EP0455880B2 - Dispositif de réglage de charge - Google Patents

Dispositif de réglage de charge Download PDF

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Publication number
EP0455880B2
EP0455880B2 EP90124383A EP90124383A EP0455880B2 EP 0455880 B2 EP0455880 B2 EP 0455880B2 EP 90124383 A EP90124383 A EP 90124383A EP 90124383 A EP90124383 A EP 90124383A EP 0455880 B2 EP0455880 B2 EP 0455880B2
Authority
EP
European Patent Office
Prior art keywords
throttle valve
lever
potentiometer
adjusting device
load adjusting
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
EP90124383A
Other languages
German (de)
English (en)
Other versions
EP0455880A2 (fr
EP0455880A3 (en
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
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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 adjustment device with a throttle valve determining the performance of an internal combustion engine according to the features of the preamble of patent claims 1.
  • the throttle valve is usually activated Accelerator pedal side via a driver connected to the articulation side of the throttle valve shaft is connected to the vehicle pedal by means of a Bowden cable.
  • the throttle valve shaft is activated by an electric servomotor assigned to the load adjustment device. This is one manual control by the driver ahead. Therefore, the throttle valve is necessary for defined angular ranges to decouple mechanically from the electric servomotor. Because of this decoupling, it is The local position of the electric servomotor is required for the control quality of the load adjustment device to report back. The position is recorded by the feedback device, that of a control device assigned.
  • EP-A-315 794 describes a load adjustment device with a throttle valve which determines the performance of an internal combustion engine and which is connected in a rotationally fixed manner to a throttle valve shaft mounted in the throttle valve housing, the throttle valve shaft being articulated mechanically and by an actuator on the same side, which is a coupling element for mechanically decoupling the Throttle valve is assigned by an actuator, and with a device for reporting the respective position of the throttle valve shaft to an electronic control device, wherein the device for feedback has a first, rotatably arranged on the throttle valve shaft, cooperating with a first potentiometer transmission element and next to it, also rotatably mounted on the throttle valve shaft, transmission element interacting with a second potentiometer.
  • the object of the invention is to design a load adjustment device in such a way that that all parts essential for the feedback device are housed in a space-saving and well-protected manner can.
  • the object is achieved by the features of patent claim 1. This gives you a very Cost-effective and space-saving arrangement of all essential parts of the device for feedback the throttle valve shaft.
  • This is achieved in particular in that the two potentiometers and the associated transmission elements are arranged side by side.
  • the transmission member arranged on the throttle valve shaft in a rotationally fixed manner acts as a throttle valve lever is formed, which is in contact with the first potentiometer via a grinder driver stands, with all parts housed in one housing. Housing the potentiometer, grinder driver and transmission links in a single housing ensures good protection against damage and pollution.
  • the second transmission element is freely rotatably mounted on the throttle valve shaft formed as a driver element with at least one stop against which the throttle valve lever
  • the system can be brought into contact with the second potentiometer via a second grinder driver stands, which is arranged in the same plane as the first potentiometer. This gives you the smallest Installation space is a very compact arrangement.
  • the second driver element is a freewheel segment has with a stop in which the throttle valve lever is adjustable and that the driver element on the actuating linkage via a gear element with a via a control device controllable electric motor is drive-connected.
  • the stop provided in the driver element it is ensured that the throttle valve lever is adjusted in the idle control range.
  • the corresponding setpoint information is sent to the control device via the actual value detection device passed on and thereby the electric motor controlled to adjust the throttle valve until the throttle valve is set to the desired setpoint, which is then set with that of the first potentiometer determined actual value is compared. If the accelerator pedal lever and thereby the throttle valve lever are adjusted, the driver element remains in its position because the throttle valve lever is advantageous due to the Arrangement can move freely.
  • An advantageous embodiment of the invention is that the driver element on the actuator Linkage side via a gear element with an electric motor that can be controlled by a control device is connected to the drive. This provides a simple way to obtain a drive connection between the Throttle valve shaft and the electric motor.
  • the vehicle pedal is medium or immediate via a setpoint lever that can be freely pivoted in a defined area on the throttle valve shaft the throttle valve lever is drivingly connected and that on the throttle valve shaft a freewheel hook is rotatably arranged, which engages in a freewheel segment provided in the setpoint lever, via a Return spring against a stop limiting the freewheel segment is brought into contact and over the throttle valve shaft is drivingly connected to the throttle valve lever.
  • the return spring works by means of the lever arm onto the throttle valve shaft and pulls it in for safety reasons Closing direction.
  • the setpoint lever can be used as a throttle valve drive lever and for idle control operation be used.
