EP0378737A1 - Dispositif de réglage de la charge - Google Patents

Dispositif de réglage de la charge Download PDF

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Publication number
EP0378737A1
EP0378737A1 EP89103839A EP89103839A EP0378737A1 EP 0378737 A1 EP0378737 A1 EP 0378737A1 EP 89103839 A EP89103839 A EP 89103839A EP 89103839 A EP89103839 A EP 89103839A EP 0378737 A1 EP0378737 A1 EP 0378737A1
Authority
EP
European Patent Office
Prior art keywords
control element
load
idle
driver
control
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP89103839A
Other languages
German (de)
English (en)
Other versions
EP0378737B1 (fr
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
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Application filed by Mannesmann VDO AG filed Critical Mannesmann VDO AG
Publication of EP0378737A1 publication Critical patent/EP0378737A1/fr
Application granted granted Critical
Publication of EP0378737B1 publication Critical patent/EP0378737B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D2011/101—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles
    • F02D2011/103—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles at least one throttle being alternatively mechanically linked to the pedal or moved by an electric actuator

Definitions

  • the invention relates to a load adjustment device with a control element which can be acted on by an actuator determining the performance of an internal combustion engine, which cooperates with a driver coupled to an accelerator pedal and can additionally be controlled by means of an electric actuator interacting with an electronic control device.
  • load adjustment devices Of particular importance in load adjustment devices is the mastery of the load state of idling, in which the Internal combustion engines only deliver a minimal power, but this may be the case for motor vehicles, which may require consumers who require high performance, such as blowers, rear window heating, air conditioning, etc.
  • the load adjustment device In order to take these potential performance requirements into account, the load adjustment device must be regulated between a maximum and a minimum idle position is required. If the control fails, the actuator or control element must be in an idle emergency position.
  • 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 the driver and this is connected to the control element, 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 link between 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 existing 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 prevent wheel slip when starting due to excessive power input by the accelerator pedal can be provided a transmission or a speed limit control.
  • the object is achieved in that the travel of the driver in the idle direction is limited by an idle stop and when the driver is in contact with the idle stop, the control element can be moved in its idle control range relative to the driver by means of the electric actuator.
  • control element which moves the actuator can be moved independently of the driver in the idle control range by means of the electric actuator, while it is coupled to the driver outside the idle control range and the driver can move the control element and thus the actuator.
  • an attachment on the driver engages behind the control element and comes into contact with the control element when the control element is in a minimal idle position
  • a spring arranged between the driver element and control element prestresses the control element in the idle direction, the pretensioning over the entire Idle control range should be done.
  • the idle control range of the control element is limited on the one hand by the attachment on the driver, and on the other hand by the position in which the spring is fully compressed, the latter position also being able to be limited by a further attachment on the driver.
  • control element moves in the direction of a maximum idle position against the force of the spring, and in the direction of a minimum idle position, the control element moves with the aid of the spring.
  • control element can also be preloaded in the idling direction by a spring arranged directly between the control element and a fixed point.
  • the control element can be pretensioned in an idle emergency position in the full load direction by means of a further travel-limited spring or acting in the direction of a full-load stop, the spring force of this further spring must be so great that it can not only overcome the force of the spring that biases in the idling direction, but also an additional force that may act directly on the actuator.
  • This force can be caused, for example, when the actuator is designed as a throttle valve which is eccentrically mounted for safety reasons by the negative pressure forces acting on the latter in the intake pipe in the closing direction.
  • the idling emergency position can be selected depending on the specified travel limitation of the spring within the entire idling range; preference should be given to a relatively high idling position, in order to also ensure the power consumption by large consumers if the electronic control device fails.
  • the electric actuator can expediently be coupled to the control element via a coupling. Movements of the control element introduced into the control element via the driver can thus take place without the electric actuator having to be moved as well.
  • a special embodiment of the invention further provides that the control element is formed in two parts, with a first control element part which interacts with the driver and acts on the actuator, and a second control element part which can be controlled by means of the electric actuator, the first control element part the side of the second control element part facing the maximum idle position projects into its travel.
  • the arrangement of the second control element part in the full-load direction behind the first control element part ensures that all control processes of the load adjustment device in the partial-load and full-load range can run independently of the second control element part. Only when the driver is in contact with the idle stop is the electrical actuator activated, which moves the first control element in the direction of this position against the force of the spring assigned to the driver when moving in the direction of the maximum idle position, while the opposite movement is supported by the spring .
