EP0413082B1 - Load control apparatus - Google Patents

Load control apparatus Download PDF

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Publication number
EP0413082B1
EP0413082B1 EP90102632A EP90102632A EP0413082B1 EP 0413082 B1 EP0413082 B1 EP 0413082B1 EP 90102632 A EP90102632 A EP 90102632A EP 90102632 A EP90102632 A EP 90102632A EP 0413082 B1 EP0413082 B1 EP 0413082B1
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EP
European Patent Office
Prior art keywords
spring
control element
idle
transmission
running
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EP90102632A
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German (de)
French (fr)
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EP0413082A1 (en
Inventor
Helmut Westenberger
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Mannesmann VDO AG
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Mannesmann VDO AG
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    • 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 device for adjusting an actuator determining the performance of an internal combustion engine.
  • Such a load adjustment device is known from EP-A-378 737.
  • a carburetor or an injection pump it is suitable for optimal control of an internal combustion engine over the entire load range from idling (LL) to full load (VL). It is particularly suitable for regulating idle operation. It must be ensured - with the accelerator pedal completely relieved - that the power provided is adapted to the power demand, which may fluctuate greatly.
  • the actuator can be adjusted between a position for lowest idle power (LL min ) and a position for greatest idle power (LL max ) independently of the accelerator pedal applied to the idle stop by means of the electric actuator will.
  • the actuator is automatically brought into an intermediate position between LL min and LL max , which is referred to as an idling emergency position and is selected so that the performance of the internal combustion engine is essential for all Sufficient consumers in idle mode.
  • an idling emergency position which is referred to as an idling emergency position and is selected so that the performance of the internal combustion engine is essential for all Sufficient consumers in idle mode. The otherwise usual fuel-saving adjustment of the power to the possibly much lower demand is then no longer possible.
  • the emergency running spring (20) must be designed so that it can safely move the actuator (9) from position LL min against the force of the spring (12, 12a) and against all other resistances to the emergency running position. Because of the emergency running spring (20) acting in the opening direction of the actuator (9), the actuator (14) must be controllable for both directions of rotation, with the direction of rotation being reversed with as little play as possible so as not to endanger the exact regulation of the internal combustion engine.
  • the independent idle control should, of course, be oriented as closely as possible to requirements and should not show any discontinuities.
  • the invention has for its object to improve the known load adjustment device in terms of construction costs and space requirements and to ensure safe and exact control of the internal combustion engine over the entire idling range.
  • a much smaller actuator can be selected, which with a reduction ratio of z. B. 100 and with a range of 8 degrees between LL min and LL max has a total rotation angle of 800 degrees, for which an exact control is much easier to handle than with a direct drive with only 8 degrees.
  • This restoring torque can of course be provided with a much weaker spring than with a spring that would act on the transmission output side.
  • 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 are designed in such a way that they have redundant effects on the return drive and each one of them is able to apply the forces in order to convert the driver 4 into its LL position, even when taking into account the system-inherent counterforces acting on it .
  • 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.
  • An idle spring 12a is arranged between the control element part 8a and a fixed point 29, which acts on the control element part 8a in the idle direction over the entire idle control range (LL min to LL max ).
  • the load adjustment device has a second control element part 8b which is connected to an electric motor 14.
  • a torque converter 30a and 30b which is to be described in more detail in its construction, is used to translate the movement on the servomotor side.
  • an auxiliary spring 31 on the second control element part 8b the other end with another fixed point 32 is connected.
  • the auxiliary spring 31 biases the second control element part 8b in the direction of the minimal idle position over the entire idle control range.
  • the second control element part 8b has an attachment 15, the first control element 8a on the side of the attachment 15 facing the maximum idle position in its actuating path and thus the actuating path of the second control element part 8b protrudes, a movement of the second control element part 8b in the LL max or full load direction or LL min direction leads to the attachment of the shoulder 15 on the first control element part 8a, which is then moved by means of the electric motor 14 against the force of the spring 12a in the direction of the maximum idle position or but can be moved against the force of an emergency running spring 20 but a plunger 23 against a stop 22 in the LL min position.
  • 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 protruding into the path of the second control element part 8b at the position of the maximum idle speed LL max Stop 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.
  • the electronic control device 17 also detects signals from an idle contact 19, which is activated whenever the driver 4 abuts 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 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 control 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.
  • 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 the 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 idle control range of the internal combustion engine can be represented.
  • the path-limited emergency running spring 20 which is biased in the direction of the maximum idling position, causes the second control element part 8b to be brought into the idling emergency position LL Not .
  • the force of the emergency running spring 20 must be so great that it overcomes not only the force of the idling spring 12a, but also also that of the auxiliary spring 31 and the negative pressure forces acting on the throttle valve 9 in the closing direction in the intake manifold, since usually the throttle valve is mounted off-center, so that a negative pressure always loads the throttle valve in the closing direction.
  • a contact switch 24 is provided on the accelerator pedal 1, by means of which such a maladjustment can be determined.
  • the frame 28 in FIG. 1 shows that the parts enclosed by it form a structural unit.
  • the additional dashed frame 28a is intended to clarify that the return drive of the driver 4 represented by the springs 6a and 6b can also be part of the structural unit.
  • Fig. 2 illustrates the interaction of driver 4 and the two control element parts 8a and 8b, further the basic structure of the torque converter 30a and 30b and the arrangement of the springs acting on the two control element parts 8a and 8b springs 12a, 20 and 31.
  • the figure first shows the Driver 4, which consists essentially of a pivotable about the Y-coordinate bearing axis 4a, a lever 4b firmly connected to this and a spaced to this also firmly connected to the bearing axis 4a plate 4c. In the position shown in FIG. 2, the driver 4 rests with its lever 4b on the idling stop LL.
  • the end of the lever 4b facing away from the bearing axis 4a is provided with a ball pin 4d for connection to the throttle cable 3 (not shown in more detail).
  • the plate 4c has essentially the shape of a triangle. In the corners of the plate 4c remote from the bearing axis 4a, two bolts 4e extending in the Y direction are connected to it, which, according to the arrangement of the projection 11 and the adjacent thickening of the driver 4, as shown in FIG. 1, provide a freewheel for the first Form control element part 8a.
  • the lever 82a biases the idle spring 12a in the idle direction of the actuator 9, which, in contrast to the illustration according to FIG. 1, acts on a bearing journal 4f of the driver 4 remote from the bearing axis in the schematic diagram according to FIG. 2.
  • the idle spring 12a can be attached to a fixed point instead of to the journal 4f.
  • the second control element part 8b with the torque converters 30a and 30b integrated in it is essentially formed by the motor shaft of the electric motor 14, which acts as the transmission drive shaft 81b and is arranged in the direction of the Y coordinate, the intermediate gear shaft 82b and the throttle valve-side transmission output shaft 83b, and is also formed by a the gear drive shaft 81b connected pinion 84b which cooperates with a wheel 85b connected to the transmission intermediate shaft 85b.
  • a pinion 86b which is also connected to this shaft, cooperates with a wheel 87b connected to the transmission output shaft 83b.
  • the end of the transmission output shaft 83b facing the throttle valve 9 has a lever 88b which projects into the actuator on the side of the bolt 84a associated with the minimum idle position.
  • the transmission output shaft 83b surrounds the emergency running spring 20, which is designed as a spiral spring. This engages with its inner end on a bolt 89b which is connected to the wheel 87b at a distance from the transmission output shaft 83b.
  • the outer end of the emergency running spring 20 is connected to a fixed point 33.
  • the emergency running spring 20 tensions the transmission output shaft 83b and thus the second control element part 8b as a whole in the direction maximum idle position before the idle emergency position. In this, the coil spring is either relaxed, or a separate stop is provided with which the bolt 89b comes into contact with a slightly pre-tensioned spring.
  • the transmission drive shaft 81b encloses the auxiliary spring 31, which is likewise designed as a spiral spring and which engages with its inner end on a lever 80b connected in a rotationally fixed manner to the transmission drive shaft 81b and with its outer end at the fixed point 32.
  • the auxiliary spring 31 prestresses the transmission drive shaft 81b and thus the second control element part 8b overall in the direction of the minimal idle position over the entire idle control range.
  • the movements of the electric motor 14 are translated approximately the same via the two torque converters 30a and 30b. It is provided that the two torque converters each have a transmission ratio 10, which results in a total transmission ratio of 100. Assuming that the throttle valve 9 between the operating positions LL min and LL max can be adjusted by an electric motor in an angular range of 8 °, this means that the motor shaft and thus the transmission drive shaft 81b can be pivoted by 800 °.
  • the auxiliary spring 31 ensures that in the event of a defect in the electronic control device 17 or the electric motor 14, the friction / cogging torque of the currentless electric motor 14 is overcome in every position, so that the return of the throttle valve 9 is ensured with the aid of the idle spring 12a.
  • the actual value detection device 18 is advantageously arranged in the area of the intermediate gear shaft 82b, which results in a significantly improved resolving power of the actual value detection device 18.

