EP0455877B1 - Load control apparatus - Google Patents

Load control apparatus Download PDF

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Publication number
EP0455877B1
EP0455877B1 EP90124326A EP90124326A EP0455877B1 EP 0455877 B1 EP0455877 B1 EP 0455877B1 EP 90124326 A EP90124326 A EP 90124326A EP 90124326 A EP90124326 A EP 90124326A EP 0455877 B1 EP0455877 B1 EP 0455877B1
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EP
European Patent Office
Prior art keywords
throttle valve
adjustment device
connecting rod
rotor
valve spindle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP90124326A
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German (de)
French (fr)
Other versions
EP0455877A2 (en
EP0455877A3 (en
Inventor
Matthias Zentgraf
Gerd Hickmann
Peter Volz
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Mannesmann VDO AG
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Mannesmann VDO AG
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Publication date
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Publication of EP0455877A2 publication Critical patent/EP0455877A2/en
Publication of EP0455877A3 publication Critical patent/EP0455877A3/en
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Publication of EP0455877B1 publication Critical patent/EP0455877B1/en
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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

Definitions

  • the invention relates to an adjusting device with a throttle valve determining the performance of an internal combustion engine, which is connected in a rotationally fixed manner to a throttle valve shaft mounted in the throttle valve housing, the throttle valve shaft having an accelerator pedal-side mechanical linkage side and an actuating linkage side which has a coupling element for mechanically decoupling the throttle valve from a throttle valve is assigned with a pinion, which is drivingly connected to the throttle valve shaft via further gear elements.
  • the servomotor is equipped on the output side at the end of its shaft with a pinion which engages with an idler gear, which in turn interacts with a drive wheel arranged on a bearing shaft and accordingly the throttle valve arranged in the throttle valve housing in adjusted the desired position. Since the installation space between the bearing shaft of the servomotor and the throttle valve shaft is very small, the size of the individual gearwheels is also fixed and thus also the overall transmission ratio of the gearbox for adjusting the throttle valve. Since the transmission ratio of the transmission cannot be chosen arbitrarily large, the servomotor must be designed much stronger so that the individual frictional resistances of the transmission parts and the actuating forces counteracting when the throttle valve is pivoted can be overcome.
  • the invention has for its object to design and arrange the individual actuators for pivoting the throttle valve in such a way that a gear with a large transmission ratio can be provided to overcome the torque occurring at the throttle valve.
  • the object is achieved in that the pinion is drivingly connected to the throttle valve shaft via an articulated gear to achieve a large transmission ratio, the articulated gear having at least one gear segment and a link which articulates the articulated gear with a lever arm of the throttle shaft.
  • the use of an articulated gearbox allows the individual gear parts to be arranged in the smallest space so that a very large transmission ratio can be achieved. This is advantageously achieved by using a gear segment instead of a gear wheel that is very large in diameter.
  • the articulated gear is designed as a three- or four-articulated gear and on the drive side has the pinion which is in engagement with the gearwheel segment designed as the first link. Since the gear segment is also designed as a handlebar, a multi-link transmission can be obtained in a simple manner, with which very large actuating forces can be overcome in the smallest space. Thus, a low-power and therefore inexpensive electric motor can be used, which contributes to a reduction in the cost of the entire adjusting device.
  • the first link is pivotally mounted on the throttle valve body and a second link is articulated between its articulation point on the throttle valve body and its gear segment, which is articulated to a rotor at its end opposite the articulation point which is drivingly connected to the throttle valve shaft.
  • a large transmission ratio can be achieved in that the second link provided between the rotor and the gear segment is articulated at one end in the region of the articulation of the first link on the throttle valve housing and at the other end to the outer end of the rotor.
  • the use of a multi-link transmission is particularly advantageous when the center distance between the drive pinion and the throttle valve shaft is very small and can no longer be changed.
  • the rotor in a further embodiment of the invention, it is advantageous for the rotor to have a driver element which is connected to the throttle valve shaft in a rotationally fixed manner via a control element part which permits free-wheeling. This ensures in a simple manner that when the servomotor is activated, the throttle valve for idle operation is adjusted according to a manipulated variable.
  • the end of the throttle valve shaft is designed as a drive element with a stop against which the driver element can be brought into contact when the servomotor, which is designed as an electric motor, is activated.
  • the rotor with its one lever arm on the Linkage and with its other lever arm against an adjustable stop can be brought into contact, the adjustable stop being adjustable against the action of a spring. This ensures that in the event of malfunctions in the electronic controller, the emergency operation can be maintained and that the spring and the throttle valve are adjusted to the emergency operation position by means of the spring via the adjustable stop.
  • the gear segment can be pivoted in a defined angular range between two stops, so that the adjustment range of the gear segment and thus the adjustment range of the servomotor can be precisely limited in a simple manner.
  • the gear ratio between the pinion and the throttle valve shaft can be greater than 1:20.
  • the parts summarized in the frame 38 according to FIG. 1 form an actuator or the adjusting device, which are combined in one structural unit.
  • the adjusting device includes a servomotor or electric motor 14 which is connected to a throttle valve 9 via a four-bar linkage 16.
  • the four-link mechanism 16 is shown in detail in FIGS. 2 to 5, while in FIG. 1 only the functional principle of the four-link mechanism 16 is illustrated. For this reason, some transmission parts have been omitted in FIG. 1 for the sake of simplicity.
  • the electric motor 14 has an output shaft 40 on the output side with a pinion 41 which is in engagement with a gearwheel segment 50.
  • the gear segment 50 is part of a first link 51, which on the outside of the throttle valve housing 30 in a defined Angular range between an upper and a lower stop 59, 60 is pivotally mounted by means of a hinge pin 23.
  • the setting range of the gear segment 50 and thus the setting range of the electric motor 14 is precisely limited and the end position of the throttle valve 9 is precisely defined.
  • the stops 59, 60 make it impossible to adjust the throttle valve 9 beyond this position.
  • a push rod or a second link 53 is articulated to the first link 51 by means of an articulation pin 20, so that between the gear segment 50 and the articulation point 22 of the second link 53 first link 51 a very large lever arm is formed.
  • the end of the second link 53 opposite the articulation point 22 is connected in an articulated manner to a rotor 54 designed as a control element part (see FIG. 1) (see FIG. 2) via a hinge pin 25. 1, the rotor 54 is illustrated by a control element part 54.
  • the rotor or the control element part 54 sits on the outer end of a throttle valve shaft 32 and, as can be seen from FIG. 5, stands in only one direction via a driver element 15 with a stop 27 provided on the throttle valve shaft 32 (in FIG 5 clockwise) in drive connection.
  • the stop 27 is formed by a recess or a freewheel segment 26, so that the throttle valve shaft 32 can be adjusted indirectly via an accelerator pedal 1 even when the idle control is not effective.