  • the further spring which ensures the idle emergency position in the event of a failure of the electronic control device or the electric actuator, should interact with the second control element part.
  • a stop assigned to the maximum idle position of the control element to limit the adjustment range can also interact with the second control element part.
  • an actual value detection device is expediently provided which interacts directly with the electronic control device.
  • the actual value detection device can be assigned to either the first control element part or the second control element part, it is also conceivable for both control element parts to be actual value detection devices assign, the different assignment primarily serves the purpose of monitoring the idle control range or beyond the part-load full-load range.
  • a contact for determining the idle position of the driver should be provided, as well as a safety contact for the electric actuator which detects the idle control range of the control element and which is expediently assigned to the second control element part and switches at the maximum idle position.
  • the two-part design of the control element ensures that the actuator is regulated independently of the driver in the idling range by the second control element part, which can be acted upon by the electric actuator driven by the electronic control device.
  • the assignment of the two control element parts ensures that the first control element part on the side of the second control element part facing the maximum idle position projects into its actuating path, to act upon the first control element part in the sense of a speed limit control when the second control element part moves beyond the maximum idle position by bringing the first control element part into contact with the second control element part and regulating it in the part-load / full-load range independently of a pulse initiated via the accelerator pedal.
  • the actuator, the control element, that is to say the first control element part and the second control element part, and the electrical actuator drive 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 driver 4 between a further idle stop LL and a further full load stop VL via a throttle cable 3 in the direction of the associated full load stop VL and is biased in the idle direction by means of a return spring 5 acting on the throttle cable 3.
  • Two return springs 6a and 6b acting on the catch 4 bias the latter in the idling direction, the two springs 6a and 6b being designed in such a way that they have redundant effects on the return drive and each of them is able to apply the forces to the Carrier 4, even taking into account the system-inherent opposing forces acting on it, to be transferred into its LL position.
  • the driver 4 When the throttle cable 3 is not acted on, the driver 4 thus bears against the idling stop LL assigned to it.
  • the driver 4 can also move an automatic train 7 of an automatic transmission, not shown.
  • the driver 4 interacts directly with a first control element part 8a, which serves to adjust an actuator of the internal combustion engine designed as a throttle valve 9.
  • a first control element part 8a which serves to adjust an actuator of the internal combustion engine designed as a throttle valve 9.
  • the end of the first control element part 8a facing the driver 4 is provided with a recess 10 which engages behind an extension 11 of the driver 4.
  • a spring 12 is arranged between the driver 4 and the first control element part 4a, which biases the first control element part 8a in the idling direction. With a minimal idle position of the first control element part 8a, this rests against the shoulder 11 of the driver 4, the spring 12 tensioning the first control element part 8a over its entire idle control range.
  • the load adjustment device has a second control element part 8b which can be connected to an electric motor 14.
  • the second control element part 8b has an extension 15, the first control element part 8a protruding on the side of the extension 15 facing the maximum idle position into its actuating path and thus the actuating path of the second control element part 8b .
  • Movement of the second control element part 8b in the LL max or full load direction or LL min direction thus leads to the attachment of the shoulder 15 on the first control element part 8a, which then by means of the electric motor 14 against the force of the spring 12 in the direction of the maximum idle position or counter the force of a spring 20 can be moved into the LL min position via a plunger 23.
  • the adjustment path of the second control element part 8b and thus also the adjustment path of the first control element part 8a in the direction of the maximum idle position is caused by a stop projecting into the path of the second control element part 8b at the position of the maximum idle speed LL max 16 limited.
  • a limitation of the second control element part 8b in the position of the minimal idle position is not necessary, since either the first control element part 8a in this position rests on the shoulder 11 of the driver 4 or the second control element part 8b comes to a limit on a stationary sleeve 21.
  • the load adjustment device is controlled by means of an electronic control device 17.
  • This cooperates with an actual value detection device 18, which is assigned to the second control element part 8b and determines the respective position of the first control element part 8b, for the idling range.
  • the electronic control device 17 also detects signals emanating from an idle contact 19, which is activated whenever the driver 4 bears against the idle stop LL assigned to it.
  • external state variables relating to the internal combustion engine or generally relating to the motor vehicle equipped with it are entered into the control electronics 17 and called up by them, and transferred from the control electronics to the electric motor 14 acting on the second control element part 8b.
