EP1356197A1 - Dispositif pour repositionner un element rotatif - Google Patents

Dispositif pour repositionner un element rotatif

Info

Publication number
EP1356197A1
EP1356197A1 EP02704609A EP02704609A EP1356197A1 EP 1356197 A1 EP1356197 A1 EP 1356197A1 EP 02704609 A EP02704609 A EP 02704609A EP 02704609 A EP02704609 A EP 02704609A EP 1356197 A1 EP1356197 A1 EP 1356197A1
Authority
EP
European Patent Office
Prior art keywords
spring
leg
cams
cam
rotary member
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
EP02704609A
Other languages
German (de)
English (en)
Other versions
EP1356197B1 (fr
Inventor
Harald Klug
Alexander Braun
Friedrich Wendel
Claudio Pupo
Reiner Schweinfurth
Klaus Kaiser
Johannes Meiwes
Michael Brozio
Uwe Hammer
Stefan Josten
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1356197A1 publication Critical patent/EP1356197A1/fr
Application granted granted Critical
Publication of EP1356197B1 publication Critical patent/EP1356197B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • 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
    • 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
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/1065—Mechanical control linkage between an actuator and the flap, e.g. including levers, gears, springs, clutches, limit stops of the like
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T137/00—Fluid handling
    • Y10T137/1407—Combustion failure responsive fuel safety cut-off for burners
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/11—Tripping mechanism