  • a very space-saving arrangement is also obtained by the two potentiometers in one plane are arranged.
  • the parts shown in the frame 18 according to Figure 1 form an actuator or a load adjustment device 10, the parts being combined in one structural unit. Belongs to the load adjustment device 10 an actuating motor or electric motor 14 which has a throttle valve via a gear 4 which is only indicated schematically 9 is drivingly connected. Via the gear 4, the actuating forces of the electric motor 14 are Transfer throttle valve 9 and thereby an adjustment in the desired position is 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 via a return spring 2 in the idling direction LL is biased.
  • 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.
  • the throttle cable 5 is not acted on, the driver 6 is due to the idle stop assigned to it LL on. 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 on, which can be connected to an electric motor 14.
  • the control element part 16 is also only schematic in FIG. 1 indicated and can correspond to a transmission, not shown in the drawing.
  • the two Control element parts 8 and 16 are not firmly connected to one another, but only in one direction of movement and can be coupled in the control direction.
  • the electronic control device 17 which contains processing, logic and control circuits, indicated schematically.
  • the control device 17 stores values for the vehicle adaptation and processes the digital or digitized values of various input variables that then regulate the desired position of the throttle valve 9 via an analog part.
  • an actual value detection device 19 belonging to the control element part 8 and one assigned to the second control element part 16, determining the respective position of this control element part 16 Actual value detection device 20 together.
  • 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 shown in FIGS. 2 and 3 24th
  • the control device 17 has the task of all input signals, e.g. the engine speed by means of Detect potentiometers 23, 24 ( Figure 2) and compare them. For example, the actual speed deviates from the setpoint speed, the actuator is controlled until the specified speed has stopped.
  • the electronic control device 17 uses an open-circuit contact 29, which is operated by the driver 6 is activated, signals are detected when this at the idle stop LL assigned to it comes to the plant.
  • 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 by the spring 43 biased in the direction of the maximum idle position into the idle emergency position LL not .
  • the actuator 10 shown only schematically in frame 18 in FIG Detail shown. It consists of a throttle valve housing 30, in which a throttle valve shaft 32 a throttle valve 9 is arranged.
  • a throttle valve housing 30 On the accelerator pedal side, mechanical linkage is on the end the throttle valve shaft 32 a setpoint lever 39 by means of a roller bearing 51 in a defined area rotatably mounted.
  • the setpoint lever 39 has a freewheel segment 41 (FIG. 4) which is used to hold a Freewheel hook 40 is used, which is fixedly arranged on a lever arm 44.
  • the outgoing from the accelerator pedal 1 Actuating forces are transmitted to the throttle valve shaft 32 via the setpoint lever 39 and the freewheel hook 40.
  • the throttle valve shaft 32 If the throttle valve shaft 32 is adjusted in the idle control range by the electric motor 14, it can the freewheel hook 40 move freely in the freewheel segment 41.
  • the setpoint lever 39 is also above the freewheel hook 40 on the actuating linkage side of the throttle valve shaft 32 with a throttle valve lever 21 in drive connection, which is rotatably connected to the throttle valve shaft 32.
  • On the to the throttle 9 facing surface of the throttle valve lever 21 is a first grinder driver 22, the a first potentiometer 23 is in contact.
  • the throttle cap 9 can move freely when the setpoint lever 39 abuts against the stop or idle stop 46.
  • the potentiometer 23 and the grinder driver 22 are represented schematically in FIG. 1 by the actual value detection device 19 which the Passes the actual position of the throttle valve shaft 32 as a signal to the control device 17.
  • a freewheel bell designed as a driver element 25 is located close to the throttle valve lever 21 45, which is freely rotatably mounted on the throttle valve shaft 32 by means of a plain bearing 54 and on has a web 56 at its upper end which engages over 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 wiper 37 are in FIG. 1 by the actual value detection device 20 schematically reproduced, the corresponding signal for the idle control range to the control device 17 forwards.
  • the driver or the freewheel bell 45 is for receiving with a cylindrical approach equipped with a drive wheel 59, the transmission 4 schematically shown in Figure 1 with the electric motor 14 is drive-connectable.
  • 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 via the driver element 25 and the throttle valve lever 21 can adjust the throttle valve 9 for the idle control range. Will the vehicle pedal 1 operated, then the electric motor 14 is deactivated, so that in the freewheel segment 27 Driver element 25 of the throttle valve lever 21 can move freely.
  • the throttle valve 9 is now by means of of the setpoint lever 39 adjusted.
  • the two potentiometers 23, 24, the driver element 25, the throttle valve lever 32 and the grinder driver 22,37 are in a closed housing 36, so that these parts from dirt and Damages are protected. It is also advantageous if the two potentiometers 23, 24 in one plane are arranged on two different circular paths, and that the driver element 25 and the throttle valve lever 21 are arranged close to each other, so that all parts of the actuator in a small space 10 can be accommodated.

