EP2279338B1 - Control equipment - Google Patents
Control equipment Download PDFInfo
- Publication number
- EP2279338B1 EP2279338B1 EP09749679.8A EP09749679A EP2279338B1 EP 2279338 B1 EP2279338 B1 EP 2279338B1 EP 09749679 A EP09749679 A EP 09749679A EP 2279338 B1 EP2279338 B1 EP 2279338B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- throttle body
- drive
- throttle
- drive unit
- unit
- 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.)
- Not-in-force
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Classifications
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- 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
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- 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
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- 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
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- 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
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- 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
- F02D9/107—Manufacturing or mounting details
Definitions
- the invention relates to a device for controlling an internal combustion engine or a method for producing such a device.
- the publication DE 195 25 510 A1 , the patent US 5,672,818 and the Patent JP 38 42 336 B2 show an actuating device with a throttle valve shaft pivotally mounted in a throttle body and a throttle valve attached thereto.
- the throttle body also incorporates an electric actuator.
- a transmission provides for a transmission of an actuating movement between the electric actuator and the throttle shaft.
- the throttle shaft, the throttle, the electric actuator and the gears of the transmission are installed in the throttle body and then protected by a cover against environmental influences.
- the writings DE 195 40 323 A1 and WO 97/16638 show a throttle body with a built-in throttle body throttle, a throttle shaft, an electric actuator and gear wheels of a transmission for transmitting an actuating movement between the electric actuator and the throttle shaft.
- a cover protects the gearbox against environmental influences.
- On the lid and a slider of the rotational movement of the throttle shaft sensing sensor is rotatably mounted.
- the publications DE 101 38 060 A1 . US 2003/00 24 119 A1 and JP 2003 106 175 A show a throttle device in which the throttle body consists of two housing halves.
- the axis of rotation of the throttle shaft lies in the parting plane between the two housing halves.
- the parting plane is chosen so that the throttle shaft and the wheels of the gearbox can be inserted into the lower half of the housing.
- the electric actuator is inserted in the axial direction in a recording.
- WO 02/29226 A1 and the patent US Pat. No. 6,886,806 B2 show a throttle position adjustment unit with a throttle body containing a pivotable throttle body and a drive space for receiving an electric drive for the throttle valve and an electrical connector for a plug connection to a control unit.
- the drive space is enclosed by a housing module and the throttle body is attached as a separate part of the housing module and attached thereto.
- the US 2006/0157027 A1 shows an adjusting device with a transmission in a transmission housing.
- the transmission housing has a first housing half formed on a throttle housing and a second housing half coupled to the first housing half.
- the transmission is partially in the first housing half and partially in the second housing half.
- the device according to the invention and the method according to the invention for producing an adjusting device have the advantage that the throttle-body-side setting unit and the drive unit can be manufactured completely independently of each other. Both units can be completely manufactured at different locations and in different production facilities and the respective different functions of the throttle body side actuator unit and the drive unit can be checked independently of each other. For this test, the actuator unit and the drive unit need not be assembled.
- Another advantage is that, for example, if a customer wants to have a different diameter at the throttle body, only the throttle body side actuator unit must be changed, the drive unit can be left unchanged. This allows a very flexible, short-term response to special customer requests.
- the proposed adjusting device has, for example, the particular advantage that when assembling the two units no gear must be mounted on a shaft.
- the throttle body side gear is a gear or gear segment and the drive side gear is a gear or gear pinion, this has the advantage that when assembling the throttle body side actuator unit with the drive unit a simple completion of the transmission between the actuator and the bearing element or the throttle shaft is possible.
- the drive unit consists of a gear housing which comprises a first housing part and at least one second housing part, this has the advantage that the components to be installed in the drive unit can be installed very simply, for example in the first housing part, and by attaching the second housing part a very easy completion of the drive unit is possible.
- throttle body-side actuator unit associated suspension which resets the throttle body in a basic position
- the throttle body-side actuator unit includes all the essential components that are relevant to the function, the mobility and the behavior of the actuator unit.
- the relevant relationship between throttle angle and air flow rate can advantageously be checked very easily without the drive unit having to be mounted for this purpose.
- the adjusting device is designed such that the assembling of the throttle body-side setting unit with the drive unit can take place by a simple relative movement in the longitudinal direction to the axis of rotation of the throttle valve shaft, this offers a very advantageous possibility for a simple assembly of the drive unit to the throttle body-side setting unit.
- the holding means advantageously provide a firm, permanent connection of the drive unit with the throttle body-side setting unit of the adjusting device.
