EP0369061B1 - Load adjustment system - Google Patents

Load adjustment system Download PDF

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Publication number
EP0369061B1
EP0369061B1 EP88119380A EP88119380A EP0369061B1 EP 0369061 B1 EP0369061 B1 EP 0369061B1 EP 88119380 A EP88119380 A EP 88119380A EP 88119380 A EP88119380 A EP 88119380A EP 0369061 B1 EP0369061 B1 EP 0369061B1
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EP
European Patent Office
Prior art keywords
contact
driver element
load
safety
driver
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
EP88119380A
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German (de)
French (fr)
Other versions
EP0369061A1 (en
Inventor
Manfred Pfalzgraf
Gerd Hickmann
Eberhard Mausner
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Mannesmann VDO AG
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Mannesmann VDO AG
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Publication of EP0369061A1 publication Critical patent/EP0369061A1/en
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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
    • F02D11/06—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
    • F02D11/106—Detection of demand or actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0404—Throttle position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/08—Redundant elements, e.g. two sensors for measuring the same parameter

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 also be moved by means of an electric actuator, with a target value detection element associated with the driver, one which interacts with it Actual value detection element acting on the electric actuator, the electric actuator being controllable as a function of the detected values by an electronic control device, with a distance monitoring device provided between the driver and the control element, which in the event of a deviation of the driver and control element from a predetermined distance Control device supplies a signal for the purpose of the plausibility check, the control device in the absence of defined plausibility conditions from the electric actuator couples or switches off and driver and control element are mechanically positively guided and wherein the distance monitoring device cooperates with a safety contact circuit or includes this.
  • 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 off 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 it corresponds to 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 switch automatically or if the idling speed is to be regulated to a constant value even when there are different performance requirements when idling.
  • the object of the invention is to develop a load adjustment device of the type mentioned so that the functionality of the electronic actuation of the actuator via the accelerator pedal and thus the functionality of the electronic control device is continuously monitored and also a defined reaction if the electronic control device fails on the actuator and subsequently the throttle valve or injection pump is possible.
  • the safety contact circuit has two safety contacts, with one safety contact monitoring the idle area of the internal combustion engine and the other safety contact monitoring the part-load and full-load area, and both safety contacts being activated in the transition area from idle to part-load operation when the electric actuator is activated.
  • the above-mentioned design of the safety contact circuit has the advantage that the safety contacts are actuated alternately during normal driving courses and that this alternating actuation enables the electronic control device to be continuously checked for its function.
  • the distance monitoring device which interacts with a safety contact circuit, continuously checks the position of the driver and control element; Defined distances between driver and control element should not correlate with distances specified by the driving conditions and at the same time agree with the plausibility conditions relating to these driving conditions, the signal leads to the electronic control device being switched off, which means that after the electrical actuator has been uncoupled or switched off, the driver and control element are mechanically positively guided.
  • the control of the electronic control device via a signal is to be understood in the sense that both the generation of a signal and the absence of a signal can be interpreted as an error message for the electronic control device, for example the electronic control device can be used in the absence of a switching contact signal and in the absence of plausibility conditions Decouple or switch off the electric actuator.
  • a wide variety of operating states of the internal combustion engine can be considered as plausibility conditions, for example driving states when the speed limit controller is activated, those with anti-slip control, etc.
  • driving states for example driving states when the speed limit controller is activated, those with anti-slip control, etc.
  • a signal is supplied to the electronic control device that would actually indicate an error in the system, but would not because of the plausibility condition that was met leads to uncoupling or switching off the actuator. This only occurs if a signal is sent to the control device and the corresponding plausibility conditions are not met; in this case, the driver and control element are mechanically positively guided.
  • the load adjustment device can be varied over a wide range in terms of its design.
  • the driver can have the distance measuring device directly and the driver and the control element by means of be coupled to a coupling spring, the control element being biased in the direction of a stop of the driver.
  • Driver and control element thus interact directly, the safety contact circuit interacting with the distance monitoring device can be positioned at a location that is independent of the distance monitoring device, for example between the electric actuator and the actuator.
  • a voltage supply path should expediently be provided for both safety contacts, as well as a first voltage path leading from the one safety contact to the control device and a second voltage path leading from the other safety contact to the control device, a contact element with the voltage supply path and on the one hand with the voltage path extending over the idle range for one safety contact and, on the other hand, can be connected to the voltage path for the other safety contact, which extends over the partial / full load range.
  • the distance monitoring device or the safety contact circuit can be assigned to both the control element and the driver.
  • a spring element that is biased and limited in the direction of the control lever is connected to the driver, the spring force of which is greater than that of the coupling spring, but less than the spring force of a return spring that biases the driver in the idling direction.
  • a special embodiment of the invention provides that the driver has three safety contacts, two safety contacts forming a unit being contactable with the voltage supply path and the voltage path extending over the idle region, and the third Can be contacted with the voltage path extending over the partial / full load range and connected to the voltage supply path via a switch, wherein a switching element mounted in the driver and movable in the direction of movement of the driver is provided, which engages with the control element or a stationary stop limiting the upper idling range switches the switch.
  • FIG. 1 shows an accelerator pedal 1 with which a lever 2 can be moved between a full load stop VL and an idle stop LL.
  • the lever 2 can move a driver 4 in the direction of a further full load stop VL via a throttle cable 3 and is preloaded in the idling direction by means of a return spring 5 acting on the throttle cable 3.
  • a return spring 6 acting on the catch 4 biases it in the idling direction.
  • the driver 4 is connected to a setpoint detection element in the manner of a grinder 7 of a potentiometer 8, which controls a servomotor 9, which can 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 opposite distance between the grinders 7 and 12 remains constant.
  • An electronic control device 22 interacts with the grinders 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 external default values by the To represent control device 22, control element 11 can be moved independently of driver 4.
  • a mechanical positive guidance is provided between the driver 4 and the control element 11.
  • the control element 11 has an arm 11a directed in the direction of the driver 4, with the free end 11b of which a driver-side tappet 4a interacts. This is held in a sleeve 4b connected to the driver 4, in which a compression spring 4c is guided, which prestresses the tappet 4a in the direction of a stop 4d of the sleeve 4b.
  • the driver 4 has an arm 4e.
  • a coupling spring 24 is arranged between a shoulder 11c connected to the control element 11 and directed towards the arm 4e on the driver side and the driver 4 adjacent to the sleeve 4b.
  • the spring forces of the return spring 6, the coupling spring 24 and the compression spring 4c are to be dimensioned such that the tensile force of the return spring 6 is greater than the compressive force of the compression spring 4c, which in turn is greater than the tensile force of the coupling spring 24.
  • a distance monitoring device 15 for the driver 4 and the control element 11 is assigned to the control element 11. It comprises a safety contact circuit, with which the position of the control element 11 in relation to the respective driving state of the vehicle driven by the internal combustion engine can be checked for plausibility conditions, in that the electronic control device 22, as indicated by the arrows, is supplied with a signal, in the absence of the signal and certain plausibility conditions, the electric servomotor 9 is uncoupled by means of the clutch 10.
  • the load adjustment device thus works exclusively mechanically, that is to say on account of the mechanical coupling of driver 4 and control element 11 via compression spring 4c, driver-side tappet 4a and arm 11a.
  • the safety contact circuit has one that runs parallel to the direction of movement of the arms 4a and 11a Power supply path 32, which extends over the entire load range of the load adjustment device, and a contact path 33 arranged in parallel therewith for a first safety contact, which extends only over the idling range with a slight extension to the partial load range.
  • the arm 4e has a contact path 34 which extends parallel to the voltage supply path 32 and extends over the idle region.
  • This contact path 34 forms a unit with a contact element 35, which can contact a contact path 36, which covers the part-load / full-load region and is arranged parallel to the contact path 32 and which extends slightly into the idle region to overlap with the contact path 33.
  • the extension 11d of the control element 11 finally has three contact elements 38, 39 and 40 which are electrically conductively connected to one another, the contact element 38 making contact with the voltage supply path 32, and the contact element 39 in the idle region, the voltage path 33 and the contact element 40 arranged in the end point of the control element 11 Part load / full load range can contact the contact path 34.
  • the last-mentioned plausibility is maintained with the clutch 10 open, that is to say in the emergency driving mode, by the prestressed compression spring 4c. It prevents the coupling spring 24 from switching in emergency operation (contact element 40 on contact path 34). In emergency driving mode, therefore, for example when the control element 11 is jammed, a switching operation of the contact element 40 on the contact path 34 is activated (for example on ignition, etc.).
  • the frame 23 shown in FIG. 1 is intended to clarify that the components shown within the frame represent a structural unit.
  • a pedal contact switch 18 is provided on the accelerator pedal 1, by means of which such a maladjustment can be determined.
  • an automatic train 20 of an automatic transmission 19 is indicated in FIG. 1, with which the driver 4 can also be displaced.
  • FIGS. 2 and 3a, 3b largely corresponds in its general function to the load adjustment device to that of the embodiment shown in FIG. 1. Accordingly, in their For the sake of simplicity, parts corresponding to those shown in FIG. 1 have the same reference numerals.
  • FIGS. 2 and 3a, 3b differs from the previously discussed embodiment in that the driver 4 is now assigned to the distance monitoring device 15.
  • the stationary voltage supply path 32 and the stationary contact paths 33 and 36 are arranged in the area of the driver 4 and run parallel to the arm 4e of the driver 4.
  • the arm 4e receives a switch 42 which is fixedly connected to it at its free end.
  • the switch carrier is provided in the middle with an opening 43, in which a plunger 44 is mounted so as to be displaceable in the direction of travel of control element 11 and driver 4.
  • a non-spring-loaded contact plate 46 is guided with the contact elements 38 and 39 on the voltage supply path 32 and the contact path 33.
  • a spring-loaded contact plate 47 is guided with the contact element 35 on the contact path 36.
  • the voltage supply path 32 is connected to the operating voltage and the contact paths 33 and 36 are routed to the electronic control device.
  • the contact paths 33 and 36 overlap slightly at the separation point from the empty area to the partial load area, so that the safety contact circuit is checked each time when this operating point is passed in the direction of regulating or regulating.
  • the switch 42 is also checked when the idle range is reduced (no actuation of the accelerator pedal), since a stop 48 protrudes in the movement path of the plunger 44 into the position of the maximum idle position, against which the plunger 44 abuts and by shifting into In the direction of the driver 4, the spring-loaded contact plate 47 lifts off the non-spring-loaded contact plate 46 and thus opens the switch 42.
  • the servomotor 9 moves the control element 11 as well as a further arm 11e connected to it and arranged parallel to the arm 11a and acting as a tappet in the direction VL and also opens Action on the plunger 44, the switch 42.
  • the safety contact circuit is bridged by the electronic control device 22 and the switch 42 is checked for proper opening.
  • the emergency position is ensured by the compression spring 4c, the tappet 4a and the arm 11a.
  • the switch 42 is not switched, since the control element 11 runs behind the driver 4 in an electrically guided manner.
  • FIGS. 3a and 3b show a switch housing 42a, the opening 43 in the base plate 42b of the switch 42 penetrating the plunger 44 and being guided between two ring flanges 44a and 44b in the base plate 42b.
  • the two figures illustrate the switch 42 in the closed state.

