EP1254309A1 - Throttle valve arrangement with emergency air device - Google Patents

Throttle valve arrangement with emergency air device

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Publication number
EP1254309A1
EP1254309A1 EP00991068A EP00991068A EP1254309A1 EP 1254309 A1 EP1254309 A1 EP 1254309A1 EP 00991068 A EP00991068 A EP 00991068A EP 00991068 A EP00991068 A EP 00991068A EP 1254309 A1 EP1254309 A1 EP 1254309A1
Authority
EP
European Patent Office
Prior art keywords
throttle valve
additional
flap
emergency air
additional flap
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
EP00991068A
Other languages
German (de)
French (fr)
Other versions
EP1254309B1 (en
Inventor
Dirk Geyer
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.)
Siemens AG
Original Assignee
Siemens 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 Siemens AG filed Critical Siemens AG
Publication of EP1254309A1 publication Critical patent/EP1254309A1/en
Application granted granted Critical
Publication of EP1254309B1 publication Critical patent/EP1254309B1/en
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
    • 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
    • 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
    • F02D2009/0277—Fail-safe mechanisms, e.g. with limp-home feature, to close throttle if actuator fails, or if control cable sticks or breaks

Definitions

  • the present invention relates to a throttle valve arrangement with emergency air device for the intake system of an internal combustion engine.
  • An emergency air device of this type has the purpose of moving the throttle valve into an emergency air position in the event of a failure of the throttle valve drive, in which the internal combustion engine is supplied with sufficient air for a journey m to a workshop or to another location (English: limp horn).
  • an emergency air device is formed, for example, by two external, oppositely acting springs and associated stops, which ensure that the throttle valve n is moved to a position (emergency air position) if the drive fails lies between the idle and open position.
  • the disadvantage here is that the drive of the throttle valve must work against the force of this additional spring system. The drive must therefore be designed larger than necessary in order to achieve a sufficient adjustment speed. It is even more critical that the emergency running position results in an inconvenience in the adjustment path and in the adjustment movement of the throttle valve, which requires a non-linear precontrol with corresponding control effort.
  • the present invention has for its object to provide a throttle valve assembly with emergency air device, which manages with the smallest possible driving force and enables linear pilot control of the throttle valve.
  • the throttle valve is provided with an emergency air opening which is normally closed by the additional flap. If the drive fails, the return flap is moved by the return spring against the force of the additional spring m acting between the two flaps, the emergency air release position in which the auxiliary flap releases the emergency air opening.
  • the emergency air opening is dimensioned such that, despite the throttle valve being closed, the internal combustion engine is supplied with sufficient air to enable emergency operation of the vehicle.
  • the throttle valve and the additional flap are moved together by the drive without a force beyond the force of the already existing return spring having to be overcome. Therefore, the drive does not need to be dimensioned larger than is necessary for the operation of a throttle valve without an emergency air device. Furthermore, there is no inconvenience in the adjustment path of the throttle valve arrangement, so that a linear pilot control of the throttle valve arrangement is made possible.
  • the controller assigned to the throttle valve arrangement therefore works much less critically than in the prior art.
  • Fig. 1 is a schematic longitudinal sectional view of a throttle valve assembly
  • FIG. 2 shows a cross-sectional view of the throttle valve arrangement in FIG. 1.
  • an intake duct 1 is shown schematically, through which combustion air from a combustion Kraftmaschme (not shown) is supplied.
  • the intake duct 1 delimited by a wall 2 contains a throttle valve arrangement in the form of a throttle valve 3 and an additional flap 4.
