EP1432895B1 - Unite de reglage - Google Patents

Unite de reglage Download PDF

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Publication number
EP1432895B1
EP1432895B1 EP02782686A EP02782686A EP1432895B1 EP 1432895 B1 EP1432895 B1 EP 1432895B1 EP 02782686 A EP02782686 A EP 02782686A EP 02782686 A EP02782686 A EP 02782686A EP 1432895 B1 EP1432895 B1 EP 1432895B1
Authority
EP
European Patent Office
Prior art keywords
engagement
actuating
throttle body
throttle
motor
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
Application number
EP02782686A
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German (de)
English (en)
Other versions
EP1432895A1 (fr
Inventor
Matthias Brendle
Ralph Krause
Michael Runft
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
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1432895A1 publication Critical patent/EP1432895A1/fr
Application granted granted Critical
Publication of EP1432895B1 publication Critical patent/EP1432895B1/fr
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
    • 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
    • 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

Definitions

  • the invention is based on an actuating unit according to the preamble of claim 1.
  • German patent application DE-A-195 25 510 and the patent US 5,672,818 show an actuator with a servomotor and with a throttle body.
  • control unit consists between the servomotor and the throttle body formed in the form of a throttle body in each position always the same ratio.
  • the torque required at the throttle body is different in the different positions of the throttle body.
  • the torque of the servomotor must be designed so large that this torque is sufficient in any position of the throttle body.
  • the servomotor must also be designed so that the throttle valve can be adjusted quickly enough in all control ranges. Both require a powerful and thus a relatively large and expensive actuator. As a result, the actuator is relatively large overall and requires a relatively large installation space.
  • the EP 0 290 980 A2 shows an apparatus for controlling the intake air flow amount in an internal combustion engine with a gear mechanism of a pair of gears with tooth profile sections, which extend along a part of a non-circular periphery, wherein the non-circular periphery is preferably an ellipsoidal circumference.
  • the adjusting unit according to the invention with the characterizing features of claim 1 offers the advantage that for adjusting the throttle body is a relatively low-power and thus a small and producible with little effort or economically obtainable servomotor is sufficient. It is particularly advantageous that in the servomotor, a relatively small maximum torque is sufficient and that the servo motor, the throttle body in those areas where it is necessary, can adjust very quickly. As a result, an easy to manufacture and small-sized actuator can be used.
  • the setting unit according to the invention advantageously has a changing over the adjustment ratio between the servo motor and the non-rotatably connected to the throttle body wheel. This offers the advantage that the required in certain positions of the throttle body increased torque can also be applied by a relatively low-torque servomotor ,
  • the servomotor must be designed so that its torque is sufficient to adjust the throttle body can.
  • the same torque is required to adjust the throttle body.
  • the proposed here translation between the servo motor and the throttle body can be designed so that the actuator can adjust with virtually constant torque over the entire control range and that nevertheless advantageously in each position of the throttle body on the throttle body, the respective required different torque acts. Due to flow conditions and / or different friction and / or due to the need to tear the throttle body in a closed position, a particularly high torque is often required in the closed position for adjusting the throttle body.
  • the servomotor can adjust the throttle body fairly quickly. Because the proposed transmission gear is selected so that in the middle adjustment range for a given speed of the drive shaft of the servo motor, the throttle body is adjusted fairly quickly, advantageously satisfies a servomotor with a relatively slow rotating drive shaft.
  • the throttle body can be adjusted very quickly in the quick-setting range, the overall result is an advantageous short positioning time when adjusting the throttle body between the two end positions.
  • the ratio is selected such that in the region in which the restoring device generates a particularly large restoring torque, the ratio is raised somewhat, this has the advantage that despite the increased restoring torque of the restoring device, the servomotor can adjust the throttle body with fairly uniform torque.
  • FIG. 1 a cross section through the actuator
  • FIG. 2 the transmission gear while the wheels are in the closed position
  • FIG. 3 the transmission gear while the wheels are in an open position
  • FIG. 4 the translation as a function of the setting angle of the throttle body.
  • the actuator can be used in any internal combustion engine in which the power of the internal combustion engine is to be influenced by means of an adjustable by a servomotor throttle body.
