EP0402521B1 - Dispositif de réglage de charge - Google Patents

Dispositif de réglage de charge Download PDF

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Publication number
EP0402521B1
EP0402521B1 EP89119153A EP89119153A EP0402521B1 EP 0402521 B1 EP0402521 B1 EP 0402521B1 EP 89119153 A EP89119153 A EP 89119153A EP 89119153 A EP89119153 A EP 89119153A EP 0402521 B1 EP0402521 B1 EP 0402521B1
Authority
EP
European Patent Office
Prior art keywords
throttle valve
valve spindle
adjustment device
spindle
value detection
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
EP89119153A
Other languages
German (de)
English (en)
Other versions
EP0402521A1 (fr
Inventor
Matthias Zentgraf
Gerd Hickmann
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
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Filing date
Publication date
Application filed by Mannesmann VDO AG filed Critical Mannesmann VDO AG
Publication of EP0402521A1 publication Critical patent/EP0402521A1/fr
Application granted granted Critical
Publication of EP0402521B1 publication Critical patent/EP0402521B1/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 according to the preamble of claim 1.
  • Such a load adjustment device is known from DE-A-3 815 734.
  • the throttle valve is usually actuated on the accelerator pedal side via a driver connected to the articulation side of the throttle valve shaft, which is connected to the accelerator pedal, for example, by means of a Bowden cable.
  • the throttle valve shaft is actuated by an electric servomotor assigned to the load adjustment device, which thus precedes the manual control by the driver. This results in the need to mechanically decouple the throttle valve from the electric servomotor for defined angular ranges. Due to this decoupling, it is necessary for the control quality of the load adjustment device to report the local position of the electric servomotor.
  • the position is recorded by the Device for feedback, which is assigned to a control device, where, due to the design, in the sense of standardization, the actual part of the device for feedback that electrically detects the position of the servomotor is arranged on the accelerator pedal-side, mechanical linkage side of the load adjustment device.
  • the position of the servomotor or of the coupling element is thus mechanically transmitted to the actual value detection device by means of the push-through shaft.
  • the actual value detection device can have a potentiometer mounted in the throttle valve housing and a slider that cooperates with it and is connected to the second transmission element.
  • the first and / or the second transmission element is advantageously designed as a lever.
  • the throttle valve expediently has a semicircular profile in the region of the throttle valve shaft with the inner curvature corresponding to the outer curvature of the throttle valve shaft.
  • Fasteners advantageously connect in the plane of symmetry of the semicircular profile, the throttle valve with the throttle valve shaft.
  • the fasteners can for example. be designed as screws that pass through the recesses in the throttle valve and are screwed into threaded bores of the throttle valve shaft.
  • a cover plate which has a semicircular profile in the central region with an internal curvature corresponding to the outer curvature of the throttle valve shaft, the fastening means connecting the throttle valve and the cover plate to one another on both sides of the throttle valve shaft.
  • Figure 1 illustrates the basic function of the load adjustment device, shown in a speed limit control / idle control actuator in the function of the idle control in the emergency position.
  • the figure 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, which is movable between a further idle stop LL and a further full load stop VL, in the direction of the associated full load stop VL via a throttle cable 3 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 driver 4 bias the latter in the idling direction, the springs 6a and 6b being designed such that they have redundant effects on the return drive.
  • 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 be moved by means of 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 the throttle valve 9 of an internal combustion engine.
  • 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.
  • the load adjustment device has a spring 12a, which the control element part 8a loaded in the idle 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 can thus be reduced.
  • the load adjustment device has a second control element part 8b which can be connected to an electric motor 14 via a coupling 13.
  • 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 .
  • a movement of the second control element part 8b in the full load direction thus leads to the attachment of the projection 15 on the first control element part 8a, which can then be moved in the full load direction by means of the electric motor 14 against the force of the spring 12a.
  • the load adjustment device is controlled by means of an electronic control device 17.
  • 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 the latter are entered into and retrieved from the control electronics 17 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 cooperation with the two actual value detection devices 18 and 18 'and the no-load contact 19 and the external reference variables, the purpose of building a safety logic relating to the control of the first and second switching element parts 8a and 8b and driver 4. If the electronic control device 17 or the electric motor 14 does not function properly, a spring 20, which is biased in the direction of the maximum idle position, causes the second control element part 8b to be brought into an idle emergency position LL Not .
