EP0390961A1 - Dispositif de positionnement d'un organe d'étranglement - Google Patents

Dispositif de positionnement d'un organe d'étranglement Download PDF

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Publication number
EP0390961A1
EP0390961A1 EP89109680A EP89109680A EP0390961A1 EP 0390961 A1 EP0390961 A1 EP 0390961A1 EP 89109680 A EP89109680 A EP 89109680A EP 89109680 A EP89109680 A EP 89109680A EP 0390961 A1 EP0390961 A1 EP 0390961A1
Authority
EP
European Patent Office
Prior art keywords
throttle valve
lever
servomotor
actuator
actuating
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
EP89109680A
Other languages
German (de)
English (en)
Other versions
EP0390961B1 (fr
Inventor
Jürgen Luft
Erwin Schneider
Wolfgang Göcking
Rolf Anschicks
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 EP0390961A1 publication Critical patent/EP0390961A1/fr
Application granted granted Critical
Publication of EP0390961B1 publication Critical patent/EP0390961B1/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
    • 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
    • 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

Definitions

  • the invention relates to a throttle valve actuating device which has a throttle valve actuating lever which is connected to an accelerator pedal and which actuates a throttle valve in a rotationally fixed manner on a throttle valve shaft, and a servomotor which operates exclusively in the opening direction of the throttle valve against the force of a return spring to enable idle control.
  • throttle valve actuators are provided in today's motor vehicles and are therefore known.
  • the internal combustion engine In current motor vehicles, the internal combustion engine must generate different torques even when idling.
  • the power requirement increases, for example, when the air conditioning system of a motor vehicle has to work at idle.
  • a cold internal combustion engine requires more energy to keep it running than a warm internal combustion engine.
  • idling control In order to keep the idling speed as low as possible under such different conditions, idling control is being used more and more frequently.
  • the throttle can be adjusted by means of the servomotor flap can be opened more or less in a defined work area without the driver having to press the accelerator pedal.
  • a disadvantage of the known idle control systems is their behavior in the event of a failure of the energy actuating their servomotor.
  • the idle speed control is designed so that the throttle valve is then pivoted by means of an adjusting spring into a position in which the idle speed reaches the upper value of the working range available for the idle speed control. In practice, idling speeds are so high that there would be an engagement in an automatic transmission. If the idle control is designed so that the throttle valve reaches its largely closed end position in the event of a failure of the external energy, then the internal combustion engine mostly dies in idle, which is annoying and disadvantageous for traffic safety.
  • the invention is based on the object of designing a throttle valve actuating device of the type mentioned in such a way that an average idle speed results automatically in the event of failure of the energy of the servomotor when idling.
  • a motor actuating lever mechanically connected to an actuator of the servomotor with a travel-reversing movement reversing device is provided such that when the actuator is displaced from its position resulting from the return spring, the throttle valve initially slightly in the closing direction and then pivots in the opposite direction with further displacement of the actuator.
  • the actuator in the event of a power failure of the servomotor, the actuator is pulled by an actuating spring into an emergency running position, in which the throttle valve assumes a medium open position.
  • the movement reverser means that when the servomotor is energized, when the actuator is shifted, it initially pivots the throttle valve in one direction so that it closes further and then moves in the opposite direction until the throttle valve reaches its maximum opening angle for idle control has reached.
  • the servo motor only works in one direction, thanks to the invention, the throttle valve can initially be further closed with the servo motor only by moving its actuator in only one direction and then opened again in the same direction when the actuator is moved further. This enables an optimal idle control without causing an undesirably high engine speed or the engine to die if the power of the servomotor fails.
  • the adjustment of the throttle valve for the purpose of idling control must be superimposed on the throttle valve adjustment by the accelerator pedal.
  • the movement reversing device can be formed very simply by mechanical components, in that, according to an advantageous embodiment of the invention, the movement reversing device has an intermediate lever articulated on the motor control lever with a toggle joint and on the actuator of the motor, which in the end position resulting from the actuating motor being deenergized by an actuating spring against an actuator housing-fixed stop is held between the linkage on the motor control lever and the actuator and in that the motor control lever on the opposite side of the stop has a driver against which the intermediate lever can be moved after a slight pivoting in the direction of adjustment of the servomotor.
  • the force of the actuating spring is as small as possible. This can be achieved in that the motor control lever and the intermediate lever are pretensioned in the buckling position by a leg spring which is arranged on the toggle joint and is weaker than the positioning spring. With this design, the force of the leg spring no longer increases, despite the increasing actuation stroke of the servomotor, as soon as the intermediate lever bears against the driver of the motor actuating lever.
  • Another very simple embodiment of the movement reversing device is that it has an angle lever, against the one lever arm of which the motor control lever forms a tilt axis and against the other lever arm of which the actuator of the servomotor is held by an actuating spring and that at the end of the actuator a after a short Stroke in the direction resulting from the energization of the servomotor against the motor actuating lever provided see is.
  • Another, particularly simple design of the throttle valve actuating device results if the movement reversing device is formed by a lifting curve on the engine control lever against which the throttle valve actuating lever bears.
  • the stroke curve enables the dependency between the stroke of the servomotor and the throttle valve angle to be designed as desired.