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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)
  • Turbine Rotor Nozzle Sealing (AREA)

Description

Die Erfindung bezieht sich auf eine Einrichtung zur Verstellung eines die Leistung einer Brennkraftmaschine bestimmenden Stellglieds gemäß oberbegriff des Anspruchs 1.The invention relates to a device for adjusting an actuator determining the performance of an internal combustion engine.

Eine derartige Lastverstelleinrichtung ist aus der EP-A-378 737 bekannt. Sie eignet sich in Verbindung mit einem Vergaser oder einer Einspritzpumpe zu einer optimalen Regelung einer Brennkraftmaschine über den gesamten Lastbereich von Leerlauf (LL) bis Vollast (VL). Insbesondere zur Regelung des Leerlaufbetriebs ist sie bestens geeignet. Dabei muß - bei völlig entlastetem Fahrpedal - eine Anpassung der bereitgestellten Leistung an den unter Umständen stark schwankenden Leistungsbedarf sichergestellt werden. Statt einer fixen Leerlaufstellung, die durch einen festen Anschlag des Fahrpedals vorgegeben ist, kann das Stellglied mittels des elektrischen Stellantriebs zwischen einer Stellung für kleinste Leerlaufleistung (LLmin) und einer Stellung für größte Leerlaufleistung (LLmax) unabhängig von dem am Leerlaufanschlag anliegenden Fahrpedal verstellt werden. Bei Ausfall der elektronischen Regelung oder des elektrischen Stellantriebs wird das Stellglied automatisch in eine Zwischenstellung zwischen LLmin und LLmax gebracht, die mit Leerlaufnotstellung bezeichnet wird und so gewählt ist, daß die Leistung der Brennkraftmaschine für alle wesentlichen Verbraucher im Leerlaufbetrieb ausreicht. Die sonst übliche brennstoffsparende Anpassung der Leistung an den unter Umständen viel niedriger liegenden Bedarf ist dann allerdings nicht mehr möglich.Such a load adjustment device is known from EP-A-378 737. In conjunction with a carburetor or an injection pump, it is suitable for optimal control of an internal combustion engine over the entire load range from idling (LL) to full load (VL). It is particularly suitable for regulating idle operation. It must be ensured - with the accelerator pedal completely relieved - that the power provided is adapted to the power demand, which may fluctuate greatly. Instead of a fixed idle position, which is determined by a fixed stop of the accelerator pedal, the actuator can be adjusted between a position for lowest idle power (LL min ) and a position for greatest idle power (LL max ) independently of the accelerator pedal applied to the idle stop by means of the electric actuator will. If the electronic control or the electric actuator fails, the actuator is automatically brought into an intermediate position between LL min and LL max , which is referred to as an idling emergency position and is selected so that the performance of the internal combustion engine is essential for all Sufficient consumers in idle mode. The otherwise usual fuel-saving adjustment of the power to the possibly much lower demand is then no longer possible.

