EP1379765A1 - Dispositif pour repositionner un organe rotatif - Google Patents

Dispositif pour repositionner un organe rotatif

Info

Publication number
EP1379765A1
EP1379765A1 EP02708158A EP02708158A EP1379765A1 EP 1379765 A1 EP1379765 A1 EP 1379765A1 EP 02708158 A EP02708158 A EP 02708158A EP 02708158 A EP02708158 A EP 02708158A EP 1379765 A1 EP1379765 A1 EP 1379765A1
Authority
EP
European Patent Office
Prior art keywords
cam
spring
cams
leg
basic position
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
EP02708158A
Other languages
German (de)
English (en)
Other versions
EP1379765B1 (fr
Inventor
Johannes Meiwes
Michael Brozio
Markus Michels
Stefan Josten
Reinhard Gallert
Klaus Kaiser
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
Innotec Forschungs und Entwicklungs GmbH
Original Assignee
Robert Bosch GmbH
Innotec Forschungs und Entwicklungs 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, Innotec Forschungs und Entwicklungs GmbH filed Critical Robert Bosch GmbH
Publication of EP1379765A1 publication Critical patent/EP1379765A1/fr
Application granted granted Critical
Publication of EP1379765B1 publication Critical patent/EP1379765B1/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
    • F02D9/02—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
    • F02D9/08—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