- the second throttle-body-side coupling means of the throttle body-side setting unit and the second drive-side coupling means of the drive unit ensure that even with different and with strong changes in length Nevertheless, a stable adjusting device can be ensured with temperature changes or at different temperatures of the various components.
- the adjusting device designed according to the invention can be used in any internal combustion engine in which the power of the internal combustion engine is to be influenced by means of the adjusting device.
- the air supplied to the internal combustion engine can be controlled.
- the adjusting device is usually a throttle body with an adjustably mounted throttle.
- the adjusting device can also be used for example for controlling exhaust gas and / or a side air duct.
- the FIG. 1 shows an adjusting device 2 with an adjustably mounted throttle body 4.
- the adjusting device 2 is a Throttle body 2a
- the adjustably mounted throttle body 4 is a throttle valve 4a.
- Essential components of the control device 2 are a throttle body-side actuator unit 6 and a drive-side drive unit 8.
- the throttle body-side actuator unit 6 and the drive unit 8 can be manufactured at different locations. Subsequently, the throttle body-side actuator unit 6 and the drive unit 8 are assembled. Assembled form the two units 6 and 8, the adjusting device 2, as in the FIG. 1 shown.
- the throttle-body-side actuator unit 6 and the drive unit 8 can be manufactured, tested, distributed and traded independently of each other.
- the coupling region 10 is formed by a throttle body-side coupling means 10a formed on the throttle body-side setting unit 6 and a drive-side coupling means 10b formed on the drive unit 8.
- the throttle body-side actuator unit 6 comprises a throttle housing 12 with a pivotally mounted in the throttle housing 12 bearing element 14.
- the bearing element 14 may also be referred to as throttle shaft 14a.
- the throttle shaft 14a leads transversely through the gas channel 15.
- the bearing element 14 or the throttle valve shaft 14a has an axis of rotation 14c. Depending on the pivot position of the bearing element 14 or the throttle valve shaft 14a about the axis of rotation 14c of the gas channel 15 is more or less open.
- the drive unit 8 comprises a gear housing 16.
- the gear housing 16 consists of a first housing part 16a, a second housing part 16b and a third housing part 16c.
- the first housing part 16a may also be referred to as the lower housing part.
- the second housing part 16b may be referred to as the upper housing part and the third housing part 16c as the connecting part.
- On the third housing part 16 c it has several designed in the form of connector pins 18 electrical contacts.
- the third housing part 16 c with the connector pins 18 is shaped so that the adjusting device 2 a not shown electrical plug can be plugged for connecting the actuator 2 with an external electrical device, such as an electric engine control unit.
- the third housing part 16 c is inserted into a recess provided in the second housing part 16 b and closes this recess.
- the second coupling region 20 comprises a second throttle-body-side coupling means 20a associated with the throttle body-side actuator unit 6 and a second drive-side coupling means 20b associated with the drive unit 8.
- FIG. 2 shows the throttle body side actuator unit 6 and the drive unit 8 shortly before these two units 6 and 8 are assembled to the actuator 2.
- the FIG. 2 shows the two units 6 and 8 in the correct position relative to each other, in which the further assembly by axial displacement of the throttle body-side actuator unit 6 takes place relative to the drive unit 8 in the direction of the axis of rotation 14c.
- FIG. 3 shows an oblique view of the drive unit 8, before the drive unit 8 is connected to the throttle body side actuator unit 6.
- FIG. 4 shows the throttle body-side actuator unit 6 of the actuator 2 without the drive unit. 8
- the throttle housing 12 of the actuator unit 6 is preferably made of metal.
- the gear housing 16 with the housing parts 16a, 16b, 16c of the drive unit 8 is preferably made of plastic.
- an electric actuator 22 which is supplied and controlled via the connector pins 18 with electrical energy. Because the actuator 22 is not visible within the transmission housing 16 in the drawings, a dashed reference mark is used in the drawings at 22.
- the gear housing 16 has a relatively large opening 24. In the opening 24, a part of the throttle body-side actuator unit 6 are inserted.
- the transmission 26 has a throttle body side gear 26a (FIG. Fig. 4 ) and a drive-side gear 26b ( Fig. 3 ).
- the throttle body side gear 26a is a component of the drive unit 8.
- the throttle body side gear 26a sits on the throttle shaft 14a, is fixedly connected to the throttle shaft 14a and the bearing member 14 and thus the throttle body side actuator unit 6 assigned ,
- the throttle shaft 14a is also surrounded by a spring 28.