Bei dieser bekannten Lastverstelleinrichtung können die genannten Vorteile jedoch nur mit einem vergleichsweisen großen und aufwendigen Stellantrieb erreicht werden. Die Notlauffeder (20) muß so ausgelegt werden, daß sie das Stellglied (9) aus der Position LLmin gegen die Kraft der Feder (12, 12a) und gegen alle sonstigen Widerstände sicher bis in die Notlaufstellung verschieben kann. Wegen der in Öffnungsrichtung des Stellglieds (9) wirkenden Notlauffeder (20) muß der Stellantrieb (14) für beide Drehrichtungen ansteuerbar sein, wobei eine Drehrichtungsumkehr möglichst spielfrei erfolgen soll, um die exakte Regelung der Brennkraftmaschine nicht zu gefährden. Die selbständige Leerlaufregelung soll selbstverständlich möglichst genau am Bedarf orientiert sein und darf keine Unstetigkeiten aufweisen.In this known load adjustment device, however, the advantages mentioned can only be achieved with a comparatively large and complex actuator. The emergency running spring (20) must be designed so that it can safely move the actuator (9) from position LL min against the force of the spring (12, 12a) and against all other resistances to the emergency running position. Because of the emergency running spring (20) acting in the opening direction of the actuator (9), the actuator (14) must be controllable for both directions of rotation, with the direction of rotation being reversed with as little play as possible so as not to endanger the exact regulation of the internal combustion engine. The independent idle control should, of course, be oriented as closely as possible to requirements and should not show any discontinuities.

Der Erfindung liegt die Aufgabe zugrunde, die bekannte Lastverstelleinrichtung hinsichtlich Bauaufwand und Platzbedarf zu verbessern und eine sichere und exakte Regelung der Brennkraftmaschine über den gesamten Leerlaufbereich zu gewährleisten.The invention has for its object to improve the known load adjustment device in terms of construction costs and space requirements and to ensure safe and exact control of the internal combustion engine over the entire idling range.

Diese Aufgabe wird dadurch gelöst, daß

  • zwischen dem zweiten Steuerelementteil und dem Stellantrieb ein Übersetzungsgetriebe vorgesehen ist,
  • das zweite Steuerelementteil mittels einer über den gesamten Leerlaufbereich in Schließrichtung des Stellglieds wirkenden Hilfsfeder vorgespannt ist und
  • die Federkraft der Notlauffeder größer ist als die Summe der Federkräfte der Rückstellfeder und der Hilfsfeder.
This object is achieved in that
  • a transmission gear is provided between the second control element part and the actuator,
  • the second control element part by means of an over the entire idle range in the closing direction the actuator acting auxiliary spring is biased and
  • the spring force of the emergency running spring is greater than the sum of the spring forces of the return spring and the auxiliary spring.

Vorteilhafte Weiterbildungen und Ausgestaltungen des Erfindungsgedankens sind in den Unteransprüchen 2 bis 8 beschrieben.Advantageous further developments and refinements of the inventive concept are described in subclaims 2 to 8.

Durch die Zwischenschaltung des Getriebes kann ein wesentlich kleinerer Stellantrieb gewählt werden, der bei einem Untersetzungsverhältnis von z. B. 100 und bei einem Stellbereich von 8 Grad zwischen LLmin und LLmax einen Gesamtdrehwinkel von 800 Grad hat, für die eine exakte Ansteuerung wesentlich besser zu handhaben ist als bei einem Direktantrieb mit nur 8 Winkelgrad. Außerdem ist es jetzt möglich, die insgesamt für den Leerlaufbereich benötigte, inSchließrichtung des Stellgliedes wirkende Rückstellkraft auf zwei Federn aufzuteilen und die separat auf das Stellelementteil 8b wirkende Feder an der Getriebeantriebswelle angreifen zu lassen, wo ein im Verhältnis der Untersetzung kleineres Rückstellmoment erforderlich ist als direkt am Stellglied. Dieses Rückstellmoment kann selbstverständlich mit einer wesentlich schwächeren Feder bereitgestellt werden als mit einer Feder, die an der Getriebeabtriebsseite angreifen würde.By interposing the transmission, a much smaller actuator can be selected, which with a reduction ratio of z. B. 100 and with a range of 8 degrees between LL min and LL max has a total rotation angle of 800 degrees, for which an exact control is much easier to handle than with a direct drive with only 8 degrees. In addition, it is now possible to divide the total restoring force required for the idle range in the closing direction of the actuator between two springs and to have the spring acting separately on the actuator part 8b act on the gearbox drive shaft, where a smaller restoring torque is required than directly on the actuator. This restoring torque can of course be provided with a much weaker spring than with a spring that would act on the transmission output side.

Weitere Einzelheiten und Vorteile werden anhand der Fig. 1 und 2 näher erläutert.
Es zeigen.

Fig. 1
ein Blockschaltbild der erfindungsgemäßen Lastverstelleinrichtung in der Funktion der Leerlaufregelung, dargestellt in der Notlaufposition, und
Fig. 2
einen prinzipiellen Aufbau einer solchen Lastverstelleinrichtung mit einem Stellglied in Form einer Drosselklappe.
Further details and advantages are explained in more detail with reference to FIGS. 1 and 2.
Show it.
Fig. 1
a block diagram of the load adjustment device according to the invention in the function of the idle control, shown in the emergency position, and
Fig. 2
a basic structure of such a load adjustment device with an actuator in the form of a throttle valve.

