EP0455880A2 - Dispositif de réglage de charge - Google Patents

Dispositif de réglage de charge Download PDF

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Publication number
EP0455880A2
EP0455880A2 EP90124383A EP90124383A EP0455880A2 EP 0455880 A2 EP0455880 A2 EP 0455880A2 EP 90124383 A EP90124383 A EP 90124383A EP 90124383 A EP90124383 A EP 90124383A EP 0455880 A2 EP0455880 A2 EP 0455880A2
Authority
EP
European Patent Office
Prior art keywords
throttle valve
valve shaft
lever
potentiometer
adjusting device
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP90124383A
Other languages
German (de)
English (en)
Other versions
EP0455880A3 (en
EP0455880B2 (fr
EP0455880B1 (fr
Inventor
Matthias Zentgraf
Gerd Hickmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mannesmann VDO AG
Original Assignee
Mannesmann VDO AG
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
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=6405811&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP0455880(A2) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Mannesmann VDO AG filed Critical Mannesmann VDO AG
Publication of EP0455880A2 publication Critical patent/EP0455880A2/fr
Publication of EP0455880A3 publication Critical patent/EP0455880A3/de
Application granted granted Critical
Publication of EP0455880B1 publication Critical patent/EP0455880B1/fr
Publication of EP0455880B2 publication Critical patent/EP0455880B2/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0294—Throttle control device with provisions for actuating electric or electronic sensors
    • 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