  • the freewheel segment 26 is delimited by a further stop 28.
  • the freewheel segment 26 is provided as a recess in a control element part 56, which is arranged on the throttle valve shaft 32 in a rotationally fixed manner or is connected in one piece to the latter. If the electric motor 14 is activated, the throttle valve 9 arranged on the throttle valve shaft 32 is correspondingly opened in the regulating direction via the four-bar linkage 16.
  • the rotor 54 is designed as a two-armed lever arm, one lever arm 33 being connected in an articulated manner to the second link 53 via the hinge pin 25 and the other lever arm 34 being able to be brought into abutment against an adjustable stop 35.
  • the adjustable stop 35 consists of a bolt 37 arranged in a cylindrical housing 36, which can be adjusted against a spring 39 accommodated in the housing 36.
  • the adjustable stop 35 has to adjust the object, the rotor not in the idle position LL not for failure of the control electronics 54th
  • the adjustable stop 35 thus brings the throttle valve 9 into this position LL not and holds it there for the situation of the idle- not regulating range. If the electric motor 14 is actuated, it can adjust the control element part or the rotor 54 against the action of the spring 39 in the idling direction LL min , the throttle valve 9 being adjusted via the spring 12. Further, the throttle valve 9 can in Aufregelraum to the stop LL start 61 adjust, the control of the electric motor 14 via the control device 17.
  • the biasing force of the spring 39 arranged in the housing 36 can be changed by an adjusting screw provided in the housing 36.
  • the transmission ratio of the articulated gear 16 between the output of the electric motor 14 and the throttle valve shaft 32 is greater than 1:20, whereby it can also be significantly larger, for example 1:37, due to the advantageous arrangement of the gear segment 50.
  • FIG. 1 shows the basic function of the adjusting device in the case of an idle control actuator in the function of the idle control in the emergency running position.
  • the adjusting device can be adjusted via an accelerator pedal 1 which, when actuated, shifts an accelerator pedal lever 2 between an idle stop LL and a full load stop VL.
  • the lever 2 is connected to a driver 4 by means of a throttle cable 3, so that when the accelerator pedal 1 is actuated, the driver 4 is displaced in the direction of the full load stop VL.
  • a return spring 5 is connected to the driver 4 and biases it in the idling direction LL.
  • Two further return springs 6a and 6b pretension them in the idling direction LL.
  • the return springs 6a and 6b are designed so that they have redundant effects on the return drive.
  • the driver 4 rests against the idling stop LL assigned to it.
  • the driver 4 can also be pulled in the direction of the idle stop LL by means of an automatic train 7 of a transmission not shown in the drawing.
  • the driver 4 interacts directly with a first control element part 56, which serves to adjust a throttle valve 9 of an internal combustion engine, not shown in the drawing.
  • the control element 56 is only shown schematically in FIG. 1 and can correspond to the throttle valve shaft 32 shown in FIGS. 2 to 5.
  • the end of the driver 4 facing away from the throttle cable 3 is provided with a recess 10 into which the end of the first control element part 56 engages.
  • To the recess 10 of the driver 4 includes a stop 28 to come against the driver 4 to the plant, when the accelerator pedal 1 from the idle stop 28 min to - adjusted by the idle position not beyond.
  • a spring 12 is provided below the recess 10, which is connected at one end to a fixed point 29 and at the other end to the first control element part 56 and acts on it in the idling direction. Due to the fixed arrangement of the spring 12, a direct return of the throttle valve 9 is achieved.
  • the spring 12 is effective over the entire adjustment range of the control element part 56 and thus over the entire load range of the internal combustion engine. The spring 12 thus acts in the same direction as the two return springs 6a and 6b.
  • the adjusting device has a second control element part 54, which is connected to an electric motor 14.
  • the control element part 54 is also only in FIG. 1 indicated schematically and corresponds to a rotor 54 shown in detail in FIGS. 2 to 5.
  • the two control element parts 56 and 54 are not firmly connected to one another, but rather are only coupled in one direction of movement, namely in the direction of the emergency emergency position.
  • one end of the second control element part 54 or the rotor 54 has the driver element 15, which can come against the stop 27 provided on the first actuating element part 56 if an electronic control device 17 belonging to the adjusting device fails.
  • the second control element part 54 is assigned to the throttle valve shaft 32.
  • an actuating element or a spring 39 is provided which, via the second control element part or the rotor 54, adjusts the first control element part 56 to the idle emergency position LL not by means of the driving element 15 which only acts in one direction.
  • the electronic control device 17 is schematically indicated in Figure 1, which contains conditioning, logic and control circuits.
  • the control device 17 stores values for vehicle adaptation and processes the digital or digitized values of various input variables, which then take over the desired position of the throttle valve 9 via an analog part.
  • Acting with the electronic control device 17 is an actual value detection device 18 ′ belonging to the first control element part 56 as well as an assigned to the second control element part 54, which determines the respective position of this control element part or of the rotor 54 Actual value detection device 18 together.
  • Signals are also detected by the electronic control device 17 via an idle contact 19, which is activated by the driver 4, when it comes to rest against the idle stop LL assigned to it.
  • the electronic control device 17 serves the purpose of building up a safety logic relating to the control of the first and second control element parts 54, 56. As soon as the electronic control device 17 or the electric motor 14 no longer function properly, the control element part 56 is not moved into the idle emergency position LL by the spring 39, which is biased in the direction of the maximum idle position, and thereby the throttle valve 9 is adjusted into the corresponding position.
  • the control element part 56 Due to the movement of the driver 4 in the upward direction, the control element part 56 is adjusted and thereby also the throttle valve 9.
  • the position of the first control element part 56 which is connected in a rotationally fixed manner to the throttle valve shaft 32, is detected by an actual value detection device 18 'assigned to the throttle valve shaft 32, which detects there is a potentiometer 43 arranged in the throttle valve housing 30 and a wiper connected in a rotationally fixed manner to the throttle valve shaft 32.
  • the actual value detection device 18 passes this information on to the control device 17, which ensures that the electric motor 14 is no longer activated outside the idle control range.

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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)

Description

Die Erfindung betrifft eine Verstelleinrichtung mit einer die Leistung einer Brennkraftmaschine bestimmenden Drosselklappe, die mit einer im Drosselklappengehäuse gelagerten Drosselklappenwelle drehfest verbunden ist, wobei die Drosselklappenwelle eine fahrpedalseitige, mechanische Anlenkseite und eine stellmotorige Anlenkseite aufweist, der ein Kupplungselement zum mechanischen Entkoppeln der Drosselklappe von einem Stellmotor mit einem Ritzel zugeordnet ist, das über weitere Getriebeelemente mit der Drosselklappenwelle antriebsmäßig verbunden ist.The invention relates to an adjusting device with a throttle valve determining the performance of an internal combustion engine, which is connected in a rotationally fixed manner to a throttle valve shaft mounted in the throttle valve housing, the throttle valve shaft having an accelerator pedal-side mechanical linkage side and an actuating linkage side which has a coupling element for mechanically decoupling the throttle valve from a throttle valve is assigned with a pinion, which is drivingly connected to the throttle valve shaft via further gear elements.