  • the throttle valve consisting of two valve halves 5 and 6
  • An emergency air opening 8 is formed in the flap half 6 of the throttle valve 3 and is normally closed by the additional flap 4, as will be explained in more detail below.
  • the additional flap 4 is also rotatable about the axis A.
  • it has a shaft 9 which is rotatably mounted in the hollow shaft ends of the hollow shaft 7 of the throttle valve 3.
  • the additional flap 4 is designed as a two-armed lever with a lever arm 10 in the form of a flap part and an opposite lifting arm 11.
  • the lever arm 10 and the lever arm 11 of the additional flap 4 are, as shown in FIG. 1, arranged at an angle to one another, so that the additional flap 4 can be adjusted relative to the throttle valve 3 by a predetermined emergency air release angle ⁇ .
  • an additional spring 12 is arranged, which presses the additional flap 4 relative to the throttle valve 3 m into an emergency air blocking position (FIG. 1), in which the flap part of the additional flap 4 opens the emergency air opening 8 closes.
  • a motor drive 13 which has a drive connection schematically indicated in FIG. 2 with the shaft 9 of the additional flap
  • the drive 3 works against the action of a return spring 14 which is also in drive connection with the additional flap 4 in order to pretension the throttle valve arrangement in the closing direction.
  • the function of the flap arrangement described so far is as follows: With a normally operating throttle valve arrangement, the restoring force exerted by the return spring 14 on the additional flap 4 is transmitted to the throttle valve 3 via the additional spring 12, whereby the throttle valve 3 is turned clockwise (in FIG. 1) Idle position is printed, which is predetermined by the drive 13.
  • the additional spring 12 holds the additional flap 4 m of the emergency air blocking position shown in FIG. 1, in which the flap part of the additional flap 4 closes the emergency air opening 8 of the throttle valve 3. In order to adjust the throttle valve 3 m opening direction (counterclockwise in Fig.
  • the drive 13 exerts a corresponding torque against the force of the return spring 14 on the additional flap 4, which the throttle valve 3 by directly engaging the lever arm 10 on the Flap half 6 takes in the opening direction.
  • the additional flap 4 is still held in its emergency air blocking position by the additional spring 12.
  • the emergency air device formed by the additional flap 3 and the emergency air opening 8 operates as follows: When the drive 13 no longer exerts any torque, the return spring 14 moves the throttle valve 3 via the additional flap 4 and the additional spring 12 in Closing direction (clockwise of Fig. 1) until the throttle valve 3 strikes the wall 2 of the intake duct 1 or another fixed stop. Since the force of the return spring 14 is greater than the force of the additional spring 12, the return spring 14 moves the additional flap 4 with compression of the additional spring 12 until the emergency air opening 8 is released by the additional flap 4.
  • the additional opening 8 is dimensioned such that sufficient combustion air is now supplied to the internal combustion engine through the emergency air opening 8 in order to provide emergency operation of the internal combustion engine for a trip to a workshop or the like. to enable.
  • the Throttle valve 3 are operated again in the manner described above.
  • the shaft 9 of the additional flap 3 is assigned a sensor 15 for detecting the angle of rotation of the additional flap 3.
  • the shaft 7 of the throttle valve 3 is assigned a sensor 16 for detecting the angle of rotation of the throttle valve 3. Since the angle of rotation of the additional flap 4 is equal to the angle of rotation of the throttle valve 3 plus the angle ⁇ , the angle ⁇ can be determined by forming the difference between the signals of the two sensors 15 and 16. This allows monitoring of the emergency air release angle.

Abstract

The invention relates to a throttle valve arrangement with an emergency air supply, in the form of an additional flap (4), which normally closes an emergency air opening (8) in the throttle valve (3). On failure of the drive mechanism (13), said additional flap may be rotated relative to the throttle valve, in order to open the emergency air supply, such that the internal combustion engine obtains sufficient air for the journey to a garage, or similar.

