EP0456904B1 - Dispositif de réglage de la puissance - Google Patents

Dispositif de réglage de la puissance Download PDF

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Publication number
EP0456904B1
EP0456904B1 EP90124384A EP90124384A EP0456904B1 EP 0456904 B1 EP0456904 B1 EP 0456904B1 EP 90124384 A EP90124384 A EP 90124384A EP 90124384 A EP90124384 A EP 90124384A EP 0456904 B1 EP0456904 B1 EP 0456904B1
Authority
EP
European Patent Office
Prior art keywords
throttle valve
spring
control element
stop
closing
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
EP90124384A
Other languages
German (de)
English (en)
Other versions
EP0456904A2 (fr
EP0456904A3 (en
Inventor
Gerald Muschalik
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
Application filed by Mannesmann VDO AG filed Critical Mannesmann VDO AG
Publication of EP0456904A2 publication Critical patent/EP0456904A2/fr
Publication of EP0456904A3 publication Critical patent/EP0456904A3/de
Application granted granted Critical
Publication of EP0456904B1 publication Critical patent/EP0456904B1/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
    • 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

  • An adjusting device with a throttle valve determining the performance of an internal combustion engine, according to the preamble of claim 1, is known from DE-A-3900437.
  • carburetors have additional devices such as leaners, starting devices, idling devices, acceleration devices, saving devices, etc.
  • the devices complicate the construction of the carburetor and require increased construction costs, since additional injection nozzles, pumps, special designs of the nozzle needles and separate air supply lines are required, quite apart from the high control requirements associated therewith.
  • the power adjustment device must be regulated between a minimum and a maximum Idle position required. If the control fails, the actuator or control element must be in an idle emergency position.
  • power adjustment devices of the type mentioned are generally used where the accelerator pedal and the actuator are electronically linked.
  • the accelerator pedal is coupled to the driver and this to the control element.
  • a setpoint detection element cooperating with this and an actual value detection element interacting with it and acting on the electric actuator are provided, the electric actuator being controllable by the electronic control device as a function of the detected values.
  • the electrical linkage of the accelerator pedal and actuator with the electronic control device connected in between enables the accelerator pedal and the driver coupled to it to set predetermined setpoint positions in relation to the actual values represented by the position of the control element and actuator and to check for existing or missing plausibility conditions , so that in the presence or absence of certain plausibility conditions, there is the possibility of actuation via the electronic control device of the electric actuator to have a corrective effect on the actuator, which can be designed, for example, as a throttle valve or injection pump.
  • an intervention by the electronic control device to prevent wheel slip when starting due to excessive power input by the accelerator pedal can be provided.
  • Other automatic interventions in the power adjustment device are conceivable, for example, in the case of automatic switching operations of a transmission, a speed limit control or the previously discussed idle control of the internal combustion engine.
  • the invention has for its object to provide a power adjustment device of the type mentioned, a safe and accurate control of the internal combustion engine over the entire idle range and a response of the anti-slip control device with a structurally simple design and omitting complex components guaranteed.
  • the object is achieved in that, in addition to the one driver, two further drivers, which are arranged at a distance from one another and form a freewheel hook, are provided with at least two stops, between which a driver of the throttle shaft is accommodated.
  • the first driver ensures that it can be regulated from the full-load control range to the idling control range.
  • the Freewheel hook for receiving the lever of the throttle valve shaft can be adjusted by means of a first spring in the idling max direction and by means of a second spring in the idling min direction. This ensures that the throttle shaft is constantly pressurized, so that no torque jump occurs on the throttle valve shaft when adjusting and when adjusting the throttle valve. As a result, the throttle valve can be controlled very precisely and set to the desired position.
  • the lever of the throttle valve shaft which is movable between the two drivers can be adjusted by means of a third spring in the direction of the third driver of the freewheel hook and can be brought into abutment against the latter.
  • the third spring has the task of constantly actuating the lever of the throttle valve in the opening direction, i.e. in the direction of the idle max position, the electric motor acting by means of the first driver against the actuating force of the third spring and thereby the driver of the throttle valve in operative connection with the third Feather holds. If, for example, the electric motor is controlled in the upward direction by means of an electrical control device, the third spring adjusts the throttle valve shaft to the idle max position.
  • the freewheel hook can advantageously be brought into abutment by means of the first spring against a stop which is provided on the driver which can be adjusted via the accelerator pedal, when the idling control range is left the throttle valve is adjusted in the full-load direction via the accelerator pedal and the second driver, the accelerator pedal working against the action of the return spring. If the anti-slip rule occurs, the freewheel hook is moved away from the stop of the driver connected to the accelerator pedal against the action of the first spring or ASR spring and the throttle valve is adjusted to the desired position. In the anti-slip rule, the freewheel hook is adjusted via the electric motor. In this case, the driver has no influence on the position of the throttle valve.
  • the driver which is operatively connected to the electric motor, can be acted upon by the second spring in the idling direction (LL min ) and brought to bear against a fourth spring which, if a control device fails to control the electric motor, the throttle moved to an idle position not.
  • the throttle valve shaft is advantageously subjected to force in both directions of rotation, so that no torque jumps occur during a load change.
  • the moving parts of the actuator are protected and the life of the actuator is extended.
