EP0482284A1 - Dispositif de réglage de charge - Google Patents

Dispositif de réglage de charge Download PDF

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Publication number
EP0482284A1
EP0482284A1 EP91105823A EP91105823A EP0482284A1 EP 0482284 A1 EP0482284 A1 EP 0482284A1 EP 91105823 A EP91105823 A EP 91105823A EP 91105823 A EP91105823 A EP 91105823A EP 0482284 A1 EP0482284 A1 EP 0482284A1
Authority
EP
European Patent Office
Prior art keywords
throttle valve
actuator
magnet
load
idle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP91105823A
Other languages
German (de)
English (en)
Inventor
Gerd Bornmann
Egon Beil
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 EP0482284A1 publication Critical patent/EP0482284A1/fr
Withdrawn legal-status Critical Current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

  • the invention relates to 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 having an accelerator pedal-side mechanical linkage side and an actuating linkage side which has a servomotor for adjusting the throttle valve in idle mode assigned.
  • the throttle valve is usually adjusted to the idling emergency position by means of a spring, which for this purpose adjusts the throttle valve via an actuating element part, the throttle valve being adjusted to an open position by means of a motor.
  • a control device controls an electric motor so that the throttle valve is adjusted to the desired position based on the values processed by the control device.
  • the electric motor works constantly against the actuating force of a spring, which must be designed so that the actuating force of the spring is sufficient in an idling emergency situation, all frictional resistances and to overcome opposing moments on the throttle valve and on the electric motor in order to adjust them to an idling emergency position.
  • This load case is decisive for the dimensioning of the spring.
  • an electric motor requires considerably more installation space, so that this increases the cost of the system.
  • the invention is based on the object of designing and arranging the load adjusting device and the associated actuating elements for adjusting the throttle valve into the operating position in such a way that a minimum of installation space can be used.
  • the actuator has a magnetic part which interacts with an optionally energizable magnet.
  • the normally customary electric motor is replaced in a simple manner by an electromagnet which can be acted upon and which advantageously adjusts the throttle valve between an LLmm and an LL max position via an actuating element designed as a magnet. If the magnet that can be supplied with current is switched off, the return spring moves the throttle valve back into its initial position, ie into the LLmm position.
  • the electromagnet which can be supplied with current, can easily be accommodated in the throttle valve housing due to its small construction volume, so that the actuator can be manufactured much more economically.
  • the usual transmission between an electric motor for adjusting the throttle valve can be dispensed with due to the direct arrangement of the control lever on the throttle valve shaft, so that the actuator can also be manufactured much more cost-effectively than before.
  • An intermediate position of the throttle valve can be achieved in a simple manner in that a potentiometer is arranged on the throttle valve shaft, which carries out a setpoint / actual value comparison and then controls the energizable magnet via the control device until the desired position has been reached.
  • the actuator is designed as an actuating lever, to the outer end of which the magnetic part is connected. It is also advantageous that a circular arc segment is arranged at the outer end of the actuating lever, which is adjustable through an opening of the energizable magnet depending on a manipulated variable of the control device.
  • the actuator is directly or indirectly connected to the throttle valve shaft or the throttle valve and, depending on the energization of the magnet, brings about an adjustment of the throttle valve. In this way, a further component and in particular the transmission can be dispensed with, which leads to further cost savings of the actuator according to the invention.
  • the actuator is connected directly or indirectly to a return spring which, when the magnet is de-energized, adjusts the throttle valve to the idle position LLmm. It is expedient that the actuator is adjustable between an idle stop LL min and an idle stop LL max .
  • the parts shown in the frame 28 according to FIG. 1 form an actuator 16 or the load adjustment device, which are combined in one structural unit.
  • the load adjustment device includes an actuating magnet 14, which is connected in terms of drive to a throttle valve 9. The actuating forces are transmitted to the throttle valve 9 via the actuating magnet 14, and an adjustment to the desired position is thereby brought about.