Description

Beschreibungdescription
Drosselklappenanordnung mit NotlufteinrichtungThrottle valve arrangement with emergency air device
Die vorliegende Erfindung betrifft eine Drosselklappenanordnung mit Notlufteinrichtung für das Ansaugsystem einer Brennkraftmaschine .The present invention relates to a throttle valve arrangement with emergency air device for the intake system of an internal combustion engine.
Eine derartige Notlufteinrichtung hat den Zweck, bei Ausfall des Antriebes des Drosselklappenantriebes die Drosselklappe in eine Notluftstellung zu bewegen, m der die Brennkraftmaschine mit ausreichend Luft für eine Fahrt m eine Werkstatt oder zu einer anderen Stelle versorgt wird (englisch : limp hörne) . Im Stand der Technik (siehe z.B. US 5 975 051) wird eine derartige Notlufteinrichtung beispielsweise von zwei externen, gegensinnig wirkenden Federn und zugehörigen Anschlagen gebildet, die dafür sorgen, daß bei Ausfall des Antriebes die Drosselklappe n eine Stellung (Notluftstellung) bewegt wird, die zwischen der Leerlauf- und Offnungsstellung liegt. Nachteilig hierbei ist, daß der Antrieb der Drosselklappe gegen die Kraft dieses zusätzlichen Federsystemes arbeiten muß. Der Antrieb muß daher großer als erforderlich ausgelegt werden, um eine ausreichende Verstellgeschwmdigkeit zu erzielen. Noch kritischer ist, daß sich durch die NotlaufStellung eine ünstetigkeit im Verstellweg und in der Verstellbewegung der Drosselklappe ergibt, was eine nicht lineare Vorsteuerung mit entsprechendem Regelungsaufwand erfordert.An emergency air device of this type has the purpose of moving the throttle valve into an emergency air position in the event of a failure of the throttle valve drive, in which the internal combustion engine is supplied with sufficient air for a journey m to a workshop or to another location (English: limp horn). In the prior art (see, for example, US 5 975 051), such an emergency air device is formed, for example, by two external, oppositely acting springs and associated stops, which ensure that the throttle valve n is moved to a position (emergency air position) if the drive fails lies between the idle and open position. The disadvantage here is that the drive of the throttle valve must work against the force of this additional spring system. The drive must therefore be designed larger than necessary in order to achieve a sufficient adjustment speed. It is even more critical that the emergency running position results in an inconvenience in the adjustment path and in the adjustment movement of the throttle valve, which requires a non-linear precontrol with corresponding control effort.
Der vorliegenden Erfindung liegt die Aufgabe zugrunde, eine Drosselklappenanordnung mit Notlufteinrichtung zu schaffen, die mit einer möglichst kleinen Antriebskraft auskommt und eine lineare Vorsteuerung der Drosselklappe ermöglicht.The present invention has for its object to provide a throttle valve assembly with emergency air device, which manages with the smallest possible driving force and enables linear pilot control of the throttle valve.
Diese Aufgabe wird durch die n Anspruch 1 definierte Erfm- düng gelost. Bei der erfmdungsgemaß ausgebildeten Drosselklappenanordnung ist die Drosselklappe mit einer Notluftoffnung versehen, die von der Zusatzklappe normalerweise geschlossen wird. Fallt der Antrieb aus, so wird die Zusatzklappe von der Ruckstell- feder entgegen der Kraft der zwischen den beiden Klappen wirksamen Zusatzfeder m die Notluft-Freigabestellung bewegt, in der die Zαsatzklappe die Notluftoffnung freigibt. Die Notluftoffnung ist so bemessen, daß die Brennkraftmaschine trotz geschlossener Drosselklappe mit ausreichend Luft versorgt wird, um einen Notbetrieb des Fahrzeuges zu ermöglichen.This object is achieved by the invention defined in claim 1. In the throttle valve arrangement designed according to the invention, the throttle valve is provided with an emergency air opening which is normally closed by the additional flap. If the drive fails, the return flap is moved by the return spring against the force of the additional spring m acting between the two flaps, the emergency air release position in which the auxiliary flap releases the emergency air opening. The emergency air opening is dimensioned such that, despite the throttle valve being closed, the internal combustion engine is supplied with sufficient air to enable emergency operation of the vehicle.