  • Load 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 is assigned a coupling element for mechanically decoupling the throttle valve and an actuator motor a device for reporting the respective position of the throttle valve shaft to an electronic control device.
  • the throttle valve is usually actuated on the accelerator pedal side via a driver connected to the articulation side of the throttle valve shaft, which is connected to the vehicle pedal for this purpose by means of a Bowden cable.
  • the throttle valve shaft is controlled by an electric servomotor assigned to the load adjustment device. This is preceded by manual control by the driver. It is therefore necessary to mechanically decouple the throttle valve from the electric servomotor for defined angular ranges. Because of this decoupling, it is necessary for the control quality of the load adjustment device to report the local position of the electric servomotor. The position is recorded by the feedback device, which is assigned to a control device is.
  • the actual part of the device for the feedback on the accelerator pedal side mechanical articulation side of the load adjusting device is assigned to the position of the servomotor.
  • the invention is based on the object of designing a load adjustment device in such a way that all parts essential for the feedback device can be accommodated in a space-saving and well-protected manner.
  • the object is achieved according to the invention in that the device for feedback has a first transmission element, which is arranged on the throttle valve shaft in a rotationally fixed manner and which interacts with a first potentiometer, and in addition a second transmission element which is freely rotatably mounted on the throttle valve shaft and which interacts with a second potentiometer.
  • This has housed a very inexpensive and space-saving arrangement of all essential parts of the device for feedback on the throttle valve shaft. This is achieved in particular in that the two potentiometers and the associated transmission elements are arranged next to one another.
  • the transmission element which is arranged on the throttle valve shaft in a rotationally fixed manner, is designed as a throttle valve lever which is in contact with the first potentiometer via a wiper driver, all parts being accommodated in a housing.
  • the placement of the potentiometers, slider drivers and transmission elements in a single housing ensures good protection against damage and dirt.
  • the second transmission member which is freely rotatably mounted on the throttle valve shaft, is designed as a driver element with at least one stop, against which the throttle valve lever can be brought into contact and which is in contact with the second potentiometer via a second wiper driver, which is arranged in the same plane as that first potentiometer.
  • the second driver element has a free-wheeling segment with a stop in which the throttle valve lever is adjustable and that the driver element on the actuating articulation articulation side is drive-connected via a gear element to an electric motor that can be controlled by a control device.
  • the stop provided in the driver element ensures that the throttle valve lever is adjusted in the idle control range.
  • the corresponding setpoint information is passed on to the control device via the second potentiometer via the actual value detection device, and the electric motor for adjusting the throttle valve is thereby controlled until the throttle valve is set to the desired setpoint, which is then compared with the actual value determined by the first potentiometer. If the accelerator pedal lever and thereby the throttle valve lever are adjusted, the driver element remains in its position since the throttle valve lever can move freely due to the advantageous arrangement.
  • An advantageous embodiment of the invention is that the driver element on the actuator Articulation side is drive-connected via a gear element to an electric motor which can be controlled via a control device. This provides a drive connection between the throttle valve shaft and the electric motor in a simple manner.
  • the vehicle pedal is connected to the throttle valve lever directly or indirectly via a setpoint lever that can be freely pivoted on the throttle valve shaft in a defined area, and that a freewheel hook is arranged on the throttle valve shaft in a rotationally fixed manner, which is in a setpoint lever provided freewheel segment engages, is brought into contact with a stop spring against a stop delimiting the freewheel segment and is connected in terms of drive to the throttle valve lever via the throttle valve shaft.
  • the return spring acts on the throttle valve shaft by means of the lever arm and pulls it in the closing direction for safety reasons.
  • the setpoint lever can be used as a throttle valve drive lever and for idle control operation.
  • a very space-saving arrangement is also obtained by arranging the two potentiometers in one plane.
  • the parts shown in the frame 18 according to FIG. 1 form an actuator or a load adjustment device 10, the parts being combined in one structural unit.
  • the load adjusting device 10 includes a servomotor or electric motor 14, which is connected to a throttle valve 9 via a gear mechanism 4, which is only indicated schematically. The actuating forces of the electric motor 14 are transmitted to the throttle valve 9 via the transmission 4, and an adjustment to the desired position is thereby brought about.
  • the load adjustment device 10 can be adjusted via an accelerator pedal 1, wherein a lever 3 is adjusted by actuating the accelerator pedal 1 and is prestressed in the idling direction LL via a return spring 2.
  • the accelerator pedal 1 is connected to a driver 6 by means of a throttle cable 5, so that when the accelerator pedal 1 is actuated, the driver 6 is displaced in the direction of the full load stop VL.
