EP0558802B1 - Device for actuating a throttle valve - Google Patents
Device for actuating a throttle valve Download PDFInfo
- Publication number
- EP0558802B1 EP0558802B1 EP92118569A EP92118569A EP0558802B1 EP 0558802 B1 EP0558802 B1 EP 0558802B1 EP 92118569 A EP92118569 A EP 92118569A EP 92118569 A EP92118569 A EP 92118569A EP 0558802 B1 EP0558802 B1 EP 0558802B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- throttle valve
- return spring
- stop
- lever
- coupling
- 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
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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
- F02D11/107—Safety-related aspects
Definitions
- the electromotive actuator can regulate the throttle valve position between the smallest and largest possible idling position (LL min , LL max ) in accordance with the electronic control device.
- the actuator must be designed so strong that it also tensions the return spring on the coupling element can, which is duplicated for redundancy reasons (F R1A , F R1B ).
- the drive in the known device would have to be designed for an approximately 50 to 60% greater torque. This means that a correspondingly larger drive motor, a larger gear and a stronger clutch would have to be provided, which inevitably means a larger construction volume and a higher weight.
- a larger electromotive actuator also affects the design of the return springs, which may make it necessary to enlarge the electromotive actuator further.
- the electromotive actuator since the first return spring acts directly on the sheave, the electromotive actuator only has to tension the coupling spring, which can be designed much smaller than the first return spring, in the control range between idle and full load in addition to the spring force acting in the idle range in the closing direction when the accelerator pedal is completely relieved , so that one gets by with a servomotor that has to be designed for a torque that is only 7 to 10% greater than a servomotor that is designed exclusively for controlling the idle range. This means considerable savings in weight and Space requirement possible, which is of great advantage especially in passenger cars.
- the throttle valve 1 which is rotatably mounted in the intake manifold 2 of an internal combustion engine, can in the present case be used both by the driver via the accelerator pedal 6, the linkage or the cable pull 7 and the cable pulley 8 and also by the electromotive actuator 9 via a gear (not shown) and the clutch 10 can be adjusted.
- the adjustment range of the sheave 8 extends from the idle stop 4 to the full load stop 5.
- the sheave is biased in the closing direction of the throttle valve 1 by a first return spring 3, which is double for redundancy reasons.
- the throttle valve 1 can move from the sheave 8 via a coupling member 15 and a first lever 13, which is firmly connected to the throttle valve shaft 1a, and on the other hand from the servomotor 9 via its output 18 and a second lever 14, which is firmly connected to the throttle valve shaft 1a, in the opening direction get picked up.
- the throttle valve 1 is adjusted by the second return spring 12 on the lever 13, while the third return spring 19 acts on the output 18 of the actuator 9 in the closing direction.
- An actual value transmitter 21 or 20 is provided both for the lever 14 and for the output 18, so that these positions can be compared in the electronic control device 11 with the predetermined target value, which, for example, is the difference between one specified by the driver and the actual vehicle speed is calculated.
- an emergency running device which consists of a movable stop 24 and a return spring 23 and acts on the drive 18 of the actuator 9.
- Fig. 1 shows the accelerator pedal 6 in a fully relieved position, the pulley 8 mechanically coupled therewith abuts against the idling stop 4 under the influence of the first return spring 3.
- the throttle valve 1 has been adjusted by the electromotive actuator 9, the clutch 10 and the output 18 under tension of the second and third return springs 12, 19 to a position above the maximum idle position, which can be seen from the fact that the coupling member 15 at the stop LL Max 22 is present and that the lever 13 does not abut the coupling member 15, but is lifted from it in the opening direction (ie to the right) under tension of the coupling spring 16.
- This position corresponds to the case of automatic speed control, the driver prescribing a value of, for example, 120 km / h and the electronic control device 11 ensuring that the predefined speed is maintained when the accelerator pedal is completely relieved.
- the electromotive actuator 9 is controlled in such a way and until the throttle valve 1 assumes a position in which the actual speed coincides with the target speed while regulating other parameters (incline, slope, load on the vehicle, etc.).
- the device according to the invention only controls the idle range when the accelerator pedal is completely relieved.
- the coupling spring 16 remains untensioned and the lever 13 abuts the coupling member 15.