Bei einer derartigen Verstelleinrichtung (EP-A-0341341) ist der Stellmotor abtriebseitig am Ende seiner Welle mit einem Ritzel ausgestattet, das mit einem Zwischenrad im Eingriff steht, das wiederum mit einem auf einer Lagerwelle angeordneten Antriebsrad zusammenwirkt und entsprechend die im Drosselklappengehäuse angeordnete Drosselklappe in die gewünschte Position verstellt. Da der Bauraum zwischen der Lagerwelle des Stellmotors und der Drosselklappenwelle sehr klein ist, liegt auch die Größe der einzelnen Zahnräder fest und damit auch das Gesamtübersetzungsverhältnis des Getriebes zur Verstellung der Drosselklappe. Da das Übersetzungsverhältnis des Getriebes nicht beliebig groß gewählt werden kann, muß der Stellmotor wesentlich stärker ausgelegt werden, damit die einzelnen Reibungswiderstände der Getriebeteile und die bei Verschwenkung der Drosselklappe entgegenwirkenden Stellkräfte überwunden werden können.In such an adjusting device (EP-A-0341341) the servomotor is equipped on the output side at the end of its shaft with a pinion which engages with an idler gear, which in turn interacts with a drive wheel arranged on a bearing shaft and accordingly the throttle valve arranged in the throttle valve housing in adjusted the desired position. Since the installation space between the bearing shaft of the servomotor and the throttle valve shaft is very small, the size of the individual gearwheels is also fixed and thus also the overall transmission ratio of the gearbox for adjusting the throttle valve. Since the transmission ratio of the transmission cannot be chosen arbitrarily large, the servomotor must be designed much stronger so that the individual frictional resistances of the transmission parts and the actuating forces counteracting when the throttle valve is pivoted can be overcome.

Demgegenüber liegt der Erfindung die Aufgabe zugrunde, die einzelnen Stellorgane zur verschwenkung der Drosselklappe derart auszubilden und anzuordnen, daß zur Überwindung des an der Drosselklappe auftretenden Drehmomentes ein Getriebe mit einem großen Übersetzungsverhältnis zur Verfügung gestellt werden kann. Gelöst wird die Aufgabe erfindungsgemäß dadurch, daß das Ritzel zum Erreichen eines großen Übersetzungsverhältnisses über ein Gelenkgetriebe mit der Drosselklappenwelle antriebsmäßig verbunden ist, wobei das Gelenkgetriebe mindestens ein Zahnradsegments und einen Lenker aufweist, der das Gelenkgetriebe mit einem Hebelarm der Drosselkappenwelle gelenkig verbindet. Die Verwendung eines Gelenkgetriebes gestattet auf kleinstem Raum die einzelnen Getriebeteile so anzuordnen, daß ein sehr großes Übersetzungsverhältnis erzielt werden kann. Dies wird in vorteilhafter Weise dadurch erreicht, daß ein Zahnradsegment anstelle eines im Durchmesser sehr großen Zahnrades eingesetzt wird. Hierzu ist es vorteilhaft, daß das Gelenkgetriebe als Drei- oder Viergelenkgetriebe ausgebildet ist und antriebsseitig das Ritzel aufweist, das mit dem als ersten Lenker ausgebildeten Zahnradsegment in Eingriff steht. Da das Zahnradsegment auch als Lenker ausgebildet ist, erhält man auf einfache Weise ein Mehrgelenkgetriebe , mit dem auf kleinstem Raum sehr große Stellkräfte überwunden werden können. Somit kann ein leistungsschwacher und dadurch kostengünstiger Elektromotor eingesetzt werden, was zu einer Kostensenkung der gesamten Verstelleinrichtung beiträgt.In contrast, the invention has for its object to design and arrange the individual actuators for pivoting the throttle valve in such a way that a gear with a large transmission ratio can be provided to overcome the torque occurring at the throttle valve. The object is achieved in that the pinion is drivingly connected to the throttle valve shaft via an articulated gear to achieve a large transmission ratio, the articulated gear having at least one gear segment and a link which articulates the articulated gear with a lever arm of the throttle shaft. The use of an articulated gearbox allows the individual gear parts to be arranged in the smallest space so that a very large transmission ratio can be achieved. This is advantageously achieved by using a gear segment instead of a gear wheel that is very large in diameter. For this purpose, it is advantageous that the articulated gear is designed as a three- or four-articulated gear and on the drive side has the pinion which is in engagement with the gearwheel segment designed as the first link. Since the gear segment is also designed as a handlebar, a multi-link transmission can be obtained in a simple manner, with which very large actuating forces can be overcome in the smallest space. Thus, a low-power and therefore inexpensive electric motor can be used, which contributes to a reduction in the cost of the entire adjusting device.

Gemäß einer besonderen Ausführungsform ist es vorteilhaft, daß der erste Lenker an dem Drosselklappengehäuse schwenkbar gelagert ist und zwischen seiner Anlenkstelle am Drosselklappengehäuse und seinem Zahnradsegment ein zweiter Lenker gelenkig angeschlossen ist, der mit seinem der Gelenkstelle gegenüberliegenden Ende mit einem Rotor gelenkig verbunden ist, der mit der Drosselklappenwelle antriebsmäßig verbunden ist. Ein großes Übersetzungsverhältnis läßt sich dadurch erzielen, daß der zwischen Rotor und dem Zahnradsegment vorgesehene zweite Lenker mit seinem einen Ende im Bereich der Gelenkstelle des ersten Lenkers am Drosselklappengehäuse und mit seinem anderen Ende an das äußere Ende des Rotors gelenkig angeschlossen ist. Je näher die Anlenkstelle des zweiten Gestänges an der oberen Gelenkstelle des zweiten Lenkers liegt, desto größer kann auf einfache Weise das Übersetzungsverhältnis für das Viergelenkgetriebe gewählt werden, ohne das hierzu bauliche Veränderungen am Drosselklappengehäuse notwendig sind. Die Verwendung eines Mehrgelenkgetriebes ist insbesondere dann von Vorteil, wenn der Achsabstand zwischen dem Antriebsritzel und der Drosselklappenwelle sehr klein und nicht mehr veränderbar ist.According to a particular embodiment, it is advantageous that the first link is pivotally mounted on the throttle valve body and a second link is articulated between its articulation point on the throttle valve body and its gear segment, which is articulated to a rotor at its end opposite the articulation point which is drivingly connected to the throttle valve shaft. A large transmission ratio can be achieved in that the second link provided between the rotor and the gear segment is articulated at one end in the region of the articulation of the first link on the throttle valve housing and at the other end to the outer end of the rotor. The closer the articulation point of the second linkage is to the upper articulation point of the second link, the greater the gear ratio for the four-bar linkage can be selected in a simple manner without the need for structural changes to the throttle body. The use of a multi-link transmission is particularly advantageous when the center distance between the drive pinion and the throttle valve shaft is very small and can no longer be changed.