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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)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Description

Die Erfindung betrifft eine Lastverstelleinrichtung mit einem auf ein die Leistung einer Brennkraftmaschine bestimmenden Stellglied einwirkbaren Steuerelement, das mit einem mit einem Fahrpedal gekoppelten Mitnehmer verbunden ist, und zusätzlich mittels eines elektrischen Stellantriebes bewegbar ist, mit einem dem Mitnehmer zugeordneten Sollwerterfassungselement, einem mit diesem zusammenwirkenden und auf den elektrischen Stellantrieb einwirkenden Ist- werterfassungselement, wobei der elektrische Stellantrieb in Abhängigkeit von den erfaßten Werten von einer elektronischen Regeleinrichtung ansteuerbar ist, mit einer zwischen dem Mitnehmer und dem Steuerelement vorgesehenen Abstandsüberwachungseinrichtung, die bei einer Abweichung von Mitnehmer und Steuerelement von einem vorgegebenen Abstand der Regeleinrichtung ein Signal zum Zwecke der Plausibilitätsprüfung zuführt, wobei die Regeleinrichtung bei fehlenden definierten Plausibilitätsbedingungen den elektrischen Stellantrieb abkoppelt oder ausschaltet und Mitnehmer und Steuerelement mechanisch zwangsgeführt werden und wobei die Abstandsüberwachungseinrichtung mit einer Sicherheitskontaktschaltung zusammenwirkt oder diese umfaßt.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 also be moved by means of an electric actuator, with a target value detection element associated with the driver, one which interacts with it Actual value detection element acting on the electric actuator, the electric actuator being controllable as a function of the detected values by an electronic control device, with a distance monitoring device provided between the driver and the control element, which in the event of a deviation of the driver and control element from a predetermined distance Control device supplies a signal for the purpose of the plausibility check, the control device in the absence of defined plausibility conditions from the electric actuator couples or switches off and driver and control element are mechanically positively guided and wherein the distance monitoring device cooperates with a safety contact circuit or includes this.

Lastverstelleinrichtungen dieser Art (EP-A-0300153) werden in Kraftfahrzeugen zur Betätigung der Drosselklappe oder der Einspritzpumpe durch das Fahrpedal vorgesehen, um mittels der elektronischen Regeleinrichtung derart eingreifen zu können, daß beispielsweise Radschlupf beim Anfahren infolge zu hoher Leistung vermieden wird. Die Regeleinrichtung kann bei zu raschem Niedertreten des Fahrpedals dafür sorgen, daß beispielsweise die Drosselklappe weniger geöffnet wird, als es der Fahrpedalstellung entspricht, so daß die Brennkraftmaschine nur eine zu keinem Durchdrehen der Räder führende Leistung erzeugt. Andere, automatische Eingriffe in die Lastverstelleinrichtung sind erforderlich, wenn ein Getriebe automatisch schalten soll, oder wenn die Leerlaufdrehzahl auch bei unterschiedlichen Leistungserfordernissen im Leerlauf auf einen konstanten Wert geregelt werden soll. Bekannt ist es bei einer solchen Verstelleinrichtung auch, durch einen Geschwindigkeitsbegrenzungsregeler einzugreifen, der durch die Möglichkeit der Entkoppelung des Steuerelementes vom Fahrpedal dafür sorgen kann, daß jeweils diejenige Leistung eingestellt wird, die zur Aufrechterhaltung der eingestellten Geschwindigkeit erforderlich ist. Daneben kann es insbesondere unter dem Aspekt des Fahrkomfort erwünscht sein, eine progressive bzw. degressive Anlenkung des Fahrpedals vorzusehen, mit der Möglichkeit einer gegenüber der Fahrpedalstellung verringerten bzw. erhöhten Leistungseinstellung.Load adjustment devices of this type (EP-A-0300153) 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 off 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 it corresponds to 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 switch automatically or if the idling speed is to be regulated to a constant value even when there are different performance requirements when idling. It is also known in such an adjustment device to intervene by means of a speed limit controller which, by the possibility of decoupling the control element from the accelerator pedal, can ensure that in each case that power is set which is required to maintain the set speed. In addition, from the point of view of driving comfort, it may be desirable to provide a progressive or degressive articulation of the accelerator pedal, with the possibility of a power setting that is reduced or increased compared to the accelerator pedal position.