- the suspension 28 consists of several springs. In the FIG. 4 One recognizes several turns of the springs of the suspension 28.
- a portion of the respective spring ends of the suspension 28 is supported on the throttle body side gear 26a and on the throttle shaft 14a and on the bearing member 14, and a part of the spring ends of the springs of the suspension 28 supports on the throttle body 12 of the throttle body-side actuator unit 6 from.
- the spring ends of the springs of the suspension 28 act on the throttle body side gear 26a and on the bearing element 14 and the throttle valve 4a, that without an action by the actuator 22 of the throttle body 4 and the throttle valve 4a is in a basic position and is held in which the gas channel 15 is almost, but not completely, closed.
- the electric actuator 22 via the gear 26, the throttle valve 4a in the opening direction, as well as in the closing direction against the suspension 28 actuate.
- the transmission 26 serves to transmit torques between the actuator 22 and the throttle valve 4a.
- the drive-side gear 26b of the transmission 26 is a gear or a gear pinion.
- the throttle body side gear 26a is a gear. Because the throttle valve 4a is usually intended to be pivotable through 90 °, a segmented engagement arc which has teeth extending approximately over an angle of 90 ° to 120 ° is sufficient for the throttle body-side gear 26a.
- the drive-side gear 26b of the drive unit 8 is engaged with the throttle body-side gear 26a.
- the throttle body-side actuator unit 6 associated suspension 28 holds the throttle body side gear 26a during assembly in the home position, so that a correct position installation of the throttle body side gear 26a is ensured in the drive unit 8.
- a positionally correct positioning of the actuator unit 6 relative to the drive unit 8 can be ensured in a simple manner by means of mutually engaging guide surfaces provided in the coupling region 10 on the throttle body 12 and on the transmission housing 16.
- the throttle body-side actuator unit 6 and the drive unit 8 can be simply plugged together by simple linear movement in the direction of the axis of rotation 14c of the throttle shaft 14a or to the rotational axis 14c of the bearing element 14 and then held together in the coupling region 10.
- the throttle body-side actuator unit 6 essentially contains the throttle-body-side gearwheel 26a and preferably at least part of the suspension 28 within the housing 24a of the drive unit 8 formed by the gearbox housing 16.
- the throttle-body-side coupling means 10a in the coupling region 10 it has a plurality of radial projections 10a 'distributed on a circumferential flange formed on the throttle body 12.
- the projections 10a ' are provided so that the throttle body-side actuator unit 6 can first be added to the drive unit 8 in the direction of the rotational axis 14c of the throttle valve shaft 14a.
- the adjusting device 2 can also be modified such that the holding fingers 10b 'are located on the throttle body-side setting unit 6 and the projections 10a' on the drive unit 8. This modification is easily possible without the need for an extra drawing.
- the throttle body-side actuator unit 6 and the drive unit 8 in the coupling region 10 abutting each other or at a small distance from each other opposite, flange-like surface areas. Between these surface areas is an interposed mass 10d.
- the interposed mass 10d ensures that no foreign matter, such as water, can get into the interior of the adjusting device 2. However, the interposed mass 10d can also provide for a force transmission between the throttle body-side actuator unit 6 and the drive unit 8. In this case, the holding fingers 10b 'and the projections 10a' can be dispensed with.
- the interposed mass 10d is an adhesive or pasty attachable, after attaching solidifying plastic compound and may also be referred to as a sealant and / or as an adhesive. Because the interposed Mass 10d is located between the components, the mass 10d is not visible in the drawings, and therefore the mass 10d in the drawings is indicated by a dashed reference bar (FIG. Fig. 1 and Fig. 5 ).
- the second throttle body side coupling means 20a engages with the second drive side coupling means 20b.
- a fastener 20c in the form of a screw, holds the second throttle body side coupling means 20a and the second driving side coupling means 20b together.
- the second coupling region 20 is provided on the transmission housing 16 on the side of the actuator 22 facing away from the first coupling region 10. This ensures that even a strong vibration stress of the actuator 2 and large torques within the gear housing 16 within the actuator 2 are collected safely and fatigue.
- FIG. 5 shows an oblique view of an underside of the further embodiment and the FIG. 6 shows the second embodiment, when the throttle body side actuator unit 6 is spaced from the drive unit 8.
- the throttle body-side coupling means 10a After mounting the throttle body-side actuator unit 6 in the direction parallel to the axis of rotation 14c against the drive unit 8, the throttle body-side coupling means 10a abut on the drive-side coupling means 10b in the coupling region 10.