Definitions

  • the invention relates to a device for resetting a rotary member into a defined basic position, in particular a throttle valve shaft carrying a throttle valve for the combustion air control of an internal combustion engine, into an emergency air position of the throttle valve, according to the preamble of claim 1.
  • Such a reset device is used when used on a throttle valve, in the event of a failure of the drive for the throttle valve, e.g. is an electric motor, the throttle valve in a defined rest position, the so-called
  • oblique stop surfaces are provided for suppressing the rotational play between the cams in the basic position on fixed and driver cams.
  • the spring leg of the clamp spring bent at one spring end is held on the oblique stop surfaces on one side and the spring leg bent at the other spring end of the clamp spring is held on the other side by fixed and driver cams on the flat stop surfaces extending parallel to the axis of rotation. Due to the oblique stop surfaces, the spring leg is supported with half the spring force on each of the two oblique stop surfaces and thereby adjusts the rotatable driving cam against the stop formed by the spring leg on the other side of the fixed or driving cam.
  • the elastic spring element realized for this purpose on at least one of the two spring legs with a spring force that is smaller than the biasing force of the clamp spring in the basic position of the rotary member presses against the associated stop surface such that, as a result, the two spring legs on all four stop surfaces of the in the basic position of the rotary member Apply both cams and thus prevent any play of the rotating element.
  • the spring element extends both over a stop surface on the fixed cam and over a stop surface on the driver cam and is one of the two Spring leg of the clip spring itself formed by the cross section of the spring wire of the clip spring in the leg area of this spring leg is reduced and / or this spring leg is dimensioned to be correspondingly long.
  • the spring element is formed by a spring tongue projecting from the leg section.
  • the spring tongue is preferably bent in one piece at the leg end of the spring leg. This has the advantage of simpler manufacture of the
  • the cam the stop surface of which is acted upon by the spring tongues, is designed with a width seen in the direction of rotation of the driver cam, which is always smaller than the width of the other cam, taking allowable tolerances into account. This ensures reproducibly the optimal functional assignment of spring tongue and stop surface.
  • the axial spring element which extends over a stop surface of fixed cams and driver cams, extends from one of the Spring leg is formed by reducing the cross section or length dimensioning, at the leg end of the spring leg another elastic spring element is arranged, which is designed as a spring tongue which is bent in one piece from the spring leg and rests against a stop surface under pretension.
  • the two alternative possibilities for realizing an elastic spring element mentioned above are realized simultaneously in one leg section of at least one spring leg. This can be advantageous if, due to manufacturing conditions, a relatively large clearance between the cams and the spring legs is to be expected in the basic position of the rotary member.
  • FIG. 1 is a partial perspective view of a reset device for a throttle valve
  • Fig. 2 is a plan view of the spring clip and in
  • FIG. 3 is a view in the direction of arrow III in Fig. 2
  • Fig. 4 is a perspective view of
  • FIG. 5 is a plan view in the direction of arrow V in Fig. 4,
  • Fig. 6 is the same representation as in Fig. 5 according to another embodiment of the reset device.
  • the rotary member is a throttle valve shaft 11 which receives a throttle valve 10 in a rotationally fixed manner.
  • the throttle valve 10 which serves to control the combustion air of an internal combustion engine is in an air intake port, not shown here
  • the internal combustion engine is arranged and controls the amount of combustion air sucked in by the internal combustion engine by opening the suction cross section in the intake port to a greater or lesser extent.
  • the former carries a driver 12 rigidly attached to it, which is actuated by a drive, not shown here.
  • the driver 12 usually has a toothed segment, which is in engagement with a gear which is seated on the output shaft of an electric motor.
  • the throttle valve 11 assumes a so-called emergency air or emergency running position, in which it throttles the suction cross-section of the intake so far that the intake combustion air only permits emergency operation of the internal combustion engine.
  • the resetting device has a spatially fixed fixed cam 13 which specifies the basic position of the rotary member or the throttle valve shaft 11 and thus the emergency air position of the throttle valve 10 and which can be formed, for example, on a housing which rotatably accommodates the throttle valve shaft 11, and a driver cam formed on the driver 12 14, which is arranged on the driver 12 so that it can be moved past the fixed cam 13 in both directions of rotation indicated by arrow 15 in FIG. 2.
  • the fixed cam 13 extends through an arcuate recess 16 in the driver 12, which is arranged coaxially to the axis 17 of the throttle valve shaft 11 and extends over a rotational range of the driver 12.
  • the length of the recess 16 limits the range of rotation of the driver 12.
  • a stop surface 131, 132 and 141, 142 are formed on mutually opposite sides.
  • the resetting device also includes a clamp spring 18, which is designed here as a helical torsion spring with spring legs 181, 182 bent at the spring ends.
  • the clamp spring 18 is arranged coaxially with the driver 12, with its spring legs 181, 182 extending transversely to the axis 17 of the driver 12 or the throttle valve shaft 11.
  • the clamp spring 18 clasps with its spring legs 181, 182 the fixed cam 13 and the driver cam 14 with pretension and fixes the basic position of the reset device, from which the throttle valve shaft 11 with throttle valve 10 can be rotated by tightening the clamp spring 18 by rotating the driver 12 in one or the other direction of rotation.
  • each spring leg 181 or 182 overlaps a stop surface 131 or 132 on the fixed cam 13 and a stop surface 141 or 142 on the driver cam 14.
  • the stop 12 becomes Spring legs 181 or 182 are carried along by the stop surface 141 or 142 of the driving cam 14, while the other spring leg 182 or 181 is supported on the stop surface 132 or 131 of the fixed cam 13.
  • the elastic spring element is formed by a spring tongue 19 bent in one piece at the leg end of the spring leg 181.
  • the spring tongue 19 is formed by the free stirrup leg of a U-shaped spring clip 20 bent at the end of the leg and oriented in the direction of rotation of the driving cam 14, the other stirrup leg 21 of which is integral with the spring leg 181 on that of the stop surface 141 opposite side of the spring tongue 19 extends over the axial height of the helical torsion spring.
  • the driver cam 14 is preferably carried out with a width seen in the direction of rotation of the driver cam 14, which is smaller than the width of the taking into account maximum allowable manufacturing tolerances
  • both spring legs 181 and 182 always rest on all four stop surfaces 131, 132, 141, 142, the spring leg 181 being in contact with the stop surface 141 of the driving cam 14 by the spring tongue 19.
  • the spring leg 182 can of course also be provided with the spring tongue 19 described, which then presses against the stop surface 142 of the driving cam 14.
  • a further exemplary embodiment of the resetting device is outlined, only the clamp spring 18, again designed as a helical torsion spring, as well as fixed cams 13 and driver cams 14 being shown.
  • the clamp spring 18 again designed as a helical torsion spring, as well as fixed cams 13 and driver cams 14 being shown.
  • an elastic spring element is present, which is supported with a spring force that is less than the biasing force of the clamp spring 18 in the basic position of the rotary member, on the stop surface assigned to the leg portion.
  • each spring element being formed by a spring leg 181 or 182 itself, by the cross section of the spring wire of the clamp spring 18 in
  • Thigh area is reduced.
  • Such a reduction is e.g. B. achieved by stamping the legs or by rolling out the spring wire in the leg area, wherein the spring legs 181, 182 can taper towards the leg end.
  • the spring legs 181, 182 they get such elasticity that they apply to all four stop surfaces 131, 141, 132, 142 in the direction of rotation of the driving cam 14 even with different widths of the two cams 13, 14, so that no rotation of the Rotary member is possible in its basic position.
  • This resilient effect of the two spring legs 181, 182 can be achieved not only by reducing the cross section, but also by designing the length of the spring legs 181, 182 accordingly.
  • the bearing surface 131, 132 and 141, 142 of the cams 13, 14 are radially so far apart from one another that the spring legs 181, 182 can spring at this distance. If a large rotational play between the cams 13, 14 has to be compensated, it is advantageous to design the spring legs 181, 182 both relatively long and with a reduced spring wire cross section.
  • the spring legs 181, 182 are as in the exemplary embodiment of the resetting device according to FIG. 4 and 5, that is to say relatively long and with a wire cross section that is reduced compared to the cross section of the spring wire 18.
  • the spring leg 181 is elastic at its end of the leg
  • Spring element in the form of a spring tongue 19 ′ bent in one piece from the spring leg 181, which rests under prestress on the stop surface 141 of the driving cam 14.
  • This spring tongue 19 ' is formed in the same way as described in the embodiment of FIGS. 1-3 by the free arm leg of a spring arm 20' bent at the leg end.
  • the invention is not restricted to the exemplary embodiments described.
  • fixed cams 13 and driver cams 14 can be interchanged in position, so that the fixed cam 13 on the outside and the driver cam 14 on the inside, close to the clamp spring 18.
  • the application of the described device for resetting a rotary member is not limited to the combustion air control of an internal combustion engine by means of a throttle valve.
  • the rotary member can also be a swivel shaft of an exhaust flap that is fixedly connected to it and that is located in an exhaust gas recirculation line Internal combustion engine is arranged and metered the amount of exhaust gas supplied to the intake air of the internal combustion engine.