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 lowering of the at least one leg section of the at least one spring leg according to the invention can optionally be carried out on the fixed or driving cam, a cam being selected for this in accordance with a preferred embodiment of the invention and this taking into account the maximum permissible tolerances in its direction of rotation
  • Driving cam seen width dimension is basically made wider than the other cam. It is also possible to sink one or both spring legs more or less deeply into both cams, as a result of which the spring legs also rest without play on the stop surfaces of the cams.
  • the leg can be countersunk in one of the cams in order to ensure that there is no play between the cams:
  • the cam receiving the leg section has a lower softening temperature than the spring leg and the leg section is melted into the cam over at least part of its cross section. Since the clamp spring rests against the cam under pretension, the spring leg is pressed onto the stop surface of the cam. If the cam is now heated to above its softening temperature, the spring force automatically presses the spring leg into the cam until the leg section of the spring leg extending over the stop surface of the other cam bears against this stop surface of the other cam. Both spring legs are thus brought into contact with the four stop surfaces of the two cams, and any torsional play between the cams is eliminated.
  • the spring leg is designed with a greater hardness than the cam and is stamped into the cam.
  • the embossing takes place in the basic position of the cams by means of an embossing tool which is applied in at least one point of the leg section to be embossed and which either applies a defined force or compresses the spring legs to a defined distance.
  • both spring legs rest on the four stop surfaces without play in the basic position of the cams.
  • the melting can be carried out by heating a cam together with the stamping into the cam by means of a stamping tool.
  • FIG. 1 is a partial perspective view of a reset device for a throttle valve
  • FIG. 1 is an enlarged view of section II in Fig. 1,
  • Fig. 3 is a plan view of the spring clip and the cam in the base position
  • FIG. 4 is a view in the direction of arrow IV in FIG. 3,
  • Fig. 5 shows the same representation as in Fig. 3.
  • the rotary member is one
  • 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 arranged in an air intake of the internal combustion engine (not shown here) and controls it to a greater or lesser extent
  • the throttle valve shaft 11 To rotate the throttle valve shaft 11, it 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 In the basic position of the rotary member, the throttle valve 11 assumes a so-called emergency air or emergency running position, in which it throttles the suction cross section in the intake manifold to such an extent that the combustion air sucked in only permits emergency running 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 in both, in Fig. 5 by arrow 15th indicated directions of rotation past the fixed cam 13.
  • 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 or 141, 142 is formed on sides facing away from one another.
  • 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 clamps 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, by rotating the driver 12 in one or the other direction of rotation, the throttle valve shaft 11 with throttle valve 10 while tensioning the clamp spring 18 can be rotated.
  • 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 leg 181 or 182 from the stop surface 141 or 142 of the Carrier cam 14 carried, while the other spring leg 182 or 181 is supported on the stop surface 132 or 131 of the fixed cam 13.
  • Manufacturing tolerances can cause a backlash s between the clamp spring 18 and the cams 13, 14 in the basic position of the reset device, as shown in FIG. 3, if the spring legs 181 and 182 do not touch all four stop surfaces 131, 132 and 141, 142 the cams 13, 14, but only rest on three stop surfaces.
  • FIG. 3 In the exemplary embodiment shown in FIG.
  • the leg 182 of the clamp spring 18 bears against the stop surfaces 132 and 142 of fixed cams 13 and driver cams 14 and the spring leg 181 of the clamp spring 18 only bears against the stop surface 141 of the driver cam 14 due to the width of the fixed cam 13 being too small ,
  • the clamp spring 18 - and thus driver cams 14 and rotary member - can rotate in the basic position relative to the fixed cam 13 for the game s.
  • the spring leg 181 with its leg section extending over the stop surface 141 of the driving cam 14 is recessed into the driving cam 14 to such an extent that it adjoins this leg section
  • Another leg section spanning fixed cams 13 bears without play in the basic position of the reset device on the stop surface 131 of the fixed cam 13.
  • This depression of the spring leg 181 is in plan view in FIG. 5 and in in FIG. 6
  • the spring leg 181 countersunk in the driver cam 14 is enlarged and shown in perspective.
  • the lowering of the spring leg 181 can in principle take place optionally in each of the two cams 13, 14, depending on which cam the existing play must be eliminated.
  • the cam 13 or 14 receiving the leg section is selected beforehand and its width seen in the direction of rotation of the driver 14 is such that it is always wider than the other cam 14 or 13, taking into account maximum permissible tolerances.
  • the spring leg can be countersunk in the wider cams, in the exemplary embodiment in FIGS. 1-5 of the spring leg 181 in the driver cams 14, in various ways:
  • the cam receiving the leg section in the exemplary embodiment of FIGS. 1-5 of the driving cams 14, is made of a material with a lower softening temperature than the spring leg 181.
  • the spring leg 182 bears against the stop surface 132 of the fixed cam 13 and against the stop surface 142 of the driving cam 14 under the pretensioning force of the clamp spring 18. while the spring leg 181 of the clamp spring 18 rests only on the stop surface 141 of the wider driving cam 14 and has the gap distance s relative to the stop surface 131 of the narrower fixed cam 13.
  • the lowering of the spring leg 181 with its leg portion overlapping the stop surface 141 into the driver 14 can also be realized in such a way that the leg 181 is made with a greater hardness than the driver cam 14 and in the driver cam
  • the embossing takes place by means of an embossing tool which attaches to one or more points of the leg section extending over the stop surface 141 of the driving cam 14 with a defined force or presses the spring legs 181, 182 together with a correspondingly large force to a defined distance.
  • This stamping of the spring leg 181 leads to the same result of the partial depression of the
  • the invention is not limited to the exemplary embodiment 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 sinking can be carried out with each spring leg 181 or 182 in each cam 13 or 14.
  • both spring legs 181 and 182 can also be sunk into the same cams 13 or 14 on both stop surfaces 131 and 132 or 141 and 142.
  • the wire cross section of the clamp spring 18 or the spring legs 181, 182 can have any shape or size.
  • 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 gas flap which is fixedly connected to this, which is arranged in an exhaust gas recirculation line of the internal combustion engine and which metered 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)
  • Transmission Devices (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Clamps And Clips (AREA)
  • Means For Warming Up And Starting Carburetors (AREA)

Abstract

L'invention concerne un dispositif pour replacer un organe rotatif dans une position de base définie, comportant une came fixe (13), qui détermine la position de base, et une came d'entraînement (14) couplé à l'organe rotatif et pouvant être déplacé devant la came fixe (13). Chaque came présente une surface de butée (131, 132, 141, 142) sur des côtés opposés. Ce dispositif comprend également un ressort de serrage (18) qui entoure les cames (13, 14) en les serrant au moyen d'une précontrainte exercée par deux branches de ressort courbées (181, 182). L'objectif de l'invention est de supprimer le jeu de rotation entre les branches de ressort (181, 182) et les cames (13, 14) dans la position de base. A cet effet, au moins une branche de ressort (181) est enfoncée dans au moins une des cames (14) à une profondeur telle qu'elle prend appui sans jeu sur la surface de butée (131) de l'autre came (13), dans la position de base, au moyen d'une partie de branche recouvrant l'autre came (13).
EP02708158A 2001-01-23 2002-01-23 Dispositif pour repositionner un organe rotatif Expired - Lifetime EP1379765B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10102775A DE10102775A1 (de) 2001-01-23 2001-01-23 Vorrichtung zur Rückstellung eines Drehglieds
DE10102775 2001-01-23
PCT/DE2002/000218 WO2002063154A1 (fr) 2001-01-23 2002-01-23 Dispositif pour repositionner un organe rotatif

