EP0388505B1 - Dispositif de réglage de charge - Google Patents

Dispositif de réglage de charge Download PDF

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Publication number
EP0388505B1
EP0388505B1 EP89110065A EP89110065A EP0388505B1 EP 0388505 B1 EP0388505 B1 EP 0388505B1 EP 89110065 A EP89110065 A EP 89110065A EP 89110065 A EP89110065 A EP 89110065A EP 0388505 B1 EP0388505 B1 EP 0388505B1
Authority
EP
European Patent Office
Prior art keywords
adjusting
adjustment device
load adjustment
throttle valve
adjusting shaft
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
EP89110065A
Other languages
German (de)
English (en)
Other versions
EP0388505A2 (fr
EP0388505A3 (en
Inventor
Arnold Mann
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 EP0388505A2 publication Critical patent/EP0388505A2/fr
Publication of EP0388505A3 publication Critical patent/EP0388505A3/de
Application granted granted Critical
Publication of EP0388505B1 publication Critical patent/EP0388505B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/107—Safety-related aspects
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M3/00—Idling devices for carburettors
    • F02M3/06—Increasing idling speed
    • F02M3/07—Increasing idling speed by positioning the throttle flap stop, or by changing the fuel flow cross-sectional area, by electrical, electromechanical or electropneumatic means, according to engine speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T137/00—Fluid handling
    • Y10T137/8593—Systems
    • Y10T137/87096—Valves with separate, correlated, actuators
    • Y10T137/87113—Interlocked
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T137/00—Fluid handling
    • Y10T137/8593—Systems
    • Y10T137/87096—Valves with separate, correlated, actuators
    • Y10T137/87121—Coaxial stems
    • Y10T137/87129—Rotary