- the coupling means 10a and 10b are each projecting flange.
- clamp-like resilient fasteners 10c engage around the flange-like coupling means 10a and 10b, so that they are clamped together.
- the clamp-like fastening elements 10c of the coupling region 10 ensure a secure and permanent fastening connection between the throttle body side Adjusting unit 6 and the drive unit 8.
- bracket-like fastening elements 10c are attached to the flange-like coupling means 10a and 10b encompassing them. Also in the embodiment according to the FIGS. 4 and 5 is provided in the coupling region 10, the interposed mass 10d.
- the holding fingers 10b 'and the projections 10a' and / or the interposed mass 10d serve as holding means 30 for holding together the throttle body-side setting unit 6 and the drive unit 8.
- the clamp-like fastening elements 10c and / or the interposed mass 10d are provided as holding means 30 for holding together the setting unit 6 and the drive unit 8.
- the second drive-side coupling means 20b in the second coupling region 20 has a recess 20b '.
- the throttle body side coupling means 20a of the second coupling portion 20 has a finger-like projection 20a '.
- the second coupling region 20 is designed so that the two units 6 and 8 are also connected to each other in the second coupling region 20 by simple axial displacement of the throttle body-side actuator unit 6 relative to the drive unit 8 in the direction of the axis of rotation 14c so that even greater vibrational stresses of the actuator 2 and Even larger torques within the actuator 2 safely collected and excessive deformation of the gear housing 16 can be avoided.
- the adjusting device 2 can also be modified so that the finger-like projection 20a 'on the drive unit 8 and the recess 20b' are located on the throttle body 12. This modification is easily possible without the need for an extra drawing.
- the adjusting device 2 in which first the throttle body 12, the pivotally mounted bearing element 14, the throttle body 4 and the throttle body side gear 26a integral throttle body side actuator unit 6 are assembled.
- the actuator unit 22 and the drive-side gear wheel 26b comprehensive drive unit 8 is made regardless of the throttle body-side actuator unit 6.
- the actuator unit 6 and the drive unit 8 can be completely manufactured and tested at different locations and in different production facilities. Subsequently, the drive unit 8 and the throttle body-side actuator unit 6 can be assembled to the actuator 2.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Manufacturing & Machinery (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Description
Die Erfindung betrifft eine Vorrichtung zum Steuern einer Brennkraftmaschine bzw. ein Verfahren zum Herstellen einer solchen Vorrichtung.The invention relates to a device for controlling an internal combustion engine or a method for producing such a device.
Die Offenlegungsschrift
Die Schriften
Die Offenlegungsschriften
Die Offenlegungsschriften
Die
Die erfindungsgemäße Vorrichtung und das erfindungsgemäße Verfahren zum Herstellen einer Stelleinrichtung haben den Vorteil, dass die drosselkörperseitige Stellereinheit und die Antriebseinheit vollkommen unabhängig voneinander hergestellt werden können. Beide Einheiten können an unterschiedlichen Orten und in unterschiedlichen Fertigungsstätten komplett hergestellt werden und es können die jeweiligen unterschiedlichen Funktionen der drosselkörperseitigen Stellereinheit und der Antriebseinheit unabhängig voneinander überprüft werden. Für diese Prüfung müssen die Stellereinheit und die Antriebseinheit nicht zusammengebaut sein.The device according to the invention and the method according to the invention for producing an adjusting device have the advantage that the throttle-body-side setting unit and the drive unit can be manufactured completely independently of each other. Both units can be completely manufactured at different locations and in different production facilities and the respective different functions of the throttle body side actuator unit and the drive unit can be checked independently of each other. For this test, the actuator unit and the drive unit need not be assembled.
Ein weiterer Vorteil ist, dass wenn beispielsweise ein Kunde einen anderen Durchmesser beim Drosselkörper haben will, nur die drosselkörperseitige Stellereinheit abgeändert werden muss, wobei die Antriebseinheit unverändert gelassen werden kann. Dies erlaubt ein sehr flexibles, kurzfristiges Eingehen auf spezielle Kundenwünsche.Another advantage is that, for example, if a customer wants to have a different diameter at the throttle body, only the throttle body side actuator unit must be changed, the drive unit can be left unchanged. This allows a very flexible, short-term response to special customer requests.