In weiterer Ausgestaltung der Erfindung ist es vorteilhaft, daß der Rotor ein Mitnehmerelement aufweist, das über ein einen Freilauf zulassendes Steuerelementteil mit der Drosselklappenwelle drehfest verbunden ist. Hierdurch wird auf einfache Weise erreicht, daß bei Aktivierung des Stellmotors die Drosselklappe für den Leerlaufbetrieb entsprechend einer Stellgröße verstellt wird. Hierzu ist es außerdem vorteilhaft, daß das Ende der Drosselklappenwelle als Antriebselement mit einem Anschlag ausgebildet ist, gegen den das Mitnehmerelement zur Anlage bringbar ist, wenn der Stellmotor, der als Elektromotor ausgebildet ist, aktiviert wird.In a further embodiment of the invention, it is advantageous for the rotor to have a driver element which is connected to the throttle valve shaft in a rotationally fixed manner via a control element part which permits free-wheeling. This ensures in a simple manner that when the servomotor is activated, the throttle valve for idle operation is adjusted according to a manipulated variable. For this purpose, it is also advantageous that the end of the throttle valve shaft is designed as a drive element with a stop against which the driver element can be brought into contact when the servomotor, which is designed as an electric motor, is activated.

In weiterer Ausgestaltung der Erfindung ist es vorteilhaft, daß der Rotor mit seinem einen Hebelarm an das Gestänge und mit seinem anderen Hebelarm gegen einen einstellbaren Anschlag zur Anlage bringbar ist, wobei der einstellbare Anschlag gegen die Wirkung einer Feder verstellbar ist. Hierdurch wird sichergestellt, daß bei Fehlverhalten im elektronischen Regler der Notlaufbetrieb aufrechterhalten werden kann und daß mittels der Feder über den einstellbaren Anschlag der Rotor und somit die Drosselklappe in die Notlaufposition verstellt wird.In a further embodiment of the invention, it is advantageous that the rotor with its one lever arm on the Linkage and with its other lever arm against an adjustable stop can be brought into contact, the adjustable stop being adjustable against the action of a spring. This ensures that in the event of malfunctions in the electronic controller, the emergency operation can be maintained and that the spring and the throttle valve are adjusted to the emergency operation position by means of the spring via the adjustable stop.

In vorteilhafter Weise ist das Zahnradsegment in einem definierten Winkelbereich zwischen zwei Anschlägen verschwenkbar, so daß auf einfache Weise der Stellbereich des Zahnradsegmentes und somit der Stellbereich des Stellmotors präzise begrenzt werden kann.Advantageously, the gear segment can be pivoted in a defined angular range between two stops, so that the adjustment range of the gear segment and thus the adjustment range of the servomotor can be precisely limited in a simple manner.

Das Übersetzungsverhältnis kann zwischen dem Ritzel und der Drosselklappenwelle größer als 1:20 sein.The gear ratio between the pinion and the throttle valve shaft can be greater than 1:20.

In den Figuren ist die Erfindung an einem Ausführungsbeispiel dargestellt, ohne auf diese Ausführungsform beschränkt zu sein. Es zeigen:

Figur 1
ein Blockschaltbild zur Verdeutlichung der prinzipiellen Funktion der erfindungsgemäßen Verstelleinrichtung,
Figur 2
eine Seitenansicht der Verstelleinrichtung mit einem Viergelenkgetriebe zur Verstellung der Drosselklappe,
Figur 3
einen Querschnitt der Verstelleinrichtung entlang der Linie 3 - 3 gemäß Figur 2,
Figur 4
einen Längsschnitt der Verstelleinrichtung entlang der Linie 4 - 4 gemäß Figur 2,
Figur 5
die Drosselklappenwelle mit einem Freilaufsegment und einem Mitnehmerelement eines Rotors.
In the figures, the invention is illustrated using an exemplary embodiment, without being limited to this embodiment. Show it:
Figure 1
2 shows a block diagram to illustrate the basic function of the adjusting device according to the invention,
Figure 2
a side view of the adjusting device with a four-bar gearbox for adjusting the throttle valve,
Figure 3
3 shows a cross section of the adjusting device along the line 3 - 3 according to FIG. 2,
Figure 4
2 shows a longitudinal section of the adjusting device along the line 4 - 4 according to FIG. 2,
Figure 5
the throttle valve shaft with a freewheel segment and a driver element of a rotor.

Die in dem Rahmen 38 zusammengefaßten Teile gemäß Figur 1 bilden ein Stellglied bzw. die Verstelleinrichtung, die in einer Baueinheit zusammengefaßt sind. Zu der Verstelleinrichtung gehört ein Stellmotor bzw. Elektromotor 14, der über ein Viergelenkgetriebe 16 mit einer Drosselklappe 9 antriebsmäßig verbunden ist. In den Figuren 2 bis 5 ist das Viergelenkgetriebe 16 im einzelnen dargestellt, während in Figur 1 lediglich das Funktionsprinzip des Viergelenkgetriebes 16 veranschaulicht ist. Aus diesem Grund sind in Figur 1 einige Getriebeteile der Einfachheit halber weggelassen.The parts summarized in the frame 38 according to FIG. 1 form an actuator or the adjusting device, which are combined in one structural unit. The adjusting device includes a servomotor or electric motor 14 which is connected to a throttle valve 9 via a four-bar linkage 16. The four-link mechanism 16 is shown in detail in FIGS. 2 to 5, while in FIG. 1 only the functional principle of the four-link mechanism 16 is illustrated. For this reason, some transmission parts have been omitted in FIG. 1 for the sake of simplicity.

Bei Aktivierung des in Figur 1 schematisch dargestellten Elektromotors 14 werden die Stellkräfte des Elektromotors 14 mittels des in den Figuren 2 bis 4 dargestellten Viergelenkgetriebes 16 auf die Drosselklappe 9 übertragen und dadurch eine Verstellung der Drosselklappe 9 herbeigeführt.When the electric motor 14 shown schematically in FIG. 1 is activated, the actuating forces of the electric motor 14 are transmitted to the throttle valve 9 by means of the four-bar linkage 16 shown in FIGS. 2 to 4, and an adjustment of the throttle valve 9 is thereby brought about.

Der Elektromotor 14 weist abtriebsseitig eine Ausgangswelle 40 mit einem Ritzel 41 auf, das mit einem Zahnradsegment 50 in Eingriff steht. Das Zahnradsegment 50 ist Teil eines ersten Lenkers 51, der an der Außenseite des Drosselklappengehäuses 30 in einem definierten Winkelbereich zwischen einem oberen und einem unteren Anschlag 59,60 mittels eines Gelenkbolzens 23 schwenkbar gelagert ist.The electric motor 14 has an output shaft 40 on the output side with a pinion 41 which is in engagement with a gearwheel segment 50. The gear segment 50 is part of a first link 51, which on the outside of the throttle valve housing 30 in a defined Angular range between an upper and a lower stop 59, 60 is pivotally mounted by means of a hinge pin 23.