Sicherheitsgesichtspunkte machen es jedoch erforderlich, daß bei einem Defekt in der Regeleinrichtung sichergestellt ist, daß bei Rücknahme der Fahrpedalstellung die Leistungseinstellung synchron mit der Stellung des Fahrpedals abnimmt. Erreicht wird dies bislang durch Sicherheitseinrichtungen in der elektronischen Regeleinrichtung. Fehlermöglichkeiten in der Regeleinrichtung verringert man dadurch, daß man die Elektronik redundant baut. Dennoch ist eine nicht der Fahrpedalstellung entsprechende, zu hohe Leistungseinstellung bei einem Dejekt nicht völlig ausgeschlossen.Safety considerations make it necessary, however, that 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 is reduced by building the electronics redundantly. Nevertheless, a power setting that is not appropriate for the accelerator pedal position cannot be completely ruled out in the event of a defect.

Aufgabe der Erfindung ist es, eine Lastverstelleinrichtung der genannten Art so weiter zu bilden, daß bei dieser die Funktionsfähigkeit der elektronischen Ansteuerung des Stellgliedes über das Gaspedal und damit die Funktionsfähigkeit der elektronischen Regeleinrichtung ständig überwacht wird und auch bei einem Ausfall der elektronischen Regeleinrichtung eine definierte Rückwirkung auf das Stellglied und in der Folge davon die Drosselklappe bzw. Einspritzpumpe möglich ist.The object of the invention is to develop a load adjustment device of the type mentioned so that the functionality of the electronic actuation of the actuator via the accelerator pedal and thus the functionality of the electronic control device is continuously monitored and also a defined reaction if the electronic control device fails on the actuator and subsequently the throttle valve or injection pump is possible.

Gelöst wird die Aufgabe erfindungsgemäß dadurch, daß die Sicherheitskontaktschaltung zwei Sicherheitskontakte aufweist, wobei bei aktiviertem elektrischen Stellantrieb der eine Sicherheitskontakt den Leerlaufbereich der Brennkraftmaschine und der andere Sicherheitskontakt den Teillast- und Vollastbereich überwacht, sowie im Übergangsbereich vom Leerlauf- zum Teillastbetrieb beide Sicherheitskontakte aktiviert sind. Die genannte Ausbildung der Sicherheitskontaktschaltung beinhaltet den Vorteil, daß während normaler Fahrverläufe die Sicherheitskontakte abwechselnd betätigt werden und aufgrund dieser wechselnden Betätigung eine ständige Überprüfung der elektronischen Regeleinrichtung bezüglich deren Funktion möglich ist.The object is achieved according to the invention in that the safety contact circuit has two safety contacts, with one safety contact monitoring the idle area of the internal combustion engine and the other safety contact monitoring the part-load and full-load area, and both safety contacts being activated in the transition area from idle to part-load operation when the electric actuator is activated. The above-mentioned design of the safety contact circuit has the advantage that the safety contacts are actuated alternately during normal driving courses and that this alternating actuation enables the electronic control device to be continuously checked for its function.

Die Abstandsüberwachungseinrichtung, die mit einer Sicherheitskontaktschaltung zusammenwirkt, überprüft fortwährend die Stellung von Mitnehmer und Steuerelement; sollten definierte Abstände von Mitnehmer und Steuerelement nicht mit durch die Fahrzustände vorgegebenen Abständen korrelieren und gleichzeitig mit auf diese Fahrzustände bezogenen Plausibilitätsbedingungen übereinstimmen, führt das Signal zu einem Abschalten der elektronischen Regeleinrichtung, womit nach dem Entkoppeln oder Ausschalten des elektrischen Stellantriebes die mechanische Zwangsführung von Mitnehmer und Steuerelement erfolgt. Die Ansteuerung der elektronischen Regeleinrichtung über ein Signal ist dabei in dem Sinne aufzufassen, daß sowohl die Erzeugung eines Signals als auch ein Ausbleiben eines Signals im Sinne einer Fehlermeldung für die elektronische Regeleinrichtung aufgefaßt werden können, beispielsweise kann die elektronische Regeleinrichtung bei fehlendem Schaltkontaktsignal und fehlenden Plausibiitätsbedingungen den elektrischen Stellanrieb entkoppeln oder abschalten.The distance monitoring device, which interacts with a safety contact circuit, continuously checks the position of the driver and control element; Defined distances between driver and control element should not correlate with distances specified by the driving conditions and at the same time agree with the plausibility conditions relating to these driving conditions, the signal leads to the electronic control device being switched off, which means that after the electrical actuator has been uncoupled or switched off, the driver and control element are mechanically positively guided. The control of the electronic control device via a signal is to be understood in the sense that both the generation of a signal and the absence of a signal can be interpreted as an error message for the electronic control device, for example the electronic control device can be used in the absence of a switching contact signal and in the absence of plausibility conditions Decouple or switch off the electric actuator.

Als Plausibilitätsbedingungen können die unterschiedlichsten Betriebszustände der Brennkraftmaschine in Frage kommen, beispielsweise Fahrzustände bei aktiviertem Geschwindigkeitsbegrenzungsregeler, solche bei Antischlupfregelung usw. In all diesen Fahrzuständen wird der elektronischen Regeleinrichtung ein Signal zugeführt, das eigentlich auf einen Fehler im System hinweisen würde aber aufgrund der erfüllten Plausibilitätsbedingung nicht zu einem Abkoppeln oder Abschalten des Stellgliedes führt. Solches erfolgt somit nur dann, wenn an die Regeleinrichtung ein Signal abgegeben wird und die entsprechenden Plausibilitätsbedingungen nicht erfüllt sind, in diesem Fall werden dann Mitnehmer und Steuerelement mechanisch zwangsgeführt.A wide variety of operating states of the internal combustion engine can be considered as plausibility conditions, for example driving states when the speed limit controller is activated, those with anti-slip control, etc. In all of these driving states, a signal is supplied to the electronic control device that would actually indicate an error in the system, but would not because of the plausibility condition that was met leads to uncoupling or switching off the actuator. This only occurs if a signal is sent to the control device and the corresponding plausibility conditions are not met; in this case, the driver and control element are mechanically positively guided.

Im Rahmen der erfindungsgemäß vorgeschlagenen Lösung kann die Lastverstelleinrichtung bezüglich deren Ausführung in einer großen Bandbreite variiert werden. So kann beispielsweise der Mitnehmer die Abstandsmeßeinrichtung unmittelbar aufweisen und der Mitnehmer und das Steuerelement mittels einer Koppelfeder gekoppelt sein, wobei das Steuerelement in Richtung eines Anschlages des Mitnehmers vorgespannt ist. Mitnehmer und Steuerelement wirken somit unmittelbar zusammen, die mit der Abstandsüberwachungseinrichtung zusammenwirkende Sicherheitskontaktschaltung kann dabei an einem von der Abstandsüberwachungseinrichtung unabhängigen Ort positioniert sein, beispielsweise zwischen dem elektrischen Stellantrieb und dem Stellglied.Within the framework of the solution proposed according to the invention, the load adjustment device can be varied over a wide range in terms of its design. For example, the driver can have the distance measuring device directly and the driver and the control element by means of be coupled to a coupling spring, the control element being biased in the direction of a stop of the driver. Driver and control element thus interact directly, the safety contact circuit interacting with the distance monitoring device can be positioned at a location that is independent of the distance monitoring device, for example between the electric actuator and the actuator.

