EP0389649B1 - Papillon d'accélérateur - Google Patents

Papillon d'accélérateur Download PDF

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Publication number
EP0389649B1
EP0389649B1 EP89105378A EP89105378A EP0389649B1 EP 0389649 B1 EP0389649 B1 EP 0389649B1 EP 89105378 A EP89105378 A EP 89105378A EP 89105378 A EP89105378 A EP 89105378A EP 0389649 B1 EP0389649 B1 EP 0389649B1
Authority
EP
European Patent Office
Prior art keywords
throttle valve
servomotor
stop point
closure
stop
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
EP89105378A
Other languages
German (de)
English (en)
Other versions
EP0389649A1 (fr
Inventor
Josef Büchl
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.)
Audi AG
Original Assignee
Audi 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 Audi AG filed Critical Audi AG
Priority to DE58907650T priority Critical patent/DE58907650D1/de
Priority to ES89105378T priority patent/ES2051912T3/es
Priority to EP89105378A priority patent/EP0389649B1/fr
Priority to JP2054777A priority patent/JP2781048B2/ja
Priority to US07/498,341 priority patent/US5018496A/en
Publication of EP0389649A1 publication Critical patent/EP0389649A1/fr
Application granted granted Critical
Publication of EP0389649B1 publication Critical patent/EP0389649B1/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 throttle valve for an internal combustion engine.
  • a known throttle valve is described in DE-A 37 11 779.
  • This known throttle valve is controlled by an actuator between the fully closed position (0 ° position) and the maximum open position, which is specified by a mechanical encoder.
  • the mechanical transmitter specifies the full closed position of the throttle valve, so the safety of a mechanical accelerator pedal is achieved when the possibilities of regulating an electronic accelerator pedal are recognized.
  • a generic throttle valve is known from DE-A 38 10 270, in which the maximum position of a throttle valve controlled by an electric motor is predetermined by the position of the accelerator pedal or by an encoder which is connected to the cruise control system.
  • the motor adjusts the position of the throttle valve directly and positively coupled, it cannot be moved beyond its mechanically predetermined stop into its open position.
  • the object of the invention is to develop such throttle valves so that an idle charge control via the servomotor is possible and operational reliability is ensured even in the event of a failure of the electric motor and an operationally appropriate emergency setting of the idle speed is possible.
  • a stop actuator is provided which, even when the accelerator pedal is not actuated and the corresponding setpoint value is provided, ensures that the stop point of the throttle valve does not completely close the throttle valve, but rather leaves an angular range of approximately 10 ° available in which the position of the servomotor can be obtained Throttle valve can be regulated.
  • the single figure shows the principle of actuating a throttle valve according to the invention.
  • the reference numeral 10 denotes a throttle valve which is installed in an intake manifold of an internal combustion engine, which in the illustration provided here should run vertically.
  • the throttle valve is shown in the open state, it can be pivoted about a shaft 12, wherein a pivoting in the direction of arrow 100 would bring the throttle valve 10 into its open position.
  • the shaft 12 is bent at one end at an angle to a radial extension 16, which is positively connected in terms of movement to the throttle valve 10, in the continuation of its axis 14 the shaft of an actuating element 18 is provided coaxially, which has a drive lever 22 and an output lever 28.
  • the pivoting of the steep part 18 is set via the drive lever 22, the output lever 28 transmits this pivoting in a manner to be described to the extension 16 which is positively connected in terms of movement to the throttle valve 10.
  • the drive lever 22 or, as shown here, the output lever 28 continues to engage a return spring 24, the other end of which is articulated at point 26 on the motor side, this return spring 24, which is designed as a double spring for safety reasons, acts on the throttle valve 10 in its closed position.
  • the output lever 28 has a driving pin 30 which runs parallel to the axis 14 and is in contact with the extension 16.
  • a stop spring 32 biases the throttle valve 10 into its open position and thus the extension 16 into its contact position with the driver pin 30 of the actuator 18. It is essential that the spring 32 has a smaller spring force characteristic than the return spring 24, that is, it is softer.
  • the spring 32 can connect the extension 16 directly to the output lever, but it can also, as shown in the drawing, exert a torque on the axis 12 with one end and be firmly articulated on the motor side with its other end 80.
  • An extension 50 of the output lever 28 of the actuator 18 has at its end 58 an adjustable stop screw 82 which comes into contact with a stop actuator bolt 56 of a stop actuator 54 and thus limits the pivoting of the actuator 18 in the closed position of the throttle valve 10.
  • the stop actuator 54 can be designed as an electric motor or as a pressure cell.
  • the adjusting lever 18 is rotated in the direction of the open position of the throttle valve 10, that is to say in the direction of rotation of the arrow 100, by a pivoting part 60 which can be pivoted by actuating a cable 20 which is connected to an accelerator pedal, not shown.
  • the shaft 12 of the throttle valve 10 the axis of rotation of the actuating part 18 and the axis of rotation of the pivoting part 60 are aligned coaxially with one another.