In der Fig. 1 ist ein Fahrpedal 1 gezeigt, mit dem ein Hebel 2 zwischen einem Leerlaufanschlag LL und einem Vollastanschlag VL verschiebbar ist. Der Hebel 2 vermag über einen Gaszug 3 einen zwischen einem weiteren Leerlaufanschlag LL und einem weiteren Vollastanschlag VL bewegbaren Mitnehmer 4 in Richtung des diesem zugeordneten Vollastanschlages VL zu verschieben und ist mittels einer am Gaszug 3 angreifenden Rückzugfeder 5 in Leerlaufrichtung vorgespannt. Zwei am Mitnehmer 4 angreifende Rückstellfedern 6a und 6b spannen diesen in Leerlaufrichtung vor, wobei die beiden Federn 6a und 6b so ausgelegt sind, das sie redundante Auswirkungen auf den Rückstellantrieb besitzen und jede einzelne von ihnen in der Lage ist, die Kräfte aufzubringen, um den Mitnehmer 4, selbst bei Berücksichtigung der auf diesen einwirkenden systemimmanenten Gegenkräfte, in dessen LL-Stellung zu überführen. Bei nicht beaufschlagtem Gaszug 3 liegt der Mitnehmer 4 somit an dem diesem zugeordneten Leerlaufanschlag LL an. Der Mitnehmer 4 kann gleichfalls einen Automatikzug 7 eines nicht näher dargestellten automatischen Getriebes verschieben.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 are designed in such a way that they have redundant effects on the return drive and each one of them is able to apply the forces in order to convert the driver 4 into its LL position, even when taking into account the system-inherent counterforces acting on it . 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.

Der Mitnehmer 4 wirkt unmittelbar mit einem ersten Steuerelementteil 8a zusammen, das dem Verstellen eines als Drosselklappe 9 augebildeten Stellgliedes der Brennkraftmaschine dient. Im Detail ist das dem Mitnehmer 4 zugewandte Ende des ersten Steuerelementteils 8a mit einer Ausnehmung 10 versehen, die ein Ansatz 11 des Mitnehmers 4 hintergreift. Zwischen dem Steuerelementteil 8a und einem ortsfesten Punkt 29 ist eine Leerlauffeder 12a angeordnet, die das Steuerelementteil 8a in Leerlaufrichtung über den gesamten Leerlaufregelbereich (LLmin bis LLmax) beaufschlagt. Bei einer minimalen Leerlaufstellung des ersten Steuerelementteils 8a liegt dieses am Ansatz 11 des Mitnehmers 4 an, ferner bei einer Bewegung des Mitnehmers 4 über das Fahrpedal 1 außerhalb des Leerlaufregelbereiches, d. h. im Teillast-/Vollastbetrieb, so daß in diesem Fall das auf das Stellglied 9 einwirkende erste Steuerelementteil 8a entsprechend der Bewegung des Mitnehmers 4 verstellt wird.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. In detail, 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. An idle spring 12a is arranged between the control element part 8a and a fixed point 29, which acts on the control element part 8a in the idle direction over the entire idle control range (LL min to LL max ). With a minimal idle position of the first control element part 8a, this rests on the shoulder 11 of the driver 4, furthermore when the driver 4 is moved via the accelerator pedal 1 outside the idle control range, ie in part-load / full-load operation, so that in this case the actuator 9 acting first control element part 8a is adjusted according to the movement of the driver 4.

Die erfindungsgemäße Lastverstelleinrichtung weist neben dem ersten Steuerelementteil 8a ein zweites Steuerelementteil 8b auf, das mit einem Elektromotor 14 verbunden ist. Innerhalb des zweiten Steuerelementteiles 8b erfolgt mittels in ihrem Aufbau noch näher zu beschreibende Drehmomentwandler 30a und 30b eine Übersetzung der stellmotorseitigen Bewegung. Zwischen dem Drehmomentwandler 30b und dem Elektromotor 14 greift mit einem Ende eine Hilfsfeder 31 am zweiten Steuerelementteil 8b an, deren anderes Ende mit einem weiteren ortsfesten Punkt 32 verbunden ist. Die Hilfsfeder 31 spannt das zweite Steuerelementteil 8b in Richtung minimaler Leerlaufstellung über den gesamten Leeraufregelbereich vor.In addition to the first control element part 8a, the load adjustment device according to the invention has a second control element part 8b which is connected to an electric motor 14. Within the second control element part 8b, a torque converter 30a and 30b, which is to be described in more detail in its construction, is used to translate the movement on the servomotor side. Between the torque converter 30b and the electric motor 14 one end engages an auxiliary spring 31 on the second control element part 8b, the other end with another fixed point 32 is connected. The auxiliary spring 31 biases the second control element part 8b in the direction of the minimal idle position over the entire idle control range.

Um die beiden Steuerelementteile 8a und 8b mechanisch miteinander kuppeln zu können, weist das zweite Steuerelement teil 8b einen Ansatz 15 auf, wobei das erste Steuerelement 8a auf der der maximalen Leerlaufstellung zugewandten Seite des Ansatzes 15 in dessen Stellweg und damit den Stellweg des zweiten Steuerelementteiles 8b ragt, eine Bewegung des zweiten Steuerelementteiles 8b in LLmax - respektive Vollastrichtung bzw. LLmin-Richtung führt damit zur Anlage des Ansatzes 15 am ersten Steuerelementteil 8a, das dann mittels des Elektromotors 14 entgegen der Kraft der Feder 12a in Richtung der maximalen Leerlaufstellung bzw. entgegen der Kraft einer Notlauffeder 20 aber einen Stößel 23 gegen einen Anschlag 22 in die LLmin -Stellung verschoben werden kann. Wie der Darstellung der Fig. 1 zu entnehmen ist, wird der Verstellweg des zweiten Steuerelementteils 8b und damit auch der Verstellweg des ersten Steuerelementteiles 8a in Richtung der maximalen Leerlaufstellung durch einen in den Weg des zweiten Steuerelementteiles 8b bei der Position des maximalen Leerlaufes LLmax ragenden Anschlag 16 begrenzt. Eine Begrenzung des zweiten Steuerelementteils 8b in der Position der minimalen Leerlaufstellung ist nicht erforderlich, da entweder das erste Steuerelementteil 8a in dieser Position am Ansatz 11 des Mitnehmers 4 anliegt oder das zweite Steuerelementteil 8b an einer stationären Hülse 21 zur Begrenzung kommt.In order to be able to mechanically couple the two control element parts 8a and 8b to one another, the second control element part 8b has an attachment 15, the first control element 8a on the side of the attachment 15 facing the maximum idle position in its actuating path and thus the actuating path of the second control element part 8b protrudes, a movement of the second control element part 8b in the LL max or full load direction or LL min direction leads to the attachment of the shoulder 15 on the first control element part 8a, which is then moved by means of the electric motor 14 against the force of the spring 12a in the direction of the maximum idle position or but can be moved against the force of an emergency running spring 20 but a plunger 23 against a stop 22 in the LL min position. As can be seen from the illustration in FIG. 1, 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 protruding into the path of the second control element part 8b at the position of the maximum idle speed LL max Stop 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.