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)
  • Exhaust-Gas Circulating Devices (AREA)
  • Springs (AREA)
  • Clamps And Clips (AREA)

Abstract

L'invention concerne un dispositif permettant de repositionner un élément rotatif dans une position de base définie, qui comprend une came fixe (13), fixe dans l'espace et une came d'entraînement (14) accouplée à l'élément rotatif et pouvant être déplacée devant la came fixe (13), chacune desdites cames présentant dans chaque cas une surface de butée (131, 132, 141, 142) sur ses faces opposées. Ledit dispositif comprend également un ressort à clips (18) qui enserre les cames (13, 14) de manière à les précontraindre, avec deux branches de ressort (181, 182) coudées. Afin d'obtenir une absence de jeu de rotation entre le ressort à clips (18) et les cames (13, 14) en position de base, dans au moins une section de la branche de ressort (181) qui s'étend sur les surfaces de butée (141) de la came (184), il est prévu un élément à effet ressort (19) qui s'appuie sur la surface de butée (141) associée, avec une force de ressort inférieure à la force de précontrainte exercée par le ressort à clips (18).
EP02704609A 2001-01-23 2002-01-23 Dispositif pour repositionner un element rotatif Expired - Lifetime EP1356197B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10102776A DE10102776A1 (de) 2001-01-23 2001-01-23 Vorrichtung zur Rückstellung eines Drehglieds
DE10102776 2001-01-23
PCT/DE2002/000214 WO2002059470A1 (fr) 2001-01-23 2002-01-23 Dispositif pour repositionner un element rotatif

