EP0439567A1 - Dispositif pour la transmission d'une position de reglage d'un element de commande - Google Patents

Dispositif pour la transmission d'une position de reglage d'un element de commande

Info

Publication number
EP0439567A1
EP0439567A1 EP19900911273 EP90911273A EP0439567A1 EP 0439567 A1 EP0439567 A1 EP 0439567A1 EP 19900911273 EP19900911273 EP 19900911273 EP 90911273 A EP90911273 A EP 90911273A EP 0439567 A1 EP0439567 A1 EP 0439567A1
Authority
EP
European Patent Office
Prior art keywords
actuating
coupling element
driver
coupling
arrow
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.)
Withdrawn
Application number
EP19900911273
Other languages
German (de)
English (en)
Inventor
Günter SPIEGEL
Rainer Norgauer
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0439567A1 publication Critical patent/EP0439567A1/fr
Withdrawn legal-status Critical Current

Links

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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
    • B60K26/04—Arrangements or mounting of propulsion unit control devices in vehicles of means connecting initiating means or elements to propulsion unit
    • 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
    • F02D11/04—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by mechanical control linkages
    • 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 is based on a device, in particular for a vehicle, for transmitting an actuating position of an operating element to an actuating position of an actuating element which determines a power of a drive machine according to the preamble of the main claim.
  • the actuating position of the operating element is to be converted into the actuating position of the actuating element which determines the power of the drive machine in the first functional state by means of electro-mechanical transmission means.
  • the electromechanical transmission means allow the transmission to be changed.
  • the change e.g. B. necessary to z. B. to limit a driving speed and / or a speed of the drive machine or to keep the driving speed of the vehicle at a certain value, regardless of the position of the control element.
  • the control element is e.g. B. an accelerator pedal and the control element here z. B. be connected to a throttle valve, and the position of the actuator can determine an opening angle of the throttle valve.
  • the device also contains mechanical transmission means. If the electromechanical transmission means fails, a coupling releases a connection between the actuator and the actuator. In this case, the device works in the second functional state.
  • the second functional state is an emergency operation.
  • the setting position of the control element is transferred to the setting position of the setting element by mechanical transmission means.
  • the actuating position of the actuating element is moved by a return spring into an end position, which corresponds to an idle position.
  • the position of the control element can also be actuated from the end position by the electromechanical transmission means only in one adjustment direction, which is very unsatisfactory in the known device.
  • the known device requires two levers that are braced against one another with an overtravel spring.
  • the coupling element of the switchable coupling ensures a coupling between the actuator and the actuating element and thus for the transmission of the actuating position.
  • the switchable clutch is released and the clutch element has no function in itself.
  • the setting position is transmitted via the levers that are clamped against each other by the overtravel spring.
  • the construction with the levers is complex and functionally unsatisfactory.
  • Another disadvantage of the known device is that the maximum power of the drive machine cannot be achieved in emergency operation.
  • the device according to the invention with the characterizing feature of the main claim has the advantage over the fact that the clutch element of the switchable clutch can serve both in the first functional state and in the second functional state to transfer the position of the control element to the position of the control element.
  • the coupling element is part of the electromechanical transmission means and it enables the setting position of the operating element to be transmitted by means of the electromechanical transmission means.
  • the coupling element is a component of the mechanical transmission means, and in this case too it ensures the transmission of the setting position of the control element to the setting position of the setting element.
  • control element in the first functional state usually the regular operating state
  • the control element in the first functional state can advantageously be adjusted electrically in both actuation directions even when the control element is not adjusted, it is possible to readjust the speed of the drive machine both in the direction of higher power and in the direction of lower power To adjust at will.
  • FIG. 1 shows a first exemplary embodiment
  • FIG. 2 shows a second exemplary embodiment
  • FIG. 3 shows a third exemplary embodiment of a device according to the invention.
  • the device according to the invention can be used in any machine in which the power of the drive machine is to be controlled in some way.
  • the machine can either be installed stationary or it can e.g. B. a self-propelled machine, ie a vehicle.
  • B. a self-propelled machine ie a vehicle.
  • the description of the exemplary embodiments assumes, for reasons of simplification, that the device according to the invention is installed in a vehicle with an Otto engine as the drive machine.
  • 2 denotes a foot-operated operating element.
  • the control element 2 is, for example, an accelerator pedal.
  • the control element 2 is connected to a first driver 6 via a transmission element 4.