Bei normalem Betrieb der Drosselklappenanordnung werden die Drosselklappe und die Zusatzklappe vom Antrieb gemeinsam bewegt, ohne daß eine Kraft außer der Kraft der ohnehin vorhan- denen Ruckstellfeder überwunden werden muß. Daher braucht der Antrieb nicht großer dimensioniert zu werden, als dies für den Betrieb einer Drosselklappe ohne Notlufteinrichtung erforderlich ist. Ferner gibt es keine ünstetigkeit im Verstellweg der Drosselklappenanordnung, so daß eine lineare Vorsteuerung der Drosselklappenanordnung ermöglicht w rd. Der der Drosselklappenanordnung zugeordnete Regler arbeitet daher deutlich unkritischer als im Stand der Technik.During normal operation of the throttle valve arrangement, the throttle valve and the additional flap are moved together by the drive without a force beyond the force of the already existing return spring having to be overcome. Therefore, the drive does not need to be dimensioned larger than is necessary for the operation of a throttle valve without an emergency air device. Furthermore, there is no inconvenience in the adjustment path of the throttle valve arrangement, so that a linear pilot control of the throttle valve arrangement is made possible. The controller assigned to the throttle valve arrangement therefore works much less critically than in the prior art.
Vorteilhafte Ausgestaltungen der Erfindung sind in den Unter- anspruchen definiert.Advantageous embodiments of the invention are defined in the subclaims.
Anhand der Zeichnung wird ein Ausfuhrungsbeispiel der Erfindung naher erläutert. Es zeigt:An exemplary embodiment of the invention is explained in more detail with reference to the drawing. It shows:
Fig. 1 eine schematische Langsschnittansicht einer Drosselklappenanordnung undFig. 1 is a schematic longitudinal sectional view of a throttle valve assembly and
Fig. 2 eine Querschnittsansicht der Drosselklappenanordnung m Fig. 1.FIG. 2 shows a cross-sectional view of the throttle valve arrangement in FIG. 1.
In der Zeichnung ist n schematischer Weise ein Teil eines Ansaugkanales 1 dargestellt, durch den Brennluft einer Brenn- kraftmaschme (nicht gezeigt) zugeführt wird. Der von einer Wand 2 begrenzte Ansaugkanal 1 enthalt eine Drosselklappenanordnung m Form einer Drosselklappe 3 und einer Zusatzklappe 4.In the drawing, part of an intake duct 1 is shown schematically, through which combustion air from a combustion Kraftmaschme (not shown) is supplied. The intake duct 1 delimited by a wall 2 contains a throttle valve arrangement in the form of a throttle valve 3 and an additional flap 4.
Die aus zwei Klappenhalften 5 und 6 bestehende DrosselklappeThe throttle valve consisting of two valve halves 5 and 6
3 ist mittels einer Hohlwelle 7, bestehend aus zwei hohlen Wellenstummeln, in der Wand 2 des Ansaugkanals 1 um eine Achse A drehbar gelagert. In der Klappenhalfte 6 der Drossel- klappe 3 ist eine Notluftoffnung 8 gebildet, die normalerweise von der Zusatzklappe 4 verschlossen wird, wie im folgenden noch genauer erläutert wird.3 is rotatably mounted about an axis A in the wall 2 of the intake duct 1 by means of a hollow shaft 7 consisting of two hollow stub shafts. An emergency air opening 8 is formed in the flap half 6 of the throttle valve 3 and is normally closed by the additional flap 4, as will be explained in more detail below.