  • the invention makes it possible in a simple manner that the accelerator pedal is operatively connected via the driver and the first spring to a freewheel hook, which has the two drivers arranged at a distance from one another, between which the throttle valve shaft arranged lever between a lower idle position (LL min ) and an upper idle position (LL max ) is constantly pressurized. It is also advantageous that the first spring acting between the freewheel hook and the driver which is operatively connected to the accelerator pedal can be pretensioned via the electric motor or via the accelerator pedal. By using the spring, the stop connected to the throttle valve shaft can be easily moved away from the lever of the throttle valve shaft when the full-load control range is to be left.
  • the parts shown in the frame 18 according to Figure 1 form an actuator or a power adjustment device 10, which are combined in one unit.
  • the power adjustment device 10 includes a servomotor or electric motor 14 which is drive-connected to an output shaft 39 via a gear (not shown in the drawing), which is drive-connected via a first driver 45 to a throttle valve shaft 36 and then a throttle valve 9.
  • the actuating forces of the electric motor 14 are transmitted to the throttle valve 9 in the regulating direction via the driver 45, and this results in an adjustment to the desired position up to LL min .
  • the power adjustment device 10 can be adjusted by means of an accelerator pedal 1, a lever 2 being shifted between an idling stop LL and a full-load stop VL by actuating the accelerator pedal 1 and pretensioned in the idling direction LL by a return spring 5.
  • the accelerator pedal 1 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.
  • At least one return spring 6 is connected to the driver 4, which prestresses it in the idling direction LL. 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 interacts via a first spring 46 with a freewheel hook 47 which, according to the invention, consists of an adjustably mounted linkage 61 with drivers 49, 51 arranged thereon, which form a recess in which a first control element part 8a is received with a lever 52.
  • the freewheel hook 47 is pulled by means of the spring 46 against a stop 63 provided on the driver 4, so that the freewheel hook 47 can move away from it if necessary.
  • the first control element part 8a consists of the lever 52 and a throttle valve shaft 36 receiving it.
  • the power adjustment device 10 according to the invention has, in addition to the first control element part 8a, a second control element part 8b designed as an output shaft 39 of the electric motor 14.
  • the output shaft 39 has at the end a first driver 45, which can be brought into abutment against a driver or lever 44 arranged on the throttle valve shaft 36, so that the first driver 45 and the driver 44 represent a one-way clutch which only adjusts the throttle valve shaft 36 towards the idle position LL min. enables.
  • a spring 22 is connected to the output shaft 39, the other end of which is connected to a fixed point 69 in the power adjustment device 10 and the output shaft 39 and thus also the throttle valve shaft 36 with the associated throttle valve 9 in the direction of the minimal idling position (LL min ) preloaded.
  • LL min is also the first control element part 8a with its lever 52 against the second carrier 49, so that over the entire idling control range LL min to LL max of the freewheeling hook is pretensioned in the idling direction LL min 47th
  • the accelerator pedal 1 is actuated
  • the throttle valve shaft 36 is actuated via the second driver 49 outside the idle control range, ie part-load or full-load operation, in the opening direction.
  • the spring 46 pulls the freewheel hook 47 against the stop 63 in part-load or full-load operation, so that the two control elements are adjusted as a unit.
  • the catch 45 lies against the catch 44, as already explained, the spring 22 acting on the throttle valve shaft 36 in the idling min position, so that one against the Output shaft 39 acting emergency running spring 20 is compressed.
  • the throttle valve 9 is adjusted between the operating positions LL min and LL max in an angular range of 8 ° by means of the electric motor 14, the output shaft 39 of the electric motor 14 is rotated by approximately 560 ° by a gear, not shown in the drawing .
  • the emergency-running spring 20 thereby ensures that when a defect in an electronic control device 17 or electric motor 14, the resistance moments of Eelektromotors 14 or the gear parts or the negative pressure forces are overcome and a return of the throttle valve 9 in the idle emergency position (LL not ).
  • the actual value detection device 19 is advantageously mounted in the area of the pivotable freewheel hook 47, while the setpoint value detection device 65 is provided in the area of the driver 4.
  • ASR anti-slip rule
  • the electronic control device 17 which contains conditioning, logic and control circuits, is indicated schematically.
  • the control device 17 stores values for vehicle adaptation 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 interacts with the actual value detection device 19 belonging to the control element parts 8a, 8b and with the setpoint detection device 65 assigned to the driver 4 and determining the respective position of the driver 4.
  • a potentiometer 66 is assigned to the first actual value detection device 19 and a second potentiometer 67 to the setpoint value detection device 65.
  • the control device 17 has the task of all input signals, e.g. Speed to be recorded by means of potentiometers 66.67 and compared with one another. If, for example, the vehicle speed deviates from the setpoint, the actuator is activated until the specified speed is reached.
  • Speed e.g. Speed to be recorded by means of potentiometers 66.67 and compared with one another. If, for example, the vehicle speed deviates from the setpoint, the actuator is activated until the specified speed is reached.
  • Signals are also detected by the electronic control device 17 via an idle contact 68, which is activated by the driver 4, when it comes to rest against the idle stop LL assigned to it, so that the electric motor is controlled by the control device in the idle control range.
  • 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 8a, 8b. As soon as the electronic control device 17 or the electric motor 14 no longer function properly, the throttle valve 9 is moved into the idle emergency position LL not by the emergency running spring 20 which is biased in the direction of the maximum idling position.
  • regulation can be carried out upwards (LL max ) and downwards (LL min ) over the entire idling range by means of a single actuator. Furthermore, it is possible, by means of the first electric motor 14 and the first driver 45, to ensure that the internal combustion engine is shut down outside the idling control range in the anti-slip control case (ASR), in which case the Driver cannot influence the throttle valve position via the accelerator pedal.
  • ASR anti-slip control case
  • the freewheel hook 47 for receiving the lever 52 of the throttle valve shaft 39 is adjustable by means of the first spring 46 in the idle max direction and by means of a second spring 22 in the idle min direction, and that the third spring 70 controls the lever 52 acted upon in the control direction. This ensures that the throttle shaft 36 is constantly pressurized. This allows the throttle valve 9 to be controlled very precisely and set to the desired position.