  • the throttle body is, for example, a throttle valve and the actuator with the throttle body or with the throttle valve is used for example for controlling the air supplied to an internal combustion engine.
  • the actuator is used in the region of the exhaust gas of the internal combustion engine for controlling the exhaust gas flow, or the actuator is used, for example, for controlling exhaust gas in the fresh air line of the internal combustion engine.
  • the FIG. 1 shows an actuating unit 1 with a controller housing 2.
  • the actuator housing for example, referred to as throttle body or as exhaust gas recirculation valve.
  • the channel 4 leads, for example, from an air filter, not shown, to a combustion chamber, not shown, or to a plurality of combustion chambers of a non-illustrated internal combustion engine.
  • the achievable with the proposed actuator housing 2 good properties make the actuator housing 2 particularly suitable for use as exhaust gas recirculation valve.
  • the exhaust gas recirculation valve for example, the proportion of the fresh air supplied amount of exhaust gas is controlled.
  • the Indian FIG. 1 Through the channel 4, for example, fresh supply air or a fuel-air mixture or exhaust gas or a portion of the exhaust gas flow, toward an internal combustion engine or away from an internal combustion engine.
  • a throttle body 6 is rotatably or pivotally mounted.
  • the throttle body 6 is formed by a throttle valve 6b attached to a throttle shaft 6a.
  • the throttle valve shaft 6a extends transversely through the channel 4.
  • the throttle valve shaft 6a is pivotally mounted in the actuator housing 2.
  • the throttle valve 6b is fixed to the throttle shaft 6a with fixing screws (not shown).
  • the throttle valve 6b and the throttle shaft 6a may also be integrally molded together from plastic.
  • the throttle shaft 6a can be pivoted between a first end position S1 and a second end position S2.
  • the throttle body 6, in the illustrated embodiment, the throttle valve 6b together with the throttle valve shaft 6a is pivotable about an axis of rotation 6c about a throttle body attitude angle ⁇ (alpha) or rotatable.
  • the transmission gear 10 has a pair of wheels 12 and a second pair of wheels 14.
  • the pair of wheels 12 has a motor side wheel 12a and a throttle body side wheel 12b.
  • the second pair of wheels 14 consists of a pinion 14a and an intermediate 14b.
  • the adjusting motor side wheel 12a and the intermediate gear 14b are rigidly connected to each other and form a gear 16 of the transmission gear 10.
  • an axle 18 is fixedly mounted.
  • the gear 16 is rotatably mounted.
  • the pinion 14a is rotatably connected to a drive shaft 14c of a servomotor 20.
  • the servomotor 20 is firmly anchored on the actuator housing 2.
  • the throttle body side wheel 12b is rotatably connected to the throttle shaft 6a.
  • the throttle body side wheel 12b is in Constant engagement with the engine-side wheel 12a.
  • the pinion gear 14a of the servomotor 20 meshes with the intermediate gear 14b.
  • the actuating unit 1 has a return device 22.
  • the reset device 22 ensures that when the actuator 20 is de-energized, the throttle body 6, for example, in the first end position corresponding to the closed position S1, is pivoted back.
  • FIG. 2 and 3 show a view of the transmission gear 10 with the same direction as the arrow II in the FIG. 1 , In the Figures 2 and 3 For better clarity, the actuator housing 2 and the throttle valve 6b are not shown.
  • FIG. 4 shows the ratio i of the transmission gear 10 as a function of the throttle body position angle ⁇ (alpha).
  • ⁇ the throttle body position angle
  • i the ratio i is plotted.
  • the throttle body 6 is adjustable between a first end position S1 and a second end position S2.
  • first end position S1 closes the throttle body 6, the channel 4 largely or completely or almost completely, or the channel 4 is slightly open in the first end position S1, for example, for an emergency running function.
  • the first end position S1 is referred to below as the closed position S1.
  • second end position S2 Fig. 3
  • the open position S2 is open to the maximum.
  • the second end position S2 is referred to below as the open position S2.
  • An approximately middle region between the closed position S1 and the open position S2 is referred to below as the quick-setting region SB (FIG. Fig. 4 ) designated.
  • FIG. 2 shows the transmission gear 10 in the closed position S1
  • the FIG. 3 shows the transmission gear 10 in the open position S2.
  • the throttle body 6 and thus with the throttle body 6 rotatably connected throttle body side wheel 12b is pivotable by 110 °.
  • the Indian FIG. 4 reproduced adjustment range between the closed position S1 and the open position S2 of the throttle body position angle ⁇ would thus be 110 ° here.
  • the throttle body 6 it is also customary for the throttle body 6 to be pivotable, for example, by 90 ° or by less than 90 °.
  • the adjustment range of the throttle body position angle ⁇ would be 90 ° or less than 90 °.
  • the throttle body 6 is pivoted only 85 °.
  • the throttle body 6 is slightly above the closed position or beyond the open position, for example, up to 115 ° pivotable.
  • actuators in particular in the form of an exhaust gas recirculation valve, in which the throttle body 6, for example, by the adjustment of 136 ° between the closed position S1 and the open position S2 is pivotable.