  • the first driver 6 is slidably mounted in a slot 10 provided in a second driver 8 parallel to the actuating directions 16, 18 until the first driver 6 either on a first stop end 12 of the slot 10 or on the other hand on a second stop end 14 of the slot 10 comes to the plant.
  • a first arrow 16 symbolizes the first actuation direction and a second arrow 18 symbolizes the second actuation direction.
  • the actuation directions run parallel to the arrows 16, 18.
  • a first return spring 20 is also articulated at one end to the first driver 6. At its other end, the first return spring 20 is connected to a wall 22. The first return spring 20 acts on the first driver 6 in the first actuation direction symbolized by the first arrow 16.
  • a stop piece 23 is connected to the transmission element 4. The stop piece 23 limits the actuation of the transmission element 4 in the direction of the first arrow 16, in that the stop piece 23 is arranged in such a way that the transmission element 4 rests against the wall 22 when the transmission element 4 is at rest.
  • the second driver 8 has a shoulder 24.
  • a second return spring 26 is hinged at one end to the shoulder 24 of the second driver 8 and at the other end to the wall 22.
  • the second return spring 26 acts on the second driver 8 in the first actuation direction symbolized by the first arrow 16.
  • An actuatable element 30 is connected to the shoulder 24 of the second driver 8 via an actuating means 32, and an actuating position 32 of the second driver 8 can be transmitted to the actuatable element 30 via the actuating means 32.
  • the actuatable element 30 can, for. B. an automatic transmission, a so-called kick-down switch, a pivot lever of an adjustable pump, etc.
  • As an actuating means 32 for. B. a cable, a linkage, a Bowden cable, etc. can be used.
  • 30 can also be used to denote an element which can actuate the driver 8 or the actuating element 44 via the actuating means 32.
  • a tooth 34 with a first, multiple tooth flank 35 and with a second, also multiple tooth flank 36, a surface 37, a first stop 38, a sliding surface 39 and a second stop 40 are provided.
  • actuating element 44 is displaceably mounted in the wall 22 in such a way that it can be adjusted parallel to the actuation directions symbolized by the arrows 16, 18.
  • the actuator 46 includes, for example, an intake manifold section 48 and a throttle valve 52.
  • the throttle valve 52 is transverse to the direction of flow of a flow symbolically represented by arrows 50, e.g. B. air, slidably arranged. The flow reaches the drive machine 54 downstream.
  • the throttle valve 52 can be used to change a throttle cross section in the intake manifold section 48.
  • an adjustment of the adjusting element 44 means and thus the throttle valve 52 in the direction of the first arrow 16, an adjustment in the direction of lower power of the drive machine 54.
  • An adjustment of the adjusting element 44 in the opposite actuation direction, ie in the direction of the arrow 18, means an increase in the power.
  • the actuator 44 can e.g. also be connected to an actuating lever of a drive machine 54 designed as a diesel engine or as an electric motor.
  • the actuating element 44 has a cam 56 protruding transversely to the actuation directions 16, 18 with a stop surface 57.
  • a return spring 58 is fastened at one end to the wall 22 and at another end to the cam 56. The return spring 58 acts on the actuating element 44 in the first actuation direction symbolically represented by the first arrow 16.
  • a rest stop 60 is connected to the wall 22.
  • the rest position stop 60 comprises a hollowed-out spring housing 62 with an external thread 64, a key surface 66, a passage 68 and a stop 69.
  • a spring 70 is located inside the hollowed-out spring housing 62.
  • a bolt 72 is provided.
  • the bolt 72 consists of a shoulder and a turned pin.
  • the shoulder of the pin 72 is located within the hollowed-out spring housing 62.
  • the shoulder of the pin 72 has a larger diameter than the passage 68 and the screwed-on pin of the pin 72 has a smaller diameter than the passage 68.
  • the screwed-on pin of the pin 72 protrudes in the direction of arrow 18 through the passage 68 out of the hollowed-out spring housing 62.
  • a coupling element 80 is slidably mounted in two sliding directions in a sliding guide 76 provided on the adjusting element 44.
  • the displacement directions run transversely to the actuation directions represented by the arrows 16, 18.
  • the directions of displacement of the coupling element 80 are symbolically represented by a third arrow 82 and a fourth arrow 84.
  • the coupling element 80 has a first side 86 and a second side 87 with a driving point 88. On the first side 86 of the coupling element 80 there is a toothing 89 with a first, multiple tooth flank 90 and with a second tooth flank, also multiple 91 and a nose 92 with a sliding surface 93 and with a stop 94 are provided. A shoulder 95 is also arranged on the coupling element 80.
  • the coupling element 80 can consist of several individual components.
  • the coupling element 80 By moving the coupling element 80 in the first displacement direction symbolized by the arrow 82, the coupling element 80 can be brought into operative connection with the second driver 8.
  • the serrations 34, 89 of the second driver 8 and the clutch element 80 are designed such that an actuation of the clutch element 80 with respect to the second driver 8 in the direction of arrow 18 or an actuation of the second driver 8 with respect to the clutch element 80 in Direction of arrow 16 is at most insignificantly hampered by the serrations.
  • An opposite displacement of the two parts 8, 80 relative to one another is, however, only possible until the first tooth flank 90 of the coupling element 80 comes into engagement with the second tooth flank 36 of the second driver 8.
  • the toothings 34, 89 preferably have approximately the Form of so-called helical gears.