  • Return springs 7 are connected to the driver 6 and bias them in the idling direction LL. As long as the throttle cable 5 is not acted upon, the driver 6 rests against the idling stop LL assigned to it. Due to the fixed arrangement of the spring 12, a direct return of the throttle valve 9 is achieved.
  • the function of the spring is described in more detail below and illustrated in Figure 2.
  • the load adjustment device has a second control element part 16 which can be connected to an electric motor 14.
  • the control element part 16 is also only indicated schematically in FIG. 1 and can correspond to a gear not shown in the drawing.
  • the two control element parts 8 and 16 are not firmly connected to one another, but can only be coupled in one direction of movement, namely in the upward direction.
  • the electronic control device 17 which contains processing, logic and control circuits, is indicated schematically.
  • the control device 17 stores values for adapting the vehicle and processes the digital or digitized values of various input variables, which then regulate the desired position of the throttle valve 9 via an analog part.
  • the electronic control device 17 cooperates with an actual value detection device 19 belonging to the control element part 8 and an actual value detection device 20 assigned to the second control element part 16 and determining the respective position of this control element part 16.
  • the first actual value detection device 19 according to FIG. 1 corresponds to a first potentiometer 23 and the second actual value detection device 20 corresponds to the potentiometer 24 shown in FIGS. 2 and 3.
  • the control device 17 has the task of all input signals, e.g. the engine speed by means of the potentiometers 23, 24 (FIG. 2) and to compare them. If, for example, the actual speed deviates from the setpoint speed, the actuator is activated until the specified speed has been reached.
  • the electronic control device 17 also detects signals via an idle contact 29, which is activated by the driver 6, when the latter 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 8, 16. As soon as the electronic control device 17 or the electric motor 14 no longer function properly, the throttle valve 9 is moved in the direction of the maximum Idle position preloaded spring 43 in the idle emergency position LL not moved.
  • the actuator 10 shown only schematically in the frame 18 in Figure 1 is shown in detail. It consists of a throttle valve housing 30, in which a throttle valve shaft 32 with a throttle valve 9 is arranged.
  • a setpoint lever 39 is freely rotatably supported in a defined area by means of a roller bearing 51 on the end of the throttle valve shaft 32.
  • the setpoint lever 39 has a freewheel segment 41 (FIG. 4) which serves to receive a freewheel hook 40 which is fixedly arranged on a lever arm 44.
  • the actuating forces emanating from the accelerator pedal 1 are transmitted to the throttle valve shaft 32 via the setpoint lever 39 and the freewheel hook 40.
  • the freewheel hook 40 can move freely in the freewheel segment 41.
  • the setpoint lever 39 is also connected via the freewheel hook 40 on the actuating articulation side of the throttle valve shaft 32 to a throttle valve lever 21, which is connected to the throttle valve shaft 32 in a rotationally fixed manner.
  • a first grinder driver 22 On the surface of the throttle valve lever 21 facing the throttle valve 9 there is a first grinder driver 22 which is in contact with a first potentiometer 23.
  • the potentiometer 23 and the grinder driver 22 are shown schematically in FIG. 1 by the actual value detection device 19, which forwards the actual value position of the throttle valve shaft 32 to the control device 17 as a signal.
  • a freewheel bell 45 designed as a driving element 25, which is freely rotatably mounted on the throttle valve shaft 32 by means of a slide bearing 54 and has a web 56 at its upper end which overlaps the upper end of the throttle valve lever 21.
  • a second wiper 37 is arranged on the web 56 and is in contact with a second potentiometer 24.
  • the second potentiometer 24 and the grinder 37 are shown schematically in FIG. 1 by the actual value detection device 20, which forwards a corresponding signal for the idle control range to the control device 17.
  • the driver or the freewheel bell 45 is equipped with a cylindrical extension for receiving a drive wheel 59, which can be drive-connected to the electric motor 14 via a transmission 4 shown schematically in FIG.
  • the driver element 25 has a stop 46 against which the throttle valve lever 21 is pulled by means of the return spring 42, so that the electric motor 14 can adjust the throttle valve 9 for the idle control range via the driver element 25 and the throttle valve lever 21. If the vehicle pedal 1 is actuated, the electric motor 14 is deactivated, so that the driver element 25 of the throttle valve lever 21 can move freely in the freewheeling segment 27. The throttle valve 9 is now adjusted by means of the setpoint lever 39.
  • the two potentiometers 23, 24, the driver element 25, the throttle valve lever 32 and the grinder drivers 22, 37 are located in a closed housing 36, so that these parts are protected from dirt and damage. It is also advantageous if the two potentiometers 23, 24 are arranged in one plane on two different circular paths, and that the driver element 25 and the throttle valve lever 21 are arranged close to one another, so that all parts of the actuator 10 can be accommodated in the smallest space.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
EP90124383A 1990-05-07 1990-12-17 Dispositif de réglage de charge Expired - Lifetime EP0455880B2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4014508A DE4014508A1 (de) 1990-05-07 1990-05-07 Lastverstelleinrichtung
DE4014508 1990-05-07