  • the Indian FIG. 4 represented adjustment range of the throttle body position angle ⁇ may thus, for example, 85 °, 90 °, 110 °, 115 ° or 136 °, to name just a few values.
  • the throttle body 6 and thus also the throttle body side wheel 12b are between the closed position S1 and the open position S2 adjustable.
  • the FIG. 2 shows the throttle body side wheel 12b and attached to the gear 16 intermediate 14b in the first end position S1
  • the FIG. 3 shows the transmission gear 10 while the rotatable parts are in the second end position S2.
  • the rotatable parts are adjustable between these two end positions S1 and S2.
  • the engine side wheel 12a has a first engagement end e1 and a second engagement end e2.
  • the throttle body side wheel 12b has a first engagement end E1 and a second engagement end E2.
  • the engine-side wheel 12a has a pitch-side rolling curve w between its engaging ends e1 and e2.
  • the throttle body side wheel 12b has between its two engagement ends E1 and E2 a throttle body side Wälzkurve W.
  • the Stellmotor workede Wälzkurve w has with respect to the axis of rotation of the Stellmotor facilityen wheel 12a an angle-dependent changing distance, which is hereinafter referred to as the engine side Wälzkurvenradius r.
  • the throttle body side Wälzkurve W has an angle-dependent changing distance to the axis of rotation 6c, which is hereinafter referred to as throttle body side Wälzkurvenradius R.
  • the engine-side Wälzkurve w has at the first end of engagement e1 is an engine-side rolling curve radius r1, and at the second engaging end e2 is an engine-side rolling curve radius r2.
  • the throttle body side gear 12b has a throttle body side rolling curve radius R1 at the first engaging end E1 and a throttle body side rolling curve radius R2 at the second engaging end E2.
  • the engine-side Wälzkurve w has a Stellmotor solutionen Wälzkurvenradius rsb in Schnellstell Berlin SB.
  • the throttle body side wheel 12b has a throttle body side Wälzkurvenradius Rsb in Schnellstell Scheme SB.
  • the rolling-curve radius r of the adjusting-motor-side wheel 12a is greatest, and the rolling-curve radius r decreases toward the engaging ends E1 and E2.
  • the rolling curve radius r decreases more towards the first engagement end E1 than toward the second engagement end E2.
  • the engine-side rolling-curve radius r2 at the second engagement end E2 is, for example, 1.9 times as large as the engine-side rolling-curve radius r1 at the first engagement end E1.
  • the throttle body-side pitch curve W is designed so that the throttle body side Wälzkurvenradius R, starting from the first engagement end E1 to the second engagement end E2, initially smaller, the throttle body side Wälzkurvenradius R is in the range of Schnellstell Schemes SB smallest, and then it is towards the second Engaging E2 bigger again.
  • the throttle body side Wälzkurvenradius R1 at the first engagement end E1 for example, 1.2 times as large as the throttle body side Wälzkurvenradius R2 at the second engagement end E2.
  • the distance between the rotation axis of the engine side wheel 12a and the rotation axis 6c of the wheel 12b is constant.
  • the engine-side Wälzkurvenradius r and the throttle body side Wälzkurvenradius R are coordinated so that in each position of the engagement between the two wheels 12a and 12b, the sum of the Stellmotor principleen Wälzkurvenradius r and the throttle body side Wälzkurvenradius R is constant.
  • the setting motor side Wälzkurvenradius r is complementary to the throttle body side Wälzkurvenradius R.
  • the two Wälzkurven W and w are preferably coordinated so that in each position of the engagement between the two wheels 12a and 12b of the throttle body side Wälzkurvenradius R is always greater than the Stellmotor worne Wälzkurvenradius r.
  • the Wälzkurvenradien R and r are, for example, coordinated so that during an adjustment of the transmission gear 10 between the closed position S1 (FIG. Fig. 2 ) and the open position S2 ( Fig. 3 ) results in an average ratio of 3 to 1 between the two wheels 12a and 12b.
  • the throttle body side Wälzkurvenradius R is substantially greater than the Stellmotor supra Wälzkurvenradius r, one obtains, starting from the engine side wheel 12a in the direction of the throttle body side wheel 12b, a desired reduction of the rotational speed and a desired increase in torque.
  • the throttle body side Wälzkurvenradius R1 is particularly large at the first engagement end E1, one obtains in the closed position S1 ( Fig. 2 ) of the transmission gear 10, starting from the adjusting motor side wheel 12a in the direction of the throttle body side wheel 12b, a particularly large reduction of the angular velocity and a particularly large increase in the torque.
  • This offers the advantage that in the closed position S1 (FIG. Fig. 2 ) a particularly sensitive and accurate adjustment of the throttle body 6 is possible and that the throttle body 6 possibly acting disturbing forces can be easily overcome even with a relatively small and relatively weak actuator 20.
  • FIG. 4 shows in solid line the diagram of an example of the translation i, in which the dependence of the ratio i of the throttle body attitude angle ⁇ is particularly favorable.
  • a dotted line a likewise possible course of the translation i is shown a modified embodiment.