  • a tension spring 99 is arranged between the adjusting element 44 and the coupling element 80 in such a way that one end of the tension spring 99 can act on the coupling element 80, with the aim of adjusting the coupling element 80 in the direction of displacement symbolized by the third arrow 82. Another end of the tension spring 99 is connected to the actuating element 44 or abuts the actuating element 44.
  • the actuator 100 comprises an actuator 102 with a pulley 104, a drive wheel 106 with a pulley 108 and a driving point 110 and a belt 112 connecting the pulley 104 and the pulley 108.
  • the belt 112 is e.g. B. a flat belt, a V-belt, a toothed belt, etc.
  • a transmission gear results.
  • the device according to the invention comprises an electromagnet 116.
  • the electromagnet 116 can act on the coupling element 80 with its magnetic force. Is the electromagnet 116 energized. its magnetic force actuates the coupling element 80 against the tension spring 99 in the direction of displacement symbolized by the fourth arrow 84 until the driving point 88 of the coupling element 80 comes into engagement at the driving point 110 of the actuator 100.
  • the tension spring 99 actuates the coupling element 80 in the displacement direction symbolized by the arrow 82 until, depending on the circumstances, the shoulder 95 on the actuating element 44 or the sliding surface 93 on the sliding surface 39 of the second driver 8 Facility is coming.
  • the device also contains a first displacement measuring device 122 with which the setting position of the control element 2 can be detected via the transmission element 4.
  • a second displacement measuring device 124 with which the position of the operating element 2 can also be detected.
  • a third displacement measuring device 126 which can detect an adjusting position of the adjusting element 44.
  • a fourth displacement measuring device 128, with which the setting position of the setting element 44 can also be determined.
  • control device 130 there is a control device 130, an energy supply unit 132, a transmitter 134, a sensor 136 or a plurality of sensors 136 and, if appropriate, a further control device 138.
  • the displacement measuring devices 122, 124, 126, 128, the energy supply unit 132, the transmitter 134, the sensors 136> the further control device 138, the electromagnet 116 and the servomotor 102 are connected to the control device 130 via cables 140.
  • At least individual parts of the device according to the invention are encased by a housing 142 and thus protected against environmental influences.
  • the housing 142 is partially indicated in the drawing by dash-dotted lines.
  • the two distance measuring devices 122, 124 are encased by a further housing 144 indicated by dash-dotted lines.
  • the displacement measuring devices 122, 124 can either be arranged directly on the control element 2 or between the control element 2 and the housing 142 or directly in the housing 142.
  • the first driver 6 can be actuated by the control element 2 against the force of the first return spring 20 in the direction of the arrow 18 via the transmission element 4.
  • the stop piece 23 first lifts off the wall 22.
  • the first driver 6 moves within the elongated hole 10 until the first driver 6 comes to rest on the stop end 14 of the second driver 8.
  • the second driver 8 is also adjusted via the first driver 6 in the actuation direction symbolized by the second arrow 18.
  • the second return spring 26 displaces the second driver 8 in the first actuation direction symbolized by the arrow 16.
  • the first return spring 20 actuates the first driver 6, the transmission element 4 and the control element 2 also in the direction of arrow 16 until the stop piece 23 abuts the wall 22.
  • the coupling element 80 is displaced in the direction of the third arrow 82 and a movement of the second driver 8 can be transmitted to the coupling element 80, which will be explained in more detail later.
  • the driving point 88 of the coupling element 80 is in engagement with the driving position 110 of the actuator 100, and the coupling element 80 can be adjusted by the actuator 102 depending on the control in the first actuation direction, symbolized by the arrow 16, or in the second actuation direction symbolized by the second arrow 18.
  • the driving points 88, 110 of the coupling element 80 and actuator 100 are provided with tooth profiles, so that when the electromagnet 116 is sufficiently energized, there is a positive connection between the coupling element 80 and the actuator 100.
  • a frictional connection can also be selected instead of the positive connection.
  • the coupling element 80 is guided in the sliding guide 76 of the actuating element 44 in such a way that actuation of the coupling element 80 in one of the actuating directions symbolized by the arrows 16, 18 is transmitted to the actuating element 44 with more or less play.
  • the position of the control element 2 can be detected by the displacement measuring devices 122, 124. Measurement signals obtained from the displacement measuring devices 122, 124 are fed to the control device 130 via the cables 140. The position of the actuating element 44 can be detected with the displacement measuring devices 126, 128. Depending on the position of the actuating element 44, the displacement measuring devices 126, 128 transmit measuring signals via the cables 140 to the control device 130. Further signals coming from the transmitter 134, the sensors 136 and the further control device 138 are also sent to the control device 130 via the cables 140 transmitted.
  • the control device 130 determines a target value for the from the measurement signals of the displacement measuring devices 122, 124 and from the further signals Control element 44 and, depending on which position the displacement measuring devices 126, 128 determine for the control element 44, the control device 130 controls the servomotor 102.
  • the actuating motor 102 can bring the actuating element 44 into the desired actuating position via the drive wheel 106 and the coupling element 80.