  • the load adjustment device can be adjusted by means of an accelerator pedal 1, a lever 3 being shifted between an idling stop LL and a full-load stop VL by actuating the accelerator pedal 1 and being biased in the idling direction LL by 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.
  • the return springs 7 are designed so that they have redundant effects on the return drive. As long as the throttle cable 5 is not acted upon, the driver 6 rests against the idling stop LL assigned to it.
  • the driver 6 interacts directly with a first control element part 8, which serves to adjust the throttle valve 9 of an internal combustion engine, not shown in the drawing.
  • the control element part 8 is shown only schematically in FIG.
  • the end of the driver 6 facing away from the throttle cable 5 is provided with a recess or a freewheel area 10, into which the end of the first actuating element part 8 engages.
  • a stop 11 adjoins the recess or the freewheeling area 10 of the driver 6, against which the actuating element 8 comes to rest when the accelerator pedal 1 adjusts the stop 11 from the idling position min beyond the idling emergency position.
  • a spring 12 is provided below the recess or the freewheel region 10, which is connected at one end to a fixed point 13 and at the other end to the first control element part 8 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 8 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 7, so that the throttle valve 9 is adjusted to the idle emergency position in the event of failure of the control device 17.
  • the load adjusting device has a second actuating element part 16, which is represented by the actuating magnet 14 according to FIG.
  • the control element part 16 is also only indicated schematically in FIG. 1. This can be associated with a gear, not shown in the drawing. However, such a transmission is not necessary.
  • the two actuating elements 8 and 16 are not firmly connected to one another, but are only coupled in one direction of movement, namely in the upward direction.
  • one end of the second control element part 16 has a driver element 15 which can come against the stop 18 provided on the first control element part 8 if an electronic control device 17 belonging to the load adjustment device fails.
  • the electronic control device 17 which contains processing, 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 an actual value detection device 19 belonging to the control element part 16 and with an actual value detection device 20 assigned to the second control element part 16 and determining the respective position of this control element part 8.
  • the electronic control device 17 also detects signals via an idle contact 23, which is activated by the driver 6, when the latter comes to rest against the idle stop LL assigned to it.
  • the circuit to control device 17 is interrupted via idle contact 23 when the idle control range (LLn, in - LL max ) is left. In the part-load or full-load range, the actuating magnet 14 is no longer controlled by the control device 17.
  • the throttle valve 9 is then adjusted only via the lever 3, the throttle cable 5 and the driver 6.
  • 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 actuating magnet 14 no longer function properly, the actuating element part 8 and thereby the throttle valve 9 are moved into the idle emergency position LL not by the spring 12 biased in the direction of the maximum idle position with the associated actuator.
  • the actuating element part 16 consists of an actuating lever 29 which can advantageously be connected directly to the throttle valve 9 or to the throttle valve shaft 33 and to which a spring is connected directly or indirectly.
  • the control lever 29 has at its outer end a circular arc segment 31 which is designed as a magnet (with N and S pole) and which is adjustable between the idle stop LL min and the idle stop LL max .
  • the circular arc segment 31 is adjusted by an optionally magnetizable magnet 32, which is controlled by the control device 17.
  • the throttle valve 9 shown in Figure 2 can be adjusted over an angular range of 90. If, for example, the magnet 32 is de-energized, the spring 12 pulls the throttle valve 9 again against the stop LLmm. On the normally common gear between an electric motor for adjusting the throttle valve 9 can be dispensed with due to the direct arrangement of the control lever 29 on the throttle valve shaft 33, so that the actuator 16 can be manufactured much cheaper than before.
  • An intermediate position of the throttle valve can be achieved in a simple manner in that a potentiometer or the actual value detection device 19, 20 is arranged on the throttle valve shaft 33, which carries out a target / actual value comparison and then controls it via the control device and the energizable magnet 32 until the desired position has been reached.
  • control device 17 also controls the solenoid 14 until the throttle valve 9 is adjusted to the desired position on the basis of the values processed by the control device 17.