  • a counter arm which is designed as an actuating lever 64, can be pivoted about this axis with the aid of a cable lever 62 which is engaged by the cable 20.
  • the actuating lever 64 has a driver 66 which on the one Side of the drive lever 22 of the actuator 18 presses and this actuator 18 thus moves in the direction of the open position.
  • a return spring 70 is provided which ensures that when the accelerator pedal is not actuated and thus when the cable 20 is loose, the pivoting part 60 is moved into its zero position.
  • a setpoint generator 72 which, as a sensor, emits an electrical signal which is representative of the load request as generated by the driver when the accelerator pedal is actuated.
  • the servomotor 42 is controlled by electronics. This can be a slip control, for example.
  • the control electronics also take consumption-optimized characteristics into account, according to which the electric motor can be controlled to open or close the throttle valve. Measures for damping the load change shock when the throttle valve suddenly opens can also be taken into account here.
  • the throttle valve In order to counteract sudden slippage, a load change or also excessive consumption, the throttle valve should be acted on in the direction of its closed position.
  • the electric motor 42 is controlled and it actuates a shaft 40 which rotates in the opposite direction to the arrow 100.
  • a driver 38 comes into abutment with a radial pin 36 and also rotates the shaft 12 in the direction of arrow 100.
  • the extension 16 at the stop point 90 disengages from the driver pin 30 of the actuating element 18, which stresses the spring 32 against its direction of action and the throttle valve around by the electronic Logic predetermined amount closed.
  • An actual value transmitter 68 which determines the actual degree of closure of the throttle valve 10, is assigned to either the shaft 12 or the shaft 40 and provides a value for the actual degree of throttle valve opening.
  • the return spring 24 holds the drive lever 22 and its extension 50 in contact with the point 52, provided that no further resistances prevent this.
  • the pivotal movement of the actuator 18 is transmitted via the driver pin 30 of the actuator 18 to the extension 16 which is connected to the shaft 12 of the throttle valve 10, since the spring 32 presses the extension 16 into contact with the driver pin 30 as long as no further forces Influence throttle valve 10.
  • the maximum opening angle of the throttle valve 10 is predetermined, whereas the throttle valve 10 can close against the arrow direction 100 as long as the closing force overcomes the spring constant of the spring 32.
  • the closing of the throttle valve between the maximum opening degree, which is predetermined by the position of the gas cable 20 and the completely closed position is set by the servomotor 42.
  • the parameters for controlling the motor 42 are determined by correspondingly predetermined parameters stored in memories as well as by vehicle operating parameters (speed, speed, accelerator pedal characteristics and the like) and the values which the transmitters 68 and 72 deliver, namely 68 for the actual position of the throttle valve 10 and 72 for the target position of the throttle valve 10, as is specified via the load request, which is determined by the accelerator pedal.
  • An essential feature of the present invention is the stop actuator 54, which prevents the throttle valve from closing completely due to the mechanical specification. Even if the pivoting part 60 is turned into its full closed position by an accelerator pedal that is not actuated, the abutment screw 82 against the stop actuator bolt 56 prevents the pivoting lever 18 from being reset to 0 ° by the return spring 24; the stop actuator 54 holds the adjusting lever 18 typically in a position that corresponds to an opening angle of approximately 10 ° of the throttle valve 10.
  • the throttle valve is set between 0 and 10 ° solely via the servo motor 42, which is controlled by an idle charge control and thus ensures a constant idle speed.
  • the setpoint generator 72 is not held, but can also assume values between 0 and 10 ° as a typical load requirement, in this area, however, the swivel part 60 does not actuate the control part 18, but the power control of the internal combustion engine takes place solely the setpoint generator 72 and the servomotor 42 instead.
  • the lower value for the opening angle set via the stop plate 54 is selected such that the necessary one There is scope for the idle charge control.
  • the power output of the internal combustion engine can be kept within limits via a further position, whereby on the one hand an emergency operation is possible but on the other hand a dangerous operating state such as sudden uncontrolled acceleration cannot occur.
  • An important area for the application of the invention is the damping of the so-called load change shock. If the accelerator pedal is suddenly depressed, the swivel part 16 and the actuating part 18 are suddenly rotated and the maximum opening angle is thus adjusted upwards, but the servomotor 42 adjusts the actual opening of the throttle valve 10 with a time delay in order to achieve a softer response behavior, which is not noticeable Performance loss increases acceleration comfort.
  • a speed control system can advantageously be connected to the stop actuator 54.
  • the control part 18 is actuated by the cruise control system and specifies the maximum opening angle of the throttle valve 10. Due to the fact that the stop 52 only acts on one side on the drive lever 22, while the drive lever 22 is freely movable to the other side, the pivoting lever 60 is not moved as a result of the pivoting of the actuating part 18 and, accordingly, the accelerator pedal is not pulled. The speed is then set via the servomotor 42.