  • the translation i is plotted on the left when the throttle body 6 is in the closed position S1.
  • the ratio i is plotted when the throttle body 6 is in the range of the open position S2.
  • the quick-setting region SB viewed angularly, being provided somewhat closer to the closed position S1 than to the open position S2.
  • the ratio i is the smallest at the location of the quick-setting area SB. This causes the actuator 20 with little rotation of the pinion 14a can adjust the throttle body 6 by a relatively large angle. Because the throttle body 6 can be adjusted quickly in the quick-setting range SB, the total actuating time between the two end positions S1 and S2 is relatively short overall.
  • the translation i pretty big. This causes a servomotor 20 with relatively little torque can adjust the throttle body 6, even if in the closed position S1 more or less friction between the throttle body 6 and the channel 4 is present. Because of the large translation i can provide little play between the throttle body 6 and the channel 4 and you can also with some terminals with a relatively weak torque actuator 20 adjust the throttle body 6.
  • the actuator 1 is designed so that the servomotor 20 the throttle body 6 against the force of the return device 22 in the direction of the open position S2 (FIG. Fig. 3 ) adjusted.
  • the restoring device 22 returns the throttle body 6 to the closed position S1 (FIG. Fig. 2 ).
  • the restoring device 22 usually consists of a spring, with increasing displacement of the throttle body 6 in the open position S2, the force or torque of the spring of the return device 22 is greater. So that the required torque of the servomotor 20 for adjusting the throttle body 6 remains largely constant against the force of the restoring device 22 between the quick-setting region SB and the second end position S2, it is provided that the ratio i, starting from the quick-setting region SB in the direction of the open position S2, easily increases, as in the FIG. 4 shown by a solid line.
  • the maximum ratio i on the pair of wheels 12 between the wheels 12a and 12b can reach values significantly greater than 1, depending on the required adjustment range of the throttle body position angle ⁇ .
  • the achievable average ratio i on the pair of wheels 12 is 360 ° divided by the required adjustment of the throttle body position angle ⁇ in degrees. Because the wheels 12a and 12b can also serve for torque transmission and speed reduction, a further gear ratio between the servomotor 20 and the throttle body 6 can optionally be omitted.
  • the maximum pivoting angle of the engine side wheel 12a must be less than 360 ° for reasons of space.
  • the ratio i on the pair of wheels 12 is limited to, for example, at most 4 to 1, when the throttle body 6 is to be adjustable by 90 °.
  • the ratio i is different in angle.
  • the translation i is greater than in areas where a translation that is not as large as i is needed.
  • a value of substantially greater than 4 to 1 is achieved in the areas with the required large ratio i, even if the ratio i on average must not exceed the maximum possible value of, for example, 4 to 1 on the pair of wheels 12.
  • the embodiment can also be modified such that the throttle body side Wälzkurvenradius R in the region of the second engagement end E2, between the Schnellstell Scheme SB and the second engagement end E2, approximately over half of the adjustment angle of the throttle body side wheel 12b, is constant. Accordingly, the adjoining the second end of e2 adjuster motor side Wälzkurvenradius r between the quick-setting SB and the second engagement end e2 is constant. In other words, in the area of the second engagement ends e2 and E2, the gear curves w are at the wheels 12a and 12b and W each circular arcs. As a result, in this modification of the embodiment obtained in the FIG. 4 Dotted line of the translation i.
  • the throttle body side Wälzkurve W In the region of the first engagement end E1, between the quick-action range SB and the engagement end E1, the throttle body side Wälzkurve W roughly is a straight line that connects tangentially to the present at the quick-setting SB rolling curve W.
  • the throttle body side Wälzkurvenradius R increases greatly in the region of the first engagement end E1 in the direction of the first engagement of the E1.
  • the engine-side rolling curve radius r decreases greatly toward the first engagement end e1. This offers the desired advantage that in the area of the first engagement ends e1, E1, that is to say in the closed position S1 (FIG. Fig. 2 ), the torque transmission from the engine side wheel 12a to the throttle body side wheel 12b is greatly increased.
  • the wheels 12a, 12b, 14a and 14b are gears that mesh with each other.
  • gears for example, toothless friction wheels are used which have surfaces with a very high coefficient of friction, so that the torque is transmitted via frictional force between the meshing wheels.
  • the transmission gear 10 is a two-stage transmission. But it is also conceivable that one leaves the second pair of wheels 14, which is formed by the pinion 14a and the intermediate 14b away. In this case, it makes sense that the drive shaft 14c of the servomotor 20 engages directly on the motor side wheel 12a without an intermediate gear ratio.