Hierdurch wird der Stellbereich des Zahnradsegmentes 50 und somit der Stellbereich des Elektromotors 14 präzise begrenzt und die Endlagestellung der Drosselklappe 9 genau definiert. Durch die Anschläge 59,60 ist keine Verstellung der Drosselklappe 9 über diese Stellung hinaus möglich.As a result, the setting range of the gear segment 50 and thus the setting range of the electric motor 14 is precisely limited and the end position of the throttle valve 9 is precisely defined. The stops 59, 60 make it impossible to adjust the throttle valve 9 beyond this position.

Im oberen Bereich der durch den Gelenkbolzen 23 gebildeteten Gelenkstelle 21 des ersten Lenkers 51 ist am ersten Lenker 51 mittels eines Gelenkbolzens 20 ein Schubgestänge bzw. ein zweiter Lenker 53 gelenkig angeschlossen, so daß zwischen dem Zahnradsegment 50 und der Gelenkstelle 22 des zweiten Lenkers 53 am ersten Lenker 51 ein sehr großer Hebelarm gebildet wird. Das der Gelenkstelle 22 gegenüberliegende Ende des zweiten Lenkers 53 ist mit einem als Steuerelementteil (vergl.Figur 1) ausgebildeten Rotor 54 (vergl. Figur 2) über einen Gelenkbolzen 25 gelenkig verbunden. In der Schemaskizze gemäß Figur 1 ist der Rotor 54 durch ein Steuerelementteil 54 veranschaulicht.In the upper region of the articulation point 21 formed by the articulation pin 23 of the first link 51, a push rod or a second link 53 is articulated to the first link 51 by means of an articulation pin 20, so that between the gear segment 50 and the articulation point 22 of the second link 53 first link 51 a very large lever arm is formed. The end of the second link 53 opposite the articulation point 22 is connected in an articulated manner to a rotor 54 designed as a control element part (see FIG. 1) (see FIG. 2) via a hinge pin 25. 1, the rotor 54 is illustrated by a control element part 54.

Wie aus Figur 2 hervorgeht, sitzt der Rotor bzw. das Steuerelementteil 54 auf dem äußeren Ende einer Drosselklappenwelle 32 und steht, wie aus Figur 5 hervorgeht, über ein Mitnehmerelement 15 mit einem auf der Drosselklappenwelle 32 vorgesehenen Anschlag 27 in lediglich einer Richtung (in Figur 5 im Uhrzeigersinn) in Antriebsverbindung. Der Anschlag 27 wird durch eine Aussparung bzw. ein Freilaufsegment 26 gebildet, so daß die Drosselklappenwelle 32 mittelbar über ein Fahrpedal 1 auch dann verstellt werden kann, wenn die Leerlaufregelung nicht wirksam ist. Das Freilaufsegment 26 ist durch einen weiteren Anschlag 28 begrenzt. Das Freilaufsegment 26 ist als Aussparung in einem Steuerelementteil 56 vorgesehen, das auf der Drosselklappenwelle 32 drehfest angeordnet ist oder einteilig mit dieser verbunden ist. Wird der Elektromotor 14 aktiviert, so wird über das Viergelenkgetriebe 16 die auf der Drosselklappenwelle 32 angeordnete Drosselklappe 9 entsprechend in Aufregelrichtung geöffnet.As can be seen from FIG. 2, the rotor or the control element part 54 sits on the outer end of a throttle valve shaft 32 and, as can be seen from FIG. 5, stands in only one direction via a driver element 15 with a stop 27 provided on the throttle valve shaft 32 (in FIG 5 clockwise) in drive connection. The stop 27 is formed by a recess or a freewheel segment 26, so that the throttle valve shaft 32 can be adjusted indirectly via an accelerator pedal 1 even when the idle control is not effective. The freewheel segment 26 is delimited by a further stop 28. The freewheel segment 26 is provided as a recess in a control element part 56, which is arranged on the throttle valve shaft 32 in a rotationally fixed manner or is connected in one piece to the latter. If the electric motor 14 is activated, the throttle valve 9 arranged on the throttle valve shaft 32 is correspondingly opened in the regulating direction via the four-bar linkage 16.

Der Rotor 54 ist als zweiarmiger Hebelarm ausgebildet, wobei der eine Hebelarm 33 mit dem zweiten Lenker 53 über den Gelenkbolzen 25 gelenkig verbunden ist und der andere Hebelarm 34 gegen einen einstellbaren Anschlag 35 zur Anlage bringbar ist.The rotor 54 is designed as a two-armed lever arm, one lever arm 33 being connected in an articulated manner to the second link 53 via the hinge pin 25 and the other lever arm 34 being able to be brought into abutment against an adjustable stop 35.

Der einstellbare Anschlag 35 besteht aus einem in einem zylindrischen Gehäuse 36 angeordneten Bolzen 37, der gegen eine in dem Gehäuse 36 aufgenommene Feder 39 verstellbar ist. Der einstellbare Anschlag 35 hat die Aufgabe, bei Ausfall der Steuerelektronik den Rotor 54 in die Leerlaufnot-Position LLnot zu verstellen. Durch den einstellbaren Anschlag 35 wird also für die Situation des Leerlaufnot-Regelbereichs die Drosselklappe 9 in diese Stellung LLnot gebracht und dort gehalten. Wird der Elektromotor 14 angesteuert, so kann dieser das Steuerelementteil bzw. den Rotor 54 gegen die Wirkung der Feder 39 in Leerlaufrichtung LLmin verstellen, wobei die Drosselklappe 9 über die Feder 12 nachgeführt wird. Ferner läßt sich die Drosselklappe 9 in Aufregelrichtung bis zum Anschlag LLstart 61 verstellen, wobei die Aussteuerung des Elektromotors 14 über die Regeleinrichtung 17 erfolgt.The adjustable stop 35 consists of a bolt 37 arranged in a cylindrical housing 36, which can be adjusted against a spring 39 accommodated in the housing 36. The adjustable stop 35 has to adjust the object, the rotor not in the idle position LL not for failure of the control electronics 54th The adjustable stop 35 thus brings the throttle valve 9 into this position LL not and holds it there for the situation of the idle- not regulating range. If the electric motor 14 is actuated, it can adjust the control element part or the rotor 54 against the action of the spring 39 in the idling direction LL min , the throttle valve 9 being adjusted via the spring 12. Further, the throttle valve 9 can in Aufregelrichtung to the stop LL start 61 adjust, the control of the electric motor 14 via the control device 17.

Die Vorspannkraft der in dem Gehäuse 36 angeordneten Feder 39 läßt sich durch eine im Gehäuse 36 vorgesehene Einstellschraube verändern.The biasing force of the spring 39 arranged in the housing 36 can be changed by an adjusting screw provided in the housing 36.

