EP0378736B1 - Lastverstelleinrichtung - Google Patents

Lastverstelleinrichtung Download PDF

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Publication number
EP0378736B1
EP0378736B1 EP89103838A EP89103838A EP0378736B1 EP 0378736 B1 EP0378736 B1 EP 0378736B1 EP 89103838 A EP89103838 A EP 89103838A EP 89103838 A EP89103838 A EP 89103838A EP 0378736 B1 EP0378736 B1 EP 0378736B1
Authority
EP
European Patent Office
Prior art keywords
control element
element part
actuator
idle
load adjustment
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
EP89103838A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0378736A1 (de
Inventor
Manfred Pfalzgraf
Gerd Hickmann
Eberhard Mausner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mannesmann VDO AG
Original Assignee
Mannesmann VDO AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mannesmann VDO AG filed Critical Mannesmann VDO AG
Publication of EP0378736A1 publication Critical patent/EP0378736A1/de
Application granted granted Critical
Publication of EP0378736B1 publication Critical patent/EP0378736B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/002—Electric control of rotation speed controlling air supply
    • F02D31/003—Electric control of rotation speed controlling air supply for idle speed control
    • F02D31/004—Electric control of rotation speed controlling air supply for idle speed control by controlling a throttle stop
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D2011/101—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles
    • F02D2011/103—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles at least one throttle being alternatively mechanically linked to the pedal or moved by an electric actuator