  • the load adjustment device is provided with a contact 27, which covers the entire idle control range of the second control element part 8b, with a switching point at LL max .
  • a speed limit control in the partial load / full load range of the internal combustion engine is to be carried out via the electronic control device 17 and the electric motor 14, the second control element part 8b is coupled to the electric motor 14 via the coupling 13, a movement of the second control element part 8b towards full load initially leads to a corresponding one Movement of the first control element part 8a up to a position LL max .
  • the contact 27 switches and thus sends a signal to the electronic control device 17 that this detects in the sense of a speed limit control.
  • the frame 28 makes it clear that the parts enclosed by it form a structural unit.
  • Reference number 24 denotes a pedal contact switch.
  • FIGS. 2 to 4 illustrate the structural design of the load adjustment device with the particular detection of the position of the electric actuator by means of the actual value detection device 18 associated therewith.
  • Shown is the throttle valve housing 30 with a throttle valve shaft 32, which is mounted in two bearings 31 of the throttle valve housing 30 and is designed as a tube this is, in a manner to be described in more detail, the one not shown in FIG. 1, since it is arranged perpendicular to the plane of the drawing Throttle valve connected.
  • the reference numeral 33 denotes the mechanical linkage side on the accelerator pedal, that is to say the linkage side assigned to the driver 4, and the reference number 34 indicates the linkage side assigned to the servomotor, that is to say the electric motor 14.
  • the driver 4 illustrates the pivotable mounting of the driver 4 in a housing cover 35 of the throttle valve body 30 with respect to the articulation side 33.
  • the driver 4 is non-rotatably connected to a lever 36, which in the broadest sense forms part of the driver 4 and can be connected to the throttle cable 3.
  • the mounting of the driver 4 is concentric with the mounting of the throttle valve shaft 32.
  • the first control element part 8a which is also designed as a lever, is connected to this in a rotationally fixed manner and projects with an axial extension 37 into the movement path of the driver 4. In the sense of the freewheeling function in the idling range of driver 4 and first control element part 8a as shown in FIG.
  • driver 4 has a radial projection 38 which interacts with axial extension 37 and which defines defined free-running of driver 4 and first control element part 8a in a small angle of rotation range allowed.
  • the position of the first control element part 8a or the throttle valve shaft 32 connected to it in a rotationally fixed manner detects the actual value detection device 18 ', which consists of a potentiometer 39 inserted into the throttle valve housing 30 and a grinder 40 connected to the throttle valve shaft 32 in a rotationally fixed manner.
  • the throttle valve shaft 32 is driven via the electromotive articulation side 34, as can be seen from the illustration in FIG. 4, via a reduction gear. Shown is the electric motor 14 with pinion 41, which meshes with a large idler gear 42 and is rotatably connected concentrically to the axis of rotation with a further pinion 43, which meshes with another idler gear 44. It can be seen from the illustration in FIG. 2 that the intermediate gear 44 can be brought into the operative position with the throttle valve shaft 32 via a clutch element 45, which FIG.
  • FIG 3 illustrates in addition, the connection of the throttle valve shaft 32 to the coupling element 45 via a key passing through an angular recess 46, the angular recess 46 being dimensioned such that there is a free-wheeling range of approximately 80 ° between the throttle valve shaft 32 and the coupling element 45, thereby manually controlling the Throttle valve is not affected.
  • FIG. 3 shows that a push-through shaft 48 is inserted through the tubular throttle valve shaft 32.
  • the shaft end assigned to the articulation side 34 is connected in a rotationally fixed manner to a lever 49 formed from sheet metal, which is firmly connected to the outside of the coupling element 45.
  • a rotary movement of the coupling element 45 thus leads to a corresponding rotary movement of the push-through shaft 48.
  • the free end of the push-through shaft 48 assigned to it is connected in a rotationally fixed manner to a further lever 50 which is provided with a radial projection 51.
  • a further wiper 52 is connected to this, which interacts with a further potentiometer 53 arranged in the throttle valve housing 30, wiper 52 and potentiometer 53 form the actual value detection device 18 assigned to the push-through shaft 48 Contact 27 takes up.
  • FIGS. 5, 6a and 6b illustrate possible types of fastening of the throttle valve 55 to the throttle valve shaft 32.
  • the throttle valve 55 has a semicircular profile in the region of the throttle valve shaft 32, with the inner curvature corresponding to the inner curvature of the throttle valve shaft 32.
  • FIG. 6b furthermore illustrates the attachment of the throttle valve 55 to the throttle valve shaft 32 by means of an additional cover plate 56, which has a semicircular profile in the central region, with the inner curvature corresponding to the outer curvature of the throttle valve shaft 55.