  • the device according to the invention essentially consists of mechanical transmission means and electromechanical transmission means.
  • the mechanical transmission means include, among other things, the transmission element 4, the first driver 6, the second driver 8, the coupling element 80 and the actuating element 44.
  • the electromechanical transmission means include, among other things, the distance measuring devices 122, 124, the distance measuring devices 126, 128, the control device 130, the actuator 100, the coupling element 80 and at least part of the cables 140.
  • the first functional state of the magnet 116 is sufficiently Elektro ⁇ Bestro t and the transmission of Stellpo ⁇ sition of the operating element 2 to the operating position of the whille ⁇ mentes' 44 is done via the electromechanical transmission means.
  • the second functional state the setting position of the operating element 2 is transferred to the setting position of the setting element 44 via the mechanical transmission means.
  • the first functional state will be the regular one, so that the first functional state can also be referred to as the regular functional state.
  • the second functional state will certainly only be used if, due to any defect, it is not possible to transmit the actuating position of the operating element 2 to the actuating position of the actuating element 44 via the electromechanical transmission means, so that the second functional state is also referred to as emergency operation can be.
  • the two functional states are subdivided into a total of five operating states in the course of this description.
  • the first functional state can be divided into a first, a second and a third operating state.
  • the second functional state can be divided into two further operating states, ie into a fourth operating state and into a fifth operating state.
  • the first operating state can also be referred to as regulated idling.
  • the control element 2 is not actuated and the transmission element 4 is in an end position provided in the direction of arrow 16 for the unactuated control element.
  • the displacement measuring devices 122, 124 signal the control device 130 that the drive machine 54 is to operate in idle mode.
  • the coupling element 80 is operatively connected to the actuator 100. There is no connection between the second driver 8 and the coupling element 80. Via the actuator 100, the coupling element 80 and thus the actuating element 44 can be actuated in the direction of arrow 16 or in the direction of arrow 18 as required. To z. For example, to be able to bring the cold drive machine 54 up to operating temperature as quickly as possible, the actuating element 44 can be actuated in the direction of the arrow 18, the cam 56 with the stop surface 57 of the actuating element 44 being as far as desired from the bolt 72 of the rest position ⁇ stop 60 can take off.
  • the actuating element 44 can be actuated in the direction of the arrow 16 via the actuator 100 as required.
  • the Actuation of the actuator 44 by the actuator 100 is not hindered by the rest stop 60. If the actuating element 44 is actuated by the actuator 100 in the direction of the arrow 16, after the abutment surface 57 of the actuating element 44 has come into contact with the bolt 72 of the rest stop stop 60, the bolt 72 can be turned against the force of the spring 70 in the direction of the arrow 16 are actuated, wherein the shoulder of the bolt 72 can lift off the stop 69 of the spring housing 62. The speed of the drive machine 54 can thus be reduced to any desired value.
  • the second operating state is regulated driving operation.
  • the control element 2 is actuated and the transmission element 4 is shifted in the direction of the arrow 18.
  • the coupling element 80 is also operatively connected to the actuator 100 in the second operating state.
  • the distance measuring devices 122, 124 transmit measuring signals to the control device 130.
  • the control device 130 receives further measuring signals from the distance measuring devices 126, 128 and from the sensors 136. From these measuring signals and using a The program entered into the control device 130, the control device 130 transmits control signals to the servomotor 102 of the actuator 100.
  • the actuator 100 thus sets the actuating element 44 into the desired actuating position via the coupling element 80.
  • the third operating state is the vehicle speed-controlled operating state. In the third operating state, the control element 2 is not actuated.
  • a desired target travel speed is specified by the encoder 134. The driver can specify the target driving speed via the encoder 134. The actual driving speed is monitored via at least one of the sensors 136 and reported to the control device 130.
  • the coupling element 80 is also operatively connected to the actuator 100 in the third operating state. Via the servomotor 102 of the actuator 100, the actuating element 44 is actuated in the direction of arrow 16 or in the direction of arrow 18 until the actual driving speed corresponds to the target driving speed.
  • the target driving speed can also z. B. from sensors 136, which monitor spinning wheels, are influenced.
  • the coupling element 80 is actuated in the direction of the arrow 18, the second driver 8 initially remains at rest. After overcoming the actuating play 98 between the stop 94 of the coupling element 80 and the second stop 40 of the second driver 8, the second driver 8 is also actuated in the direction of the arrow 18.
  • the stops 40, 94 are arranged on the second driver 8 and on the coupling element 80 so that, even with the element 80 completely shifted in the direction of the fourth arrow 84, the two stops 40, 94 can come to rest against one another after overcoming the actuating play 98 .
  • the actuatable element 30 can be acted on via the actuating means 32 attached to the second driver 8.
  • the fourth operating state can, for example, also be referred to as emergency idling operation.
  • the control element 2 is also not actuated.