  • Such an actuating device is designed in a particularly simple manner with a stroke curve if the motor control lever is designed as a two-armed lever which can be pivoted about an axis, on one lever arm of which the actuator of the servomotor is articulated and the other lever arm of which has the stroke curve.
  • the optimal throttle valve opening angle is plotted over the travel path of a servomotor. It can be seen that when the servomotor is actuated, the throttle valve opening angle initially decreases from approximately 5 degrees to almost 0 degrees and then increases to approximately 25 degrees. The area from close to 0 degrees to 25 degrees is the working range in which the idle control works. If the energy of the servomotor fails, a return spring can move the actuator of the servomotor into an emergency running position in which the throttle valve is open by approximately 5 degrees.
  • the optimal characteristic curve shown in FIG. 1 can be achieved with the two throttle valve actuators, which are shown in the following figures.
  • FIG. 2 shows a throttle valve connector 1, in which a throttle valve 3 is arranged non-rotatably on a rotatably mounted throttle valve shaft 2. Furthermore, a two-armed driver lever 4 is arranged non-rotatably on the throttle valve shaft 2, which is biased clockwise by a return spring 5 and thus in the closing direction of the throttle valve 3.
  • a linkage 8 engages, which can be displaced by the accelerator pedal 9 between an idle position LL and a full load position VL. If the accelerator pedal 9 moves from the idling position LL shown in the direction of the full-load position VL, the throttle valve actuating lever 6 pivots counterclockwise. His driver 7 pivots the driver lever 4 in the same direction of rotation, so that the throttle valve 3 opens increasingly.
  • an engine control lever 10 leads into the throttle valve connector 1.
  • This engine control lever 10 is also rotatably mounted on the throttle valve shaft 2 and has a driver 11 which bears from above against the left lever arm of the driver lever 4.
  • a pneumatic servomotor 12 which has an actuator 13, which can be moved to the left as seen in the drawing by applying negative pressure to the servomotor 12 against the force of an actuating spring 14.
  • a path-dependent reversing movement reversing device 15 which connects the end of the actuator 13 to the motor control lever 10 and by which means that when the actuator 13 is moved to the left, the motor control lever 10 pivots first clockwise and then counterclockwise.
  • the movement reversing device has an intermediate lever 16 articulated at the end of the actuator, which is connected to the motor actuating lever 10 by means of a toggle joint 17.
  • the intermediate lever 16 bears against an upwardly facing driver 18 of the motor control lever 10.
  • a leg spring 19 arranged on the toggle joint 17 biases the intermediate lever 16 and the motor control lever 10 in such a way that these two levers want to pivot out of their mutually extended position.
  • the intermediate lever 16 bears on the side facing away from the driver 18 between the toggle joint 17 and the actuator 13 against a stop 20 fixed to the housing.
  • FIG. 3 shows the position of the above-described components which results in the end position when the servomotor 12 is energized, that is to say in the position in which the throttle valve 3 is maximally open in the idle control.
  • Actuator 13 is maximally moved into servomotor 12, so that intermediate lever 16 correspondingly counteracts the force the actuating spring 14 has been pivoted to the left as far as possible. Since the intermediate lever 16 bears against the driver 18, the motor control lever 19 was simultaneously pivoted counterclockwise with it.
  • the driver lever 10 presses with its driver 11 on the driver lever 4 and has thereby pivoted this counterclockwise against the force of the return spring 5, so that the throttle valve 3 has been opened accordingly.
  • FIG. 4 shows an emergency running position which results when the power of the servomotor 12 fails.
  • the actuating spring 14 has seen the actuator 13 in FIG. 4 pulled so far to the right that the intermediate lever 16 has been pivoted slightly clockwise around the stop 20, resulting in a buckling of the toggle joint 17 and thus a pivoting of the motor actuating lever 10 clockwise.
  • the motor control lever 10 with the driver 11 could pivot the driver lever 4 slightly counterclockwise, so that the throttle valve 3 is in a slightly more open position compared to FIG.
  • the movement reversing device 15 has an angle lever 21 which is pivotably mounted on the throttle valve connector 1 and, with the end of a lever arm 22, bears against the engine control lever 10 led out of the throttle valve connector 1 in this embodiment.
  • the actuator 13 of the servomotor 12 has a driver 23 at its end and is held by the actuating spring 14 against a lever arm 25 of the angle lever 21 when the servomotor 12 is not pressurized, so that it bears against a stop 24 fixed to the housing.
  • the actuator 13 begins to shift to the left. Characterized the angle lever 21 pivots counterclockwise because the motor control lever 10 presses against the lever arm 22 under the action of the return spring 5. The motor control lever 10 thus follows the receding lever arm 22 to the right. This causes the throttle valve 3 to move in the closing direction. Has the actuator 13 moved so far to the left that the driver 23 comes against the engine control lever 10, then he takes the engine control lever 10 to the left. As a result, the driving lever 4 is pivoted counterclockwise, which leads to the throttle valve 3 being opened.
  • the motor control lever 10 is designed as a two-armed lever which can be pivoted about an axis 26 designed as an adjustment eccentric.
  • the actuator 13 of the servomotor 12 is articulated on the lower lever arm of the motor actuating lever 10, as seen in FIG.
  • the other lever arm has at its free end a stroke curve 27 which is shaped such that the motor control lever 10 has the overall shape of a boot, the running surface of which is formed by the stroke curve 27.
  • the throttle valve actuating lever 6 bears against this lifting curve 27, which lever is firmly connected to the throttle valve shaft 2 that actuates the throttle valve 3 in the throttle valve neck 1.
  • the servomotor 12 must be energized.
  • the actuator 13 is increasingly drawn into the servomotor 12.
  • the position resulting at maximum current supply, in which the throttle valve 3 is opened to the maximum, is shown in FIG. 7.
  • the motor control lever 10 has pivoted so far clockwise that it has pivoted the throttle valve control lever 6 counterclockwise with its stroke curve 27 and now bears against the throttle valve control lever 6 with a left region of the stroke curve 27.