Definitions

  • the invention relates to a load adjustment device with a throttle valve arranged in an intake duct, the actuating shaft of which is driven by an electric servomotor.
  • Load adjustment devices of the type mentioned have recently been installed frequently in place of mechanical load adjustment devices in which the accelerator pedal is connected to the throttle valve via a linkage or a cable pull.
  • the electrical transmission of the accelerator pedal movement to the throttle valve has a number of advantages over the mechanical one; in particular, the laying of electrical transmission lines is considerably less complex than the arrangement of a mechanical transmission device (cf. DE-OS 28 43 456).
  • a mechanical transmission device is usually not entirely dispensed with, but instead carries a so-called emergency actuation device with play, so that mechanical throttle valve actuation is possible if the electrical system fails after overcoming this play.
  • This additional mechanical emergency actuation device which is provided for reasons of redundancy, naturally increases the outlay for such a load adjustment device considerably (cf. DE-OS 38 15 734).
  • the invention has for its object to design a load adjustment device of the type mentioned with as little effort as possible so that even if important components fail, actuation is still possible.
  • a second intake duct with a further throttle valve is provided parallel to the intake duct, the actuating shaft of the second throttle valve being driven by a second electric servomotor in that both throttle flaps can be pivoted through more than 90 ° in the respective intake duct ) are arranged and that the two control shafts are connected to each other by a driver connection, which allows a relative rotation of the control shafts to each other by 90 °.
  • a particularly advantageous embodiment of the invention is that the servomotors are designed as a stepper motor.
  • the arrangement of stepper motors has the advantage that there is no need for complex feedback potentiometers for the throttle valves and thus also for the complex laying of feedback lines. It is sufficient if a simple switch generates a signal when the throttle valve is closed, so that the zero position can be determined when the accelerator pedal is actuated.
  • Another advantage of the stepper motors is that they do not have a collector, so that the problem due to carbon brushes lifting off vibrations does not occur.
  • the load adjustment device is particularly compact if, according to another embodiment of the invention, the servomotors are arranged in mirror image to one another above or below the two intake ducts and are connected to the respective actuating shaft via a gear arranged laterally of the respective intake duct.
  • Another, very advantageous embodiment of the invention is that the game with the throttle valves aligned in the same way is approximately 90 degrees on both sides and the two slip clutches are designed so that they form a positive connection after a relative rotation of 90 degrees.
  • the play By setting the play to 90 degrees, a full actuation of the still intact throttle valve is possible without the frictional force of a slip clutch counteracting it.
  • the idle power of the load adjustment device can be regulated particularly sensitively if the load adjustment device has a control device for actuating only one servo motor for idle control and for synchronously actuating both throttle valves in load operation.
  • a failure of a throttle valve drive can be determined in a simple manner if both actuating shafts are assigned a safety contact for monitoring the rotary movement of the respective actuating shaft.
  • the load adjustment device is designed to be particularly simple in terms of construction if, according to another embodiment of the invention, the driver connection is formed by a sector-shaped projection of the one control shaft and a sector-shaped projection of the other control shaft arranged above it.
  • the slipping clutches are designed to be particularly simple if each slipping clutch has a pin guided radially through the respective adjusting shaft and two stop segments on the respective gearwheel to limit the maximum possible relative movement.
  • the interposition of a gearbox between the respective servomotor and the respective actuating shaft can be dispensed with if the servomotors are arranged directly on the actuating shafts of the throttle valves without the interposition of a gearbox.
  • the actuating shafts can run in alignment with one another so that the driver connection already explained can be used.
  • the actuating shafts run parallel to one another and that in order to form the driver connection, an actuating segment with a circular elongated hole is arranged on each actuating shaft in radial alignment, in which a coupling rod connecting the actuating segments engages.
  • the slip clutches are unnecessary.
  • the driver connection is very simple.
  • FIG. 1 shows a throttle valve connector 1, which has two parallel intake ducts 2, 3, each with a throttle valve 4, 5.
  • the two throttle valves 4, 5 are each arranged on a horizontally arranged actuating shaft 6, 7, both of which are in alignment with one another and are coupled to one another by a driver connection 8 having play.
  • Both actuating shafts 6, 7 are led out laterally from the throttle valve connector 1 and are each connected to a gear 11, 12 there by means of a slip clutch 9, 10.
  • Each gear 11, 12 consists of three intermeshing gear wheels 13, 14, 15, the gear wheel 15 on an output shaft 16 of a servomotor 17 designed as a stepping motor is rotatably arranged.
  • a second servomotor 18, also designed as a stepper motor, is arranged in mirror image of the first servomotor 17 on the top of the throttle valve connector 1 and drives the actuating shaft 7 in the same way via the gear 12.
  • each actuating shaft 6, 7 is assigned a safety contact 19, 20 which controls a warning device 21, 22 when the actuating motor 17, 18 is energized but the actuating shaft 6, 7 is not rotating.
  • FIGS. 2 and 3 show the design of the driver connection 8 more precisely.
  • the mutually facing end faces of the two adjusting shafts 6, 7 each have a sector-shaped projection 23, 24. These projections each have an angle of 90 degrees, so that an angle of 90 degrees also remains between them, as shown in FIG. If the throttle valves 4, 5 move synchronously, the projections 23, 24 lie opposite one another. If, for example, the throttle valve 4 is at a standstill as a result of a defect, the right throttle valve 5 can pivot freely up to 90 degrees. In such a case, the normal operation of the right throttle valve 5 would in no way be hindered by the failed left throttle valve 4.
  • the right throttle valve 5 can be pivoted motor-wise through an angle of 90 degrees, the driver connection 8 taking the left throttle valve 4 with it after a pivoting angle of 90 degrees, so that it can be closed. This results in a relative movement in the slip clutch 9. After the load adjustment device has been repaired, this rotation in the slip clutch must of course be reset.
  • FIG. 4 and 5 illustrate the design of the slip clutch 12. It can be seen that the gear 13b is frictionally connected to the actuating shaft 7 via a plate spring 28. A pin 25 extends radially through the adjusting shaft 7, against which the gear 13b can turn with the stop segments 26, 27 shown in FIG. 5, so that the adjusting shaft 7 is carried in a form-fitting manner. If the gear 13b rotates counterclockwise and the actuating shaft 7 is sufficiently stiff, then there is a relative movement between the gear 13b and the actuating shaft 7 until the other side of the stop segments 26, 27 comes against the pin 25 and then the actuating shaft 7 carries along. Since both gearboxes 11, 12 have such a slip clutch 9, 10, if a gearbox 11, 12 is blocked via the other gearbox, the throttle valve, which is no longer functional, can be moved into the closed position due to a slipping clutch.
  • control shafts 6, 7 do not run in alignment, but parallel to one another.
  • Each control shaft 6, 7 is driven directly by a servomotor 17, 18.
  • the driver connection 8 is in turn designed so that both throttle valves 4, 5 can pivot independently of each other up to a maximum of about 90 degrees. In the event of a further pivoting, the other throttle valve 4 or 5 is taken along by the driver connection 8.
  • the structure of the driver connection 8 can be seen in FIG. 7. It has an actuating segment 29, 30 on each actuating shaft 6, 7, each with an arc-shaped elongated hole 31, 32.
  • a coupling rod 33 engages with its ends in one of the elongated holes 31, 32. In the illustrated, closed position of the throttle valves 4 and 5 the coupling rod 33 each against a left boundary of the respective elongated hole 31, 32. For example, if the right throttle valve 5 can no longer be actuated by the associated servomotor 18, then the right throttle valve 5 is taken along by the coupling rod 33 after pivoting the left throttle valve 4 by 90 degrees, so that it can be moved into the closed position.