  • the return spring 58 acts on the actuating element 44 in the direction of the arrow 16.
  • the spring 70 acts as long as the shoulder of the bolt 72 does not touch the stop 69 of the Spring housing 62 rests on the bolt 72 on the actuator 44 in the direction of arrow 18.
  • the spring 70 of the rest stop 60 is stronger than the return spring 58. This ensures that in the fourth operating state the shoulder of the bolt 72 on the Stop 69 of the spring housing 62 rests and that, because of the return spring 58, the stop surface 57 of the cam 56 of the actuating element 44 also bears against the bolt 72 of the rest position stop 60. In the fourth operating state, the actuating position of the actuating element 44 is thus determined by the rest position stop 60.
  • the rest stop 60 can be adjusted in the actuating directions of the arrows 16, 18 via the key surface 66.
  • the actuating position of the actuating element 44 can thus be set as desired via the rest position stop 60.
  • the setting position of the adjusting element 44 will be selected so that under all conditions, even at very low temperatures, the correct operation of the drive machine 54 is ensured.
  • the games 96, 97 can advantageously be chosen so large that, when the rest stop stop 60 is adjusted to the maximum, the coupling element 80 does not engage with the second driver 8 either with its first tooth flank 90 or with the stop 94.
  • the fifth operating state is emergency driving operation.
  • the control element 2 and thus the transmission element 4 are actuated more or less in the direction of the arrow 18.
  • the coupling element 80 is displaced in the direction of displacement symbolized by the arrow 82. There is therefore no operative connection between the coupling element 80 and the actuator 100.
  • the coupling element 80 is in operative connection with the second driver 8 via the teeth 34, 89 of the coupling element 80 and the second driver 8. This activates the operating element 2 transmitted to the coupling element 80 and thus to the actuating element 44 via the transmission element 4 and the toothings 34, 89.
  • the setting position of the control element 2 can be transferred to the setting position of the setting element 44, and operation of the drive machine 54 can thus be ensured.
  • the drive machine 54 may occasionally occur that the drive machine 54 exerts a greater drive torque on the drive wheels than can be transmitted from the drive wheels to a driving surface. In this case, a so-called traction slip occurs on the drive wheels. But it can also happen occasionally that z. B. when releasing the control element 2 with a slippery driving surface, a braking torque of the drive machine 54 transmitted to the drive wheels is so great that it can no longer be transmitted from the drive wheels to the driving surface. In this case there is a so-called brake slip between the drive wheels and the driving surface. Drive slip and brake slip can be detected by one of the sensors 136 or by several of the sensors 136 and transmitted to the control device 130.
  • the control device 130 can adjust the actuating element 44 more via the actuator 100 in the direction of the arrow 16, ie in the direction of lower power of the drive machine 54.
  • ASR traction control system
  • the control device 130 can actuate the actuating element 44 more in the direction of the arrow 18, ie in the direction of greater power of the drive machine 54, via the actuator 100 and via the coupling element 80.
  • MSR engine drag torque control
  • the actuating element 44 is normally actuated only a small distance in the direction of the arrow 18, so that, because of the actuating play 98 between the stop 94 of the coupling element 80 and the second stop 40 of the second driver 8, MSR normally has no influence on the has second driver 8 and thus on the actuatable element 30.
  • the actuation play 98 can be made smaller until, if appropriate, the second stop 40 coincides with the first stop 38 in a line.
  • ASR and MSR can happen so quickly that people traveling with them notice nothing or practically nothing of the process.
  • the mechanical transmission means 4, 6, 8, 44, 80 mainly serve to ensure that the device according to the invention continues to operate in the event of failure of the electromechanical transmission means.
  • the electromechanical transmission means fail when the toothing 89 of the coupling element 80 is exactly opposite the toothing 34 of the second driver 8.
  • the tensioning spring 99 can easily move the coupling element 80 in the direction of the arrow 82 until the serrations . 34, 89 of the coupling element 80 and the second driver 8 come into engagement. This ensures, possibly after overcoming the game 96, that the device according to the invention continues to be operated in the fourth or fifth operating state.
  • the electromechanical transmission means fail when the coupling element 80 is actuated more in the direction of the second arrow 18 than the second driver 8.
  • B. may be the case during automatic vehicle speed control. If the coupling element 80 is actuated more than the play 97 in the direction of arrow 18 more than the second driver 8, then the sliding surface 93 of the coupling element 80 overlaps the sliding surface 39 of the second driver 8 at least partially. It is favorable if, in the case of functioning electromechanical transmission means, ie in the first functional state, the two sliding surfaces 39, 93 at most overlap but do not touch.
  • the tension spring 99 moves the coupling element 80 in the direction of the third Arrow 82 until the sliding surface 93 comes to rest on the sliding surface 39.
  • the connection between the coupling element 80 and the actuator 100 is released.
  • the return spring 58 actuates the coupling element 80 in the direction of arrow 16, as a result of which the overlap between the sliding surface 93 of the coupling element 80 and the sliding surface 39 of the second driver 8 is reduced.