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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)
EP89109680A 1989-04-05 1989-05-30 Dispositif de positionnement d'un organe d'étranglement Expired - Lifetime EP0390961B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE3910948 1989-04-05
DE3910948 1989-04-05
DE3916296A DE3916296A1 (de) 1989-04-05 1989-05-19 Drosselklappen-stelleinrichtung
DE3916296 1989-05-19

Publications (2)

Publication Number Publication Date
EP0390961A1 true EP0390961A1 (fr) 1990-10-10
EP0390961B1 EP0390961B1 (fr) 1992-05-13

Family

ID=25879538

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89109680A Expired - Lifetime EP0390961B1 (fr) 1989-04-05 1989-05-30 Dispositif de positionnement d'un organe d'étranglement

Country Status (2)

Country Link
EP (1) EP0390961B1 (fr)
DE (2) DE3916296A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113513415A (zh) * 2021-06-24 2021-10-19 深圳联合飞机科技有限公司 一种电子节气门

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4125554C2 (de) * 1991-08-02 1998-02-19 Mannesmann Vdo Ag Einrichtung zur Verstellung einer Drosselklappe
DE4129960C2 (de) * 1991-09-10 2000-11-16 Hella Kg Hueck & Co Einrichtung zum Einstellen der Fahrgeschwindigkeit eines Kraftfahrzeuges

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2063793A5 (fr) * 1969-10-31 1971-07-09 Brev Etudes Sibe
GB1250094A (fr) * 1968-04-03 1971-10-20
GB2010961A (en) * 1977-12-22 1979-07-04 Alfa Romeo Spa Automatic regulator of the idling in an internal combustion engine
DE3410993A1 (de) * 1984-03-24 1985-09-26 Vdo Adolf Schindling Ag, 6000 Frankfurt Ventilanordnung

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1250094A (fr) * 1968-04-03 1971-10-20
FR2063793A5 (fr) * 1969-10-31 1971-07-09 Brev Etudes Sibe
GB2010961A (en) * 1977-12-22 1979-07-04 Alfa Romeo Spa Automatic regulator of the idling in an internal combustion engine
DE3410993A1 (de) * 1984-03-24 1985-09-26 Vdo Adolf Schindling Ag, 6000 Frankfurt Ventilanordnung

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 8, no. 43 (M-279)(1480) 24 Februar 1984, & JP-A-58 197436 (NIHON KIKAKI SEISAKUSHO K.K.) 17 November 1983, *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113513415A (zh) * 2021-06-24 2021-10-19 深圳联合飞机科技有限公司 一种电子节气门

Also Published As

Publication number Publication date
EP0390961B1 (fr) 1992-05-13
DE3916296A1 (de) 1990-10-11
DE58901427D1 (de) 1992-06-17

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