- Electromotive control of the idling range is increasingly provided, particularly in passenger cars, in order to actively adapt the power of the internal combustion engine to the respective demand when the accelerator pedal is relieved, depending on which auxiliary consumers (window heating, lights, air conditioning, radio, etc.) are switched on when the vehicle is stationary.
- auxiliary consumers windshield heating, lights, air conditioning, radio, etc.
- an emergency running device is then provided so that the throttle valve 1 is pivoted into a position in the event of failure of the actuator 9 or the control device 11, in which the internal combustion engine does not die under the usual idling loads.
- the stop 24 serves this purpose, which can be shifted to the left by the output 18 under tension of the return spring 23 until the output 18 bears against the housing enclosing the return spring 23. This is the position of the smallest throttle valve opening, which is also referred to as LL min . If the actuator 9 or the control device 11 fails in this position, the output 18 turns to the right, that is to say in the opening direction of the throttle valve 1 adjusted to the position of the stop 24 shown. This position is defined by limiting the return spring 23.
- the actuator 9 or the control device 11 fails when the throttle valve 1 has been pivoted by the actuator 9 into a position above the emergency running position (stop 24) when the accelerator pedal 6 is completely relieved, then the actuator 9 is actuated by the third return spring 19 and the throttle valve 1 by the second return spring 12 to the left up to the stop 24, ie pivoted into the emergency running position.
- the return springs 12 and 19 and the return spring 23 are of course designed so that the stop 24 can not be moved to the left, ie into a position below the emergency running position.
- the idle position with the largest opening of the throttle valve 1 when the accelerator pedal 6 is relieved is defined by the stop 22 on the sheave 8.
- This position can be determined by a contact or via the change in the current consumption of the actuator 9 as a result of the voltage of the coupling spring 16.
Description
Die Erfindung bezieht sich auf eine Vorrichtung zur Verstellung einer im Ansaugstutzen einer Brennkraftmaschine drehbar gelagerten Drosselklappe, bestehend im wesentlichen aus
- einer gegen die Kraft einer ersten Rückstellfeder zwischen einem Anschlag für Leerlauf und einem Anschlag für Vollast mittels Gaspedal und Gestänge bzw. Seilzug verstellbaren und mit der Welle der Drosselklappe koppelbaren Seilscheibe,
- einem elektromotorischen Stellantrieb mit Getriebe und Kupplung
- einer elektronischen Regeleinrichtung,
- einer gegen die Kraft einer zweiten Rückstellfeder drehbaren Drosselklappe mit einem ersten, mit der Drosselklappenwelle drehfest verbundenen Hebel für die Ankupplung an die Seilscheibe und einem zweiten, mit der Drosselklappenwelle drehfest verbundenen Hebel zur Ankopplung an den Stellantrieb sowie
- einem Kopplunsglied zwischen Seilscheibe und erstem Hebel, wobei die erste Rückstellfeder direkt an der Seilscheibe angreift.
- a sheave adjustable against the force of a first return spring between a stop for idling and a stop for full load by means of an accelerator pedal and linkage or cable and which can be coupled to the shaft of the throttle valve,
- an electromotive actuator with gear and clutch
- an electronic control device,
- a throttle valve rotatable against the force of a second return spring with a first lever for coupling to the rope pulley, which is connected in a rotationally fixed manner to the throttle valve shaft, and a second lever, which is connected in a rotationally fixed manner with the throttle valve shaft, for coupling to the actuator and
- a coupling member between the pulley and the first lever, the first return spring acting directly on the pulley.