Zweckmäßig sollte ein Spannungsversorgungspfad für beide Sicherheitskontakte vorgesehen sein, sowie eine erster, von dem einen Sicherheitskontakt zur Regeleinrichtung führender Spannungspfad und ein zweiter, vom anderen Sicherheitskontakt zur Regeleinrichtung führender Spannungspfad, wobei ein Kontaktelement mit dem Spannungsversorgungspfad und einerseits mit dem sich über den Leerlaufbereich erstreckenden Spannungspfad für den einen Sicherheitskontakt, sowie andererseits mit dem sich über den Teil-/Vollastbereich erstreckenden Spannungspfad für den anderen Sicherheitskontakt verbindbar ist. Durch eine derartige Ausgestaltung der Lastverstelleinrichtung im Bereich der Sicherheitskontaktschaltung ist gewährleistet, daß bei geringem baulichen Aufwand und geringem Raumbedarf die gewünschten Schaltfunktionen ablaufen können.A voltage supply path should expediently be provided for both safety contacts, as well as a first voltage path leading from the one safety contact to the control device and a second voltage path leading from the other safety contact to the control device, a contact element with the voltage supply path and on the one hand with the voltage path extending over the idle range for one safety contact and, on the other hand, can be connected to the voltage path for the other safety contact, which extends over the partial / full load range. Such a configuration of the load adjustment device in the area of the safety contact circuit ensures that the desired switching functions can be carried out with little construction effort and little space requirement.

Grundsätzlich kann die Abstandsüberwachungseinrichtung bzw. die Sicherheitskontaktschaltung sowohl dem Steuerelement als auch dem Mitnehmer zugeordnet sein. Bei beiden Varianten wird es als zweckmäßig angesehen, wenn mit dem Mitnehmer ein in Richtung des Steuerhebels vorgespanntes und wegbegrenztes Federelement verbunden ist, dessen Federkraft größer ist als die der Koppelfeder, aber kleiner als die Federkraft einer dem Mitnehmer in Leerlaufrichtung vorspannenden Rückstellfeder. Mit dieser lassen sich insbesondere bei abgekoppeltem oder ausgeschaltetem Stellantrieb, das heißt im Notfahrbetrieb, definierte Positionen von Mitnehmer und Steuerelement erzielen, die über die Sicherheitskontaktschaltung auf Plausibilitätsbedingungen überprüft werden können. Für den Fall, daß die Sicherheitskontaktschaltung dem Steuerelement zugeordnet ist, sieht eine besondere Ausführungsform der Erfindung vor, daß der Mitnehmer einen Sicherheitskontakt aufweist, der von einem mit dem Steuerelement verbundenen Sicherheitskontakt in einem bestimmten Abstandsbereich zwischen Mitnehmer und Steuerelement kontaktiert und bei einer Bewegung von Mitnehmer und Steuerelement aufeinander zu geöffnet wird, sowie der Sicherheitskontakt des Mitnehmers eine Einheit mit einem weiteren Sicherheitskontakt bildet, der in Kontakt mit dem Spannungspfad für den Teil-/Vollastbereich bringbar ist, wobei bei abgekoppeltem oder ausgeschaltetem Stellantrieb der Sicherheitskontakt des Steuerelementes infolge der Einwirkung des mit dem Mitnehmer verbundenen Federelementes den Sicherheitskontakt des Mitnehmers kontaktiert. Für den Fall, daß die Sicherheitskontaktschaltung dem Mitnehmer zugeordnet ist, sieht eine besondere Ausführungsform der Erfindung vor, daß der Mitnehmer drei Sicherheitskontakte aufweist, wobei zwei eine Einheit bildende Sicherheitskontakte mit dem Spannungsversorgungspfad und dem sich über den Leerlaufbereich erstreckenden Spannungspfad kontaktierbar sind, sowie der dritte mit dem sich über den Teil-/Vollastbereich erstreckenden Spannungspfad kontaktierbar und über einen Schalter mit dem Spannungsversorgungspfad verbindbar ist, wobei ein im Mitnehmer gelagertes, in Bewegungsrichtung des Mitnehmers bewegbares Schaltelement vorgesehen ist, das bei Anlage am Steuerelement oder einem den oberen Leerlaufbereich begrenzenden stationären Anschlag den Schalter schaltet.In principle, the distance monitoring device or the safety contact circuit can be assigned to both the control element and the driver. In both variants, it is considered expedient if a spring element that is biased and limited in the direction of the control lever is connected to the driver, the spring force of which is greater than that of the coupling spring, but less than the spring force of a return spring that biases the driver in the idling direction. With this in particular When the actuator is uncoupled or switched off, i.e. in emergency driving mode, achieve defined positions of the driver and control element, which can be checked for plausibility conditions via the safety contact circuit. In the event that the safety contact circuit is assigned to the control element, a special embodiment of the invention provides that the driver has a safety contact which makes contact with a safety contact connected to the control element in a certain distance range between the driver and control element and when the driver moves and the control element is opened towards one another, and the safety contact of the driver forms a unit with a further safety contact which can be brought into contact with the voltage path for the partial / full load range, the safety contact of the control element being disconnected or switched off as a result of the action of the control element when the actuator is disconnected or switched off the spring element connected to the driver contacts the safety contact of the driver. In the event that the safety contact circuit is assigned to the driver, a special embodiment of the invention provides that the driver has three safety contacts, two safety contacts forming a unit being contactable with the voltage supply path and the voltage path extending over the idle region, and the third Can be contacted with the voltage path extending over the partial / full load range and connected to the voltage supply path via a switch, wherein a switching element mounted in the driver and movable in the direction of movement of the driver is provided, which engages with the control element or a stationary stop limiting the upper idling range switches the switch.

Obige Ausführungen verdeutlichen, daß bei der erfindungsgemäßen Lastverstelleinrichtung von besonderer Bedeutung ist, daß alle über einen elektronischen Kreis auf das Steuerelement einwirkenden Elemente der Lastverstelleinrichtung beim Ausfall des elektrischen Systems deaktiviert werden, so daß die Lastverstelleinrichtung aufgrund der mechanischen Zwangsführung von Mitnehmer und Steuerelement ausschließlich mechanisch arbeitet. So ist vorgesehen, daß die Regelelektronik im spannungsfreien Zustand der Lastverstelleinrichtung ausgeschaltet ist. Entsprechendes gilt für den elektrischen Stellantrieb, der zweckmäßig über eine Kupplung mit dem Steuerelement koppelbar sein sollte, die Kupplung sollte im spannungsfreien Zustand des elektrischen Stellantriebes geöffnet sein. Prinzipiell ist es aber nicht erforderlich, daß eine Kupplung vorgesehen ist, bei einer unmittelbaren Kopplung des elektrischen Stellantriebes mit dem Steuerelement müßten bei einem Ausfall der elektronischen Regeleinrichtung dann aber die weiteren Rückstellfedern so stark dimensioniert sein, daß sie den elektrischen Stellantrieb bewegen können, womit Rückwirkungen auf den Mitnehmer und das Fahrpedal nicht ausgeschlossen werden können.The above statements make it clear that it is of particular importance in the load adjustment device according to the invention that all the elements of the load adjustment device acting on the control element via an electronic circuit are deactivated in the event of failure of the electrical system, so that the load adjustment device works exclusively mechanically due to the mechanical forced guidance of the driver and control element . It is thus provided that the control electronics are switched off when the load adjustment device is in a voltage-free state. The same applies to the electric actuator, which should expediently be able to be coupled to the control element via a clutch; the clutch should be open when the electric actuator is de-energized. In principle, however, it is not necessary for a clutch to be provided, but if the electronic actuator is directly coupled to the control element, the further return springs would then have to be dimensioned so strongly that the electric actuator can move, which would have repercussions, should the electronic control device fail on the driver and the accelerator pedal can not be excluded.