Die Regelung der erfindungsgemäßen Lastverstelleinrichtung erfolgt mittels einer elektronischen Regeleinrichtung 17. Mit dieser wirkt eine dem zweiten Steuerelementteil 8b zugeordnete, die jeweilige Position des ersten Steuerelementteiles 8a ermittelnde, zwischen den beiden Drehmomentwandlern 30a und 30b angeordnete Istwerterfassungseinrichtung 18 für den Leerlaufbereich zusammen. Von der elektronischen Regeleinrichtung 17 werden darüber hinaus Signale erfaßt, die von einem Leerlaufkontakt 19 ausgehen, der immer dann aktiviert wird, wenn der Mitnehmer 4 an dem diesem zugeordneten Leerlaufanschlag LL anliegt. Überdies werden externe Zustandsgrößen betreffend die Brennkraftmaschine oder allgemein betreffend das mit dieser ausgerüstete Kraftfahrzeug in die Regelelektronik 17 eingegeben und von dieser abgerufen sowie von der Regelelektronik zu dem auf das zweite Steuerelementteil 8b einwirkenden Elektromotor 14 transferiert. Die elektronische Regeleinrichtung 17 dient somit im Zusammenwirken der Istwerterfassungseinrichtung 18 und dem Leerlaufkontakt 19 sowie den externen Bezugsgrößen dem Zweck, eine Sicherheitslogik betreffend die Steuerung von erstem und zweitem Steuerelementteil 8a und 8b sowie Mitnehmer 4 aufzubauen. Befindet sich der mit dem Fahrpedal 1 zusammenwirkende Hebel 2 in seiner Leerlaufstellung LL und damit auch der Mitnehmer 4 am Leerlaufanschlag LL, erfolgt die Kontaktierung des Leerlaufkontaktes 19. Bei Vorliegen von Plausibilitätsbedingungen wird über die elektronische Regeleinrichtung 17 der Elektromotor 14 aktiviert, womit das Stellglied 9, wie von der Regelelektronik 17 gewünscht, im Leeerlaufbereich zwischen der minimalen und einer maximalen Leerlaufstellung geregelt wird. Plausibilitätsbedingungen werden dabei unter anderem mittels der Istwerterfassungseinrichtung 18 verifiziert, mit der der gesamte Leerlaufregelungsbereich der Brennkraftmaschine darstellbar ist. Sollte die elektronische Regeleinrichtung 17 oder der Elektromotor 14 spannungslos sein, bewirkt die in Richtung der maximalen Leerlaufstellung vorgespannte, wegbegrenzte Notlauffeder 20 die Überführung des zweiten Steuerelementteils 8b in die Leerlaufnotstellung LLNot. Um derartiges bewirken zu können, muß die Kraft der Notlauffeder 20 so groß sein, daß sie nicht nur die Kraft der Leerlauffeder 12a, sondern darüber hinaus auch noch die der Hilfsfeder 31 und die auf die Drosselklappe 9 in Schließrichtung einwirkenden Unterdruckkräfte im Saugrohr überwindet, da überlicherweise die Drosselklappe außermittig gelagert ist, so daß ein Unterdruck die Drosselklappe immer in Schließrichtung belastet. Bei einer Bewegung des zweiten Steuerelementteiles 8b mittels des Elektromotors 14 in Richtung der minimalen Leerlaufstellung erfolgt umgekehrt eine Vorspannung der Notlauffeder 20.The load adjustment device according to the invention is controlled by means of an electronic control device 17. 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 8a and is arranged between the two torque converters 30a and 30b, interacts with this. The electronic control device 17 also detects signals from an idle contact 19, which is activated whenever the driver 4 abuts the idle stop LL assigned to it. In addition, 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 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 control 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. When 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 the 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 idle control range of the internal combustion engine can be represented. If the electronic control device 17 or the electric motor 14 is de-energized, the path-limited emergency running spring 20, which is biased in the direction of the maximum idling position, causes the second control element part 8b to be brought into the idling emergency position LL Not . In order to be able to do this, the force of the emergency running spring 20 must be so great that it overcomes not only the force of the idling spring 12a, but also also that of the auxiliary spring 31 and the negative pressure forces acting on the throttle valve 9 in the closing direction in the intake manifold, since usually the throttle valve is mounted off-center, so that a negative pressure always loads the throttle valve in the closing direction. When the second control element part 8b is moved by means of the electric motor 14 in the direction of the minimum idle position, the emergency running spring 20 is preloaded.

Für den Fall, daß nach dem Loslassen des Fahrpedals 1 sich der Mitnehmer 4 nicht in Richtung Leerlauf verschieben lassen sollte, ist am Fahrpedal 1 ein Kontaktschalter 24 vorgesehen, durch den ein solcher Mißstand feststellbar ist.In the event that after the accelerator pedal 1 is released, the driver 4 should not be able to be displaced in the direction of idling, a contact switch 24 is provided on the accelerator pedal 1, by means of which such a maladjustment can be determined.