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)
  • Feeding And Controlling Fuel (AREA)

Claims (9)

  1. Papillon des gaz (10) pour un moteur à combustion interne, comprenant:
    a) un arbre (12) sur lequel le papillon des gaz (10) est monte, l'arbre (12) étant connecté a un afficheur de valeur effective (68) pour indiquer la position du papillon des gaz (10),
    b) un point de butée (30) qui limite le mouvement d'ouverture du papillon des gaz (10) en direction de sa position d'ouverture,
    c) un dispositif pour le déplacement du point de butée (30) en direction de la position d'ouverture en réponse à l'actionnement d'un câble de transmission mécanique (20) au moyen de la pédale d'accélérateur, ce dispositif comportant un élément pivotant (60) qui peut être actionné par le câble de transmission (20) et qui déplace le point de butée (30) par l'intermédiaire d'un élément de positionnement (18),
    d) un afficheur de valeur de consigne (72) pour la position du papillon des gaz, commandé par l'élément pivotant (60),
    e) un dispositif de rappel en position initiale (70, 24) qui, lorsque le câble de transmission mécanique (20) est relâché, sollicite le point de butée (30) en direction de la position de fermeture du papillon des gaz (10),
    f) un servomoteur (42) qui règle le degré d'ouverture du papillon des gaz (10) entre la position de fermeture et la position d'ouverture maximale définie par le point de butée (30), le servomoteur (42) entraînant, par l'intermédiaire d'un toc d'entraînement (38) et contre la force antagoniste d'un ressort (32), un taquet (36) accouplé rigidement a l'arbre (12) et ne produisant ainsi un mouvement forcé du papillon des gaz (10) qu'en direction de sa position de fermeture, tandis que lors du mouvement inverse du servomoteur (42), la sollicitation du papillon des gaz (10) est produite par la force du ressort (32),et
    g) un ressort (32) dont la force sollicite le papillon des gaz (10) en direction du point de butée (30),
    caractérisé en ce que
    h) un positionneur de butée (54) agit sur l'élément de positionnement (18) et règle ainsi la position minimale du point de butée (30) en direction de la position de fermeture du papillon des gaz (10),
    i) un jeu libre entre le point de butée (30), dans sa position minimale en direction de la position de fermeture du papillon des gaz (10), et l'élément pivotant (60), dans sa position minimale en direction de la position de fermeture du papillon des gaz (10), est maintenu afin de rendre possible un réglage d'admission au ralenti par le servomoteur (42)
  2. Papillon des gaz selon la revendication 1, caractérisé en ce que le point de butée (30) est un appendice d'un levier mené (28) de l'élément de positionnement (18) qui prédéfinit la position maximale du papillon des gaz, cet appendice (30) exerçant, lors du mouvement de fermeture, une poussée sur un élément (16) qui est déplacé de force avec le papillon des gaz (10).
  3. Papillon des gaz selon la revendication 1 ou 2, caractérisé en ce que le positionneur de butée est une capsule métallique sous pression (54) ou un servomoteur qui limite le mouvement de l'élément de positionnement (18) en direction de la position de fermeture du papillon des gaz.
  4. Papillon des gaz selon l'une quelconque des revendications 1 à 3, caractérisé en ce que l'élément de positionnement (18) est réglable par un dispositif régulateur de vitesse.
  5. Papillon des gaz selon la revendication 4, caractérisé en ce que le dispositif de régulateur de vitesse règle le positionneur de butée (54).
  6. Papillon des gaz selon l'une quelconque des revendications 1 à 5, caractérisé en ce que l'élément pivotant (60) est réglable dans des positions comprises entre 0° et 90°, l'élément de positionnement (18) est réglable dans des positions comprises entre 4° au moins et 90°, et le servomoteur (42) règle le papillon des gaz entre 0° et la position d'ouverture maximale.
  7. Papillon des gaz selon l'une quelconque des revendications 1 à 6, caractérisé en ce que le servomoteur (42) est un moteur électrique qui reçoit des signaux d'un dispositif de réglage d'alimentation au ralenti.
  8. Papillon des gaz selon la revendication 7, caractérisé en ce que le moteur électrique (42) est commandé par un ordinateur qui règle, sous la commande d'un programme, l'angle de positionnement du papillon des gaz en tenant compte des valeurs de l'afficheur de valeur effective (72) et de l'afficheur de valeur de consigne (68).
  9. Papillon des gaz selon l'une quelconque des revendications 1 à 8, caractérisé en ce que l'arbre (12) du papillon des gaz (10), l'axe de l'élément de positionnement (18) et l'axe de rotation de l'élément pivotant (60) sont disposés coaxialement les uns par rapport aux autres.
EP89105378A 1989-03-25 1989-03-25 Papillon d'accélérateur Expired - Lifetime EP0389649B1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
DE58907650T DE58907650D1 (de) 1989-03-25 1989-03-25 Drosselklappe.
ES89105378T ES2051912T3 (es) 1989-03-25 1989-03-25 Mariposa de gases.
EP89105378A EP0389649B1 (fr) 1989-03-25 1989-03-25 Papillon d'accélérateur
JP2054777A JP2781048B2 (ja) 1989-03-25 1990-03-06 スロットルバルブ装置
US07/498,341 US5018496A (en) 1989-03-25 1990-03-23 Method and apparatus for throttle valve control in internal combustion engines