Es zeigt:It shows:

Fig. 1Fig. 1
ein Blockschaltbild einer ersten Ausführungsform der erfindungsgemäßen Lastverstelleinrichtung mit einer dem Steuerelement zugeordneten Abstandsüberwachungseinrichtung,2 shows a block diagram of a first embodiment of the load adjustment device according to the invention with a distance monitoring device assigned to the control element,
Figur 2Figure 2
ein Blockschaltbild einer zweiten Ausführungsform mit einer dem Mitnehmer zugeordneten Abstandsüberwachungseinrichtung,2 shows a block diagram of a second embodiment with a distance monitoring device assigned to the driver,
Figur 3aFigure 3a
eine Detaildarstellung der Abstandsüberwachungseinrichtung im Bereich des in Figur 2 gezeigten, dem Mitnehmer zugeordneten Schalters,2 shows a detailed representation of the distance monitoring device in the area of the switch shown in FIG. 2 and assigned to the driver,
Figur 3bFigure 3b
einen Schnitt durch den in Figur 3a gezeigten Bereich der Abstandsüberwachungseinrichtung gemäß der Linie A-A in Figur 3a unda section through the area of the distance monitoring device shown in Figure 3a along the line A-A in Figure 3a and
Figur 4Figure 4
ein Blockschaltbild einer weiteren Ausführungsform einer erfindungsgemäßen Lastverstelleinrichtung.a block diagram of a further embodiment of a load adjustment device according to the invention.

In der Figur 1 ist ein Fahrpedal 1 gezeigt, mit dem ein Hebel 2 zwischen einem Vollastanschlag VL und einem Leerlaufanschlag LL verschiebbar ist. Der Hebel 2 vermag über einen Gaszug 3 einen Mitnehmer 4 in Richtung eines weiteren Volllastanschlages VL zu verschieben und ist mittels einer am Gaszug 3 angreifenden Rückzugfeder 5 in Leerlaufrichtung vorgespannt. Eine am Mitnehmer 4 angreifende Rückstellfeder 6 spannt diesen in Leerlaufrichtung vor. Der Mitnehmer 4 ist mit einem Sollwerterfassungselement in Art eines Schleifers 7 eines Potentiometers 8 verbunden, welches einen Stellmotor 9 steuert, der über eine Kupplung 10 ein Steuerelement 11 zu verschieben vermag. Das Steuerelement 11 dient unmittelbar zum Verstellen einer Drosselklappe 16 oder einer Kraftstoffeinspritzung. Die Stellung dieses Steuerelementes 11 wird über ein Istwerterfassungselement in Art eines zweiten, mit ihm fest verbundenen Schleifers 12 auf das Potentiometer 8 übertragen. Folgt das Steuerelement 11 exakt der Vorgabe des Fahrpedals 1, so bleibt der gegenseite Abstand der Schleifer 7 und 12 konstant.FIG. 1 shows an accelerator pedal 1 with which a lever 2 can be moved between a full load stop VL and an idle stop LL. The lever 2 can move a driver 4 in the direction of a further full load stop VL via a throttle cable 3 and is preloaded in the idling direction by means of a return spring 5 acting on the throttle cable 3. A return spring 6 acting on the catch 4 biases it in the idling direction. The driver 4 is connected to a setpoint detection element in the manner of a grinder 7 of a potentiometer 8, which controls a servomotor 9, which can 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. The position of 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 opposite distance between the grinders 7 and 12 remains constant.

Mit den Schleifern 7 und 12 des Potentiometers 8 wirkt eine elektronische Regeleinrichtung 22 zusammen, die unter anderem den elektrischen Stellmotor 9 und die Kupplung 10 ansteuert. Aufgrund der Möglichkeit externe Vorgabewerte durch die Regeleinrichtung 22 darzustellen, kann das Steuerelement 11 unabhängig vom Mitnehmer 4 bewegt werden.An electronic control device 22 interacts with the grinders 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 external default values by the To represent control device 22, control element 11 can be moved independently of driver 4.

Zwischen dem Mitnehmer 4 und dem Steuerelement 11 ist eine mechanische Zwangsführung gegeben. Hierzu weist das Steuerelement 11 einen in Richtung des Mitnehmers 4 gerichteten Arm 11a auf, mit dessen freiem Ende 11b ein mitnehmerseitiger Stößel 4a zusammenwirkt. Dieser ist in einer mit dem Mitnehmer 4 verbundenen Hülse 4b gehalten, in der eine Druckfeder 4c geführt ist, die den Stößel 4a in Richtung eines Anschlages 4d der Hülse 4b vorspannt. Parallel zum Arm 11a des Steuerelementes 11 weist der Mitnehmer 4 einen Arm 4e auf. Zwischen einem mit dem Steuerelement 11 verbundenen und auf den mitnehmerseitigen Arm 4e gerichteten Ansatz 11c und dem Mitnehmer 4 benachbart zur Hülse 4b ist eine Koppelfeder 24 angeordnet. Die Federkräfte der Rückstellfeder 6, der Koppelfeder 24 und der Druckfeder 4c sind dabei so zu bemessen, daß die Zugkraft der Rückstellfeder 6 größer ist als die Druckkraft der Druckfeder 4c, die wiederum größer ist als die Zugkraft der Koppelfeder 24.A mechanical positive guidance is provided between the driver 4 and the control element 11. For this purpose, the control element 11 has an arm 11a directed in the direction of the driver 4, with the free end 11b of which a driver-side tappet 4a interacts. This is held in a sleeve 4b connected to the driver 4, in which a compression spring 4c is guided, which prestresses the tappet 4a in the direction of a stop 4d of the sleeve 4b. Parallel to the arm 11a of the control element 11, the driver 4 has an arm 4e. A coupling spring 24 is arranged between a shoulder 11c connected to the control element 11 and directed towards the arm 4e on the driver side and the driver 4 adjacent to the sleeve 4b. The spring forces of the return spring 6, the coupling spring 24 and the compression spring 4c are to be dimensioned such that the tensile force of the return spring 6 is greater than the compressive force of the compression spring 4c, which in turn is greater than the tensile force of the coupling spring 24.

Dem Steuerelement 11 ist eine Abstandsüberwachungseinrichtung 15 für den Mitnehmer 4 und das Steuerelement 11 zugeordnet. Sie umfaßt eine Sicherheitskontaktschaltung, mit der die Position des Steuerelementes 11 im Bezug zum jeweiligen Fahrzustand des von der Brennkraftmaschine angetriebenen Fahrzeuges auf Plausibilitätsbedingungen überprüfbar ist, indem der elektronischen Regeleinrichtung 22, wie durch die Pfeile verdeutlicht, ein Signal zugeführt wird, wobei bei Fehlen des Signals und bestimmter Plausibilitätsbedingungen der elektrische Stellmotor 9 mittels der Kupplung 10 abgekoppelt wird. Die Lastverstelleinrichtung arbeitet damit ausschließlich mechanisch, das heißt aufgrund der mechanischen Kopplung von Mitnehmer 4 und Steuerelement 11 über die Druckfeder 4c, den mitnehmerseitigen Stößel 4a und den Arm 11a.A distance monitoring device 15 for the driver 4 and the control element 11 is assigned to the control element 11. It comprises a safety contact circuit, with which the position of the control element 11 in relation to the respective driving state of the vehicle driven by the internal combustion engine can be checked for plausibility conditions, in that the electronic control device 22, as indicated by the arrows, is supplied with a signal, in the absence of the signal and certain plausibility conditions, the electric servomotor 9 is uncoupled by means of the clutch 10. The load adjustment device thus works exclusively mechanically, that is to say on account of the mechanical coupling of driver 4 and control element 11 via compression spring 4c, driver-side tappet 4a and arm 11a.