Publications (2)

Publication Number Publication Date
EP1356197A1 true EP1356197A1 (fr) 2003-10-29
EP1356197B1 EP1356197B1 (fr) 2006-06-21

Family

ID=7671386

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02704609A Expired - Lifetime EP1356197B1 (fr) 2001-01-23 2002-01-23 Dispositif pour repositionner un element rotatif

Country Status (5)

Country Link
US (1) US6745994B2 (fr)
EP (1) EP1356197B1 (fr)
JP (1) JP4090034B2 (fr)
DE (2) DE10102776A1 (fr)
WO (1) WO2002059470A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10102775A1 (de) * 2001-01-23 2002-07-25 Bosch Gmbh Robert Vorrichtung zur Rückstellung eines Drehglieds
DE10202096A1 (de) * 2002-01-21 2003-07-24 Siemens Ag Drosselklappenstutzen
JP4651588B2 (ja) * 2006-07-14 2011-03-16 株式会社デンソー バルブ開閉制御装置
DE602006004740D1 (de) * 2006-10-05 2009-02-26 Magneti Marelli Powertrain Spa Ansaugkrümmer mit veränderbarer Form für eine Brennkraftmaschine
DE102007025441B4 (de) * 2007-05-31 2020-06-18 Continental Automotive Gmbh Lastverstelleinrichtung
DE102013201170A1 (de) * 2013-01-24 2014-07-24 Mahle International Gmbh Rückstelleinheit, insbesondere für eine Brennkraftmaschine
IT201800003347A1 (it) * 2018-03-07 2019-09-07 Magneti Marelli Spa Valvola a farfalla per un motore a combustione interna con la possibilita' di regolare la posizione di limp-home e relativo metodo di regolazione della posizione di limp-home

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE523432C (de) 1930-08-10 1931-04-23 Friedrich Emil Krauss Waschmaschine mit UEbergussrohr und Ruehrfluegeln
DE3340127C2 (de) * 1983-11-05 1985-10-24 Dr.Ing.H.C. F. Porsche Ag, 7000 Stuttgart Schwenkbares Verschlußorgan
DE3918852A1 (de) * 1989-06-09 1990-12-13 Pierburg Gmbh Elektrisch ansteuerbare drosselklappenbetaetigungseinrichtung fuer brennkraftmaschinen
DE4121890A1 (de) * 1991-07-02 1993-01-07 Pierburg Gmbh Stellvorrichtung fuer eine drosselklappe einer brennkraftmaschine
US5492097A (en) 1994-09-30 1996-02-20 General Motors Corporation Throttle body default actuation
DE19735046A1 (de) * 1997-08-13 1999-04-22 Pierburg Ag Anordnung einer Klammerfeder
DE10013917A1 (de) * 2000-03-21 2001-09-27 Bosch Gmbh Robert Vorrichtung zur Rückstellung einer Drosselklappe
US6364287B1 (en) * 2000-08-07 2002-04-02 Visteon Global Technologies, Inc. Electronic throttle return spring assembly

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO02059470A1 *

Also Published As

Publication number Publication date
DE50207290D1 (de) 2006-08-03
US6745994B2 (en) 2004-06-08
US20030145827A1 (en) 2003-08-07
JP2004517287A (ja) 2004-06-10
WO2002059470A1 (fr) 2002-08-01
EP1356197B1 (fr) 2006-06-21
JP4090034B2 (ja) 2008-05-28
DE10102776A1 (de) 2002-07-25

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