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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)

Claims (11)

  1. Dispositif de réglage de charge comprenant un papillon d'accélérateur placé dans un canal d'aspiration et dont l'axe ou tige de positionnement est entraîné par un moteur électrique de positionnement, caractérisé en ce qu'un second canal d'aspiration (3) contenant un second papillon d'accélérateur (5) est prévu parallèlement au canal d'aspiration (2), l'axe de positionnement du second papillon (5) étant entraîné par un second moteur électrique de positionnement (18), que les deux papillons (4, 5) sont disposés rotatifs sur plus de 90° dans le canal d'aspiration (2, 3) correspondant et que les deux axes de positionnement (6, 7) sont reliés entre eux par une liaison d'entraînement (8) autorisant une rotation relative des axes de positionnement (6, 7) de 90° l'un par rapport à l'autre.
  2. Dispositif de réglage de charge selon la revendication 1, caractérisé en ce que les moteurs de positionnement (17, 18) sont réalisés comme des moteurs pas à pas.
  3. Dispositif de réglage de charge selon les revendications 1 et 2, caractérisé en ce que les moteurs de positionnement (17, 18) sont placés symétriquement l'un par rapport à l'autre au-dessus ou au-dessous des deux canaux d'aspiration (2, 3) et reliés chacun à l'axe de positionnement (6, 7) coordonné par l'intermédiaire d'un engrenage (11, 12) situé à côté du canal d'aspiration (2, 3) concerné.
  4. Dispositif de réglage de charge selon la revendication 3, caractérisé en ce qu'un accouplement à friction (9, 10), autorisant un mouvement rotatif limité, est prévu chaque fois entre l'engrenage (11, 12) et l'axe de positionnement (6) coordonné.
  5. Dispositif de réglage de charge selon la revendication 4, caractérisé en ce que le jeu de la liaison d'entraînement (8) est d'environ 90 degrés vers chacun des deux côtés lorsque les papillons (4, 5) sont alignés de la même façon, et les deux accouplements à friction (10, 11) sont conçus de manière qu'ils établissent une liaison à complémentarité de formes après une rotation relative de 90 degrés.
  6. Dispositif de réglage de charge selon la revendication 5, caractérisé par un système de commande pour actionner seulement un moteur de positionnement (17 ou 18) à des fins de réglage du ralenti et pour la commande synchrone des deux papillons (17, 18) dans le régime de charge.
  7. Dispositif de réglage de charge selon au moins une des revendications précédentes, caractérisé en ce qu'un contact de sécurité (19, 20) est coordonné aux deux axes de positionnement (6, 7) pour la surveillance du mouvement rotatif de l'axe de positionnement (6, 7) correspondant.
  8. Dispositif de réglage de charge selon au moins une des revendications précédentes, caractérisé en ce que la liaison d'entraînement (8) est constituée par une saillie (24) en forme de secteur dans la face d'extrémité d'un axe de positionnement (6) et par une saillie (23) en forme de secteur, disposée au-dessus d'elle, dans la face d'extrémité dirigée vers elle de l'autre axe de positionnement (7).
  9. Dispositif de réglage de charge selon la revendication 4 ou 5, caractérisé en ce que chaque accouplement à friction comporte, pour limiter le mouvement relatif maximal possible, une goupille (25) traversant radialement l'axe de positionnement coordonné et deux segments de butée (26, 27) sur la roue dentée (13b) concernée.
  10. Dispositif de réglage de charge selon la revendication 1 ou 2, caractérisé en ce que les moteurs de positionnement (17, 18) sont montés directement sur les axes de positionnement (6, 7) des papillons (4, 5), sans interposition d'un engrenage.
  11. Dispositif de réglage de charge selon la revendication 10, caractérisé en ce que les axes de positionnement (6, 7) sont parallèles et que, pour la formation de la liaison d'entraînement (8), un segment de positionnement (29, 30), présentant un trou oblong (31, 32) en forme d'arc de cercle, est disposé sur chaque axe de positionnement (6, 7), avec pénétration dans les trous oblongs d'une biellette (33) qui relie les segments de positionnement (29, 30) entre eux.
EP89110065A 1989-03-23 1989-06-03 Dispositif de réglage de charge Expired - Lifetime EP0388505B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3909570 1989-03-23
DE3909570A DE3909570A1 (de) 1989-03-23 1989-03-23 Lastverstelleinrichtung

Publications (3)

Publication Number Publication Date
EP0388505A2 EP0388505A2 (fr) 1990-09-26
EP0388505A3 EP0388505A3 (en) 1990-10-24
EP0388505B1 true EP0388505B1 (fr) 1993-11-03

Family

ID=6377045

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89110065A Expired - Lifetime EP0388505B1 (fr) 1989-03-23 1989-06-03 Dispositif de réglage de charge

Country Status (4)

Country Link
US (1) US5036816A (fr)
EP (1) EP0388505B1 (fr)
JP (1) JPH02259247A (fr)
DE (2) DE3909570A1 (fr)

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Also Published As

Publication number Publication date
EP0388505A2 (fr) 1990-09-26
DE58906114D1 (de) 1993-12-09
US5036816A (en) 1991-08-06
DE3909570A1 (de) 1990-09-27
EP0388505A3 (en) 1990-10-24
JPH02259247A (ja) 1990-10-22

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