Im einzelnen weist die Sicherheitskontaktschaltung einen parallel zur Bewegungsrichtung der Arme 4a und 11a verlaufenden Spannungsversorgungspfad 32 auf, der sich über den gesamten Lastbereich der Lastverstelleinrichtung erstreckt, sowie einen parallel hierzu angeordneten Kontaktpfad 33 für einen ersten Sicherheitskontakt, der sich nur über den Leerlaufbereich mit geringfügiger Ausdehnung zum Teillastbereich erstreckt. Schließlich weist der Arm 4e auf seiner einem weiteren Ansatz 11d des Steuerelements 11 zugewandten Seite parallel zum Spannungsversorgungspfad 32 einen sich über den Leerlaufbereich erstreckenden Kontaktpfad 34 auf. Dieser Kontaktpfad 34 bildet eine Einheit mit einem Kontaktelement 35, das einen den Teillast-/Vollastbereich überdeckenden, parallel zum Kontaktpfad 32 angeordneten Kontaktpfad 36 kontaktieren kann, der sich zur Überlappung mit dem Kontaktpfad 33 geringfügig in den Leerlaufbereich erstreckt. Der Ansatz 11d des Steuerelementes 11 weist schließlich drei miteinander elektrisch leitend verbundene Kontaktelemente 38, 39 und 40 auf, wobei das Kontaktelement 38 den Spannungsversorgungspfad 32 kontaktiert, sowie das Kontaktelement 39 im Leerlaufbereich den Spannungspfad 33 und das im Endpunkt des Steuerelementes 11 angeordnete Kontaktelement 40 im Teillast-/Vollastbereich den Kontaktpfad 34 kontaktieren kann.Specifically, the safety contact circuit has one that runs parallel to the direction of movement of the arms 4a and 11a Power supply path 32, which extends over the entire load range of the load adjustment device, and a contact path 33 arranged in parallel therewith for a first safety contact, which extends only over the idling range with a slight extension to the partial load range. Finally, on its side facing a further extension 11d of the control element 11, the arm 4e has a contact path 34 which extends parallel to the voltage supply path 32 and extends over the idle region. This contact path 34 forms a unit with a contact element 35, which can contact a contact path 36, which covers the part-load / full-load region and is arranged parallel to the contact path 32 and which extends slightly into the idle region to overlap with the contact path 33. The extension 11d of the control element 11 finally has three contact elements 38, 39 and 40 which are electrically conductively connected to one another, the contact element 38 making contact with the voltage supply path 32, and the contact element 39 in the idle region, the voltage path 33 and the contact element 40 arranged in the end point of the control element 11 Part load / full load range can contact the contact path 34.

Ausgehend von der in der Figur 1 gezeigten maximalen Leerlaufstellung bedeutet dies, daß bei ordnungsgemäßer Funktion der Lastverstelleinrichtung und Vorliegen von vorgegebenen Plausibilitätsbedingungen immer einer der Kontaktpfade 33 und 36 über den Spannungsversorgungspfad 32 bestromt wird. So kontaktiert bis zu der maximalen Leerlaufstellung das Kontaktelement 39 den Kontaktpfad 33, beim Übergang zum Teillastbetrieb wird dann infolge des dauernden Kontaktes zwischen dem Kontakt 40 und dem Kontaktpfad 34 auch der Kontaktpfad 36 bestromt. Ist dies erfolgt, endet die Kontaktierung des Kontaktpfades 33 und es wird bis zum Erreichen der Volllaststellung ausschließlich der Kontaktpfad 36 über das Kontaktelement 40 kontaktiert.Starting from the maximum idle position shown in FIG. 1, this means that when the load adjustment device is functioning properly and given plausibility conditions, one of the contact paths 33 and 36 is always energized via the voltage supply path 32. Thus, the contact element 39 contacts the contact path 33 up to the maximum idling position. When transitioning to part-load operation, the contact path 36 is then also energized as a result of the permanent contact between the contact 40 and the contact path 34. If this has taken place, the contacting of the contact path 33 ends and only the contact path 36 is contacted via the contact element 40 until the full load position is reached.

Aufgrund der beschriebenen Gestaltung der Lastverstelleinrichtung lassen sich folgende Plausibilitäten ständig überprüfen:

  • ― Plausibilität zwischen Mitnehmer 4/Schleifer 7 (Sollwert) und Spannungsversorgungspfad 32/Kontaktelement 38/Kontaktelement 40/Kontaktpfad 34/Kontaktelement 35/Kontaktpfad 36
  • ― Plausibilität zwischen Steuerelement 11/Schleifer 12 (Istwert) und Spannungsversorgungspfad 32/Kontaktelemente 38, 39/Kontaktpfad 33
  • ― Plausibilität zwischen Mitnehmer 4/Schleifer 7 (Sollwert) und Steuerelement 11/Schleifer 12 (Istwert) über Spannungsversorgungspfad 32/Kontaktelemente 38, 39/Kontaktpfad 33 und Spannungsversorgungspfad 32, Kontaktelemente 38, 40/Kontaktpfad 34/Kontaktelement 35/Kontaktpfad 36
  • ― Plausibilität zwischen Mitnehmer 4 und Steuerelement 11 über Spannungsversorgungspfad 32/Kontaktelemente 38, 39/Kontaktpfad 33 und Spannungsversorgungspfad 33/Kontaktelement 38, 40/Kontaktpfad 34/Kontaktelement 35/Kontaktpfad 36.
Based on the described design of the load adjustment device, the following plausibility checks can be carried out continuously:
  • - Plausibility between driver 4 / grinder 7 (setpoint) and voltage supply path 32 / contact element 38 / contact element 40 / contact path 34 / contact element 35 / contact path 36
  • - Plausibility between control element 11 / grinder 12 (actual value) and voltage supply path 32 / contact elements 38, 39 / contact path 33
  • - Plausibility between driver 4 / grinder 7 (setpoint) and control element 11 / grinder 12 (actual value) via voltage supply path 32 / contact elements 38, 39 / contact path 33 and voltage supply path 32, contact elements 38, 40 / contact path 34 / contact element 35 / contact path 36
  • - Plausibility between driver 4 and control element 11 via voltage supply path 32 / contact elements 38, 39 / contact path 33 and voltage supply path 33 / contact element 38, 40 / contact path 34 / contact element 35 / contact path 36.

Die zuletzt genannte Plausibilität wird dabei bei geöffneter Kupplung 10, das heißt im Notfahrbetrieb durch die vorgespannte Druckfeder 4c aufrechterhalten. Sie verhindert, daß die Koppelfeder 24 im Notfahrbetrieb (Kontaktelement 40 auf Kontaktpfad 34) zum Schalten kommt. In Notfahrbetrieb wird daher zum Beispiel bei Verklemmung des Steuerelementes 11 ein Schaltvorgang Kontaktelement 40 auf Kontaktpfad 34 aktiviert (zum Beispiel auf Zündung usw.).The last-mentioned plausibility is maintained with the clutch 10 open, that is to say in the emergency driving mode, by the prestressed compression spring 4c. It prevents the coupling spring 24 from switching in emergency operation (contact element 40 on contact path 34). In emergency driving mode, therefore, for example when the control element 11 is jammed, a switching operation of the contact element 40 on the contact path 34 is activated (for example on ignition, etc.).

Im Fahrbetrieb führen aufgrund des Aufbaus der Lastverstelleinrichtung und der Ausbildung der Sicherheitskontaktschaltung die ständigen Kontaktwechsel zu einer fortlaufenden Überprüfung der Funktion der elektronisch geregelten Lastverstelleinrichtung; sollten jemals beide Kontaktpfade unbestromt sein und Plausibilitätsbedingungen nicht vorliegen, führt dies zu einem Abschalten der elektronischen Regeleinrichtung, womit die Lastverstelleinrichtung mechanisch weiterbetrieben wird bzw. je nach Betriebsfall die Zündung bzw. Einspritzung mit diesem Signal auf gewünschte Betriebszustände angesteuert wird.When driving, due to the structure of the load adjustment device and the design of the safety contact circuit, the constant contact changes lead to a continuous check of the function of the electronically controlled load adjustment device; Should both contact paths ever be de-energized and there are no plausibility conditions, this leads to the electronic control device being switched off, with which the load adjustment device continues to be operated mechanically or, depending on the operating case, the ignition or injection is controlled with this signal to the desired operating states.