Das Übersetzungsverhältnis des Gelenkgetriebes 16 zwischen dem Abtrieb des Elektromotors 14 und der Drosselklappenwelle 32 ist größer als 1:20, wobei es aufgrund der vorteilhaften Anordnung des Zahnradsegmentes 50 auch wesentlich größer, beispielsweise 1:37, sein kann.The transmission ratio of the articulated gear 16 between the output of the electric motor 14 and the throttle valve shaft 32 is greater than 1:20, whereby it can also be significantly larger, for example 1:37, due to the advantageous arrangement of the gear segment 50.

In Figur 1 ist, wie bereits erläutert, die prinzipielle Funktion der Verstelleinrichtung bei einem Leerlaufregelungsstellglied in der Funktion der Leerlaufregelung bei Notlaufposition dargestellt.As already explained, FIG. 1 shows the basic function of the adjusting device in the case of an idle control actuator in the function of the idle control in the emergency running position.

Wie aus Figur 1 hervorgeht, kann die Verstelleinrichtung über ein Fahrpedal 1 verstellt werden, das bei Betätigung einen Fahrpedalhebel 2 zwischen einem Leerlaufanschlag LL und einem Vollastanschlag VL verschiebt. Der Hebel 2 ist mittels eines Gaszuges 3 an einen Mitnehmer 4 angeschlossen, so daß bei Betätigung des Fahrpedals 1 der Mitnehmer 4 in Richtung des Volllastanschlages VL verschoben wird. An den Mitnehmer 4 ist eine Rückzugfeder 5 angeschlossen, die diesen in Leerlaufrichtung LL vorspannt. Zwei weitere Rückstellfedern 6a und 6b spannen diesen in Leerlaufrichtung LL vor. Die Rückstellfedern 6a und 6b sind so ausgelegt, daß sie redundante Auswirkungen auf den Rückstellantrieb besitzen. Solange der Gaszug 3 nicht beaufschlagt wird, liegt der Mitnehmer 4 an dem ihm zugeordneten Leerlaufanschlag LL an. Der Mitnehmer 4 kann ferner mittels eines Automatikzuges 7 eines in der Zeichnung nicht dargestellten Getriebes in Richtung des Leerlaufanschlages LL gezogen werden.As can be seen from FIG. 1, the adjusting device can be adjusted via an accelerator pedal 1 which, when actuated, shifts an accelerator pedal lever 2 between an idle stop LL and a full load stop VL. The lever 2 is connected to a driver 4 by means of a throttle cable 3, so that when the accelerator pedal 1 is actuated, the driver 4 is displaced in the direction of the full load stop VL. A return spring 5 is connected to the driver 4 and biases it in the idling direction LL. Two further return springs 6a and 6b pretension them in the idling direction LL. The return springs 6a and 6b are designed so that they have redundant effects on the return drive. As long as the throttle cable 3 is not acted upon, the driver 4 rests against the idling stop LL assigned to it. The driver 4 can also be pulled in the direction of the idle stop LL by means of an automatic train 7 of a transmission not shown in the drawing.

Der Mitnehmer 4 wirkt direkt mit einem ersten Steuerelementteil 56 zusammen, das zum Verstellen einer Drosselklappe 9 einer in der Zeichnung nicht dargestellten Brennkraftmaschine dient. Das Steuerelement 56 ist in Figur 1 nur schematisch dargestellt und kann der in den Figuren 2 bis 5 dargestellten Drosselklappenwelle 32 entsprechen. Das dem Gaszug 3 abgewandte Ende des Mitnehmers 4 ist mit einer Ausnehmung 10 versehen, in die das Ende des ersten Steuerelementteils 56 eingreift. An die Ausnehmung 10 des Mitnehmers 4 schließt sich ein Anschlag 28 an, gegen den der Mitnehmer 4 zur Anlage kommt, wenn das Fahrpedal 1 den Anschlag 28 aus der Leerlaufmin- über die Leerlaufnot-Position hinaus verstellt.The driver 4 interacts directly with a first control element part 56, which serves to adjust a throttle valve 9 of an internal combustion engine, not shown in the drawing. The control element 56 is only shown schematically in FIG. 1 and can correspond to the throttle valve shaft 32 shown in FIGS. 2 to 5. The end of the driver 4 facing away from the throttle cable 3 is provided with a recess 10 into which the end of the first control element part 56 engages. To the recess 10 of the driver 4 includes a stop 28 to come against the driver 4 to the plant, when the accelerator pedal 1 from the idle stop 28 min to - adjusted by the idle position not beyond.

Unterhalb der Ausnehmung 10 ist eine Feder 12 vorgesehen, die einenends an einen ortsfesten Punkt 29, anderenends an das erste Steuerelementteil 56 angeschlossen ist und dieses in Leerlaufrichtung beaufschlagt. Durch die ortsfeste Anordnung der Feder 12 wird eine direkte Rückstellung der Drosselklappe 9 erreicht. Die Feder 12 ist über den gesamten Verstellbereich des Steuerelementteiles 56 und dadurch über den gesamten Lastbereich der Brennkraftmaschine wirksam. Die Feder 12 wirkt hierdurch in die gleiche Richtung wie die beiden Rückstellfedern 6a und 6b.A spring 12 is provided below the recess 10, which is connected at one end to a fixed point 29 and at the other end to the first control element part 56 and acts on it in the idling direction. Due to the fixed arrangement of the spring 12, a direct return of the throttle valve 9 is achieved. The spring 12 is effective over the entire adjustment range of the control element part 56 and thus over the entire load range of the internal combustion engine. The spring 12 thus acts in the same direction as the two return springs 6a and 6b.

Die Verstelleinrichtung weist neben dem ersten Steuerelementteil 56 ein zweites Steuerelementteil 54 auf, das mit einem Elektromotor 14 verbunden ist. Das Steuerelementteil 54 ist in Figur 1 ebenfalls nur schematisch angedeutet und entspricht einem in den Figuren 2 bis 5 im einzelnen dargestellten Rotor 54. Die beiden Steuerelementteile 56 und 54 sind nicht fest miteinander verbunden, sondern nur in eine Bewegungsrichtung und zwar in Richtung der Aufregelnotstellung gekuppelt. Hierzu weist das eine Ende des zweiten Steuerelementteils 54 bzw. der Rotor 54 das Mitnehmerelement 15 auf, das gegen den am ersten Stellelementteil 56 vorgesehenen Anschlag 27 kommen kann, wenn eine zur Verstelleinrichtung gehörende elektronische Regeleinrichtung 17 ausfällt. Das zweite Steuerelementteil 54 ist der Drosselklappenwelle 32 zugeordnet. Auf diese Weise wird bei Ausfall der Regeleinrichtung 17 oder bei Störungen in anderen Komponenten des Kraftfahrzeugs eine Fahrzeugbetriebssicherheit gewährleistet. Um die Betriebssicherheit zu gewährleisten, ist ein Stellelement bzw. eine Feder 39 vorgesehen, die über das zweite Steuerelementteil bzw. den Rotor 54 das erste Steuerelementteil 56 mittels des nur in eine Richtung wirkenden Mitnehmerelements 15 in die Leerlaufnot-Position LLnot verstellt.In addition to the first control element part 56, the adjusting device has a second control element part 54, which is connected to an electric motor 14. The control element part 54 is also only in FIG. 1 indicated schematically and corresponds to a rotor 54 shown in detail in FIGS. 2 to 5. The two control element parts 56 and 54 are not firmly connected to one another, but rather are only coupled in one direction of movement, namely in the direction of the emergency emergency position. For this purpose, one end of the second control element part 54 or the rotor 54 has the driver element 15, which can come against the stop 27 provided on the first actuating element part 56 if an electronic control device 17 belonging to the adjusting device fails. The second control element part 54 is assigned to the throttle valve shaft 32. In this way, vehicle operational safety is ensured in the event of failure of the control device 17 or in the event of faults in other components of the motor vehicle. In order to ensure operational safety, an actuating element or a spring 39 is provided which, via the second control element part or the rotor 54, adjusts the first control element part 56 to the idle emergency position LL not by means of the driving element 15 which only acts in one direction.