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP89105378A EP0389649B1 (fr) 1989-03-25 1989-03-25 Papillon d'accélérateur

Publications (2)

Publication Number Publication Date
EP0389649A1 EP0389649A1 (fr) 1990-10-03
EP0389649B1 true EP0389649B1 (fr) 1994-05-11

Family

ID=8201139

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89105378A Expired - Lifetime EP0389649B1 (fr) 1989-03-25 1989-03-25 Papillon d'accélérateur

Country Status (5)

Country Link
US (1) US5018496A (fr)
EP (1) EP0389649B1 (fr)
JP (1) JP2781048B2 (fr)
DE (1) DE58907650D1 (fr)
ES (1) ES2051912T3 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10334475A1 (de) * 2003-07-29 2005-03-03 Pierburg Gmbh Klappensystem für eine Verbrennungskraftmaschine

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JPH0385337A (ja) * 1989-08-29 1991-04-10 Mitsubishi Electric Corp 機関のスロットル弁制御装置
DE3936875A1 (de) * 1989-11-06 1991-05-08 Hella Kg Hueck & Co Drosselklappe fuer eine brennkraftmaschine
US5163400A (en) * 1990-01-16 1992-11-17 Sawafuji Electric Co. Ltd. Engine unit
US5168951A (en) * 1990-03-16 1992-12-08 Aisan Kogyo Kabushiki Kaisha Throttle valve operating device with traction control function
DE4011182A1 (de) * 1990-04-06 1991-10-10 Audi Ag Drosselklappe
DE4015353A1 (de) * 1990-05-12 1991-11-14 Vdo Schindling Lastverstelleinrichtung
DE4027269A1 (de) * 1990-08-29 1992-03-05 Vdo Schindling Drosselklappenstutzen
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
JP3205002B2 (ja) * 1991-05-20 2001-09-04 株式会社日立製作所 スロットルアクチュエータ
JPH05262167A (ja) * 1992-03-17 1993-10-12 Aisan Ind Co Ltd エンジンのスロットル制御装置
JPH06123242A (ja) * 1992-08-25 1994-05-06 Nippondenso Co Ltd スロットルバルブ制御装置
JPH07324636A (ja) * 1994-04-04 1995-12-12 Nippondenso Co Ltd スロットル弁制御装置
US5492097A (en) * 1994-09-30 1996-02-20 General Motors Corporation Throttle body default actuation
JP3471593B2 (ja) * 1997-12-22 2003-12-02 本田技研工業株式会社 スロットル制御装置
US6244565B1 (en) 1999-01-29 2001-06-12 Ford Global Technologies, Inc. Throttle body shaft axial play control
US6070852A (en) * 1999-01-29 2000-06-06 Ford Motor Company Electronic throttle control system
US6095488A (en) * 1999-01-29 2000-08-01 Ford Global Technologies, Inc. Electronic throttle control with adjustable default mechanism
US6155533C1 (en) * 1999-01-29 2002-07-30 Visteon Global Tech Inc Default mechanism for electronic throttle control system