Definitions

  • load adjustment devices for example load adjustment devices interacting with carburetors or injection pumps
  • the requirement for optimal control of the internal combustion engine must be made over the entire load range.
  • This requires a complicated structure or a complicated control of the respective load adjustment device;
  • carburetors have additional devices such as leaners, starting devices, idling devices, acceleration devices, saving devices, etc.
  • the devices complicate the structure of the carburetor and require more components, for example, additional injection nozzles, pumps, special designs of the nozzle needles, separate air feeds are required, quite apart from the high control requirements associated with this.
  • load adjustment devices of the type mentioned are generally used where the accelerator pedal and the actuator are electronically linked.
  • the accelerator pedal is coupled to a driver and this is connected to the control element, furthermore a setpoint detection element assigned to the driver and an actual value detection element interacting with it and acting on the electric actuator are provided, the electric actuator being controllable by the electronic control device depending on the detected values is.
  • the electrical connection of the accelerator pedal and the actuator with the electronic control device connected in between enables the accelerator pedal and the driver coupled to it to set predetermined setpoint positions in relation to the actual values reproduced by the position of the control element and the actuator and to check for given or missing plausibility conditions , so that, in the presence or absence of certain plausibility conditions, there is the possibility of acting via the electronic control device by controlling the electric actuator to correct the actuator, which can be designed, for example, as a throttle valve or injection pump.
  • an intervention by the electronic control device to avoid wheel slip when starting due to excessive power input by the accelerator pedal be provided other automatic interventions in the load adjustment device are conceivable, for example, in the case of automatic switching operations of a transmission or a speed limit control.
  • the first control element part can be carried by the electric actuator in the opening direction of the actuators via an attachment which can be coupled to the second control element part and is biased by a spring in the closing direction of the actuators.
  • a linkage of the control electronics to the contact assigned to the first control element part, which detects the idle position of this control element part, is to be ensured in such a way that when the idle position of the first control element part is left and the contact via the control electronics is changed, the electrical actuator which acts on the second control element part is nevertheless activated remains.
  • the coupling for coupling the fitting If the speed control is deactivated in the part or full load range, the return spring ensures that the shoulder is pulled against an idling stop, whereby the position of this idle stop is selected so that the approach is not contacted by the first control element part abutting the idle stop.
  • the clutch is also expediently opened when the cruise control is deactivated.
  • the second control element part is expediently assigned an actual value detection device which also interacts directly with the electronic control device. Regardless of the fact that this device reports the respective position of the second control element part to the electronic control device, there is the possibility, in conjunction with this, in connection with further switches that detect the position of the first and second control element parts, for example the idle contact assigned to the first control element part, of a safety logic to set up for the load adjustment device.
  • the load adjusting device In order to ensure that in the event of a failure of the control circuit associated with the electronic control device, the load adjusting device nevertheless assumes a defined idle position, it is provided that the second control element part can be pretensioned in the direction of its maximum idle position into an idle emergency position by means of a travel-limited spring.
  • This idle emergency position can be selected depending on the specified travel limitation of the spring within the entire idle range, a relatively high idle position is preferred, in order to also ensure the power consumption by large consumers if the electronic control device fails.
  • the actuator that is to say both the main actuator and the auxiliary actuator
  • the control element that is to say the first control element part and the second control element part
  • the electric actuator form a structural unit.
  • FIG. 1 shows an accelerator pedal 1 with which a lever 2 can be displaced between an idle stop LL and a full load stop VL.
  • the lever 2 can move a first control element part 4a 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 gas cable 3.
  • a return spring 6 acting on the first switching element part 4a biases it in the idling direction.
  • the throttle cable 3 is not acted on, the first control element part 4a thus bears against an idle stop LL assigned to it.
  • the first control element part 4a is used directly for adjusting a main actuator 7 designed as a throttle valve, with which the internal combustion engine is regulated between idling and full load. Apart from the speed limit control described below, the control of the main actuator 7 takes place mechanically, namely by means of the throttle cable 3 or an automatic cable 8 of an automatic transmission, not shown, with which the first shift element part 4a can also be shifted.
  • the load adjustment device has, in addition to the main actuator 7, an auxiliary actuator 9, which is likewise designed as a throttle valve and is connected to a second control element part 4b.
  • the second control element part 4b and thus the auxiliary actuator 9 can be moved by means of an electric motor 10.
  • the second control element part 4b is assigned an actual value detection device 11 which interacts directly with an electronic control device 12 and indirectly via this with the electric motor 10.
  • the electronic control device 12 also detects signals emanating from an idle contact 13, which is activated whenever the first control element part 4a abuts the idle stop LL.
  • the electric motor 10 is then activated via the electronic control device 12, which does that Auxiliary actuator 9, as desired by the control electronics 12, in the idle range regulates between a minimum and a maximum idle position. Plausibility conditions are verified, among other things, by means of the actual value detection device 11, with which the entire load range of the internal combustion engine can be represented.
  • a spring 14 that is biased in the direction of the maximum idle position causes the second control element part 4b to be transferred into the Idle emergency.
  • the path of the spring 14 can be limited, for example, by a plunger 17 which can be displaced in a stationary sleeve 15 against a stop 16 and is loaded by the spring 14.
  • the second control element part 4b can be coupled via a coupling 18 to an extension 19, the first control element part 4a on its side facing the idle stop LL protrudes into the travel of the approach 19. If approach 19 and second control element part 4b are coupled to one another, a movement of second control element part 4b in full load direction leads to attachment of approach 19 to first control element part 4a, which can then be moved into any desired load position between the idle and full load stop by means of electric motor 10.
  • a return spring 20 biases the shoulder 19 in the direction of the minimal idle position of the second control element part 4b, the shoulder 19 coming into contact with a stop ⁇ LL when the clutch 18 is disconnected, remains in this position even when the first control element part 4a is at the idle stop LL is present, a gap between this control element part 4a and the shoulder 19.
  • the gap is only bridged when, with the clutch 18 closed, the second control element part 4b has assumed such a position that lies outside the idle range, thus above the maximum idle position of the second control element part 4b.
  • the coupling 18 is expediently first separated, so that the return spring 20 can pull the shoulder 19 against the stop associated with it, via the electronic control device 12 it should then be ensured that the electric motor 10 transfers the second control element part 4b to the LL Not position.
  • a pedal contact switch 21 is provided on the accelerator pedal 1, by means of which such a maladjustment can be determined.
  • FIG. 2 illustrates the air mass flow rate ⁇ released by the auxiliary actuator 9 in the form of a throttle valve as a function of the throttle valve angle ⁇ .
  • the frame 22 in FIG. 1 shows that the parts enclosed by it form a structural unit.
  • the main features of this structural unit are the main actuator 7, the auxiliary actuator 9, the first control element part 4a, the second control element part 4b and the electric motor 10.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP89103838A 1989-01-20 1989-03-04 Lastverstelleinrichtung Expired - Lifetime EP0378736B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3901583 1989-01-20
DE3901583A DE3901583A1 (de) 1989-01-20 1989-01-20 Lastverstelleinrichtung