Durch die Umrahmung 28 in der Fig. 1 ist verdeutlicht, daß die von dieser umschlossenen Teile eine Baueinheit bilden. Die zusätzliche gestrichelte Umrahmung 28a soll verdeutlichen, daß auch der durch die Federn 6a und 6b dargestellte Rückstellantrieb des Mitnehmers 4 Bestandteil der Baueinheit sein kann.The frame 28 in FIG. 1 shows that the parts enclosed by it form a structural unit. The additional dashed frame 28a is intended to clarify that the return drive of the driver 4 represented by the springs 6a and 6b can also be part of the structural unit.

Fig. 2 verdeutlicht das Zusammenwirken von Mitnehmer 4 und den beiden Steuerelementteilen 8a und 8b, ferner den prinzipiellen Aufbau der Drehmomentwandler 30a und 30b sowie die Anordnung der auf die beiden Steuerelementteile 8a und 8b einwirkenden Federn 12a, 20 und 31. Die Figur zeigt zunächst den Mitnehmer 4, der im wesentlichen aus einer um die Y-Koordinate schwenkbaren Lagerachse 4a, einem mit dieser fest verbundenen Hebel 4b sowie eine beabstandet zu diesem gleichfalls mit der Lagerachse 4a fest verbundenen Platte 4c besteht. In der in Fig. 2 gezeigten Position liegt der Mitnehmer 4 mit seinem Hebel 4b am Leerlaufanschlag LL an. Das der Lagerachse 4a abgewandte Ende des Hebels 4b ist mit einem Kugelzapfen 4d zum Verbinden mit dem nicht näher dargestellten Gaszug 3 versehen. Die Platte 4c weist im wesentlichen die Form eines Dreiecks auf. In den der Lagerachse 4a entfernten Ecken der Platte 4c sind zwei in Y-Richtung sich erstreckende Bolzen 4e mit dieser verbunden, die entsprechend der Anordnung des Ansatzes 11 und der benachbarten Verdickung des Mitnehmers 4 gemäß der Darstellung der Fig. 1 einen Freilauf für das erste Steuerelementteil 8a bilden. Dieses weist eine in Richtung der Y-Koordinate verlaufende Lagerachse 81a auf, die drehfest das als Drosselklappe ausgebildete Stellglied 9 aufnimmt, wobei das dem Mitnehmer 4 zugewandte Ende der Lagerachse 81a drehfest mit einem Hebel 82a verbunden ist, der in den Raum zwischen den beiden Bolzen 4e ragt und damit in seiner Relativschwenkbewegung zum Mitnehmer 4 begrenzt ist. Der Hebel 82a spannt in Leerlaufrichtung des Stellgliedes 9 die Leerlauffeder 12a vor, die im Unterschied zu der Darstellung nach Fig. 1 bei der Prinzipskizze nach Fig. 2 an einem lagerachsfernen Lagerzapfen 4f des Mitnehmers 4 angreift. Grundsätzlich kann die Leerlauffeder 12a statt am Lagerzapfen 4f genau so an einem ortsfesten Punkt befestigt sein. Schließlich ist das dem Hebel 82a abgewandte Ende der Lagerachse 81a mit einem Hebel 83a verbunden, der seinerseits einen sich über das Ende der Lagerachse 81a in Richtung der Y-Koordinate erstreckenen Bolzen 84a aufweist.Fig. 2 illustrates the interaction of driver 4 and the two control element parts 8a and 8b, further the basic structure of the torque converter 30a and 30b and the arrangement of the springs acting on the two control element parts 8a and 8b springs 12a, 20 and 31. The figure first shows the Driver 4, which consists essentially of a pivotable about the Y-coordinate bearing axis 4a, a lever 4b firmly connected to this and a spaced to this also firmly connected to the bearing axis 4a plate 4c. In the position shown in FIG. 2, the driver 4 rests with its lever 4b on the idling stop LL. The end of the lever 4b facing away from the bearing axis 4a is provided with a ball pin 4d for connection to the throttle cable 3 (not shown in more detail). The plate 4c has essentially the shape of a triangle. In the corners of the plate 4c remote from the bearing axis 4a, two bolts 4e extending in the Y direction are connected to it, which, according to the arrangement of the projection 11 and the adjacent thickening of the driver 4, as shown in FIG. 1, provide a freewheel for the first Form control element part 8a. This has a bearing axis 81 a running in the direction of the Y coordinate, which axially accommodates the actuator 9 designed as a throttle valve, the driver 4 facing end of the bearing axis 81a is rotatably connected to a lever 82a which projects into the space between the two bolts 4e and is thus limited in its relative pivoting movement to the driver 4. The lever 82a biases the idle spring 12a in the idle direction of the actuator 9, which, in contrast to the illustration according to FIG. 1, acts on a bearing journal 4f of the driver 4 remote from the bearing axis in the schematic diagram according to FIG. 2. In principle, the idle spring 12a can be attached to a fixed point instead of to the journal 4f. Finally, the end of the bearing axis 81a facing away from the lever 82a is connected to a lever 83a, which in turn has a bolt 84a which extends over the end of the bearing axis 81a in the direction of the Y coordinate.