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)
  • Control Of Position Or Direction (AREA)
  • Transmission Devices (AREA)

Claims (7)

  1. Dispositif de réglage de la charge pour moteur à combustion interne, comportant
    - un volet étrangleur (papillon 9), qui est solidaire en rotation d'un arbre (32) de papillon, tourillonné dans une cage (30),
    - un premier côté de liaison (33), où une pédale d'accélérateur (1) est reliée à l'arbre (32) par l'entremise d'un entraineur (4) et d'un segment (8a) d'un élément de manoeuvre,
    - un second côté de liaison (34), où un moteur électrique (14) est relié à l'arbre (32) au moyen d'un accouplement (13) électromagnétique, cet accouplement (13) étant composé de
       un premier élément d'accouplement, qui est une roue intermédiaire (44) entraînée par le moteur (14),
       un second élément d'accouplement (45), qui peut coulisser axialement sur l'arbre (32) et tourner librement sur celui-ci d'un angle déterminé et qui est entraîné par friction par la roue intermédiaire (44)
       un troisième élément d'accouplement, solidaire de la cage (30), comprenant un électro-aimant et un ressort de rappel, destiné à appliquer le second élément (45) contre la roue intermédiaire (44), ainsi que
    - un premier dispositif (18) de saisie de la position de l'élément d'accouplement (45) et un second dispositif (18') de saisie de la position de l'arbre (32) du papillon, et
    - un circuit électronique (17) de réglage qui coopère avec ces deux dispositifs de saisie (18, 18') dispositif de réglage de la charge caractérisé en ce que
    - les deux dispositifs de saisie (18, 18') sont disposés du premier côté de liaison (33)
    - l'arbre (32) du papillon est tubulaire, et
    - dans cet arbre (32) est logé un arbre intérieur (48) qui
       du second côté (34) de liaison est rendu solidaire en rotation, par un levier (49), du second élément d'accouplement (45) et
       du premier côté (33) de liaison est solidaire en rotation d'un levier (50) qui transmet la position de ce second élément (45) au premier dispositif de saisie (18).
  2. Dispositif de réglage de la charge selon la revendication 1, caractérisé en ce que le premier dispositif de saisie (18) comporte un potentiomètre (53), logé dans la cage (30) du papillon, et un curseur (52) qui coopère avec ce potentiomètre et qui est relié au levier (50).
  3. Dispositif de réglage de la charge selon la revendication 1, caractérisé en ce que le second dispositif de saisie (18') comporte un potentiomètre (39), logé dans la cage (30) du papillon, et un curseur (40) qui coopère avec ce potentiomètre et qui est relié à l'arbre (32) du papillon.
  4. Dispositif de réglage de la charge selon l'une des revendications 1 à 3, caractérisé en ce que le papillon (55) présente, à l'emplacement de son arbre (32), un profil semi-circulaire à concavité correspondant à la convexité de cet arbre (32).
  5. Dispositif de réglage de la charge selon la revendication 4, caractérisé en ce que des éléments de fixation (57') relient le papillon (52) à son arbre (32) dans le plan de symétrie de la partie à profil semi-circulaire de ce papillon (55).
  6. Dispositif de réglage de la charge selon la revendication 4, caractérisé par une barrette (56) de recouvrement, qui présente en son milieu un profil semi-circulaire à concavité correspondant à la convexité de l'arbre (32) du papillon (55), des éléments de fixation (57) reliant ce papillon (55) et cette barrette (56) de part et d'autre de l'arbre (32).
  7. Dispositif de réglage de la charge selon la revendication 5 ou 6, caractérisé en ce que les éléments de fixation (57, 57') sont des vis.
EP89119153A 1989-06-10 1989-10-16 Dispositif de réglage de charge Expired - Lifetime EP0402521B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3919093 1989-06-10
DE3919093A DE3919093A1 (de) 1989-06-10 1989-06-10 Lastverstelleinrichtung