In der Zeichnung ist in Figur 1 die elektronische Regeleinrichtung 17 schematisch angedeutet, die Aufbereitungs-, Logik- und Regelschaltungen enthält. In seinem Digitalteil speichert die Regeleinrichtung 17 Werte für die Fahrzeuganpassung und verarbeitet die digitalen oder digitalisierten Werte verschiedener Eingangsgrößen, die dann die gewünschte Stellung der Drosselklappe 9 über ein Analogteil übernehmen. Mit der elektronischen Regeleinrichtung 17 wirkt eine zu dem ersten Steuerelementteil 56 gehörende Istwerterfassungseinrichtung 18' sowie eine dem zweiten Steuerelementteil 54 zugeordnete, die jeweilige Position dieses Steuerelementteils bzw. des Rotors 54 ermittelnde Istwerterfassungseinrichtung 18 zusammen. Von der elektronischen Regeleinrichtung 17 werden darüberhinaus über einen Leerlaufkontakt 19, der von dem Mitnehmer 4 aktiviert wird, Signale erfaßt, wenn dieser an dem ihm zugeordneten Leerlaufanschlag LL zur Anlage kommt.In the drawing, the electronic control device 17 is schematically indicated in Figure 1, which contains conditioning, logic and control circuits. In its digital part, the control device 17 stores values for vehicle adaptation and processes the digital or digitized values of various input variables, which then take over the desired position of the throttle valve 9 via an analog part. Acting with the electronic control device 17 is an actual value detection device 18 ′ belonging to the first control element part 56 as well as an assigned to the second control element part 54, which determines the respective position of this control element part or of the rotor 54 Actual value detection device 18 together. Signals are also detected by the electronic control device 17 via an idle contact 19, which is activated by the driver 4, when it comes to rest against the idle stop LL assigned to it.

Die elektronische Regeleinrichtung 17 dient im Zusammenwirken mit den beiden Istwerterfassungseinrichtungen 18 und 18' und den beiden externen Bezugsgrößen dem Zweck, eine Sicherheitslogik betreffend der Steuerung vom ersten und zweiten Steuerelelementteil 54,56 aufzubauen. Sobald die elektronische Regeleinrichtung 17 oder der Elektromotor 14 nicht mehr einwandfrei funktionieren, wird durch die in Richtung der maximalen Leerlaufstellung vorgespannte Feder 39 das Steuerelementteil 56 in die Leerlaufnotstellung LLnot bewegt und dadurch die Drosselklappe 9 in die entsprechende Stellung verstellt.In cooperation with the two actual value detection devices 18 and 18 'and the two external reference variables, the electronic control device 17 serves the purpose of building up a safety logic relating to the control of the first and second control element parts 54, 56. As soon as the electronic control device 17 or the electric motor 14 no longer function properly, the control element part 56 is not moved into the idle emergency position LL by the spring 39, which is biased in the direction of the maximum idle position, and thereby the throttle valve 9 is adjusted into the corresponding position.

Arbeitet eine Geschwindigkeitsregelung im Leerlaufregelbereich der Brennkraftmaschine über die elektronische Regeleinrichtung 17 und den Elektromotor 14, führt dies zunächst zu einer Bewegung des zweiten Steuerelements 54 in Richtung LLstart. Bei einem weiteren Aufregeln schaltet der Leerlaufkontakt 19 die Regeleinrichtung 17 vom Stromkreis ab. Nun wird der Elektromotor 14 nicht mehr angesteuert. Eine entsprechende Verstellung an der Drosselklappe 9 erfolgt oberhalb des Leerlaufregelbereichs nur über das Fahrpedal 1, den Gaszug 3 sowie über den Mitnehmer 4.If a speed control works in the idle control range of the internal combustion engine via the electronic control device 17 and the electric motor 14, this initially leads to a movement of the second control element 54 in the direction LL start . In the event of further upward adjustment, the idle contact 19 switches the control device 17 off the circuit. Now the electric motor 14 is no longer activated. A corresponding adjustment on the throttle valve 9 takes place above the idle control range only via the accelerator pedal 1, the accelerator cable 3 and the driver 4.

Durch die Bewegung des Mitnehmers 4 in Aufregelrichtung wird das Steuerelementteil 56 verstellt und dadurch auch die Drosselklappe 9. Die Position des ersten Steuerelementteils 56, das mit der Drosselklappenwelle 32 drehfest verbunden ist, wird von einer der Drosselklappenwelle 32 zugeordneten Istwerterfassungseinrichtung 18' erfaßt, die aus einem im Drosselklappengehäuse 30 angeordneten Potentiometer 43 und einem drehfest mit der Drosselklappenwelle 32 verbundenen Schleifer besteht. Die Istwerterfassungseinrichtung 18 gibt diese Informationen an die Regeleinrichtung 17 weiter, die dafür sorgt, daß der Elektromotor 14 außerhalb des Leerlaufregelbereichs nicht mehr angesteuert wird.Due to the movement of the driver 4 in the upward direction, the control element part 56 is adjusted and thereby also the throttle valve 9. The position of the first control element part 56, which is connected in a rotationally fixed manner to the throttle valve shaft 32, is detected by an actual value detection device 18 'assigned to the throttle valve shaft 32, which detects there is a potentiometer 43 arranged in the throttle valve housing 30 and a wiper connected in a rotationally fixed manner to the throttle valve shaft 32. The actual value detection device 18 passes this information on to the control device 17, which ensures that the electric motor 14 is no longer activated outside the idle control range.