Publications (4)

Publication Number Publication Date
EP0455880A2 true EP0455880A2 (fr) 1991-11-13
EP0455880A3 EP0455880A3 (en) 1991-12-27
EP0455880B1 EP0455880B1 (fr) 1993-09-22
EP0455880B2 EP0455880B2 (fr) 1999-11-17

Family

ID=6405811

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90124383A Expired - Lifetime EP0455880B2 (fr) 1990-05-07 1990-12-17 Dispositif de réglage de charge

Country Status (3)

Country Link
US (1) US5168850A (fr)
EP (1) EP0455880B2 (fr)
DE (2) DE4014508A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0650201A (ja) * 1992-04-30 1994-02-22 Nippondenso Co Ltd スロットル弁の駆動装置
WO2001077506A1 (fr) * 2000-04-05 2001-10-18 Hitachi, Ltd. Dispositif a papillon et capteur de papillon dans un moteur a combustion interne
CN106150705B (zh) * 2016-08-22 2020-11-17 上海交通大学 手自一体油门控制装置及使用方法

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61279753A (ja) * 1985-06-04 1986-12-10 Nissan Motor Co Ltd エンジン回転制限装置
JPS62288343A (ja) * 1986-06-06 1987-12-15 Honda Motor Co Ltd 内燃エンジンの絞り弁制御装置
EP0315794A2 (fr) * 1987-11-12 1989-05-17 Robert Bosch Gmbh Dispositif de commande d'une valve d'étranglement d'un moteur à combustion interne d'un véhicule
JPH0292742A (ja) * 1988-09-29 1990-04-03 Aisin Seiki Co Ltd 車速自動制御装置

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT1063319B (it) * 1976-05-19 1985-02-11 Alfa Romeo Spa Regolatore potenziometrico di una grandezza fisica che e una funzione qualunque di altre due grandezze fisiche indipendenti
DE2843456C2 (de) * 1978-10-05 1984-11-15 Vdo Adolf Schindling Ag, 6000 Frankfurt Stellungsgeber zum Beeinflussen der Fahrgeschwindigkeit eines Kraftfahrzeugs
US4787353A (en) * 1986-09-24 1988-11-29 Honda Giken Kogyo Kabushiki Kaisha Throttle valve control apparatus for an internal combustion engine mounted on a vehicle
DE3815734A1 (de) * 1987-07-23 1989-02-02 Vdo Schindling Lastverstelleinrichtung
DE3739613A1 (de) * 1987-11-23 1989-06-01 Vdo Schindling Einrichtung zur elektrischen uebertragung einer mechanischen groesse
JPH02204641A (ja) * 1989-01-31 1990-08-14 Aisin Seiki Co Ltd スロットル制御装置
DE3919093A1 (de) * 1989-06-10 1990-12-13 Vdo Schindling Lastverstelleinrichtung

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61279753A (ja) * 1985-06-04 1986-12-10 Nissan Motor Co Ltd エンジン回転制限装置
JPS62288343A (ja) * 1986-06-06 1987-12-15 Honda Motor Co Ltd 内燃エンジンの絞り弁制御装置
EP0315794A2 (fr) * 1987-11-12 1989-05-17 Robert Bosch Gmbh Dispositif de commande d'une valve d'étranglement d'un moteur à combustion interne d'un véhicule
JPH0292742A (ja) * 1988-09-29 1990-04-03 Aisin Seiki Co Ltd 車速自動制御装置

Non-Patent Citations (4)

* Cited by examiner, † Cited by third party
Title
& JP-A-02 092 742 (AISIN) 3. April 1990 *
PATENT ABSTRACTS OF JAPAN vol. 11, no. 146 (M-587)13. Mai 1987 & JP-A-61 279 753 ( NISSAN ) 10. Dezember 1986 *
PATENT ABSTRACTS OF JAPAN vol. 12, no. 179 (M-701)26. Mai 1988 & JP-A-62 288 343 ( HONDA ) 15. Dezember 1987 *
PATENT ABSTRACTS OF JAPAN vol. 14, no. 291 (M-989)22. Juni 1990 *

Also Published As

Publication number Publication date
EP0455880A3 (en) 1991-12-27
US5168850A (en) 1992-12-08
DE4014508A1 (de) 1991-11-14
EP0455880B2 (fr) 1999-11-17
EP0455880B1 (fr) 1993-09-22
DE59002858D1 (de) 1993-10-28

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