Publications (2)

Publication Number Publication Date
EP0402521A1 EP0402521A1 (fr) 1990-12-19
EP0402521B1 true EP0402521B1 (fr) 1994-01-19

Family

ID=6382560

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89119153A Expired - Lifetime EP0402521B1 (fr) 1989-06-10 1989-10-16 Dispositif de réglage de charge

Country Status (5)

Country Link
US (1) US5027766A (fr)
EP (1) EP0402521B1 (fr)
JP (1) JPH06102995B2 (fr)
DE (2) DE3919093A1 (fr)
ES (1) ES2049791T3 (fr)

Families Citing this family (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4022825A1 (de) * 1989-08-22 1991-02-28 Bosch Gmbh Robert Einrichtung mit einem eine leistung einer antriebsmaschine bestimmenden drosselorgan
DE3933446A1 (de) * 1989-10-06 1991-04-18 Vdo Schindling Lastverstelleinrichtung
DE4014508A1 (de) * 1990-05-07 1991-11-14 Vdo Schindling Lastverstelleinrichtung
DE4027269A1 (de) * 1990-08-29 1992-03-05 Vdo Schindling Drosselklappenstutzen
DE4033803A1 (de) * 1990-10-24 1992-04-30 Vdo Schindling Arretierungsvorrichtung
DE4100381A1 (de) * 1991-01-09 1992-07-16 Vdo Schindling Lastverstelleinrichtung fuer eine drosselklappengeregelte brennkraftmaschine
DE4124972A1 (de) * 1991-07-27 1993-01-28 Bosch Gmbh Robert Lastverstelleinrichtung fuer eine antriebsmaschine
US5301646A (en) * 1991-12-27 1994-04-12 Aisin Seiki Kabushiki Kaisha Throttle control apparatus
JPH0650201A (ja) * 1992-04-30 1994-02-22 Nippondenso Co Ltd スロットル弁の駆動装置
DE19740204B4 (de) * 1996-09-12 2005-07-14 Hitachi, Ltd. Drosselvorrichtung für Verbrennungsmotoren
DE10026410A1 (de) * 2000-05-29 2001-12-06 Pierburg Ag Potentiometeranordnung für eine Brennkraftmaschine
DE102006044855A1 (de) * 2006-09-22 2008-04-10 Siemens Ag Österreich Vorrichtung zur Drehwinkelerfassung für eine elektromotorisch betriebene Drosselklappe
EP2321517B1 (fr) * 2008-07-10 2015-09-02 Actuant Corporation Soupape papillon de recirculation de gaz d'échappement

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6332155A (ja) * 1986-07-24 1988-02-10 Kioritz Corp 気化器
DE3641244C3 (de) * 1986-12-03 1995-02-23 Vdo Schindling Anordnung für ein Kraftfahrzeug
DE3641275A1 (de) * 1986-12-03 1988-06-16 Vdo Schindling Einrichtung zur uebertragung der position eines durch einen fahrzeugfuehrer betaetigbaren steuerelements
DE3815734A1 (de) * 1987-07-23 1989-02-02 Vdo Schindling Lastverstelleinrichtung
US4827884A (en) * 1987-10-02 1989-05-09 Bendix Electronics Limited Throttle assembly
US4850322A (en) * 1988-03-31 1989-07-25 Eaton Corporation Method and apparatus for positioning a torque motor armature
DE3811892A1 (de) * 1988-04-09 1989-10-19 Bosch Gmbh Robert Vorrichtung zur regelung einer brennkraftmaschine in fahrzeugen

Also Published As

Publication number Publication date
JPH06102995B2 (ja) 1994-12-14
US5027766A (en) 1991-07-02
EP0402521A1 (fr) 1990-12-19
DE58906778D1 (de) 1994-03-03
ES2049791T3 (es) 1994-05-01
JPH0331530A (ja) 1991-02-12
DE3919093A1 (de) 1990-12-13

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