Besondere Fahrzustände, bei denen die Plausibilitätsbedingungen erfüllt sind, ergeben sich aus dem besonderen Aufbau der erfindungsgemäßen Lastverstelleinrichtung. So beispielsweise im Fall der Antischlupfregelung, bei der aufgrund des Steuerbefehls der elektronischen Regeleinrichtung der Stellmotor 9 das Steuerelement 11 unabhängig von der durch den Fahrbefehl vorgegebenen Position des Mitnehmers 4 in Leerlaufrichtung gegen die Kraft der Koppelfeder 24 von dem Arm 4e und dem Stößel 4a des Mitnehmers 4 wegbewegt, wobei sich in diesem Fall die Plausibilitätsbedingung für die elektrische Regeleinrichtung aufgrund des Erkennens von bevorstehendem Radschlupf an Meßstellen im Bereich der Räder ergibt. Ferner für den Fall der Geschwindigkeitsbegrenzungsregelung bei Volllast, bei der durch Eingriff des elektrischen Stellmotors das Steuerelement 11 so weit in Richtung Vollast bewegt wird, daß das Kontaktelement 40 den Kontaktpfad 34 nicht mehr kontaktiert und damit auch der Kontaktpfad 36 nicht kontaktiert wird. Auch hier erkennt die elektronische Regeleinrichtung das Vorliegen der Plausibilitätsbedingung, da ihr der Fahrbefehl der Geschwindigkeitsbegrenzungsregelung eingegeben wurde.Special driving conditions in which the plausibility conditions are met result from the special structure of the load adjustment device according to the invention. For example, in the case of the anti-slip control, in which, based on the control command from the electronic control device, the servomotor 9, the control element 11, regardless of the position of the driver 4 in the idle direction specified by the drive command, against the force of the coupling spring 24 of the arm 4e and the plunger 4a of the driver 4 moves away, in which case the plausibility condition for the electrical control device results from the detection of impending wheel slip at measuring points in the area of the wheels. Furthermore, in the case of the speed limit control at full load, in which the control element 11 is moved so far in the direction of full load by the intervention of the electric servomotor that the contact element 40 no longer contacts the contact path 34 and thus also the contact path 36 is not contacted. Here, too, the electronic control device recognizes the existence of the plausibility condition, since the drive command of the speed limit control was input to it.

Durch die in Figur 1 gezeigte Umrahmung 23 soll verdeutlicht werden, daß die innerhalb des Rahmens gezeigten Bauteile eine Baueinheit darstellen.The frame 23 shown in FIG. 1 is intended to clarify that the components shown within the frame represent a structural unit.

Für den Fall, daß nach dem Loslassen des Fahrpedals 1 sich der Mitnehmer 4 und das Steuerelement 11 nicht in Richtung Leerlauf verschieben lassen sollten, ist am Fahrpedal 1 ein Pedalkontaktschalter 18 vorgesehen, durch den ein solcher Mißstand feststellbar ist. Der Vollständigkeiter halber ist in der Figur 1 ein Automatikzug 20 eines automatischen Getriebes 19 angedeutet, mit dem der Mitnehmer 4 gleichfalls verschoben werden kann.In the event that after the accelerator pedal 1 is released, the driver 4 and the control element 11 should not be able to be displaced in the direction of idling, a pedal contact switch 18 is provided on the accelerator pedal 1, by means of which such a maladjustment can be determined. For the sake of completeness, an automatic train 20 of an automatic transmission 19 is indicated in FIG. 1, with which the driver 4 can also be displaced.

Die in den Figuren 2 und 3a, 3b gezeigte Ausführungsform stimmt in ihrer allgemein auf die Lastverstelleinrichtung bezogenen Funktion weitgehend mit der der in Figur 1 dargestellten Ausführungsform überein. Demgemäß sind in ihrer Funktion mit der Darstellung in Figur 1 übereinstimmende Teile der Einfachheit halber mit gleichen Bezugsziffern bezeichnet.The embodiment shown in FIGS. 2 and 3a, 3b largely corresponds in its general function to the load adjustment device to that of the embodiment shown in FIG. 1. Accordingly, in their For the sake of simplicity, parts corresponding to those shown in FIG. 1 have the same reference numerals.

Die in den Figuren 2 und 3a, 3b gezeigte Ausführungsform unterscheidet sich von der zuvor erörterten Ausführungsform dadurch, daß nunmehr der Mitnehmer 4 die Abstandsüberwachungseinrichtung 15 zugeordnet ist. So sind der stationäre Spannungsversorgungspfad 32 und die stationären Kontaktpfade 33 und 36 im Bereich des Mitnehmers 4 angeordnet und verlaufen parallel zum Arm 4e des Mitnehmers 4. Der arm 4e nimmt an seinem freien Ende einen fest mit diesem verbundenen Schalter 42 auf. Dessen Schalterträger ist mittig mit einer Durchbrechung 43 versehen, in der ein Stößel 44 in Verfahrrichtung von Steuerelement 11 und Mitnehmer 4 verschiebbar gelagert ist. Eine nicht gefederte Kontaktplatte 46 ist mit den Kontaktelementen 38 und 39 auf dem Spannungsversorgungspfad 32 und dem Kontaktpfad 33 geführt. Eine gefederte Kontaktplatte 47 ist mit dem Kontaktelement 35 auf dem Kontaktpfad 36 geführt. Wie zuvor dargelegt, liegt der Spannungsversorgungspfad 32 an Betriebsspannung und es werden die Kontaktpfade 33 und 36 zur elektronischen Regeleinrichtung geleitet. Die Kontaktpfade 33 und 36 überdecken sich wiederum geringfügig an der Trennstelle von Leerbereich zu Teillastbereich, so daß beim Überfahren dieses Betriebspunktes in Richtung Abregeln bzw. Aufregeln jedesmal die Sicherheitskontaktschaltung überprüft wird. Zusätzlich erfolgt auch dann, wenn in den Leerlaufbereich abgeregelt wird (keine Betätigung des Gaspedals) eine Überprüfung des Schalters 42, da im Bewegungsweg des Stößels 44 in die Position der maximalen Leerlaufstellung ein Anschlag 48 ragt, gegen den der Stößel 44 stößt und durch Verschiebung in Richtung des Mitnehmers 4 die gefederte Kontaktplatte 47 von der nicht gefederten Kontaktplatte 46 abhebt und damit den Schalter 42 öffnet. Im Fall der Geschwindigkeitsbegrenzungsregelung bewegt der Stellmotor 9 das Steuerelement 11 sowie einen mit ihm verbundenen, parallel zum Arm 11a angeordneten, als Stößel fungierenden weiteren Arm 11e in Richtung VL und öffnet ebenfalls durch Einwirken auf den Stößel 44 den Schalter 42. Die Sicherheitskontaktschaltung wird von der elektronischen Regeleinrichtung 22 dabei überbrückt und der Schalter 42 auf ordnungsgemäßes Öffnen überprüft. Im Notlauffall, somit bei geöffneter Kupplung 10 wird durch die Druckfeder 4c, den Stößel 4a und dem Arm 11a die Notlaufposition sichergestellt. Im normalen Betriebsfall (größer LLmax) wird der Schalter 42 nicht geschaltet, da das Steuerelement 11 elektrisch geführt dem Mitnehmer 4 hinterherläuft.The embodiment shown in FIGS. 2 and 3a, 3b differs from the previously discussed embodiment in that the driver 4 is now assigned to the distance monitoring device 15. Thus, the stationary voltage supply path 32 and the stationary contact paths 33 and 36 are arranged in the area of the driver 4 and run parallel to the arm 4e of the driver 4. The arm 4e receives a switch 42 which is fixedly connected to it at its free end. The switch carrier is provided in the middle with an opening 43, in which a plunger 44 is mounted so as to be displaceable in the direction of travel of control element 11 and driver 4. A non-spring-loaded contact plate 46 is guided with the contact elements 38 and 39 on the voltage supply path 32 and the contact path 33. A spring-loaded contact plate 47 is guided with the contact element 35 on the contact path 36. As stated above, the voltage supply path 32 is connected to the operating voltage and the contact paths 33 and 36 are routed to the electronic control device. The contact paths 33 and 36 in turn overlap slightly at the separation point from the empty area to the partial load area, so that the safety contact circuit is checked each time when this operating point is passed in the direction of regulating or regulating. In addition, the switch 42 is also checked when the idle range is reduced (no actuation of the accelerator pedal), since a stop 48 protrudes in the movement path of the plunger 44 into the position of the maximum idle position, against which the plunger 44 abuts and by shifting into In the direction of the driver 4, the spring-loaded contact plate 47 lifts off the non-spring-loaded contact plate 46 and thus opens the switch 42. In the case of the speed limit control, the servomotor 9 moves the control element 11 as well as a further arm 11e connected to it and arranged parallel to the arm 11a and acting as a tappet in the direction VL and also opens Action on the plunger 44, the switch 42. The safety contact circuit is bridged by the electronic control device 22 and the switch 42 is checked for proper opening. In the event of an emergency, thus with the clutch 10 open, the emergency position is ensured by the compression spring 4c, the tappet 4a and the arm 11a. In normal operation (greater than LL max ), the switch 42 is not switched, since the control element 11 runs behind the driver 4 in an electrically guided manner.