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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 (6)

  1. Dispositif de réglage de la puissance d'un moteur à combustion interne, comportant
    - un papillon étrangleur (9), qui est solidaire en rotation d'un axe (36) tourillonné dans le corps logeant ce papillon,
    - un élément de manoeuvre (8a, 8b), qui agit sur cet axe (36), qui coopère, d'une part, avec un levier entraîneur (4) couplé à une pédale d'accélérateur (1) et qui peut, d'autre part, être commandé par un moteur électrique (14) piloté par un circuit électronique (17) de réglage, ainsi que
    - un crochet (47) délimitant un espace de déplacement à vide (crochet de course à vide) qui comporte deux butées ou taquets (49, 51) disposés à une certaine distance l'un de l'autre et entre lesquels est disposé un levier (52) de l'élément de manoeuvre (8a, 8b) et qui est sollicité au moyen d'un premier ressort (46) dans le sens de l'ouverture du papillon (9) et vers une butée (63) de l'entraîneur (4),
       dispositif caractérisé en ce que
    - l'élément de manoeuvre (8a, 8b) est en deux parties et comporte
    - du côté de la pédale d'accélérateur (1) un premier segment (8a) qui comporte, d'une part le levier (52) sollicité au moyen d'un second ressort (70) dans le sens de l'ouverture du papillon (9) et contre le taquet (51) du crochet (47) et d'autre part un levier de butée (44), et
    - un second segment (8b) qui est relié au moteur électrique (14), est sollicité au moyen d'un troisième ressort (22) dans le sens de la fermeture du papillon (9) et comporte un taquet (45) avec lequel le premier segment (8a) peut être déplacé, par l'entremise du levier de butée (44) dans le sens de la fermeture du papillon (9).
  2. Dispositif selon la revendication 1, caractérisé en ce que, par l'entremise du taquet (45), du segment (8b) et de la butée (44), le troisième ressort (22) sollicite le segment (8a) de l'élément de manoeuvre dans le sens de la fermeture du papillon (9) et vers le taquet (49) du crochet (47), contre l'action du second ressort (70).
  3. Dispositif selon la revendication 1 ou 2, caractérisé en ce que le second ressort (70) est un ressort de compression et est disposé et agit entre le levier (52) du premier segment (8a) de l'élément de manoeuvre et le taquet (49) du crochet (47).
  4. Dispositif selon l'une des revendications 1 à 3, caractérisé en ce qu'il comporte un quatrième ressort (20), qui est plus puissant que le troisième ressort (22) agissant dans le sens de la fermeture du papillon (9) et qui sollicite ce papillon (9) à une position prédéterminée de ralenti de secours lorsque le moteur électrique (14) amène ledit papillon (9) au-delà de cette position prédéterminée dans le sens de la fermeture.
  5. Dispositif selon l'une des revendications 1 à 4, caractérisé en ce que le troisième ressort (22), qui agit dans le sens de la fermeture du papillon (9), est plus puissant que le second ressort (70) agissant dans le sens de l'ouverture de ce papillon (9), et en ce que ces ressorts (22) et (70) agissant en sens contraires font que le taquet (45) est appliqué en permanence contre la butée (44).
  6. Dispositif selon l'une des revendications 1 à 5, caractérisé en ce que le crochet (47) de course à vide peut être déplacé par le moteur (14) dans le sens de la fermeture du papillon (9) par rapport à l'entraîneur (4), en bandant le premier ressort (46).
EP90124384A 1990-05-12 1990-12-17 Dispositif de réglage de la puissance Expired - Lifetime EP0456904B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4015353A DE4015353A1 (de) 1990-05-12 1990-05-12 Lastverstelleinrichtung
DE4015353 1990-05-12