Die Zusatzklappe 4 ist ebenfalls um die Achse A drehbar. Zu diesem Zweck weist sie eine Welle 9 auf, die in den Hohlwellenstummeln der Hohlwelle 7 der Drosselklappe 3 drehbar gelagert ist. Die Zusatzklappe 4 ist als zweiarmiger Hebel mit einem Hebelarm 10 in Form eines Klappenteiis und einem gegenüberliegenden Hebe] arm 11 ausgebildet. Der Hebelarm 10 und der Hebelarm 11 der Zusatzklappe 4 sind, wie m Fig. 1 zu sehen ist, unter einem Winkel zueinander angeordnet, so daß die Zusatzklappe 4 relativ zu der Drosselklappe 3 um einen vorgegebenen Notluft-Freigabewmkel α verstellbar ist. Zwischen dem Hebelarm 11 der Zusatzklappe 4 und der Klappenhalfte 5 der Drosselklappe 3 ist eine Zusatzfeder 12 angeordnet, die die Zusatzklappe 4 relativ zu der Drosselklappe 3 m eine Notluft-Sperrstellung (Fig. 1) druckt, in der das Klappenteil der Zusatzklappe 4 die Notluftoffnung 8 verschließt.The additional flap 4 is also rotatable about the axis A. For this purpose, it has a shaft 9 which is rotatably mounted in the hollow shaft ends of the hollow shaft 7 of the throttle valve 3. The additional flap 4 is designed as a two-armed lever with a lever arm 10 in the form of a flap part and an opposite lifting arm 11. The lever arm 10 and the lever arm 11 of the additional flap 4 are, as shown in FIG. 1, arranged at an angle to one another, so that the additional flap 4 can be adjusted relative to the throttle valve 3 by a predetermined emergency air release angle α. Between the lever arm 11 of the additional flap 4 and the flap half 5 of the throttle valve 3, an additional spring 12 is arranged, which presses the additional flap 4 relative to the throttle valve 3 m into an emergency air blocking position (FIG. 1), in which the flap part of the additional flap 4 opens the emergency air opening 8 closes.
Zum Verstellen der Klappenanordnung ist ein motorischer Antrieb 13 vorgesehen, der über eine m Fig. 2 schematisch angedeutete Antriebsverbindung mit der Welle 9 der ZusatzklappeTo adjust the flap arrangement, a motor drive 13 is provided, which has a drive connection schematically indicated in FIG. 2 with the shaft 9 of the additional flap
4 verbunden ist. Der Antrieb 3 arbeitet entgegen der Wirkung einer Ruckstellfeder 14, die ebenfalls mit der Zusatzklappe 4 in Antriebsverbindung steht, um die Drosselklappenanordnung m Schließrichtung vorzuspannen. Die Funktionsweise der bisher beschriebenen Klappenanordnung ist wie folgt: Bei normal arbeitender Drosselklappenanordnung wird die von der Ruckstellfeder 14 auf die Zusatzklappe 4 ausgeübte Ruckstellkraft über die Zusatzfeder 12 auf die Drosselklappe 3 übertragen, wodurch die Drosselklappe 3 im Uhrzeigersinn (in Fig. 1) m ihre LeerlaufStellung gedruckt wird, welche durch den Antrieb 13 vorgegeben ist. Die Zusatzfeder 12 halt hierbei die Zusatzklappe 4 m der in Fig. 1 dargestellten Notluft-Sperrstellung, in der das Klappenteil der Zusatzklappe 4 die Notluftoffnung 8 der Drosselklappe 3 verschließt. Um die Drosselklappe 3 m Offnungsrichtung (entgegen dem Uhrzeigersinn in Fig. 1) zu verstellen, übt der Antrieb 13 entgegen der Kraft der R ckstellfeder 14 ein entsprechendes Drehmoment auf die Zusatzklappe 4 aus, die die Drosselklappe 3 durch unmittelbare Anlage des Hebelarmes 10 an der Klappenhalfte 6 in Offnungsrichtung mitnimmt. Hierbei wird die Zusatzklappe 4 durch die Zusatzfeder 12 weiterhin in ihrer Notluft-Sperrstellung gehalten.4 is connected. The drive 3 works against the action of a return spring 14 which is also in drive connection with the additional flap 4 in order to pretension the throttle valve arrangement in the closing direction. The function of the flap arrangement described so far is as follows: With a normally operating throttle valve arrangement, the restoring force exerted by the return spring 14 on the additional flap 4 is transmitted to the throttle valve 3 via the additional spring 12, whereby the throttle valve 3 is turned clockwise (in FIG. 1) Idle position is printed, which