Eine derartige Vorrichtung ist aus VDI-Bericht Nr. 819 (1990) S. 741-763 (Bild 8) bekannt. Dabei ist das Kopplungsglied zwischen Seilscheibe und dem ersten, mit der Drosselklappenwelle fest verbundenen Hebel mittels einer Feder (FR1A und FR1B) in Leerlaufrichtung der Drosselklappe gegen die Seilscheibe vorgespannt. Außerdem sind am Kopplungsglied zwei Anschläge zur Definition des Leerlaufregelbereichs (LLR-Bereich) vorgesehen. Zwischen diesen Anschlägen ist der erste mit der Drosselklappenwelle fest verbundene Hebel durch das Zusammenwirken des elektromotorischen Stellantriebs und der Rückstellfeder (FR3) hin- und herbewegbar, ohne daß das Kopplungsglied seine Position verändert. Mit anderen Worten, wenn das Gaspedal völlig entlastet ist und das Kopplungsglied am Leerlaufanschlag anliegt, ist über den elektromotorischen Stellantrieb nach Maßgabe der elektronischen Regeleinrichtung eine Regelung der Drosselklappenstellung zwischen kleinstmöglicher und größtmöglicher Leerlaufposition (LLmin, LLmax) durchführbar. Will man die bekannte Vorrichtung jedoch auch für die elektromotorische Regelung der Drosselklappenstellung zwischen Leerlauf und Vollast benutzen, d.h. für die automatische Einstellung einer vorgegebenen Geschwindigkeit (ohne Benutzung des Gaspedals) dann muß der Stellantrieb so stark ausgelegt werden, daß er auch die Rückstellfeder am Kopplungsglied spannen kann, die aus Redundanzgründen doppelt ausgeführt ist (FR1A, FR1B). Verglichen mit einer reinen Leerlaufregelung müßte der Antrieb bei der bekannten Vorrichtung für ein etwa 50 bis 60% größeres Drehmoment ausgelegt werden. Das heißt, man müßte einen entsprechend größeren Antriebsmotor, ein größeres Getriebe und eine stärkere Kupplung vorsehen, was zwangsläufig ein größeres Bauvolumen und ein höheres Gewicht bedingt.Such a device is known from VDI Report No. 819 (1990) pp. 741-763 (Fig. 8). The coupling member between the rope sheave and the first lever, which is firmly connected to the throttle valve shaft, is prestressed against the rope sheave in the idle direction of the throttle valve by means of a spring (F R1A and F R1B ). In addition, two stops are provided on the coupling element for defining the idle control range (LLR range). Between these stops, the first lever, which is firmly connected to the throttle valve shaft, can be moved back and forth by the interaction of the electromotive actuator and the return spring (F R3 ) without the coupling member changing its position. In other words, when the accelerator pedal is completely relieved and the coupling element lies against the idling stop, the electromotive actuator can regulate the throttle valve position between the smallest and largest possible idling position (LL min , LL max ) in accordance with the electronic control device. However, if you want to use the known device for the electromotive control of the throttle valve position between idling and full load, i.e. for the automatic setting of a predetermined speed (without using the accelerator pedal), the actuator must be designed so strong that it also tensions the return spring on the coupling element can, which is duplicated for redundancy reasons (F R1A , F R1B ). Compared to a pure idle control, the drive in the known device would have to be designed for an approximately 50 to 60% greater torque. This means that a correspondingly larger drive motor, a larger gear and a stronger clutch would have to be provided, which inevitably means a larger construction volume and a higher weight.
Darüber hinaus wirkt sich ein größerer elektromotorischer Stellantrieb auch auf die Auslegung der Rückstellfedern aus, wodurch eine weitere Vergrößerung des elektromotorischen Stellantriebs notwendig werden kann.In addition, a larger electromotive actuator also affects the design of the return springs, which may make it necessary to enlarge the electromotive actuator further.
Es besteht somit die Aufgabe, die bekannte Vorrichtung so weiterzubilden, daß der elektromotorische Stellantrieb auch für den Regelbereich zwischen Leerlauf und Vollast benutzt werden kann, ohne daß man auf einen wesentlich stärkeren Antrieb zurückgreifen muß.It is therefore the task of developing the known device so that the electromotive actuator can also be used for the control range between idling and full load, without having to resort to a much stronger drive.
Zur Lösung dieser Aufgabe wird erfindungsgemäß vorgeschlagen, daß
- das Kopplungsglied mittels einer Kopplungsfeder gegen den ersten Hebel der Drosselklappenwelle vorgespannt ist und
- am Abtrieb des Stellantriebs eine dritte Rückstellfeder angreift.
- the coupling member is biased by a coupling spring against the first lever of the throttle valve shaft and
- a third return spring acts on the output of the actuator.