Das zweite Steuerelementteil 8b mit den in dieses integrierten Drehmomentwandlern 30a und 30b ist im wesentlichen durch die jeweils in Richtung der Y-Koordinate angeordnete, als Getriebeantriebswelle 81b fungierende Motorwelle des Elektromotors 14, die Getriebezwischenwelle 82b sowie die drosselklappenseitige Getriebeabtriebswelle 83b gebildet, ferner durch ein mit der Getriebeantriebswelle 81b verbundenes Ritzel 84b, das mit einem mit der Getriebezwischenwelle 85b verbundenen Rad 85b zusammenwirkt. Ein mit dieser Welle weiterhin verbundenes Ritzel 86b wirkt mit einem mit der Getriebeabtriebswelle 83b verbundenen Rad 87b zusammen. Schließlich weist das der Drosselklappe 9 zugewandte Ende der Getriebeabtriebswelle 83b einen Hebel 88b auf, der auf der der minimalen Leerlaufstellung zugeordneten Seite des Bolzens 84a in dessen Stellglied ragt.The second control element part 8b with the torque converters 30a and 30b integrated in it is essentially formed by the motor shaft of the electric motor 14, which acts as the transmission drive shaft 81b and is arranged in the direction of the Y coordinate, the intermediate gear shaft 82b and the throttle valve-side transmission output shaft 83b, and is also formed by a the gear drive shaft 81b connected pinion 84b which cooperates with a wheel 85b connected to the transmission intermediate shaft 85b. A pinion 86b, which is also connected to this shaft, cooperates with a wheel 87b connected to the transmission output shaft 83b. Finally, the end of the transmission output shaft 83b facing the throttle valve 9 has a lever 88b which projects into the actuator on the side of the bolt 84a associated with the minimum idle position.

Die Getriebeabtriebswelle 83b umschließt die als Spiralfeder ausgebildete Notlauffeder 20. Diese greift mit ihrem inneren Ende an einem beabstandet zur Getriebeabtriebswelle 83b mit dem Rad 87b verbundenen Bolzen 89b an. Das äußere Ende der Notlauffeder 20 ist mit einem ortsfesten Punkt 33 verbunden. Die Notlauffeder 20 spannt die Getriebeabtriebswelle 83b und damit das zweite Steuerelementteil 8b insgesamt in Richtung maximaler Leerlaufstellung in die Leerlaufnotstellung vor. In dieser ist die Spiralfeder entweder entspannt, oder es ist ein separater Anschlag vorgesehen, mit dem der Bolzen 89b bei geringfügig vorgespannter Feder in Anlage gelangt.The transmission output shaft 83b surrounds the emergency running spring 20, which is designed as a spiral spring. This engages with its inner end on a bolt 89b which is connected to the wheel 87b at a distance from the transmission output shaft 83b. The outer end of the emergency running spring 20 is connected to a fixed point 33. The emergency running spring 20 tensions the transmission output shaft 83b and thus the second control element part 8b as a whole in the direction maximum idle position before the idle emergency position. In this, the coil spring is either relaxed, or a separate stop is provided with which the bolt 89b comes into contact with a slightly pre-tensioned spring.

Die Getriebeantriebswelle 81b umschließt die gleichfalls als Spiralfeder ausgebildete Hilfsfeder 31, die mit ihrem inneren Ende an einem mit der Getriebeantriebswelle 81b drehfest verbundenen Hebel 80b und mit ihrem äußeren Ende am ortsfesten Punkt 32 angreift. Die Hilfsfeder 31 spannt die Getriebeantriebswelle 81b und damit das zweite Steuerelementteil 8b insgesamt in Richtung minimaler Leerlaufstellung über den gesamten Leerlaufregelbereich vor.The transmission drive shaft 81b encloses the auxiliary spring 31, which is likewise designed as a spiral spring and which engages with its inner end on a lever 80b connected in a rotationally fixed manner to the transmission drive shaft 81b and with its outer end at the fixed point 32. The auxiliary spring 31 prestresses the transmission drive shaft 81b and thus the second control element part 8b overall in the direction of the minimal idle position over the entire idle control range.

Beim elektromotorischen Betrieb des Stellgliedes 9 werden die Bewegungen des Elelektromotors 14 über die beiden Drehmomentwandler 30a und 30b annähernd gleich übersetzt. Es ist vorgesehen, daß die beiden Drehmomentwandler jeweils ein Übersetzungsverhältnis 10 aufweisen, womit sich eine Gesamtübersetzung von 100 ergibt. Unterstellt man, daß die Drosselklappe 9 zwischen den Betriebsstellungen LLmin und LLmax in einem Winkelbereich von 8° elektromotorisch zu verstellen ist, bedeutet dies, daß die Motorwelle und damit die Getriebeantriebswelle 81b um 800° zu verschwenken ist. Insbesondere die Hilfsfeder 31 stellt dabei sicher, daß bei einem Defekt der elektronischen Regeleinrichtung 17 oder des Elektromotors 14 das Reib-/Rastmoment des stromlosen Elektromotors 14 in jeder Stellung überwunden wird, so daß die Rückführung der Drosselklappe 9 unter Zuhilfenahme der Leerlauffeder 12a gewährleistet ist. Bei der Übersetzung der Drehbewegung der Motorwelle ist die Istwerterfassungseinrichtung 18 vorteilhaft im Bereich der Getriebezwischenwelle 82b angeordnet, womit sich ein wesentlich verbessertes Auflösungsvermögen der Istwerterfassungseinrichtung 18 ergibt.During electromotive operation of the actuator 9, the movements of the electric motor 14 are translated approximately the same via the two torque converters 30a and 30b. It is provided that the two torque converters each have a transmission ratio 10, which results in a total transmission ratio of 100. Assuming that the throttle valve 9 between the operating positions LL min and LL max can be adjusted by an electric motor in an angular range of 8 °, this means that the motor shaft and thus the transmission drive shaft 81b can be pivoted by 800 °. In particular, the auxiliary spring 31 ensures that in the event of a defect in the electronic control device 17 or the electric motor 14, the friction / cogging torque of the currentless electric motor 14 is overcome in every position, so that the return of the throttle valve 9 is ensured with the aid of the idle spring 12a. When translating the rotary movement of the motor shaft, the actual value detection device 18 is advantageously arranged in the area of the intermediate gear shaft 82b, which results in a significantly improved resolving power of the actual value detection device 18.