US6299545B1 (en) 1999-05-03 2001-10-09 Visteon Global Tech., Inc. Rotating shaft assembly
US6173939B1 (en) 1999-11-10 2001-01-16 Ford Global Technologies, Inc. Electronic throttle control system with two-spring failsafe mechanism
US6267352B1 (en) 1999-11-11 2001-07-31 Ford Global Technologies, Inc. Electronic throttle return mechanism with default and gear backlash control
US6286481B1 (en) 1999-11-11 2001-09-11 Ford Global Technologies, Inc. Electronic throttle return mechanism with a two-spring and one lever default mechanism
US6253732B1 (en) 1999-11-11 2001-07-03 Ford Global Technologies, Inc. Electronic throttle return mechanism with a two-spring and two-lever default mechanism
JP3945568B2 (ja) * 2000-12-27 2007-07-18 株式会社デンソー 内燃機関の吸気制御装置
JP4167524B2 (ja) * 2003-03-31 2008-10-15 本田技研工業株式会社 直噴エンジンの吸気装置
CN100439679C (zh) * 2005-05-02 2008-12-03 雅马哈发动机株式会社 鞍骑式车辆
DE102008052846C5 (de) * 2008-10-23 2016-10-13 Küster Holding GmbH Abgasklappenantrieb für ein Kraftfahrzeug sowie die Verwendung eines solchen Abgasklappenantriebes
KR100904301B1 (ko) 2008-12-17 2009-06-24 (주)남광엔지니어링 스택댐퍼
JP5202415B2 (ja) * 2009-03-31 2013-06-05 本田技研工業株式会社 スロットル制御装置
JP5357105B2 (ja) * 2010-05-19 2013-12-04 株式会社デンソー スロットル装置
EP2568146A1 (fr) * 2011-09-08 2013-03-13 MZ Motor Co. Ltd. Système de commande pour un système d'étranglement d'une entrée de gaz et moteur à combustion
JP6675959B2 (ja) * 2016-09-07 2020-04-08 愛三工業株式会社 スロットル装置及びその製造方法

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JPS63121737U (fr) * 1987-02-03 1988-08-08
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JPH086611B2 (ja) * 1987-03-26 1996-01-29 日産自動車株式会社 車載エンジン制御装置
DE3711779A1 (de) * 1987-04-08 1988-10-20 Audi Ag Drosselklappe
JPH057472Y2 (fr) * 1987-06-03 1993-02-25

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10334475A1 (de) * 2003-07-29 2005-03-03 Pierburg Gmbh Klappensystem für eine Verbrennungskraftmaschine
DE10334475B4 (de) * 2003-07-29 2006-04-13 Pierburg Gmbh Klappensystem für eine Verbrennungskraftmaschine

Also Published As

Publication number Publication date
ES2051912T3 (es) 1994-07-01
EP0389649A1 (fr) 1990-10-03
JPH02275031A (ja) 1990-11-09
US5018496A (en) 1991-05-28
DE58907650D1 (de) 1994-06-16
JP2781048B2 (ja) 1998-07-30

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