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  • 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)

Claims (10)

  1. Unité de réglage comprenant un boîtier d'actionneur (2), un canal (4) dans le boîtier d'actionneur (2), un corps d'étranglement (6, 6a, 6b) monté à rotation dans le boîtier d'actionneur (2), déplaçable sur une plage de réglage pour commander une section transversale libre dans le canal (4), un servomoteur (20) avec un arbre d'entraînement (14c) pour le réglage du corps d'étranglement (6, 6a, 6b) et un réducteur (10, 12, 12a, 12b) pour le transfert d'un mouvement de réglage de l'arbre d'entraînement (14c) à un mouvement de réglage du corps d'étranglement (6, 6a, 6b), le réducteur (10, 12, 12a, 12b) présentant au moins une paire de pignons (12, 12a, 12b) et l'au moins une paire de pignons (12, 12a, 12b) présentant un pignon du côté du servomoteur (12a) et un pignon du côté du corps d'étranglement (12b), et le pignon du côté du servomoteur (12a) et le pignon du côté du corps d'étranglement (12b), lors du déplacement du corps d'étranglement (6, 6a, 6b) sur la plage de réglage, étant en prise l'un avec l'autre entre une première extrémité d'engagement respective (e1, E1) et une deuxième extrémité d'engagement respective (e2, E2), le pignon du côté du servomoteur (12a) ayant un rayon de courbure de roulement (r) variable du côté du servomoteur entre sa première extrémité d'engagement (e1) et sa deuxième extrémité d'engagement (e2) et le pignon du côté du corps d'étranglement (12b) ayant un rayon de courbure de roulement (R) du côté du corps d'étranglement variant de manière complémentaire au rayon de courbure de roulement du côté du servomoteur (r) entre sa première extrémité d'engagement (e1) et sa deuxième extrémité d'engagement (e2), caractérisée en ce que le réducteur (12, 12a, 12b) présente une courbe de roulement (W) qui, dans une région de la courbe de roulement (W), est sensiblement droite.
  2. Unité de réglage selon la revendication 1, caractérisée en ce que la section transversale libre dans le canal (4) est sensiblement fermée lorsque les pignons (12a, 12b) sont en prise l'un avec l'autre dans la région des premières extrémités d'engagement (e1, E1).
  3. Unité de réglage selon la revendication 1, caractérisée en ce qu'il existe à l'intérieur de la plage de réglage entre les premières extrémités d'engagement (e1, E1) et les deuxièmes extrémités d'engagement (e2, E2) une plage de réglage rapide (SB) et en ce que le rayon de courbure de roulement (r) du côté du servomoteur dans la région de la première extrémité d'engagement (e1) est inférieur à celui dans la région de réglage rapide (SB).
  4. Unité de réglage selon la revendication 1, caractérisée en ce que la section transversale libre dans le canal (4) est sensiblement fermée lorsque les pignons (12a, 12b) sont en prise l'un avec l'autre dans la région des premières extrémités d'engagement (e1, E1), en ce qu'il existe à l'intérieur de la plage de réglage entre les premières extrémités d'engagement (e1, E1) et les deuxièmes extrémités d'engagement (e2, E2) une plage de réglage rapide (SB) et en ce que le rayon de courbure de roulement (r) du côté du servomoteur dans la région de la première extrémité d'engagement (e1) est inférieur à celui dans la région de réglage rapide (SB).
  5. Unité de réglage selon la revendication 4, caractérisée en ce que le rayon de courbure de roulement (r) du côté du servomoteur dans la région de la deuxième extrémité d'engagement (e2) est inférieur à celui dans la région de réglage rapide (SB).
