EP0675276A1 - Commande d'une vanne d'étranglement - Google Patents

Commande d'une vanne d'étranglement Download PDF

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Publication number
EP0675276A1
EP0675276A1 EP95101535A EP95101535A EP0675276A1 EP 0675276 A1 EP0675276 A1 EP 0675276A1 EP 95101535 A EP95101535 A EP 95101535A EP 95101535 A EP95101535 A EP 95101535A EP 0675276 A1 EP0675276 A1 EP 0675276A1
Authority
EP
European Patent Office
Prior art keywords
throttle valve
potentiometer
actuating
movement
electromechanical
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP95101535A
Other languages
German (de)
English (en)
Other versions
EP0675276B1 (fr
Inventor
Josef Büchl
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.)
Audi AG
Original Assignee
Audi AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=6514613&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP0675276(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Audi AG filed Critical Audi AG
Publication of EP0675276A1 publication Critical patent/EP0675276A1/fr
Application granted granted Critical
Publication of EP0675276B1 publication Critical patent/EP0675276B1/fr
Anticipated expiration legal-status Critical
Revoked 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
    • F02D11/106—Detection of demand or actuation

Definitions

  • the invention relates to a control for a throttle valve according to the preamble of claim 1.
  • a generic device is known from DE-OS 40 31 003.
  • a control for a throttle valve is described there, in which the drive for an engine control element serves to set the idle position of the throttle valve.
  • the potentiometer correspondingly assigned to this motor control part thus measures a pivoting of a partial area of the possible total pivoting of the throttle valve.
  • the drive provided for this engine control part in this internal state of the art is used to set the idle position of the throttle valve.
  • the potentiometer correspondingly assigned to this motor control part thus measures a pivoting of only a partial area of the possible total pivoting of the throttle valve shaft.
  • the object of the invention is to reduce this effort.
  • the figure shows a schematic representation of the structure of a throttle valve control.
  • a cable 12 is mechanically actuated via an accelerator pedal 10.
  • the cable 12 moves when the accelerator pedal is depressed in the direction indicated by the arrow 14.
  • a position 16 is moved in the direction of this arrow, counter to an action by a spring 24, which is fixed to a stationary part 26.
  • the actuating part 16 has a stop lug 18, which comes into contact with a first stop 20 when the accelerator pedal 10 is not depressed and on the other hand prevents the deflection by the accelerator pedal against a stop 22.
  • the path of the nose 18 between the stops 20, which corresponds to the minimum deflection, and the stop 22, which corresponds to the maximum deflection, is the adjustment path of the accelerator pedal and the mechanical adjustment path of the throttle valve.
  • an electrical connection would be used instead of the mechanical connection 12, which converts the depression of the accelerator pedal into a corresponding displacement of the actuating member 30.
  • a driver 28 of the actuator 16 presses an actuator 30 which is rigidly connected to a throttle valve 36 which opens or closes a passage 34.
  • the actuator is pulled in the direction of the minimum opening of the throttle valve 36 by a spring 32 which is mounted on the fixed part 26.
  • an actuating element 40 acts on the actuating element 30 as part of an electromechanical actuating system, which can also press the actuating element 30 in the opening direction of the throttle valve 36 via a driver.
  • the motor control part 40 can be actuated via a drive 44, for example an electric motor, which moves a gearwheel 46, which works on a rack 42 and can thus move the rack and the motor control part rigidly connected to it.
  • Stops 48 and 50 are also assigned to the engine control part, the stop 48 limits the movement in the closing direction of the throttle valve and represents an idling stop, the stop 50 limits the movement of the engine control part 40 in the opening direction of the throttle valve 36.
  • the stop 50 is positioned such that it limits the maximum position of the opening when idling.
  • the stop 50 is arranged such that it limits the maximum opening of the throttle valve at the full load deflection.
  • evaluation electronics 56 are provided, to which information is supplied, among other things, by two actual value sensors, which in the present case are designed as potentiometers 52 and 54.
  • the potentiometer 52 detects the actual position value of the actuator 30
  • the potentiometer 54 detects the position of the motor actuator 40.
  • the evaluation electronics 56 supplies the information to the drive 44 via a line 58, and the drive 44 is actuated in order to move the motor control element 40 to the right or left in the schematic illustration in the figure for regulating the position of the throttle valve 36.
  • the minimum opening of the engine control part and thus the throttle valve 36 is predetermined by the stop 48, thus preventing mechanical jamming that could occur due to the throttle valve closing too far or the drive elements jamming accordingly.
  • a stop 50 limits the maximum deflection, and the throttle valve 36 cannot be opened by the drive 44.
  • a further opening of the throttle valve 36 in the known device can only be done by depressing the accelerator pedal 10.
  • the potentiometer 52 that must scan the entire path of the throttle valve is, for example, on a movement path set from 90 °.
  • the potentiometer 54 which is assigned to the motor control part 40, accordingly measures only about a pivoting range of a maximum of 25 °, moreover the stop 38 comes out of contact with the motor control part 40, the motor control part 40 cannot be opened any further.
  • the potentiometer 54 is able to resolve relatively exactly and to pass precise information on the evaluation electronics 54 and the line 58 to the drive 54 in order to carry out the position control of the throttle valve 36.
  • the potentiometer 54 must now cover a control range of 90 ° and supplies other values to the evaluation electronics 56 for the position of the motor control element 40. It is therefore necessary to equip vehicles with a speed control system with a different evaluation electronics 56 than vehicles without a speed control system.
  • the potentiometer 54 must also be designed differently, since vehicles in which the drive 44 only takes over the idle control must measure the first 25 ° precisely, while vehicles with a cruise control system receive other potentiometers, since the throttle valve angle of approximately 90 ° must be resolved.
  • the potentiometer 54 is designed such that, on the one hand, no electrically different potentiometers are necessary and, on the other hand, the evaluation electronics 56 can also be kept unchanged.
  • the potentiometer 54 changes its resistance value in accordance with the position of the motor control element 40 over the range in which an idle setting takes place.
  • the movement of the motor control part 40, in practice a swiveling, is transmitted to the wiper of the potentiometer 54 and the resistance value obtained thereby is queried via the evaluation electronics 56.
  • the design of the potentiometer 56 is now designed such that the resistance value changes over approximately 25 ° pivoting angle of the motor control element 40, preferably linearly from 0 to its maximum value, and that a further pivoting between approximately 25 ° and 90 ° does not result in any change or at most leads to a negligible change in the resistance value of the potentiometer 54.
  • the first section is assigned to the idle control area.
  • the potentiometer 54 can perform the same tasks in both embodiments, and the evaluation electronics 56 do not have to be modified either.
  • the specific design of the potentiometer 54 can be such that the resistance path is simply short-circuited via the functionless path, so that further sliding of the grinder on the resistance path does not change the measured resistance.