is predetermined by the drive 13. The additional spring 12 holds the additional flap 4 m of the emergency air blocking position shown in FIG. 1, in which the flap part of the additional flap 4 closes the emergency air opening 8 of the throttle valve 3. In order to adjust the throttle valve 3 m opening direction (counterclockwise in Fig. 1), the drive 13 exerts a corresponding torque against the force of the return spring 14 on the additional flap 4, which the throttle valve 3 by directly engaging the lever arm 10 on the Flap half 6 takes in the opening direction. Here, the additional flap 4 is still held in its emergency air blocking position by the additional spring 12.
Kommt es zu einem Ausfall des Antriebes 13, so arbeitet die von der Zusatzklappe 3 und der Notluftoffnung 8 gebildete Notlufteinrichtung wie folgt: Wenn der Antrieb 13 kein Drehmoment mehr ausübt, bewegt die Ruckstellfeder 14 die Drosselklappe 3 über die Zusatzklappe 4 und die Zusatzfeder 12 in Schließrichtung (im Uhrzeigersinn der Fig. 1), bis die Drosselklappe 3 an der Wand 2 des Ansaugkanals 1 oder einem anderen festen Anschlag anschlagt. Da die Kraft der Ruckstellfeder 14 großer als die Kraft der Zusatzfeder 12 ist, bewegt die Ruckstellfeder 14 die Zusatzklappe 4 unter Kompression der Zusatzfeder 12 weiter, bis die Notluftoffnung 8 von der Zusatzklappe 4 freigegeben wird.If the drive 13 fails, the emergency air device formed by the additional flap 3 and the emergency air opening 8 operates as follows: When the drive 13 no longer exerts any torque, the return spring 14 moves the throttle valve 3 via the additional flap 4 and the additional spring 12 in Closing direction (clockwise of Fig. 1) until the throttle valve 3 strikes the wall 2 of the intake duct 1 or another fixed stop. Since the force of the return spring 14 is greater than the force of the additional spring 12, the return spring 14 moves the additional flap 4 with compression of the additional spring 12 until the emergency air opening 8 is released by the additional flap 4.
Die Zusatzoffnung 8 ist so dimensioniert, daß nun ausreichend Brennluft durch die Notluftoffnung 8 der Brennkraftmaschine zugeführt wird, um einen Notbetrieb der Brennkraftmaschine für eine Fahrt zu einer Werkstatt oder dergl . zu ermöglichen. Sobald der Antrieb 13 wieder funktionsfähig ist, kann die Drosselklappe 3 erneut in der oben beschriebenen Weise betätigt werden.The additional opening 8 is dimensioned such that sufficient combustion air is now supplied to the internal combustion engine through the emergency air opening 8 in order to provide emergency operation of the internal combustion engine for a trip to a workshop or the like. to enable. As soon as the drive 13 is functional again, the Throttle valve 3 are operated again in the manner described above.
Wie in Fig. 2 angedeutet, ist der Welle 9 der Zusatzklappe 3 ein Sensor 15 zum Erfassen des Drehwinkels der Zusatzklappe 3 zugeordnet. In der gleichen Weise ist der Welle 7 der Drosselklappe 3 ein Sensor 16 zum Erfassen des Drehwinkels der Drosselklappe 3 zugeordnet. Da der Drehwinkel der Zusatzklappe 4 gleich dem Drehwinkel der Drosselklappe 3 plus dem Win- kel α ist, läßt sich durch Differenzbildung der Signale der beiden Sensoren 15 und 16 der Winkel α bestimmen. Dies erlaubt eine Überwachung des Notluft-Freigabewinkels. As indicated in FIG. 2, the shaft 9 of the additional flap 3 is assigned a sensor 15 for detecting the angle of rotation of the additional flap 3. In the same way, the shaft 7 of the throttle valve 3 is assigned a sensor 16 for detecting the angle of rotation of the throttle valve 3. Since the angle of rotation of the additional flap 4 is equal to the angle of rotation of the throttle valve 3 plus the angle α, the angle α can be determined by forming the difference between the signals of the two sensors 15 and 16. This allows monitoring of the emergency air release angle.