Da die erste Rückstellfeder direkt an der Seilscheibe angreift, muß der elektromotorische Stellantrieb bei völlig entlastetem Gaspedal im Regelbereich zwischen Leerlauf und Vollast zusätzlich zu der im Leerlaufbereich in Schließrichtung wirkender Federkraft nur noch die Kopplungsfeder spannen, die wesentlich kleiner ausgelegt werden kann, als die erste Rückstellfeder, so daß man mit einem Stellmotor auskommt, der für eine nur um 7 bis 10 % größeres Drehmoment ausgelegt werden muß, als ein Stellmotor, der ausschließlich für die Regelung des Leerlaufbereichs ausgelegt ist. Damit sind erhebliche Einsparungen an Gewicht und Platzbedarf möglich, was insbesondere bei Personenkraftwagen von großem Vorteil ist.Since the first return spring acts directly on the sheave, the electromotive actuator only has to tension the coupling spring, which can be designed much smaller than the first return spring, in the control range between idle and full load in addition to the spring force acting in the idle range in the closing direction when the accelerator pedal is completely relieved , so that one gets by with a servomotor that has to be designed for a torque that is only 7 to 10% greater than a servomotor that is designed exclusively for controlling the idle range. This means considerable savings in weight and Space requirement possible, which is of great advantage especially in passenger cars.
Zweckmäßige Ausgestaltungen des Erfindungsgedankens sind in den Unteransprüchen 2 bis 5 beschrieben. Weitere Einzelheiten und Vorteile werden anhand des in Fig. 1 dargestellten Ausführungsbeispiels näher erläutert.
- Fig. 1
- zeigt eine stark schematisierte Darstellung der erfindungsgemäßen Vorrichtung.
- Fig. 1
- shows a highly schematic representation of the device according to the invention.
Zur Erläuterung der verschiedenen Funktionen von Vorrichtungen zur Verstellung der Drosselklappe einer Brennkraftmaschine hat man die hier angewandte, sogenannte Lineardarstellung entwickelt, bei der die in der Praxis überwiegend durch Drehung der Bauteile bewirkte Vorgänge als transversale Bewegungen in der Zeichenebene dargestellt sind.In order to explain the various functions of devices for adjusting the throttle valve of an internal combustion engine, the so-called linear representation used here has been developed, in which the processes mainly caused by rotation of the components are shown as transverse movements in the plane of the drawing.
Die im Ansaugstutzen 2 einer Brennkraftmaschine drehbar gelagerte Drosselklappe 1 kann im vorliegenden Fall sowohl vom Fahrer über das Gaspedal 6, das Gestänge bzw. den Seilzug 7 und die Seilscheibe 8 als auch von dem elektromotorischen Stellantrieb 9 über ein Getriebe (nicht dargstellt) und die Kupplung 10 verstellt werden. Dabei erstreckt sich der Stellbereich der Seilscheibe 8 vom Leerlaufanschlag 4 bis zum Vollastanschlag 5. Die Seilscheibe ist in Schließrichtung der Drosselklappe 1 durch eine aus Redundanzgründen doppelt ausgeführte erste Rückstellfeder 3 vorgespannt.The
Die Drosselklappe 1 kann einmal von der Seilscheibe 8 über ein Kopplungsglied 15 und einen ersten, mit der Drosselklappenwelle 1a fest verbundenen Hebel 13 und zum anderen vom Stellmotor 9 über dessen Abtrieb 18 und einen zweiten, mit der Drosselklappenwelle 1a fest verbundenen Hebel 14 jeweils in Öffnungsrichtung mitgenommen werden. In Schließrichtung wird die Drosselklappe 1 von der zweiten Rückstellfeder 12 am Hebel 13 verstellt, während die dritte Rückstellfeder 19 auf den Abtrieb 18 des Stellantriebs 9 in Schließrichtung wirkt.The