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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)

Claims (7)

  1. Dispositif de réglage de charge, comprenant un papillon d'étranglement (9) qui détermine la puissance d'un moteur à combustion interne et est verrouillé en rotation sur un axe (32) monté dans le carter de papillon, l'axe du papillon d'étranglement comportant un côté articulation mécanique affecté à la pédale d'accélération, et un côté articulation qui est affecté à un servomoteur et auquel un élément d'accouplement est associé pour le désaccouplement mécanique du papillon d'étranglement d'avec un servomoteur (14); ainsi qu'un dispositif en vue de la rétrosignalisation, à un dispositif de régulation électronique, de la position considérée de l'axe (32) du papillon d'étranglement, dans lequel le dispositif de rétrosignalisation comprend un premier organe de transmission, assujetti en rotation à l'axe (32) du papillon d'étranglement et coopérant avec un premier potentiomètre (23) et, en juxtaposition, un second organe de transmission qui est monté à rotation libre sur l'axe (32) du papillon d'étranglement, coopère avec un second potentiomètre (24) et est associé au servomoteur (14), caractérisé par le fait que le second organe de transmission monté à rotation libre sur l'axe (32) du papillon d'étranglement, est réalisé sous la forme d'un élément d'entraínement (25) qui est muni d'au moins une butée (46), peut être amené au contact du premier organe de transmission conçu sous forme d'un levier (21) du papillon d'étranglement, et est en contact, par l'intermédiaire d'un second frotteur (37), avec le second potentiomètre (24), le premier potentiomètre (23) et le second potentiomètre (24) ainsi que les organes de transmission associés aux potentiomètres (23, 24) étant disposés, avec liberté de déplacement, du côté du moteur réglant.
  2. Dispositif de réglage de charge selon la revendication 1, caractérisé par le fait que le levier (21) du papillon d'étranglement est en contact, par l'intermédiaire d'un frotteur (22), avec le premier potentiomètre (23), toutes les pièces étant logées dans un carter.
  3. Dispositif de réglage de charge selon la revendication 1, caractérisé par le fait que le second élément d'entraínement (25) présente un secteur (27) de course libre qui est muni d'une butée (46), et au contact duquel le levier (21) du papillon d'étranglement peut être amené.
  4. Dispositif de réglage de charge selon l'une ou plusieurs des revendications précédentes, caractérisé par le fait que l'élément d'entraínement (25) est en liaison d'entraínement du côté articulation affecté au servomoteur, par l'intermédiaire d'un élément de transmission, avec un moteur électrique (14) pouvant être commandé par l'intermédiaire d'un dispositif de régulation (17).
  5. Dispositif de réglage de charge selon l'une ou plusieurs des. revendications précédentes, caractérisé par le fait que la pédale (1) du véhicule est reliée indirectement ou directement au levier (21) du papillon d'étranglement, côté entraínement, par l'intermédiaire d'un levier (39) à valeur de consigne pouvant pivoter librement dans une plage bien définie sur l'axe (32) du papillon d'étranglement.
  6. Dispositif de réglage de charge selon la revendication 1, caractérisé par le fait que le crochet (40) à course libre, assujetti en rotation à l'axe (32) du papillon d'étranglement, pénètre dans un secteur (41) de course libre prévu dans le levier (39) à valeur de consigne, est amené, par l'intermédiaire d'un ressort de rappel (42), au contact d'une butée (26) délimitant le secteur (41) de course libre et est en liaison d'entraínement, par l'intermédiaire de l'axe (32) du papillon d'étranglement, avec le levier 21 de ce papillon d'étranglement, le ressort de rappel (42) agissant sur le papillon d'étranglement (32), au moyen du bras de levier (44), et tirant ledit papillon dans la direction de fermeture.
  7. Dispositif de réglage de charge selon la revendication 1, caractérisé par le fait que les deux potentiomètres (23, 24) sont situés dans un même plan.
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 EP0455880A2 (fr) 1991-11-13
EP0455880A3 EP0455880A3 (en) 1991-12-27
EP0455880B1 EP0455880B1 (fr) 1993-09-22
EP0455880B2 true 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
KR20020081362A (ko) * 2000-04-05 2002-10-26 가부시끼가이샤 히다치 세이사꾸쇼 내연기관의 스로틀장치 및 스로틀센서
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

Family Cites Families (11)

* 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
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
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
DE3814702A1 (de) * 1987-11-12 1989-05-24 Bosch Gmbh Robert Vorrichtung zum betaetigen der drosselklappe einer brennkraftmaschine insbesondere eines kraftfahrzeuges
DE3739613A1 (de) * 1987-11-23 1989-06-01 Vdo Schindling Einrichtung zur elektrischen uebertragung einer mechanischen groesse
JPH0292742A (ja) * 1988-09-29 1990-04-03 Aisin Seiki Co Ltd 車速自動制御装置
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

Also Published As

Publication number Publication date
DE59002858D1 (de) 1993-10-28
US5168850A (en) 1992-12-08
EP0455880A2 (fr) 1991-11-13
EP0455880A3 (en) 1991-12-27
EP0455880B1 (fr) 1993-09-22
DE4014508A1 (de) 1991-11-14

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