Claims

Patentansprüche claims
1. Drosselklappenanordnung mit Notlufteinrichtung für das Ansaugsystem einer Brennkraftmaschine, welche aufweist:1. Throttle valve arrangement with emergency air device for the intake system of an internal combustion engine, which comprises:
eine Drosselklappe (3) und eine Zusatzklappe (4), die m einem Ansaugkanal (1) der Brennkraftmaschine um eine gemeinsame Achse (A) drehbar sind,a throttle valve (3) and an additional flap (4) which can be rotated about a common axis (A) in an intake duct (1) of the internal combustion engine,
und einen Antrieb (13) zum gemeinsamen Verstellen der Drosselklappe (3) und Zusatzklappe (4) entgegen der Kraft einer Ruckstellfeder (14) in Offnungsrichtung,and a drive (13) for jointly adjusting the throttle valve (3) and additional valve (4) against the force of a return spring (14) in the opening direction,
wobei die Zusatzklappe (4) relativ zu der Drosselklappe (3) um einen vorgegebenen Notluft-Freigabewmkel (α) drehbar ist, derart, daß die Zusatzklappe (4) bei Ausfall des Antriebes (13) aus einer Notluft-Sperrstellung, in der die Zusatzklappe (4) eine die Drosselklappe (3) durchdringende Notluftoffnung (8) verschließt, durch die Ruckstellfeder (14) entgegen der Kraft einer zwischen den beiden Klappen wirksamen Zusatzfeder (12) in eine Notluft-Freigabestellung bewegt wird, in der die Zusatzklappe (4) die Notluftoffnung (8) freigibt, so daß die Brennkraftmaschine mit ausreichend Brennluft für einen Notbetrieb versorgbar ist.wherein the additional flap (4) is rotatable relative to the throttle valve (3) by a predetermined emergency air release angle (α), such that the additional flap (4) in the event of a drive (13) failure from an emergency air blocking position in which the additional flap (4) closes an emergency air opening (8) penetrating the throttle valve (3), through which the return spring (14) is moved against the force of an additional spring (12) acting between the two flaps into an emergency air release position in which the additional flap (4) releases the emergency air opening (8) so that the internal combustion engine can be supplied with sufficient combustion air for emergency operation.
2. Drosselklappenanordnung nach Anspruch 1, dadurch gekennzeichnet, daß der Antrieb (13) und die Ruckstellfeder (14) mit der Zusatzklappe (4) n Antriebsverbindung stehen und die Zusatzklappe (4) die Kraft des Antriebes (13) und der Ruck- stellfeder (14) auf die Drosselklappe (4) übertragt.2. Throttle valve arrangement according to claim 1, characterized in that the drive (13) and the return spring (14) with the additional flap (4) n drive connection and the additional flap (4) the force of the drive (13) and the return spring ( 14) transferred to the throttle valve (4).
3. Drosselklappenanordnung nach Anspruch 2, dadurch gekennzeichnet, daß die Drosselklappe (3), die Zusatzklappe (4) und die Zusatzfeder (12) so angeordnet und ausgebildet sind, daß die Übertragung der Kraft des Antriebes (13) auf die Drosselklappe (3) durch unmittelbare Anlage zwischen den beiden Klappen und die Übertragung der Kraft der Ruckstellfeder (14) auf die Drosselklappe (3) über die Zusatzfeder (12) erfolgt.3. Throttle valve arrangement according to claim 2, characterized in that the throttle valve (3), the additional flap (4) and the additional spring (12) are arranged and designed such that the transmission of the force of the drive (13) to the throttle valve (3) through direct attachment between the two Folding and the transmission of the force of the return spring (14) to the throttle valve (3) via the additional spring (12).
4. Drosselklappenanordnung nach einem der vorhergehenden An- Spruche, dadurch gekennzeichnet, daß die Kraft der Ruckstellfeder (4) großer als die der Zusatzfeder (12) ist.4. Throttle valve arrangement according to one of the preceding claims, characterized in that the force of the return spring (4) is greater than that of the additional spring (12).