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)
EP95101535A 1994-04-02 1995-02-06 Commande d'une vanne d'étranglement Revoked EP0675276B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4411630A DE4411630C1 (de) 1994-04-02 1994-04-02 Ansteuerung für eine Drosselklappe
DE4411630 1994-04-02

Publications (2)

Publication Number Publication Date
EP0675276A1 true EP0675276A1 (fr) 1995-10-04
EP0675276B1 EP0675276B1 (fr) 1998-09-23

Family

ID=6514613

Family Applications (1)

Application Number Title Priority Date Filing Date
EP95101535A Revoked EP0675276B1 (fr) 1994-04-02 1995-02-06 Commande d'une vanne d'étranglement

Country Status (4)

Country Link
US (1) US5566656A (fr)
EP (1) EP0675276B1 (fr)
JP (1) JPH07279693A (fr)
DE (2) DE4411630C1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19612830C1 (de) * 1996-03-30 1997-07-24 Hella Kg Hueck & Co Fahrpedalgeber

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE69522379T2 (de) * 1994-06-17 2002-05-29 Hitachi, Ltd. Ausgangsdrehmoment-Steuerungsvorrichtung und Verfahren für eine Brennkraftmaschine
DE29612196U1 (de) 1996-07-12 1996-09-12 Hopa Lizenzvertriebs GmbH, 89077 Ulm Elektrische Steuervorrichtung für eine Brennkraftmaschine
JPH11107787A (ja) * 1997-10-02 1999-04-20 Mitsubishi Electric Corp エンジン制御装置
DE19834477A1 (de) * 1998-04-28 1999-11-04 Mannesmann Vdo Ag Elektrische Schaltung
US6463797B2 (en) * 2000-02-25 2002-10-15 Ford Global Technologies, Inc. Electronic throttle system
US6237564B1 (en) * 2000-02-25 2001-05-29 Ford Global Technologies, Inc. Electronic throttle control system
DE102011012203A1 (de) * 2011-02-23 2012-08-23 Pierburg Gmbh Stellvorrichtung zur Verstellung von Stellgliedern in einer Brennkraftmaschine
CN104608633B (zh) * 2014-12-31 2018-06-05 陈欣 车辆限速安全保障系统

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4331700A1 (de) * 1992-09-17 1994-03-24 Hitachi Ltd Steueranordnung des Betriebsgrades eines Drosselventils für eine Verbrennungskraftmaschine

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3433585C3 (de) * 1984-09-13 2000-07-13 Bosch Gmbh Robert Positionserfassungsorgan für ein bewegbares Teil in einem Kraftfahrzeug
JP2693989B2 (ja) * 1988-12-15 1997-12-24 ローベルト・ボッシュ・ゲゼルシャフト・ミット・ベシュレンクテル・ハフツング 自動車の内燃機関の制御装置
DE4016008A1 (de) * 1990-05-18 1991-11-21 Audi Ag Elektrisch beeinflusste drosselklappeneinstellung
DE4031003A1 (de) * 1990-10-01 1992-04-02 Vdo Schindling Lastverstelleinrichtung
DE4133268A1 (de) * 1991-10-08 1993-04-15 Bosch Gmbh Robert Vorrichtung zur steuerung der antriebsleistung eines fahrzeuges
DE4206523A1 (de) * 1992-03-02 1993-09-09 Vdo Schindling Vorrichtung zur verstellung einer drosselklappe
JPH0650201A (ja) * 1992-04-30 1994-02-22 Nippondenso Co Ltd スロットル弁の駆動装置

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4331700A1 (de) * 1992-09-17 1994-03-24 Hitachi Ltd Steueranordnung des Betriebsgrades eines Drosselventils für eine Verbrennungskraftmaschine

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19612830C1 (de) * 1996-03-30 1997-07-24 Hella Kg Hueck & Co Fahrpedalgeber

Also Published As

Publication number Publication date
DE59503655D1 (de) 1998-10-29
JPH07279693A (ja) 1995-10-27
DE4411630C1 (de) 1995-06-08
EP0675276B1 (fr) 1998-09-23
US5566656A (en) 1996-10-22

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