  • the electronic control device 17 thus serves in the interaction of the actual value detection device 18 and the idle contact 19 as well as the external reference values for the purpose of building up a safety logic relating to the control of the first and second switching element parts 8a and 8b and driver 4. If the lever 2 interacting with the accelerator pedal 1 is in its idle position LL and thus also the driver 4 at the idle stop LL, contact is made with the idle contact 19; if there are plausibility conditions, the electric motor 14 is activated via the electronic control device 17, with which the actuator 9 , as desired by the control electronics 17, is regulated in the idle range between a minimum and a maximum idle position. Plausibility conditions are verified, among other things, by means of the actual value detection device 18, with which the entire idling range of the internal combustion engine can be represented.
  • a spring 20 which is biased in the direction of the maximum idle position and causes the second control element part 8b to be brought into an idle emergency position LL Not .
  • the force of the spring 20 be so large that it overcomes not only the force of the spring 12, but also the negative pressure forces acting on the throttle valve 9 in the closing direction in the intake manifold, since the throttle valve is usually mounted off-center, so that negative pressure always loads the throttle valve in the closing direction .
  • the path of the spring 20 can be limited, for example, by a plunger 23 which can be displaced in a stationary sleeve 21 against a stop 22 and is loaded by the spring 20.
  • a pedal contact switch 24 is provided on the accelerator pedal 1, by means of which such a maladjustment can be determined.
  • FIG. 2 shows an embodiment modified with respect to the embodiment according to FIG. 1 with the first and second control element parts 8a, 8b at maximum idle position. Parts which correspond in their structure and function to the embodiment according to FIG. 1 are designated with the same reference numerals for the sake of simplicity.
  • the embodiment shown in FIG. 2 has only one actual value detection device 18 assigned to the first control element part 8a, by means of which the entire load range, that is to say idle, part-load, full-load range of the internal combustion engine, can also be represented no path-limited spring 20 to ensure the idling emergency position, but a tension spring 26 which acts directly on the second control element part 8b and is connected to a full-load stop 25. In the event of a failure of the electronic control device 17 or of the electric motor 14, the spring 26 thus also pulls the first control element part 8b against the force of the second control element 8b Spring 12 in the idle emergency position, which is identical to the position LL max .
  • FIG. 3 shows a structure of the load adjustment device according to the embodiment based on the embodiment according to FIG. 1 with modifications which not only permit idle control of the load adjustment device but also a speed limit control. Parts which correspond in their construction and in their function to the embodiment according to FIG. 1 are again identified with the same reference numerals for the sake of simplicity.
  • the embodiment shown in FIG. 3 initially has, instead of the spring 12 located between the driver 4 and the first control element part 8a, a spring 12a which is arranged directly between the control element part 8a and a fixed point 29 and which acts on the control element part 8a in the idling direction.
  • This fixed arrangement of the spring 12a results in a direct return of the throttle valve 9, the spring being effective over the entire adjustment range of the control element part 8a and thus the entire load range of the internal combustion engine, and the force of the springs 6a and 6b being able to be reduced.
  • the embodiment shown in FIG. 3 does not have a stop 16 which limits the maximum idle position, but a contact 27 which covers the entire idle control range of the second control element part 8b, with a switching point at LL max .
  • both the first control element part 8a and the second control element part 8b are each assigned an actual value detection device 18, the actual value detection device assigned to the first-mentioned control element part detects the entire load range and thus primarily the Ge speed limit control function, whereby the other actual value detection device is used to monitor the idle control.
  • the regulation in the idle range takes place in the embodiment according to FIG. 3 in accordance with the embodiment shown in FIG. If the load adjustment device shown in FIG. 3 is to be used for speed limitation control in the partial load / full load range of the internal combustion engine via the electronic control device 17 and the electric motor 14, this initially leads to a movement of the second control element part 8b in the direction of full load and to a corresponding movement of the first control element part 8a up to a position LL max .
  • the contact 27 switches and thus outputs a signal to the electronic control device 17 which this recognizes in the sense of a speed limit control.
  • the predetermined speed is converted via the electronic control device 17 into a load variable, which the electric motor 14 implements by means of a corresponding displacement movement of the second control element part 8b and thus of the first control element part 8a, which cooperates with the actuator 9.
  • the control element part 8b is moved into the idle range via the electric motor 14, so that the control element part 8a specifies the position of the actuator 9 when the driver 4 moves in the idle direction until it comes into contact with the control element part 8b via the attachment 15 is coming.
  • the frame 28 in the figures makes it clear that the parts enclosed by it form a structural unit.
  • Essential features of the structural unit are the driver 4, the two control element parts 8a and 8b, the actuator 9 and the electric motor 14.
  • the additional dashed frame 28a is intended to clarify that the return drive of the driver 4 represented by the springs 6a, 6b can also be part of the structural unit.