5. Drosselklappenanordnung nach Anspruch 4, dadurch gekennzeichnet, daß die Drosselklappe (3) bei Ausfall des Antriebes (13) durch die Ruckstellfeder (14) über die Zusatzklappe (4) und die Zusatzfeder (12) gegen einen festen Anschlag andruckbar ist, worauf die Ruckstellfeder (14) die Zusatzklappe (4) entgegen der Kraft der Zusatzfeder (12) m die Notluftfreiga- bestellung bewegt.5. Throttle valve arrangement according to claim 4, characterized in that the throttle valve (3) in the event of failure of the drive (13) by the return spring (14) via the additional flap (4) and the additional spring (12) can be pressed against a fixed stop, whereupon the Return spring (14) moves the additional flap (4) against the force of the additional spring (12) m the emergency air release order.
6. Drosselklappenanordnung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß die Drosselklappe (3) und die Zusatzklappe ( 4 ) durch konzentrische Wellen (7, 9) m einer Wand (2) des Ansaugkanales (1) drehbar gelagert sind.6. Throttle valve arrangement according to one of the preceding claims, characterized in that the throttle valve (3) and the additional flap ( 4) by concentric shafts (7, 9) m wall (2) of the intake duct (1) are rotatably mounted.
7. Drosselklappenanordnung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß die Zusatzklappe (4) als doppelarmiger Hebel ausgebildet ist, dessen einer Hebelarm (10) als die Notluftoffnung (8) verschließendes Klappenteil ausgebildet ist und dessen anderer Hebelarm (11) gegenüber dem Klappenteil um einen Winkel entsprechend dem Notluft- Freigabewmkel (α) geneigt ist.7. Throttle valve arrangement according to one of the preceding claims, characterized in that the additional flap (4) is designed as a double-armed lever, one lever arm (10) as the emergency air opening (8) closing flap part and the other lever arm (11) opposite the flap part is inclined at an angle corresponding to the emergency air release angle (α).
8. Drosselklappenanordnung nach einem der vorhergehenden An- spruche, gekennzeichnet durch einen Sensor (15) zum Erfassen des Drehwinkels der Drosselklappe (3).8. Throttle valve arrangement according to one of the preceding claims, characterized by a sensor (15) for detecting the angle of rotation of the throttle valve (3).
9. Drosselklappenanordnung nach einem der vorhergehenden Ansprüche, gekennzeichnet durch einen Sensor (16) zum Erfassen des Drehwinkels der Zusatzklappe (4). 9. Throttle valve arrangement according to one of the preceding claims, characterized by a sensor (16) for detecting the angle of rotation of the additional flap (4).
10. Drosselklappenanordnung nach den Ansprüchen 8 und 9, gekennzeichnet durch Mittel zum Erfassen des Notluft- Freigabewinkels (α) durch Bilden der Differenz zwischen den Drehwinkeln der Drosselklappe (3) und der Zusatzklappe (4). 10. Throttle valve arrangement according to claims 8 and 9, characterized by means for detecting the emergency air release angle (α) by forming the difference between the angles of rotation of the throttle valve (3) and the additional flap (4).
EP00991068A 2000-02-10 2000-12-14 Throttle valve arrangement with emergency air device Expired - Lifetime EP1254309B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10005786 2000-02-10
DE10005786 2000-02-10
PCT/DE2000/004467 WO2001059279A1 (en) 2000-02-10 2000-12-14 Throttle valve arrangement with emergency air device

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EP1254309A1 true EP1254309A1 (en) 2002-11-06
EP1254309B1 EP1254309B1 (en) 2005-07-20

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EP00991068A Expired - Lifetime EP1254309B1 (en) 2000-02-10 2000-12-14 Throttle valve arrangement with emergency air device

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US (1) US6561161B2 (en)
EP (1) EP1254309B1 (en)
KR (1) KR100749584B1 (en)
BR (1) BR0017095B1 (en)
DE (1) DE50010782D1 (en)
MX (1) MXPA02007722A (en)
WO (1) WO2001059279A1 (en)

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Also Published As

Publication number Publication date
EP1254309B1 (en) 2005-07-20
KR100749584B1 (en) 2007-08-14
DE50010782D1 (en) 2005-08-25
US20030019471A1 (en) 2003-01-30
KR20020081216A (en) 2002-10-26
WO2001059279A1 (en) 2001-08-16
MXPA02007722A (en) 2002-10-23
BR0017095B1 (en) 2009-01-13
BR0017095A (en) 2003-01-14
US6561161B2 (en) 2003-05-13

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