Publications (2)

Publication Number Publication Date
EP1379765A1 true EP1379765A1 (fr) 2004-01-14
EP1379765B1 EP1379765B1 (fr) 2006-06-14

Family

ID=7671385

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02708158A Expired - Lifetime EP1379765B1 (fr) 2001-01-23 2002-01-23 Dispositif pour repositionner un organe rotatif

Country Status (5)

Country Link
US (1) US6840217B2 (fr)
EP (1) EP1379765B1 (fr)
KR (1) KR20020086653A (fr)
DE (2) DE10102775A1 (fr)
WO (1) WO2002063154A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10202096A1 (de) * 2002-01-21 2003-07-24 Siemens Ag Drosselklappenstutzen
JP4575049B2 (ja) * 2004-07-02 2010-11-04 三菱電機株式会社 エンジン用吸気量制御装置
US9624837B2 (en) * 2012-05-08 2017-04-18 Faurecia Emissions Control Technologies, Usa, Llc Adaptive valve spring retainer
DE102013201170A1 (de) * 2013-01-24 2014-07-24 Mahle International Gmbh Rückstelleinheit, insbesondere für eine Brennkraftmaschine
JP6202530B2 (ja) * 2014-03-12 2017-09-27 株式会社ケーヒン エンジンの吸気量制御装置
DE112016006437T5 (de) * 2016-02-15 2018-10-31 Futaba Industrial Co., Ltd. Wellendichtungseinrichtung
JP7004638B2 (ja) * 2018-12-18 2022-01-21 株式会社デンソー スロットル装置、及び、スロットル装置の製造方法

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3918852A1 (de) * 1989-06-09 1990-12-13 Pierburg Gmbh Elektrisch ansteuerbare drosselklappenbetaetigungseinrichtung fuer brennkraftmaschinen
DE4027269A1 (de) * 1990-08-29 1992-03-05 Vdo Schindling Drosselklappenstutzen
DE4121890A1 (de) * 1991-07-02 1993-01-07 Pierburg Gmbh Stellvorrichtung fuer eine drosselklappe einer brennkraftmaschine
US5429090A (en) * 1994-02-28 1995-07-04 Coltec Industries Inc. Fail safe throttle positioning system
US5492097A (en) * 1994-09-30 1996-02-20 General Motors Corporation Throttle body default actuation
JP3331135B2 (ja) * 1997-01-09 2002-10-07 株式会社ユニシアジェックス 内燃機関の吸気絞り弁装置
JP3511577B2 (ja) * 1998-10-06 2004-03-29 株式会社日立製作所 内燃機関のスロットル装置
US6263898B1 (en) * 1999-08-06 2001-07-24 Siemens Canada Limited Throttle shaft with return spring and spring cover and method of assembling the same
DE10013917A1 (de) * 2000-03-21 2001-09-27 Bosch Gmbh Robert Vorrichtung zur Rückstellung einer Drosselklappe
DE10102776A1 (de) * 2001-01-23 2002-07-25 Bosch Gmbh Robert Vorrichtung zur Rückstellung eines Drehglieds

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO02063154A1 *

Also Published As

Publication number Publication date
DE10102775A1 (de) 2002-07-25
KR20020086653A (ko) 2002-11-18
US6840217B2 (en) 2005-01-11
US20040094137A1 (en) 2004-05-20
WO2002063154A1 (fr) 2002-08-15
DE50207202D1 (de) 2006-07-27
EP1379765B1 (fr) 2006-06-14

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