  • the toothing 89 of the coupling element 80 can come into engagement with the toothing 34 of the second driver 8.
  • the return spring 58 actuates the coupling element 80 in the direction of arrow 16 can without having to additionally actuate the actuator 100. This advantageously enables the clutch element 80 to be actuated quickly.
  • the second driver 8 with the sliding surface 39 somewhat differently, that is to say to assign the sliding surface 39 shifted somewhat in the direction of the arrow 84. It can thus be achieved that, as long as the two sliding surfaces 39, 93 overlap, the driving point 88 of the coupling element 80 remains in connection with the driving point 110 of the actuator 100. This connection is only released when the overlap has become zero. It can thus be achieved that the return spring 58 must also actuate the actuator 100 when the coupling element 80 is moved in the direction of arrow 16. In order to support the return spring 58, an additional return spring 146 shown in broken lines can be provided in the actuator 100.
  • the additional return spring 146 acts on the drive wheel 106 of the actuator 100 in the same sense as the return spring 58. This prevents the actuating element 44, ie the throttle valve 52, from being jerked. However, the same effect can also be achieved by another, already known damping of a movement of the actuating element 44 or the throttle valve 52.
  • the second case can occur if the electromechanical transmission means fail, for example, in the third operating state, ie the driving speed-controlled operating state or in the aforementioned engine drag torque control, the so-called MSR or within the second operating state, for example within a so-called declining characteristic curve .
  • the electromechanical transmission means fail while the second driver 8 is actuated further in the direction of arrow 18 than the coupling element 80.
  • the tension spring 99 can move the coupling element 80 in the direction of arrow 82 until the teeth 34, 89 of the coupling element 80 and the second driver 8 come into contact.
  • the drive machine 54 can continue to be operated almost without restriction.
  • the coupling element 80 has also moved into its intended, regular position relative to the second driver 8. This is made possible or promoted by the direction-dependent effect of the teeth 34, 89.
  • the actuating element 44 can then be actuated again up to the maximum in the direction of the arrow 18.
  • the third case can occur if the electromechanical transmission means fail, for example in the second operating state within a progressive characteristic curve or during the mentioned traction control system, the so-called ASR.
  • a great advantage of the invention is that regardless of the case in which the electromechanical transmission means fail, there is always at least the power available which is also present just before the electromechanical transmission means fails. Even if the electromechanical transmission means fail, for example during a progressive characteristic curve or ASR, no spring, undesired by the driver, can actuate the actuating element 44 in the direction of arrow 16, ie in the closing direction of the throttle valve.
  • the teeth 89 of the coupling element 80 can always snap into the teeth 34 of the second driver 8.
  • the device according to the invention can be protected by the housing 142 indicated by dash-dotted lines in the drawing. A minimal number of recesses are required in the housing 142.
  • the control device 130 can be located inside or outside the housing 142.
  • the cables 140 or part of the cables 140 can be combined in one line.
  • the connection of the cables 140 can e.g. B. by a so-called serial interface or by several of these interfaces.
  • the interfaces can e.g. B. can be realized by so-called CAN modules.
  • the device according to the invention was explained on the basis of an exemplary embodiment in which the actuation directions of the first driver 6, the second driver 8, the actuating element 44 and the coupling element 80 run in a straight line and parallel to the arrows 16, 18.
  • the drivers 6, 8, the coupling element 80 and the actuating element 44 then do not make any back-and-forth movements parallel to the arrows 16, 18, but rather carry out more or less large pivoting movements about the axis of rotation.
  • An actuation in the direction of arrow 16 then means z.
  • a pivoting movement in a direction of rotation and an actuation in the direction of arrow 18 then means a pivoting movement in the opposite direction. All components can be designed more or less round or arcuate.
  • the throttle valve 52 of the actuator 46 is usually pivotally mounted. It is therefore expedient to also carry out the adjusting element 44 in a pivotable manner.
  • the actuator 44 is z. B. the throttle valve shaft of the throttle valve 52. It is particularly favorable to arrange the throttle valve 52, the actuating element 44, the coupling element 80, the drivers 6, 8 and the drive wheel 106 of the actuator 100 on a mutually aligned axis.
  • the driver 8, the actuating element 44, the coupling element 80 and the drive wheel 106 are in this case disc-like structures which can execute pivoting movements about their common axis.
  • the directions of displacement of the coupling element 80 which are indicated in the drawing by the arrows 82, 84, then run parallel to the common axis, i. H. further perpendicular to the actuation directions symbolized by the arrows 16, 18, which in this case are pivoting movements.
  • the actuator 102 of the actuator 100 can, as shown by way of example, be arranged on the side of the drive wheel 106.
  • the servomotor 102 can also be arranged in direct alignment with the drive wheel 106 his.
  • the servomotor 102 can e.g. B. be a linear or rotary motor. For example, he can draw his energy electrically, pneumatically or hydraulically.
  • z. B. a gear transmission, a friction gear, linkage, etc. are provided.