Sowohl für den Hebel 14 als auch für den Abtrieb 18 ist ein Ist-Wert-Geber 21 bzw. 20 vorgesehen, damit diese Positionen in der elektronischen Regeleinrichtung 11 mit dem vorgegebenen Sollwert verglichen werden kann, der beispielsweise aus dem Unterschied zwischen einer vom Fahrer vorgegebenen und der tatsächlichen Fahrzeuggeschwindigkeit berechnet wird.An
Außerdem ist noch eine Notlaufeinrichtung dargestellt, die aus einem beweglichen Anschlag 24 und einer Rückstellfeder 23 besteht und auf den Antrieb 18 des Stellantriebs 9 wirkt.In addition, an emergency running device is shown, which consists of a
Fig. 1 zeigt das Gaspedal 6 in völlig entlasteter Stellung, wobei die damit mechanisch gekoppelte Seilscheibe 8 unter dem Einfluß der ersten Rückstellfeder 3 am Leerlaufanschlag 4 anliegt. Die Drosselklappe 1 jedoch ist durch den elektromotorischen Stellantrieb 9, die Kupplung 10 und den Abtrieb 18 unter Spannung der zweiten und dritten Rückstellfeder 12, 19 in eine Position oberhalb der maximalen Leerlaufstellung verstellt worden, was man daran erkennt, daß das Kopplunsglied 15 am Anschlag LLmax 22 anliegt und daß der Hebel 13 nicht am Kopplungsglied 15 anliegt, sondern unter Spannung der Kopplungsfeder 16 davon in Öffnungsrichtung (d.h. nach rechts) abgehoben ist. Diese Position entspricht dem Fall automatischer Geschwindigkeitsregelung, wobei vom Fahrer ein Wert von beispielsweise 120 Km/h vorgegeben wird und die elektronische Regeleinrichtung 11 bei völlig entlastetem Gaspedal dafür sorgt, daß die vorgegebene Geschwindigkeit eingehalten wird. Mit anderen Worten, der elektromotorische Stellantrieb 9 wird jeweils so und solange angesteuert, bis die Drosselklappe 1 eine Stellung einnimmt, in der die Ist-Geschwindigkeit mit der Soll-Geschwindigkeit unter Ausregelung sonstiger Parameter (Steigung, Gefälle, Belastung des Fahrzeugs etc.) übereinstimmt.Fig. 1 shows the accelerator pedal 6 in a fully relieved position, the pulley 8 mechanically coupled therewith abuts against the
Ist eine Soll-Geschwindigkeit vom Fahrer nicht vorgegeben, regelt die erfindungsgemäße Vorrichtung bei völlig entlastetem Gaspedal nur den Leerlaufbereich. Dabei bleibt die Kopplungsfeder 16 ungespannt und der Hebel 13 liegt am Kopplungsglied 15 an.If the driver does not specify a target speed, the device according to the invention only controls the idle range when the accelerator pedal is completely relieved. The
Eine elektromotorische Regelung des Leerlaufbereichs wird insbesondere bei Personenkraftwagen immer häufiger vorgesehen, um die Leistung der Brennkraftmaschine bei entlastetem Gaspedal an den jeweiligen Bedarf aktiv anzupassen, je nachdem welche Nebenverbraucher (Scheibenheizung, Licht, Klimaanlage, Radio etc.) bei stillstehendem Fahrzeug eingeschaltet sind. Eine solche Regelung ist viel ökonomischer als die mit einem einfachen Leerlaufanschlag erreichbare.Electromotive control of the idling range is increasingly provided, particularly in passenger cars, in order to actively adapt the power of the internal combustion engine to the respective demand when the accelerator pedal is relieved, depending on which auxiliary consumers (window heating, lights, air conditioning, radio, etc.) are switched on when the vehicle is stationary. Such a regulation is much more economical than that which can be achieved with a simple idle stop.
