nicht zur Bildung des Sicherheitsquerschnittes herangezogen, die Ausgestaltung könnte je­doch auch so gewählt werden, daß zur Bildung des Sicherheitsquer­schnittes, wie nicht dargestellt, ein Teil der Steueröffnung 50 und ein Teil der Steueröffnung 49 geöffnet werden.In the further exemplary embodiment shown in FIG. 7, the same and equivalent parts are identified by the same reference numerals as before. In contrast to the exemplary embodiment according to FIGS. 4a to d, two control openings 49, 50 and two throttle openings 51, 52 are provided in the throttle element 7 in the exemplary embodiment according to FIGS. 7a to d. These openings are shown with a rectangular cross section, but they can have a different shape in the manner described above. The control openings 49, 50 and the throttle openings 51, 52 are each arranged at a distance from one another. The control openings 49, 50 expediently have different widths and the throttle openings 51, 52 likewise. In the embodiment shown in FIGS. 7a to d, the control opening 49 on the right is narrower than the control opening 50 on the left and the throttle opening 51 on the right is narrower than the throttle opening 52 on the left. The distance The openings to each other can be selected in the manner shown that in the starting position of the throttle element 7, that is to say when the electric motor 15 is not energized, the right control opening 49 is closed by the throttle element 7 and the left control opening 50 is partially closed with the left throttle opening 52 to form the emergency running cross section 36 is in register, as shown in FIG. 7a. In the position s 1 shown in Figure 7b of the throttle body 7 of Figure 1, the two control openings 49, 50 through the throttle openings 51, 52 are fully opened so that the maximum amount of operating fluid Q max can flow through the bypass line 5. With a further movement of the throttle member 7, which is also designed as a flat slide valve, rotary slide valve or in some other form, the throttle member 7 moves into a position s 2 shown in FIG. 7c, in which the control openings 49, 50 are closed and, according to FIG. 1, only a leakage quantity Q L flows . If the coil spring 32 fails and the electric motor 15 is energized, the throttle element 7 assumes a position s₄ according to FIG. 1, as shown in FIG. 7d, in which the control edge 42 partially opens the left control opening 50 to form a safety cross section 43. The right control opening 49 is not used in the exemplary embodiment shown to form the safety cross section, but the configuration could also be chosen such that part of the control opening 50 and part of the control opening 49 are opened, as not shown, to form the safety cross section.

Claims (7)

1. Device (6) for controlling at least one throttle cross-section at at least one control opening (29, 49, 50) in a bypass line (5), conducting air around a throttle valve (3) in the intake pipe (2) of an internal combustion engine, for regulating the idling speed of the internal combustion engine by an electric servomotor (15) by which, upon energizing, a throttle member (7) can be actuated against the force of a spring element (32) in such a way that it opens the at least one control opening (29, 49, 50) to a greater or lesser extent, characterized in that, in the event of failure of the spring element (32) and if the servomotor (15) is energized, the throttle member (7) can be moved only in a direction opposed to the direction of force of the spring element (32) into a position in which a safety cross-section (43) of the bypass line (5) is opened, which safety cross-­section (43) permits operation of the internal combustion engine and via which a smaller air quantity per unit of time flows than via the completely opened control opening (29, 49, 50).
2. Device according to Claim 1, characterized in that the safety cross-section (43) is formed by a sectional area of the control opening (29, 49, 50).
3. Device according to Claim 1 or 2, characterized in that the safety cross-section (43) is opened by a control edge (42) of the throttle member (7).
4. Device according to one of the preceding claims, characterized in that the throttle member (7) can be moved past its position closing the control opening (29, 49, 50) into the, position opening the safety cross-­ section (43).
5. Device according to Claim 4, characterized in that the throttle member (7) can be moved out of its initial position in a constant direction of movement first of all into a position completely opening the control opening (29, 49, 50) and only after that into a position closing the control opening (29, 49, 50) to a greater or lesser extent.
6. Device according to Claim 5, characterized in that, in its initial position, the throttle member (7) assumes a position in which an emergency-running cross-­section (36) of the bypass line (5) is opened via which a smaller quantity of operating medium per unit of time can flow than via the completely opened control opening (29, 49, 50).
7. Device according to one of the preceding claims, characterized in that the throttle member (7) is designed as a rotary slide valve projecting into the bypass line (5).
EP88903182A 1987-05-19 1988-04-20 Device for controlling at least one throttle cross-section at at least one control opening Expired - Lifetime EP0348432B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT88903182T ATE60937T1 (en) 1987-05-19 1988-04-20 DEVICE FOR CONTROL OF AT LEAST ONE THROTTLE CROSS-SECTION ON AT LEAST ONE CONTROL ORIFICE.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19873716661 DE3716661A1 (en) 1987-05-19 1987-05-19 DEVICE FOR CONTROLLING AT LEAST ONE THROTTLE CROSS SECTION AT AT LEAST ONE CONTROL OPENING
DE3716661 1987-05-19