  • the springs 20, 26, 58, 99 are tension springs and the spring 70 is a compression spring. This is only an example.
  • the springs can have any other embodiment. If the drivers 6, 8, the coupling element 80 and the actuating element 44 are mounted in a rotary manner, then it is particularly expedient for the springs 20, 26, 58, 70, 99 or at least some of them to be in the form of spiral springs, in particular in FIG Form spiral springs.
  • the coupling element 80 can be moved in the first direction of movement symbolized by the arrow 82 in addition to the tension spring 99 or instead of the tension spring by a force element 150 shown in broken lines.
  • the force element 150 may e.g. B. a permanent magnet, an actuatable solenoid, a rotatory or linear, pneumatic, hydraulic or electrically actuated element or also a spring.
  • the electromagnet 116 can also be replaced by an element of any design, such as the force element 150.
  • the electromagnet or the element 116 and the tension spring 99 or the force element 150 can be designed such that when the electromagnet 116 or the force element 150 is energized, the coupling element 80 either into the by the arrow 82 symbolized the first direction of displacement or in the second direction of movement symbolized by the arrow 84.
  • the electromechanical transmission means fails, at least the electromagnet 116 is switched off and the tension spring 99 can connect the coupling element 80 to the second driver 8.
  • the possibility of transferring an adjustment of the second driver 8 to the coupling element 80 by means of the toothings 34, 89 can be replaced by a frictional connection. It is particularly favorable to provide the surfaces at the corresponding contact points with a direction-dependent coefficient of friction.
  • a frictional connection can also be selected.
  • FIG. 2 shows the second embodiment.
  • parts that are the same or have the same effect are provided with the same reference symbols.
  • the actuatable element 30 shown in FIG. 1 is omitted.
  • the first driver 6, the elongated hole 10 in the second driver 8 and the second stop 40 on the second driver 8 can also be omitted.
  • the transmission element 4 is connected directly to the second driver 8.
  • the return spring 20 acts directly on the second driver 8 in the direction of the arrow 16.
  • Figure 3 shows the third embodiment.
  • a type of freewheel 160 is interposed in the area of the second driver 8 between the teeth 34 and the control element 2.
  • the freewheel 160 comprises a first freewheel element 161, a second freewheel element 162, and pinch rollers 163. Accordingly, it is also possible to provide the freewheel 160 between the teeth 89 and the actuating element 44.
  • the first freewheel element 161 is provided such that the transmission element 4 can act on the first freewheel element 161 in the direction of arrow 18 and the first return spring 20 in the direction of arrow 16.
  • the toothing 34 is located on the second freewheel element 162.
  • the clamping rollers 163 are located between the first freewheel element 161 and the second freewheel element 162.
  • the freewheel 160 is designed such that essentially a force is exerted by the first freewheel element 161 on the second Freewheel element 162 can only be transmitted in the direction of arrow 18. Accordingly, a force can be transmitted from the second freewheel element 162 to the first freewheel element 161 essentially only in the direction of arrow 16.
  • the first stop is 38 and
  • the second freewheel element 162 can best be thought of as a disk and the toothing 34 runs on the outer edge of this disk, the toothing 34 thus having no beginning and no end.
  • the second freewheel element is, however, 162 shown linearized and one can imagine, this element as if it i 'direction of the arrows 16, 18 would be infinitely long.
  • the games 96, 97 can optionally be made smaller or omitted entirely, and the toothings 34, 89 can be designed such that the teeth 34, 89 can transmit forces in both arrow directions 16, 18.
  • the freewheel 160 shown in FIG. 3 offers the following additional advantages in particular: If the electromechanical transmission means fail during a traction control system (ASR) or during a progressive characteristic curve, that is to say the electromechanical transmission means fail while the first freewheel element 161 of the second driver 8 is actuated further in the direction of the arrow 18 than the actuating element 44, so the intended relative position of the coupling element 80 with respect to the first freewheel element 161 can be adjusted again, at least subsequently with the actuating element 2 not actuated, without any relative movement between the teeth 34 and the teeth 89 must take place, as explained above in the first embodiment in the third case.
  • ASR traction control system
  • the freewheel 160 comprises the pinch rollers 163. This is not necessary.
  • the freewheel 160 can also be designed in any other known manner.
  • An adjusting screw 166 is also shown in FIG. With the help of the adjusting screw 166, the end position of the adjusting element 44 or the throttle valve 52 can be adjusted in the direction of arrow 16. The minimum cross section in the intake manifold section 48 can thus be set with the aid of the adjusting screw 166.
  • the adjusting screw 166 can also be used in the same way in the first and second exemplary embodiments.
  • the actuatable element 30 can optionally also be connected to the actuating element 44 via the actuating means 32.
  • Another adjusting screw 168 is shown in FIG.
  • the control element 2 comes to rest on the further adjusting screw 168.
  • the stop piece 23 comes to rest against the wall 22 when the control element 2 is not actuated and in FIG. 2 the driver 8 comes to rest against the wall 22 when the control element 2 is not actuated.
  • the three variants are equivalent and can be used in all three exemplary embodiments as required.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Mechanical Control Devices (AREA)