Im Rahmen der Leerlaufregelung sieht man dann noch eine Notlaufeinrichtung vor, damit die Drosselklappe 1 bei Ausfall des Stellantriebs 9 oder der Regeleinrichtung 11 in eine Position geschwenkt wird, bei der die Brennkraftmaschine unter den üblichen Leerlaufbelastungen nicht abstirbt. Dazu dient der Anschlag 24, der vom Abtrieb 18 unter Spannung der Rückstellfeder 23 soweit nach links verschoben werden kann, bis der Abtrieb 18 an dem die Rückstellfeder 23 umschließenden Gehäuse anliegt. Dies ist die Position kleinster Drosselklappenöffnung, die auch mit LLmin bezeichnet wird. Fällt in dieser Position der Stellantrieb 9 oder die Regeleinrichtung 11 aus, dann wird der Abtrieb 18 nach rechts, also in Öffnungsrichtung der Drosselklappe 1 bis in die dargestellte Position des Anschlags 24 verstellt. Diese Position ist durch Wegbegrenzung der Rückstellfeder 23 definiert. Fällt der Stellantrieb 9 oder die Steuereinrichtung 11 aus, wenn die Drosselklappe 1 bei völlig entlastetem Gaspedal 6 vom Stellantrieb 9 in eine Position oberhalb der Notlaufposition (Anschlag 24) geschwenkt worden ist, dann werden der Stellantrieb 9 durch die dritte Rückstellfeder 19 und die Drosselklappe 1 durch die zweite Rückstellfeder 12 nach links bis zum Anschlag 24, d.h. in die Notlaufposition geschwenkt. Dabei sind die Rückstellfedern 12 und 19 und die Rückstellfeder 23 selbstverständlich so ausgelegt, daß der Anschlag 24 nicht nach links, also in eine Position unterhalb der Notlaufstellung verschoben werden kann.As part of the idle control, an emergency running device is then provided so that the
Auf der anderen Seite ist die Leerlaufstellung mit der bei entlastetem Gaspedal 6 größten Öffnung der Drosselklappe 1, auch LLmax genannt, durch den Anschlag 22 an der Seilscheibe 8 definiert. Diese Stellung kann durch einen Kontakt oder über die infolge Spannung der Kopplungsfeder 16 geänderte Stromaufnahme des Stellantriebs 9 festgestellt werden.On the other hand, the idle position with the largest opening of the
Claims (5)
- Device for adjusting a throttle valve (1) which is rotary-mounted in the intake connection (2) of an internal combustion engine, consisting essentially ofa cable sheave (8) which is adapted to be adjusted by means of an accelerator pedal (6) and a linkage or cable (7) against the force of a first return spring (3) between a stop for idling (4) and a stop for full load (5), and which is adapted to be coupled to the shaft of the throttle valve (1a),an electric-motor-powered actuating drive (9) having a transmission and clutch (10),an electronic controller (11),a throttle valve (1) adapted to turn against the force of a second return spring (12) and having a first lever (13) connected in a non-rotational manner to the throttle valve shaft (1a) for coupling to the cable sheave (8) and a second lever (14) connected in a non-rotational manner to the throttle valve shaft (1a) for coupling to the actuating drive (9), anda coupling member (15) between the cable sheave (8) and the first lever (13), with the first return spring (3) operating directly on the cable sheave (8),characterised in that- the coupling member (15) is pretensioned by means of a coupling spring (16) against the first lever (13) of the throttle valve shaft (1a), and- a third return spring (19) operates on the output side (18) of the actuating drive (9).
- Device according to claim 1, characterised in that an actual-value transducer (20) is allocated to the electric-motor-powered actuating drive (9).
- Device according to claim 1 or 2, characterised in that an actual-value transducer (21) is allocated to the throttle valve (1).
- Device according to any of claims 1 to 3, characterised in that a stop LLmax (22) for the coupling member (15) is provided on the cable sheave (8).
- Device according to any of claims 1 to 4, characterised in that a stop (24) adapted to be moved against the force of a return spring (23) is provided for defining an emergency running position for the actuating drive (9).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE4206523A DE4206523A1 (en) | 1992-03-02 | 1992-03-02 | DEVICE FOR ADJUSTING A THROTTLE VALVE |
| DE4206523 | 1992-03-02 |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| EP0558802A2 EP0558802A2 (en) | 1993-09-08 |
| EP0558802A3 EP0558802A3 (en) | 1996-05-15 |
| EP0558802B1 true EP0558802B1 (en) | 1997-06-18 |
Family
ID=6453028