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)
EP91105823A 1990-10-24 1991-04-12 Dispositif de réglage de charge Withdrawn EP0482284A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4033802 1990-10-24
DE4033802A DE4033802A1 (de) 1990-10-24 1990-10-24 Lastverstelleinrichtung

Publications (1)

Publication Number Publication Date
EP0482284A1 true EP0482284A1 (fr) 1992-04-29

Family

ID=6416956

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91105823A Withdrawn EP0482284A1 (fr) 1990-10-24 1991-04-12 Dispositif de réglage de charge

Country Status (3)

Country Link
US (1) US5193503A (fr)
EP (1) EP0482284A1 (fr)
DE (1) DE4033802A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5562081A (en) * 1995-09-12 1996-10-08 Philips Electronics North America Corporation Electrically-controlled throttle with variable-ratio drive

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4333701A1 (de) * 1993-10-02 1995-04-06 Vdo Schindling Vorrichtung zur Leistungssteuerung einer Brennkraftmaschine
KR0125898B1 (ko) * 1995-08-30 1997-12-18 전성원 자동차용 드로틀 밸브 무와이어 컨트롤 시스템
JP2000240474A (ja) * 1999-02-24 2000-09-05 Mikuni Corp 内燃機関のスロットルバルブ制御装置
JP5413440B2 (ja) * 2011-12-07 2014-02-12 株式会社デンソー 回転機の制御装置

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1202571B (de) * 1961-03-30 1965-10-07 Helmut W Hotz Regeleinrichtung fuer die Brennstoffzufuhr an Brennkraftmaschinen
DE3039521A1 (de) * 1980-10-20 1982-05-19 Vdo Adolf Schindling Ag, 6000 Frankfurt Einrichtung zur regelung der leerlaufdrehzahl von otto-motoren, insbesondere von kraftfahrzeugmotoren
EP0154036A2 (fr) * 1984-03-09 1985-09-11 Hitachi, Ltd. Dispositif de commande pour papillon de gaz
GB2216601A (en) * 1988-03-23 1989-10-11 Lucas Ind Plc Throttle valve assembly
DE3907133A1 (de) * 1988-09-20 1990-03-22 Nixdorf Computer Ag Vorrichtung zum verstellen eines drosselelementes ineiner fluid-leitung

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4304201A (en) * 1980-06-10 1981-12-08 Cts Corporation Method and apparatus for step positioning an engine speed control
DE3905901A1 (de) * 1989-02-25 1990-08-30 Vdo Schindling Verstellantrieb fuer eine drosselklappe eines verbrennungsmotors
DE3927004A1 (de) * 1989-08-16 1991-02-21 Vdo Schindling Lastverstelleinrichtung

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1202571B (de) * 1961-03-30 1965-10-07 Helmut W Hotz Regeleinrichtung fuer die Brennstoffzufuhr an Brennkraftmaschinen
DE3039521A1 (de) * 1980-10-20 1982-05-19 Vdo Adolf Schindling Ag, 6000 Frankfurt Einrichtung zur regelung der leerlaufdrehzahl von otto-motoren, insbesondere von kraftfahrzeugmotoren
EP0154036A2 (fr) * 1984-03-09 1985-09-11 Hitachi, Ltd. Dispositif de commande pour papillon de gaz
GB2216601A (en) * 1988-03-23 1989-10-11 Lucas Ind Plc Throttle valve assembly
DE3907133A1 (de) * 1988-09-20 1990-03-22 Nixdorf Computer Ag Vorrichtung zum verstellen eines drosselelementes ineiner fluid-leitung

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5562081A (en) * 1995-09-12 1996-10-08 Philips Electronics North America Corporation Electrically-controlled throttle with variable-ratio drive

Also Published As

Publication number Publication date
US5193503A (en) 1993-03-16
DE4033802A1 (de) 1992-04-30

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