Die Figuren 3a und 3b zeigen ein Schaltergehäuse 42a, dessen in die Grundplatte 42b des Schalters 42 eingebrachte Durchbrechung 43 der Stößel 44 durchsetzt, welcher zwischen zwei Ringflanschen 44a und 44b in der Grundplatte 42b geführt ist. Die beiden Figuren verdeutlichen den Schalter 42 in geschlossenem Zustand.FIGS. 3a and 3b show a switch housing 42a, the opening 43 in the base plate 42b of the switch 42 penetrating the plunger 44 and being guided between two ring flanges 44a and 44b in the base plate 42b. The two figures illustrate the switch 42 in the closed state.

Claims (9)

1. Load adjustment apparatus with a control element (11) which acts on a positioning element (16) determining the power of an internal combustion engine and which is connected to a driver element (4) coupled to an accelerator pedal (1) and is movable additionally by means of an electrical positioning drive (9), with a desired-value ascertaining element (7) associated with the driver element (4), an actual-value ascertaining element (12) co-operating with said desired-value ascertaining element and acting on the electrical positioning drive (9), the electrical positioning drive (9) being actuatable in dependence on the ascertained values by an electronic control device (22), with a spacing-monitoring device (15) which is provided between the driver element (4) and the control element (11) and which in the event of the spacing between driver element (4) and control element (11) deviating from a preset spacing feeds a signal for the purpose of reasonableness testing to the control device (22), with the control device (22) decoupling or rendering inoperative the electrical positioning drive (9) in the absence of specific reasonableness conditions, and the driver element (4) and control element (11) being mechanically constrainedly guided, and with the spacing-monitoring device (15) co-operating with a safety contact circuit (15) or comprising same, characterised in that the safety contact circuit (15) has two safety contacts (39, 33; 40, 34, 35, 36), the arrangement being such that, when the electrical positioning drive (9) is activated, one safety contact (39, 33) monitors the idling range of the internal combustion engine and the other safety contact (40, 34, 35, 36) monitors the part-load and full-load range, and both safety contacts (39, 33; 40, 34, 35, 36) are activated in the transition region from the idling to the part-load operating mode.
2. Load adjustment apparatus according to claim 1, characterised in that the control device (22) decouples or switches off the electrical positioning drive (9) in the absence of a signal and in the absence of specific reasonableness conditions.
3. Load adjustment apparatus according to one of claims 1 and 2, characterised in that the driver element (4) has the spacing-monitoring device (15), and the driver element (4) and the control element (11) are coupled by means of a coupling spring (24), the control element (11) being preloaded in the direction of an abutment (14) of the driver element (4).
4. Load adjustment apparatus according to claim 1, characterised in that a voltage supply path (32) is provided for the two safety contacts (39, 33; 40, 34, 35, 36), also a first voltage path (33) leading from the one safety contact (39, 33) to the control device (22), and a second voltage path (36) leading from the other safety contact (40, 34, 35, 36) to the control device (22), a contact element (38, 39, 40, 34, 35) being connectable to the voltage supply path (32) on the one hand and to the voltage path (33),which extends over the idling range, for the one safety contact (39, 33), and/or to that voltage path (36) for the other safety contact (40, 34, 35, 36) which extends over the part-load/full-load range, on the other hand.
5. Load adjustment apparatus according to one of claims 1 to 4, characterised in that the safety contact circuit (15) is associated with the control element (11).
6. Load adjustment apparatus according to one of claims 1 to 4, characterised in that the safety contact circuit (15) is associated with the driver element (4).
7. Load adjustment apparatus according to one of the preceding claims, characterised in that there is connected to the driver element (4) a restricted-travel spring element (4a, 4b, 4c, 4d) which is preloaded in the direction of the control lever (11) and whose spring force is greater than that of the coupling spring (24) but less than the spring force of a restoring spring (6) which preloads the driver element (4) in the idling direction.
8. Load adjustment apparatus according to claims 5 and 7, characterised in that the driver element (4) has a safety contact (34) which is contacted by a safety contact (40), connected to the control element (11), in a specific range of spacing between driver element (4) and control element (11) and is opened in the event of movement of driver element (4) and control element (11) towards one another, and the safety contact (34) of the driver element (4) forms one unit with a further safety contact (35), which is adapted to be brought into contact with the voltage path (36) for the part-load/full-load range, the safety contact (40) of the control element (11) contacting the safety contact (34) of the driver element (4) due to the action of the spring element (4a, 4b, 4c, 4d) connected to the driver element (4) when the positioning drive (9) is decoupled or rendered inoperative.
9. Load adjustment apparatus according to claims 6 and 7, characterised in that the driver element (4) has three safety contacts (35, 38, 39), two safety contacts (38, 39) which form a unit being contactable with the voltage supply path (32) and with the voltage path (33) which extends over the idling range, the third safety contact (35) being contactable with the voltage path (36) extending over the part-load/full-load range and being connectable by means of a switch (42) with the voltage path (36), and a switch element (44) is provided which is mounted in the driver element (4) and is movable in the direction of movement of the driver element (4) and operates the switch (42) at abutment on the control element (11) or on a stationary abutment element (48) delimiting the upper idling range.
EP88119380A 1988-11-02 1988-11-22 Load adjustment system Expired - Lifetime EP0369061B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3837162A DE3837162A1 (en) 1988-11-02 1988-11-02 LOAD ADJUSTMENT DEVICE
DE3837162 1988-11-02

Publications (2)

Publication Number Publication Date
EP0369061A1 EP0369061A1 (en) 1990-05-23
EP0369061B1 true EP0369061B1 (en) 1991-09-11

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ID=6366316

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EP88119380A Expired - Lifetime EP0369061B1 (en) 1988-11-02 1988-11-22 Load adjustment system

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US (1) US4953529A (en)
EP (1) EP0369061B1 (en)
JP (1) JP2510716B2 (en)
DE (2) DE3837162A1 (en)

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Also Published As

Publication number Publication date
JPH02130235A (en) 1990-05-18
JP2510716B2 (en) 1996-06-26
US4953529A (en) 1990-09-04
EP0369061A1 (en) 1990-05-23
DE3864828D1 (en) 1991-10-17
DE3837162A1 (en) 1990-05-03

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