  6. Unité de réglage selon la revendication 1, caractérisée en ce que la section transversale libre dans le canal (4) est sensiblement fermée lorsque les pignons (12a, 12b) sont en prise l'un avec l'autre dans la région des premières extrémités d'engagement (e1, E1), en ce qu'il existe à l'intérieur de la plage de réglage entre les premières extrémités d'engagement (e1, E1) et les deuxièmes extrémités d'engagement (e2, E2) une plage de réglage rapide (SB) et en ce que le rayon de courbure de roulement (r) du côté du servomoteur dans la région de réglage rapide (SB) est supérieur à celui dans la région de la première extrémité d'engagement (e1) et aussi à celui dans la région de la deuxième extrémité d'engagement (e2).
  7. Unité de réglage selon l'une quelconque des revendications précédentes, caractérisée en ce que le rayon de courbure de roulement (r) du côté du servomoteur est inférieur au niveau de sa première extrémité d'engagement (e1) à celui au niveau de sa deuxième extrémité d'engagement (e2).
  8. Unité de réglage selon l'une quelconque des revendications précédentes, caractérisée en ce que le pignon (12a) du côté du servomoteur est une roue dentée du côté du servomoteur et en ce que le pignon du côté du corps d'étranglement (12b) est une roue dentée du côté du corps d'étranglement et en ce que la roue dentée du côté du servomoteur s'engrène avec la roue dentée du côté du corps d'étranglement.
  9. Unité de réglage selon l'une quelconque des revendications précédentes, caractérisée en ce que le pignon (12a) du côté du servomoteur et le pignon du côté du corps d'étranglement (12b) sont en prise l'un avec l'autre entre les premières extrémité d'engagement (e1 et E1) et les deuxièmes extrémités d'engagement (e2 et E2) par le biais d'une section de roulement et en ce que le pignon (12a) du côté du servomoteur et le pignon du côté du corps d'étranglement (12b) présentent dans une région partielle de la section de roulement des rayons de courbure de roulement actifs uniformes (r, R).
  10. Unité de réglage selon l'une quelconque des revendications précédentes, caractérisée en ce que le rayon de courbure de roulement (R) du côté du corps d'étranglement est plus grand que le rayon de courbure de roulement (r) du côté du servomoteur au niveau de chaque point d'engagement.
EP02782686A 2001-09-27 2002-09-26 Unite de reglage Expired - Lifetime EP1432895B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10147736 2001-09-27
DE10147736 2001-09-27
PCT/DE2002/003658 WO2003029632A1 (fr) 2001-09-27 2002-09-26 Unite de reglage

Publications (2)

Publication Number Publication Date
EP1432895A1 EP1432895A1 (fr) 2004-06-30
EP1432895B1 true EP1432895B1 (fr) 2012-11-14

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EP02782686A Expired - Lifetime EP1432895B1 (fr) 2001-09-27 2002-09-26 Unite de reglage

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US (1) US6974119B2 (fr)
EP (1) EP1432895B1 (fr)
JP (1) JP2005504223A (fr)
KR (1) KR20040037143A (fr)
DE (1) DE10245193A1 (fr)
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US6974119B2 (en) 2005-12-13
EP1432895A1 (fr) 2004-06-30
US20040060349A1 (en) 2004-04-01
KR20040037143A (ko) 2004-05-04
WO2003029632A1 (fr) 2003-04-10
JP2005504223A (ja) 2005-02-10
DE10245193A1 (de) 2003-04-17

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