Publications (2)

Publication Number Publication Date
EP0378736A1 EP0378736A1 (de) 1990-07-25
EP0378736B1 true EP0378736B1 (de) 1993-08-04

Family

ID=6372449

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89103838A Expired - Lifetime EP0378736B1 (de) 1989-01-20 1989-03-04 Lastverstelleinrichtung

Country Status (4)

Country Link
US (1) US5035213A (ja)
EP (1) EP0378736B1 (ja)
JP (1) JPH076427B2 (ja)
DE (2) DE3901583A1 (ja)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5131362A (en) * 1990-02-22 1992-07-21 Robert Bosch Gmbh Safety device
DE4031002A1 (de) * 1990-10-01 1992-04-02 Vdo Schindling Lastverstelleinrichtung
DE4125554C2 (de) * 1991-08-02 1998-02-19 Mannesmann Vdo Ag Einrichtung zur Verstellung einer Drosselklappe
DE4126368A1 (de) * 1991-08-09 1993-02-11 Vdo Schindling Lastverstelleinrichtung zur steuerung der leistung einer brennkraftmaschine unter verwendung zweier drosselklappen
DE4134876C2 (de) * 1991-10-23 1997-02-27 Vdo Schindling Einrichtung zur Verstellung einer Drosselklappe
FR2697585B1 (fr) * 1992-10-29 1995-01-06 Solex Système de contrôle moteur à corps de papillon motorisé.
US5419293A (en) * 1993-02-01 1995-05-30 Fuji Jukogyo Kabushiki Kaisha Fail-safe system of an automatic driving system for a motor vehicle
US6065448A (en) * 1998-07-17 2000-05-23 Cummins Engine Co., Inc. Dual throttle control to a single throttle input
WO2013169253A1 (en) * 2012-05-10 2013-11-14 International Engine Intellectual Property Company, Llc Modulating bypass valve

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0300479A2 (en) * 1987-07-22 1989-01-25 Mitsubishi Denki Kabushiki Kaisha Throttle valve controlling apparatus

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3641244C3 (de) * 1986-12-03 1995-02-23 Vdo Schindling Anordnung für ein Kraftfahrzeug
DE3711779A1 (de) * 1987-04-08 1988-10-20 Audi Ag Drosselklappe
DE3712927A1 (de) * 1987-04-16 1988-11-03 Audi Ag Anordnung von drosselklappen im saugrohr einer brennkraftmaschine
DE3815734A1 (de) * 1987-07-23 1989-02-02 Vdo Schindling Lastverstelleinrichtung
US4827884A (en) * 1987-10-02 1989-05-09 Bendix Electronics Limited Throttle assembly
US4796579A (en) * 1988-03-02 1989-01-10 Ford Motor Company Automotive type throttle body

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0300479A2 (en) * 1987-07-22 1989-01-25 Mitsubishi Denki Kabushiki Kaisha Throttle valve controlling apparatus

Also Published As

Publication number Publication date
US5035213A (en) 1991-07-30
JPH076427B2 (ja) 1995-01-30
EP0378736A1 (de) 1990-07-25
DE3901583A1 (de) 1990-07-26
DE58905167D1 (de) 1993-09-09
JPH02201057A (ja) 1990-08-09

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