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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)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP89103839A 1989-01-20 1989-03-04 Dispositif de réglage de la charge Expired - Lifetime EP0378737B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3901585 1989-01-20
DE3901585A DE3901585A1 (de) 1989-01-20 1989-01-20 Lastverstelleinrichtung

Publications (2)

Publication Number Publication Date
EP0378737A1 true EP0378737A1 (fr) 1990-07-25
EP0378737B1 EP0378737B1 (fr) 1993-11-10

Family

ID=6372450

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89103839A Expired - Lifetime EP0378737B1 (fr) 1989-01-20 1989-03-04 Dispositif de réglage de la charge

Country Status (4)

Country Link
US (1) US5036813A (fr)
EP (1) EP0378737B1 (fr)
JP (1) JPH076426B2 (fr)
DE (2) DE3901585A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0413082B1 (fr) * 1989-08-16 1994-03-16 VDO Adolf Schindling AG Dispositif de réglage de charge
EP2174824A3 (fr) * 2008-10-08 2011-05-04 Stefan Niemerg Dispositif de transmission non-linéaire d'une position d'une poignée tournante de gaz dans des deux roues et dispositif de limitation de vitesse pour véhicules, notamment des motocyclettes

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4000125A1 (de) * 1990-01-04 1991-07-11 Vdo Schindling Lastverstelleinrichtung
US5131362A (en) * 1990-02-22 1992-07-21 Robert Bosch Gmbh Safety device
US5161508A (en) * 1990-05-07 1992-11-10 Vdo Adolf Schindling Ag Load adjustment device
DE4015353A1 (de) * 1990-05-12 1991-11-14 Vdo Schindling Lastverstelleinrichtung
DE4027578A1 (de) * 1990-08-31 1992-03-05 Bosch Gmbh Robert Lastverstelleinrichtung, insbesondere fuer ein fahrzeug
DE4034575A1 (de) * 1990-10-31 1992-05-07 Vdo Schindling Lastverstelleinrichtung
DE4117267A1 (de) * 1991-05-27 1992-12-03 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE19928632A1 (de) * 1999-06-23 2000-12-28 Mannesmann Vdo Ag Lastverstellvorrichtung

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0262883A1 (fr) * 1986-09-29 1988-04-06 Mitsubishi Denki Kabushiki Kaisha Dispositif d'étranglement pour un véhicule
DE3711779A1 (de) * 1987-04-08 1988-10-20 Audi Ag Drosselklappe
FR2614938A1 (fr) * 1987-05-09 1988-11-10 Vdo Schindling Procede d'ajustement d'un organe de manoeuvre destine a regler la vitesse de ralenti d'un moteur a combustion interne

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5696124A (en) * 1979-12-28 1981-08-04 Hitachi Ltd Speed controller for engine
JPS60240835A (ja) * 1984-05-12 1985-11-29 Nissan Motor Co Ltd 内燃機関の吸気量制御装置
JP2503409B2 (ja) * 1986-02-11 1996-06-05 日本電装株式会社 内燃機関のスロットル制御装置
DE3524911A1 (de) * 1985-07-12 1987-01-15 Vdo Schindling Einrichtung zur regelung der leerlaufdrehzahl eines ottomotors, insbesondere in einem kraftfahrzeug
JPS62265424A (ja) * 1986-05-13 1987-11-18 Aisin Seiki Co Ltd 被動部材制御装置
DE3641244C3 (de) * 1986-12-03 1995-02-23 Vdo Schindling Anordnung für ein Kraftfahrzeug
JPH0689697B2 (ja) * 1986-12-29 1994-11-09 本田技研工業株式会社 車両用エンジンのスロツトル制御装置
DE3815734A1 (de) * 1987-07-23 1989-02-02 Vdo Schindling Lastverstelleinrichtung
DE3837162A1 (de) * 1988-11-02 1990-05-03 Vdo Schindling Lastverstelleinrichtung

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0262883A1 (fr) * 1986-09-29 1988-04-06 Mitsubishi Denki Kabushiki Kaisha Dispositif d'étranglement pour un véhicule
DE3711779A1 (de) * 1987-04-08 1988-10-20 Audi Ag Drosselklappe
FR2614938A1 (fr) * 1987-05-09 1988-11-10 Vdo Schindling Procede d'ajustement d'un organe de manoeuvre destine a regler la vitesse de ralenti d'un moteur a combustion interne

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0413082B1 (fr) * 1989-08-16 1994-03-16 VDO Adolf Schindling AG Dispositif de réglage de charge
EP2174824A3 (fr) * 2008-10-08 2011-05-04 Stefan Niemerg Dispositif de transmission non-linéaire d'une position d'une poignée tournante de gaz dans des deux roues et dispositif de limitation de vitesse pour véhicules, notamment des motocyclettes

Also Published As

Publication number Publication date
JPH0261348A (ja) 1990-03-01
JPH076426B2 (ja) 1995-01-30
US5036813A (en) 1991-08-06
EP0378737B1 (fr) 1993-11-10
DE3901585A1 (de) 1990-07-26
DE58906172D1 (de) 1993-12-16

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