BezugszeichenlisteReference list

11
FahrpedalAccelerator pedal
22nd
FahrpedalhebelAccelerator pedal lever
33rd
GaszugThrottle cable
44th
MitnehmerDriver
55
RückzugfederReturn spring
6a,b6a, b
RückstellfederReturn spring
77
AutomatikzugAutomatic train
99
Drosselklappethrottle
1010th
AusnehmungRecess
1212th
Federfeather
1414
ElektromotorElectric motor
1515
MitnehmerelementDriver element
1616
ViergelenkgetriebeFour-bar gearbox
1717th
RegeleinrichtungControl device
18,18'18.18 '
IstwerterfassungseinrichtungActual value acquisition device
1919th
LeerlaufkontaktIdle contact
2020th
GelenkbolzenHinge pin
2121
GelenkstelleJoint
2222
GelenkstelleJoint
2323
GelenkbolzenHinge pin
2424th
PedalkontaktschalterPedal contact switch
2525th
GelenkbolzenHinge pin
2626
FreilaufsegmentFreewheel segment
2727
Anschlagattack
2828
Anschlagattack
2929
PunktPoint
3030th
DrosselklappengehäuseThrottle body
3232
DrosselklappenwelleThrottle valve shaft
3333
HebelarmLever arm
3434
HebelarmLever arm
3535
Anschlagattack
3636
Gehäusecasing
3737
Bolzenbolt
3838
Rahmenframe
3939
Federfeather
4040
AusgangswelleOutput shaft
4141
Ritzelpinion
4343
PotentiometerPotentiometer
5050
ZahnradsegmentGear segment
5151
LenkerHandlebars
5353
LenkerHandlebars
5454
Rotor /SteuerelementteilRotor / control part
5656
SteuerelementteilControl part
5959
Anschlagattack
6060
Anschlagattack
6161
Anschlag LLstart LL start stop

Claims (10)

  1. An adjustment device having a throttle valve (9) which determines the output of an internal combustion engine and which is attached rotationally fixed to a throttle valve spindle (32) mounted in the throttle valve housing (30), wherein the throttle valve spindle (32) has a mechanical linkage side on the accelerator pedal side and a servomotor linkage side with which a coupling element is associated for mechanically disengaging the throttle valve (9) from a servomotor with a pinion (41) which is connected in a driving manner via additional transmission elements to the throttle valve spindle (32), characterised in that the pinion (41) is connected in a driving manner via a linkage mechanism to the throttle valve spindle (32) in order to achieve a high step-up ratio, wherein the linkage mechanism has at least one toothed wheel segment (50) and a connecting rod (53) which connects the linkage mechanism to a lever arm (33) of the throttle valve spindle (32) in an articulated manner.
  2. An adjustment device according to claim 1, characterised in that the linkage mechanism is constructed as a three- or four-linkage mechanism (16) and that it has the pinion (41), which is in engagement with the toothed wheel segment (50) constructed as the first connecting rod (51), on the drive side.
  3. An adjustment device according to claim 1, characterised in that the first connecting rod (51) is pivotally mounted on the throttle valve housing (30) and a second connecting rod (53) is connected articulated between the articulation point (22) of the first connecting rod on the throttle valve housing (30) and its toothed wheel segment (50), which second connecting rod is connected articulated at its end opposite the articulation point to a rotor (54) which is directly or indirectly connected in a driving manner to the throttle valve spindle (30).
  4. An adjustment device according to claim 3, characterised in that the second connecting rod (53) provided between the rotor (54) and the toothed wheel segment (50) is connected articulated at one end in the region of the articulation point (22) of the first connecting rod (51) on the throttle valve housing (30) and at its other end to the outer end of the rotor (54).
  5. An adjustment device according to either one of claims 3 or 4, characterised in that the rotor (54) has a catch element (15) which is attached rotationally fixed to the throttle valve spindle (32) via a control element part (56) which permits freewheel.
  6. An adjustment device according to claim 5, characterised in that the end of the throttle valve spindle (32) is constructed as a drive element (56) with at least one stop (27, 28) against which the catch element (15) can be brought when the servomotor (14) is activated.
  7. An adjustment device according to claim 3, characterised in that one lever arm (33) of the rotor (54) can be brought into contact with the second connecting rod (53) and the other lever arm (34) of the rotor can be brought into contact with an adjustable stop (35).
  8. An adjustment device according to claim 7, characterised in that the adjustable stop (35) can be adjusted against the action of a spring (39).
  9. An adjustment device according to claim 1, characterised in that the toothed wheel segment (50) can be twisted within a defined angular range between two stops (59, 60).
  10. An adjustment device according to one or more of the preceding claims, characterised in that the step-up ratio between the pinion (41) and the throttle valve spindle (32) is higher than 1:20.
EP90124326A 1990-05-07 1990-12-15 Load control apparatus Expired - Lifetime EP0455877B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4014507A DE4014507A1 (en) 1990-05-07 1990-05-07 LOAD ADJUSTMENT DEVICE
DE4014507 1990-05-07

Publications (3)

Publication Number Publication Date
EP0455877A2 EP0455877A2 (en) 1991-11-13
EP0455877A3 EP0455877A3 (en) 1992-02-26
EP0455877B1 true EP0455877B1 (en) 1995-02-01

Family

ID=6405810

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90124326A Expired - Lifetime EP0455877B1 (en) 1990-05-07 1990-12-15 Load control apparatus

Country Status (2)

Country Link
EP (1) EP0455877B1 (en)
DE (2) DE4014507A1 (en)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0883739A1 (en) * 1996-12-16 1998-12-16 Robert Bosch Gmbh Choke for an internal combustion engine
US6095488A (en) * 1999-01-29 2000-08-01 Ford Global Technologies, Inc. Electronic throttle control with adjustable default mechanism
US6575427B1 (en) * 1999-11-10 2003-06-10 Visteon Global Technologies, Inc. Electronic throttle control mechanism with reduced friction and wear
US6173939B1 (en) * 1999-11-10 2001-01-16 Ford Global Technologies, Inc. Electronic throttle control system with two-spring failsafe mechanism
US6622984B2 (en) * 2000-12-28 2003-09-23 Visteon Global Technologies, Inc. Electronic throttle body with low friction default mechanism

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4462357A (en) * 1982-08-30 1984-07-31 General Motors Corporation Throttle system
DE3641244C3 (en) * 1986-12-03 1995-02-23 Vdo Schindling Arrangement for a motor vehicle
DE3815735A1 (en) * 1988-05-07 1989-11-16 Vdo Schindling LOAD ADJUSTMENT DEVICE
DE3918853A1 (en) * 1989-06-09 1990-12-13 Pierburg Gmbh ELECTRICALLY CONTROLLED THROTTLE OPERATING DEVICE FOR INTERNAL COMBUSTION ENGINES
JPH0385337A (en) * 1989-08-29 1991-04-10 Mitsubishi Electric Corp Throttle valve control device for engine

Also Published As

Publication number Publication date
DE59008419D1 (en) 1995-03-16
EP0455877A2 (en) 1991-11-13
DE4014507A1 (en) 1991-11-14
EP0455877A3 (en) 1992-02-26

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