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP92118569A Expired - Lifetime EP0558802B1 (en) | 1992-03-02 | 1992-10-30 | Device for actuating a throttle valve |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US5259349A (en) |
| EP (1) | EP0558802B1 (en) |
| JP (1) | JPH0642378A (en) |
| DE (2) | DE4206523A1 (en) |
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|---|---|---|---|---|
| US5124350A (en) * | 1990-06-28 | 1992-06-23 | G. D. Searle & Co. | Leukotriene b4 antagonists |
| DE4411630C1 (en) * | 1994-04-02 | 1995-06-08 | Audi Ag | Control system for throttle flap in combustion engine |
| US5755202A (en) * | 1996-10-25 | 1998-05-26 | Ford Global Technologies, Inc. | Method of reducing feed gas emissions in an internal combustion engine |
| DE19721239A1 (en) * | 1997-05-21 | 1998-12-03 | Hella Kg Hueck & Co | Choke flap actuating arrangement for internal combustion engines |
| DE19848594C2 (en) * | 1997-10-21 | 2002-11-14 | Hitachi Ltd | Electrically controlled throttle device |
| US6070852A (en) * | 1999-01-29 | 2000-06-06 | Ford Motor Company | Electronic throttle control system |
| US6244565B1 (en) | 1999-01-29 | 2001-06-12 | Ford Global Technologies, Inc. | Throttle body shaft axial play control |
| US6095488A (en) * | 1999-01-29 | 2000-08-01 | Ford Global Technologies, Inc. | Electronic throttle control with adjustable default mechanism |
| US6155533C1 (en) * | 1999-01-29 | 2002-07-30 | Visteon Global Tech Inc | Default mechanism for electronic throttle control system |
| US6299545B1 (en) | 1999-05-03 | 2001-10-09 | Visteon Global Tech., Inc. | Rotating shaft assembly |
| US6173939B1 (en) | 1999-11-10 | 2001-01-16 | Ford Global Technologies, Inc. | Electronic throttle control system with two-spring failsafe mechanism |
| US6286481B1 (en) | 1999-11-11 | 2001-09-11 | Ford Global Technologies, Inc. | Electronic throttle return mechanism with a two-spring and one lever default mechanism |
| US6253732B1 (en) | 1999-11-11 | 2001-07-03 | Ford Global Technologies, Inc. | Electronic throttle return mechanism with a two-spring and two-lever default mechanism |
| US6267352B1 (en) | 1999-11-11 | 2001-07-31 | Ford Global Technologies, Inc. | Electronic throttle return mechanism with default and gear backlash control |
| DE19959095A1 (en) * | 1999-12-08 | 2001-06-13 | Mann & Hummel Filter | Method and device for driving an actuator in a motor vehicle |
| CN107989701A (en) * | 2017-11-23 | 2018-05-04 | 胡佳佳 | A kind of automobile electronic gas-saving valve system |
Family Cites Families (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS63208632A (en) * | 1987-02-25 | 1988-08-30 | Mitsubishi Electric Corp | Throttle valve control device |
| DE3843056A1 (en) * | 1987-12-23 | 1989-07-06 | Mazda Motor | ENGINE POWER CONTROL ARRANGEMENT |
| DE3837162A1 (en) * | 1988-11-02 | 1990-05-03 | Vdo Schindling | LOAD ADJUSTMENT DEVICE |
| DE3927043A1 (en) * | 1989-08-16 | 1991-02-21 | Vdo Schindling | LOAD ADJUSTMENT DEVICE |
| DE3933446A1 (en) * | 1989-10-06 | 1991-04-18 | Vdo Schindling | LOAD ADJUSTMENT DEVICE |
| DE4009875A1 (en) * | 1990-03-28 | 1991-10-02 | Bosch Gmbh Robert | Vehicle engine power control system - has transfer mechanism divided into two component groups with coupling spring and stops |
| DE4015353A1 (en) * | 1990-05-12 | 1991-11-14 | Vdo Schindling | IC engine throttle control for idling speed range - uses spring-biased levers to prevent torque jumps from flap setting by electric motor drive |
| DE4031003A1 (en) * | 1990-10-01 | 1992-04-02 | Vdo Schindling | LOAD ADJUSTMENT DEVICE |
| DE4100381A1 (en) * | 1991-01-09 | 1992-07-16 | Vdo Schindling | LOAD ADJUSTMENT DEVICE FOR A THROTTLE VALVE-CONTROLLED INTERNAL COMBUSTION ENGINE |
-
1992
- 1992-03-02 DE DE4206523A patent/DE4206523A1/en not_active Withdrawn
- 1992-10-30 EP EP92118569A patent/EP0558802B1/en not_active Expired - Lifetime
- 1992-10-30 DE DE59208634T patent/DE59208634D1/en not_active Expired - Fee Related
- 1992-12-28 US US07/997,026 patent/US5259349A/en not_active Expired - Fee Related
-
1993
- 1993-03-01 JP JP5039741A patent/JPH0642378A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| EP0558802A3 (en) | 1996-05-15 |
| DE59208634D1 (en) | 1997-07-24 |
| US5259349A (en) | 1993-11-09 |
| JPH0642378A (en) | 1994-02-15 |
| EP0558802A2 (en) | 1993-09-08 |
| DE4206523A1 (en) | 1993-09-09 |
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