Publications (3)

Publication Number Publication Date
EP0456904A2 EP0456904A2 (fr) 1991-11-21
EP0456904A3 EP0456904A3 (en) 1992-03-18
EP0456904B1 true EP0456904B1 (fr) 1994-08-03

Family

ID=6406304

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90124384A Expired - Lifetime EP0456904B1 (fr) 1990-05-12 1990-12-17 Dispositif de réglage de la puissance

Country Status (3)

Country Link
US (1) US5131360A (fr)
EP (1) EP0456904B1 (fr)
DE (2) DE4015353A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3932763C1 (fr) * 1989-09-30 1990-08-02 Robert Bosch Gmbh, 7000 Stuttgart, De
FR2672086B1 (fr) * 1991-01-29 1995-02-03 Siements Automotive Sa Procede et dispositif de commande en boucle fermee de la puissance d'un moteur a combustion interne propulsant un vehicule automobile.
DE4206523A1 (de) * 1992-03-02 1993-09-09 Vdo Schindling Vorrichtung zur verstellung einer drosselklappe
US5503125A (en) * 1995-06-26 1996-04-02 Briggs & Stratton Corporation Air vane governor with improved droop characteristics
DE102006008051B3 (de) * 2006-02-21 2007-11-29 Siemens Ag Adaptives Positionierverfahren eines Stellglieds
US7343898B1 (en) 2007-02-13 2008-03-18 Briggs & Stratton Corporation Air vane governor
WO2011143743A1 (fr) * 2010-05-18 2011-11-24 Canadian Energy Efficiency Alliance Système, appareil, et procédé de réduction du fonctionnement au ralenti de véhicules

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3641244C3 (de) * 1986-12-03 1995-02-23 Vdo Schindling Anordnung für ein Kraftfahrzeug
DE3863500D1 (de) * 1987-07-23 1991-08-08 Vdo Schindling Lastverstelleinrichtung.
JPH0646010B2 (ja) * 1988-07-14 1994-06-15 本田技研工業株式会社 スロットル制御装置
DE3837162A1 (de) * 1988-11-02 1990-05-03 Vdo Schindling Lastverstelleinrichtung
DE3900437C1 (fr) * 1989-01-10 1989-11-16 Vdo Adolf Schindling Ag, 6000 Frankfurt, De
DE3901585A1 (de) * 1989-01-20 1990-07-26 Vdo Schindling Lastverstelleinrichtung
EP0389649B1 (fr) * 1989-03-25 1994-05-11 Audi Ag Papillon d'accélérateur
DE3926424A1 (de) * 1989-08-10 1991-02-14 Audi Ag Drosselklappe
DE3927004A1 (de) * 1989-08-16 1991-02-21 Vdo Schindling Lastverstelleinrichtung

Also Published As

Publication number Publication date
EP0456904A2 (fr) 1991-11-21
DE59006709D1 (de) 1994-09-08
US5131360A (en) 1992-07-21
DE4015353A1 (de) 1991-11-14
EP0456904A3 (en) 1992-03-18

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