Publications (2)

Publication Number Publication Date
EP0348432A1 EP0348432A1 (en) 1990-01-03
EP0348432B1 true EP0348432B1 (en) 1991-02-20

Family

ID=6327822

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88903182A Expired - Lifetime EP0348432B1 (en) 1987-05-19 1988-04-20 Device for controlling at least one throttle cross-section at at least one control opening

Country Status (9)

Country Link
US (1) US4962737A (en)
EP (1) EP0348432B1 (en)
JP (1) JPH03501147A (en)
KR (1) KR890701889A (en)
AU (1) AU613624B2 (en)
BR (1) BR8807556A (en)
DE (2) DE3716661A1 (en)
ES (1) ES2011090A6 (en)
WO (1) WO1988009435A1 (en)

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DE3801084A1 (en) * 1987-05-19 1988-12-08 Bosch Gmbh Robert DEVICE FOR CONTROLLING AT LEAST ONE THROTTLE CROSS SECTION AT AT LEAST ONE CONTROL OPENING
DE3909396A1 (en) * 1989-03-22 1990-10-04 Bayerische Motoren Werke Ag DEVICE FOR MEASURING THE IDLE AIR OF INTERNAL COMBUSTION ENGINES
JPH03156140A (en) * 1989-08-20 1991-07-04 Nippondenso Co Ltd Idling control valve of engine
DE4007260A1 (en) * 1990-03-08 1991-09-12 Bosch Gmbh Robert Rotating flow control valve
DE4431712A1 (en) * 1994-09-06 1996-03-07 Bosch Gmbh Robert IC engine idling speed control device
US6945226B2 (en) * 2003-03-04 2005-09-20 Ford Global Technologies, Llc Intake manifold valve system, method, and diagnostic
US10125696B2 (en) * 2015-04-14 2018-11-13 Walbro Llc Charge forming device with throttle valve adjuster

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DE3234468A1 (en) * 1982-09-17 1984-03-22 Robert Bosch Gmbh, 7000 Stuttgart METHOD AND DEVICE FOR CONTROLLING AT LEAST ONE THROTTLE CROSS-SECTION IN A CONTROL LINE
DE3325538A1 (en) * 1983-07-15 1985-01-24 Vdo Adolf Schindling Ag, 6000 Frankfurt DEVICE FOR CONTROLLING THE IDLE SPEED OF A COMBUSTION FUEL ENGINE
DE3328960A1 (en) * 1983-08-11 1985-02-21 Vdo Adolf Schindling Ag, 6000 Frankfurt VALVE ARRANGEMENT
DE3340060A1 (en) * 1983-11-05 1984-12-20 Daimler-Benz Ag, 7000 Stuttgart Device for controlling the idling of a mixture-compressing internal combustion engine
DE3609438A1 (en) * 1986-03-20 1987-09-24 Vdo Schindling ACTUATOR FOR CONTROLLING THE FLOW RATE OF A MEDIUM
DE3801084A1 (en) * 1987-05-19 1988-12-08 Bosch Gmbh Robert DEVICE FOR CONTROLLING AT LEAST ONE THROTTLE CROSS SECTION AT AT LEAST ONE CONTROL OPENING
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US4873955A (en) * 1988-09-19 1989-10-17 Colt Industries Inc. Idle air flow shutoff valve

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US4480614A (en) * 1980-10-06 1984-11-06 Toyota Jidosha K.K. Idling speed control device of an internal combustion engine

Also Published As

Publication number Publication date
AU613624B2 (en) 1991-08-08
BR8807556A (en) 1990-05-08
KR890701889A (en) 1989-12-22
DE3861792D1 (en) 1991-03-28
JPH03501147A (en) 1991-03-14
WO1988009435A1 (en) 1988-12-01
ES2011090A6 (en) 1989-12-16
DE3716661A1 (en) 1988-12-08
EP0348432A1 (en) 1990-01-03
US4962737A (en) 1990-10-16
AU1595888A (en) 1988-12-21

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