BezugszeichenlisteReference list

11
FahrpedalAccelerator pedal
22nd
Hebellever
33rd
GaszugThrottle cable
44th
MitnehmerCarrier
4a4a
LagerachseBearing axis
4b4b
Hebellever
4c4c
Platteplate
4d4d
KugelzapfenBall stud
4e4e
Bolzenbolt
4f4f
LagerzapfenBearing journal
55
RückzugfederReturn spring
6a6a
RückstellfederReturn spring
6b6b
RückstellfederReturn spring
77
AutomatikzugAutomatic train
8a8a
erstes Steuerelementteilfirst control part
81a81a
LagerachseBearing axis
82a82a
Hebellever
83a83a
Hebellever
84a84a
Bolzenbolt
8b8b
zweites Steuerelementteilsecond control part
80b80b
Hebellever
81b81b
GetriebeantriebswelleGearbox input shaft
82b82b
GetriebezwischenwelleGearbox intermediate shaft
83b83b
GetriebeabtriebswelleTransmission output shaft
84b84b
Ritzelpinion
85b85b
Ritzelpinion
86b86b
Ritzelpinion
87b87b
Ritzelpinion
88b88b
Hebellever
89b89b
Bolzenbolt
99
StellgliedActuator
1010th
AusnehmungRecess
1111
Ansatzapproach
12a12a
LeerlauffederIdle spring
1414
ElektromotorElectric motor
1515
Ansatzapproach
1616
Anschlagattack
1717th
elektronische Regeleinrichtungelectronic control device
1818th
IstwerterfassungseinrichtungActual value acquisition device
1919th
LeerlaufkontaktIdle contact
2020th
NotlauffederRun-flat spring
2121
HülseSleeve
2222
Anschlagattack
2323
StößelPestle
2424th
PedalkontaktschalterPedal contact switch
2828
BaueinheitUnit
28a28a
BaueinheitUnit
2929
ortsfester Punktfixed point
30a30a
DrehmomentwandlerTorque converter
30b30b
DrehmomentwandlerTorque converter
3131
HilfsfederAuxiliary spring
3232
ortsfester Punktfixed point
3333
ortsfester Punktfixed point

Claims (8)

  1. A device for adjusting an actuator (9) which determines the output of an internal combustion engine by means of a control element consisting of
    - a first control element part (8a), which
    = cooperates with a driver (4), which
    ≡ is coupled to an accelerator pedal (1) and a pull-back spring (6a, 6b) and
    = on which a pull-back spring (12a) acts, which pull-back spring acts in the direction of closure of the actuator (9) over the entire idle-running range,
    - a second control element part (8b), which
    = can be adjusted by an electrical actuating drive (14), which
    ≡ is triggered by an electronic controller (17), and
    = on which an emergency running spring (20) acts, which spring acts in the direction of opening of the actuator (9) as far as a defined idle-running emergency position LLnot,
    wherein
    - the path of adjustment of the driver (4) in the direction of closure of the actuator (9) is limited by an idle-running stop (LL),
    - the first control element part (8a) can be entrained by the second control element part (8b) in the direction of opening of the actuator (9), and
    - the control element parts (8a, 8b) can be moved by the actuating drive (14) in relation to the driver (4) between a stop (LLmin) for the lowest idle-running output and a stop (LLmax) for the highest idle-running output when the driver is seated against the idle-running stop (LL),
    characterised in that
    - a transmission (30a, 30b) is provided between the second control element part (8b) and the actuating drive (14),
    - the second control element part (8b) is preloaded by means of an auxiliary spring (31) acting over the entire idle-running range in the direction of closure of the actuator (9), and
    - the spring force of the emergency-running spring (20) is greater than the sum of the spring forces of the pull-back spring (12a) and of the auxiliary spring (31).
  2. A device according to claim 1, characterised in that the transmission comprises a transmission drive shaft (81b), a transmission intermediate shaft (82b) and a transmission driven shaft (83b).
  3. A device according to claim 2, characterised in that a two-stage transmission is provided.
  4. A device according to claim 3, characterised in that the transmission has a step-down ratio of 50 to 200, preferably of 70 to 100.
  5. A device according to claim 4, characterised in that the step-down ratio is approximately the same in both transmission stages.
  6. A load adjusting device according to any one of claims 2 to 5, characterised in that the emergency-running spring (20) is disposed in the region of the transmission driven shaft (83b).
  7. A load adjusting device according to any one of claims 2 to 6, characterised in that the auxiliary spring (31) is disposed in the region of the transmission drive shaft (81b).
  8. A load adjusting device according to claim 6 or 7, characterised in that the emergency-running spring (20) and the auxiliary spring (31) are constructed as flat spiral springs which surround the transmission driven shaft (83b) and the transmission drive shaft (81b), respectively.
EP90102632A 1989-08-16 1990-02-10 Load control apparatus Expired - Lifetime EP0413082B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3927043 1989-08-16
DE3927043A DE3927043A1 (en) 1989-08-16 1989-08-16 LOAD ADJUSTMENT DEVICE

Publications (2)

Publication Number Publication Date
EP0413082A1 EP0413082A1 (en) 1991-02-20
EP0413082B1 true EP0413082B1 (en) 1994-03-16

Family

ID=6387226

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90102632A Expired - Lifetime EP0413082B1 (en) 1989-08-16 1990-02-10 Load control apparatus

Country Status (4)

Country Link
US (1) US5038733A (en)
EP (1) EP0413082B1 (en)
JP (1) JP2503101B2 (en)
DE (2) DE3927043A1 (en)

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Also Published As

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JP2503101B2 (en) 1996-06-05
US5038733A (en) 1991-08-13
JPH03107544A (en) 1991-05-07
DE3927043A1 (en) 1991-02-21
EP0413082A1 (en) 1991-02-20
DE59004991D1 (en) 1994-04-21

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