Abstract

Un dispositif connu possède entre la pédale de l'accélérateur et le papillon des gaz, en plus des moyens de transmission mécaniques, également des moyens de transmission électromécaniques avec un élément d'accouplement embrayable. Le désavantage du dispositif connu réside en ce que les moyens de transmission mécaniques doivent avoir, en vue de la compensation de la course, un ressort à course maximale. Par opposition à cela, selon le dispositif de l'invention, un élément d'accouplement à action bilatérale (80) peut relier, suivant la position de l'embrayage, la pédale de l'accélérateur (2) au papillon des gaz (52) par l'intermédiaire des moyens de transmission mécaniques ou électromécaniques. Ce dispositif convient en particulier à des véhicules équipés d'une régulation du glissement et/ou de la vitesse de marche.
EP19900911273 1989-08-22 1990-08-03 Dispositif pour la transmission d'une position de reglage d'un element de commande Withdrawn EP0439567A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE3927655 1989-08-22
DE3927655 1989-08-22
DE19904022345 DE4022345A1 (de) 1989-08-22 1990-07-13 Einrichtung zum uebertragen einer stellposition eines bedienelements
DE4022345 1990-07-13

Publications (1)

Publication Number Publication Date
EP0439567A1 true EP0439567A1 (fr) 1991-08-07

Family

ID=25884255

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19900911273 Withdrawn EP0439567A1 (fr) 1989-08-22 1990-08-03 Dispositif pour la transmission d'une position de reglage d'un element de commande

Country Status (5)

Country Link
EP (1) EP0439567A1 (fr)
JP (1) JPH04501298A (fr)
DE (1) DE4022345A1 (fr)
HU (1) HUT58617A (fr)
WO (1) WO1991002660A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4006419C2 (de) * 1990-03-01 1998-12-24 Bosch Gmbh Robert Einrichtung mit einem Stellglied
CH690805A5 (de) * 1993-05-04 2001-01-15 Unaxis Balzers Ag Magnetfeldunterstützte Zerstäubungsanordnung und Vakuumbehandlungsanlage hiermit.

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4523565A (en) * 1984-03-30 1985-06-18 Aisin Seiki Kabushiki Kaisha Control system and method for a fuel delivery system
DE3641275A1 (de) * 1986-12-03 1988-06-16 Vdo Schindling Einrichtung zur uebertragung der position eines durch einen fahrzeugfuehrer betaetigbaren steuerelements
DE3730239A1 (de) * 1987-09-09 1989-03-30 Pierburg Gmbh Elektrisch ansteuerbare stellvorrichtung zum verstellen der drosselklappe einer brenngemischdrosseleinrichtung von brennkraftmaschinen
DE3814702A1 (de) * 1987-11-12 1989-05-24 Bosch Gmbh Robert Vorrichtung zum betaetigen der drosselklappe einer brennkraftmaschine insbesondere eines kraftfahrzeuges
DE3843056A1 (de) * 1987-12-23 1989-07-06 Mazda Motor Anordnung zur motorleistungssteuerung
DE3800876A1 (de) * 1988-01-14 1989-07-27 Vdo Schindling Leistungssteller fuer eine brennkraftmaschine

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9102660A1 *

Also Published As

Publication number Publication date
DE4022345A1 (de) 1991-02-28
HU906062D0 (en) 1991-08-28
WO1991002660A1 (fr) 1991-03-07
JPH04501298A (ja) 1992-03-05
HUT58617A (en) 1992-03-30

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