Ein weiterer Vorteil ist, dass beim Zusammenbauen der drosselkörperseitigen Stellereinheit mit der Antriebseinheit nur das stellantriebsseitige Getrieberad und das drosselkörperseitige Getrieberad miteinander in Eingriff gebracht werde müssen. Mit anderen Worten, die vorgeschlagene Stelleinrichtung hat beispielsweise den besonderen Vorteil, dass beim Zusammenbauen der beiden Einheiten kein Getrieberad auf einer Welle befestigt werden muss.Another advantage is that when assembling the throttle body-side actuator unit with the drive unit only the actuator-side gear and the throttle body side gear must be engaged with each other. In other words, the proposed adjusting device has, for example, the particular advantage that when assembling the two units no gear must be mounted on a shaft.
Es besteht der Vorteil, dass die drosselkörperseitige Stellereinheit und die Antriebseinheit unabhängig voneinander hergestellt, vertrieben und gehandelt werden können.There is the advantage that the throttle body side actuator unit and the drive unit can be manufactured, distributed and traded independently of each other.
Vorteilhafterweise sind auch getrennte, voneinander unabhängige Funktionsprüfungen der drosselkörperseitigen Stellereinheit und der Antriebseinheit möglich.Advantageously, separate, independent functional tests of the throttle body side actuator unit and the drive unit are possible.
Durch die in den Unteransprüchen aufgeführten Maßnahmen sind vorteilhafte Weiterbildungen und Verbesserungen der in den Hauptansprüchen angegebenen Vorrichtung möglich.The measures listed in the dependent claims advantageous refinements and improvements of the device specified in the main claims are possible.
Ist das drosselkörperseitige Getrieberad ein Zahnrad bzw. ein Zahnradsegment und das antriebsseitige Getrieberad ein Zahnrad bzw. Zahnradritzel, so hat dies den Vorteil, dass beim Zusammenbauen der drosselkörperseitigen Stellereinheit mit der Antriebseinheit ein einfaches Komplettieren des Getriebes zwischen dem Stellantrieb und dem Lagerelement bzw. der Drosselklappenwelle möglich ist.If the throttle body side gear is a gear or gear segment and the drive side gear is a gear or gear pinion, this has the advantage that when assembling the throttle body side actuator unit with the drive unit a simple completion of the transmission between the actuator and the bearing element or the throttle shaft is possible.
Besteht die Antriebseinheit aus einem Getriebegehäuse, das ein erstes Gehäuseteil und mindestens noch ein zweites Gehäuseteil umfasst, so hat dies den Vorteil, dass die in die Antriebseinheit einzubauenden Komponenten sehr einfach, beispielsweise in das erste Gehäuseteil, eingebaut werden können und durch Anfügen des zweiten Gehäuseteils ist eine sehr leichte Vervollständigung der Antriebseinheit möglich.If the drive unit consists of a gear housing which comprises a first housing part and at least one second housing part, this has the advantage that the components to be installed in the drive unit can be installed very simply, for example in the first housing part, and by attaching the second housing part a very easy completion of the drive unit is possible.
Ist eine der drosselkörperseitigen Stellereinheit zugeordnete Federung vorgesehen, die den Drosselkörper in eine Grundposition zurückstellt, so hat dies den Vorteil, dass die drosselkörperseitige Stellereinheit alle wesentlichen Komponenten umfasst, die für die Funktion, die Beweglichkeit und das Verhalten der Stellereinheit maßgeblich sind. Das maßgebliche Verhältnis zwischen Drosselklappenwinkel und Luftdurchsatz kann vorteilhafterweise sehr einfach geprüft werden, ohne dass dazu die Antriebseinheit angebaut sein muss.If one of the throttle body-side actuator unit associated suspension is provided which resets the throttle body in a basic position, this has the advantage that the throttle body-side actuator unit includes all the essential components that are relevant to the function, the mobility and the behavior of the actuator unit. The relevant relationship between throttle angle and air flow rate can advantageously be checked very easily without the drive unit having to be mounted for this purpose.
Ist die Stelleinrichtung so ausgebildet, dass das Zusammenbauen der drosselkörperseitigen Stellereinheit mit der Antriebseinheit durch eine einfache Relativbewegung in Längsrichtung zur Drehachse der Drosselklappenwelle erfolgen kann, so bietet dies eine sehr vorteilhafte Möglichkeit für einen einfachen Zusammenbau der Antriebseinheit an die drosselkörperseitige Stellereinheit.If the adjusting device is designed such that the assembling of the throttle body-side setting unit with the drive unit can take place by a simple relative movement in the longitudinal direction to the axis of rotation of the throttle valve shaft, this offers a very advantageous possibility for a simple assembly of the drive unit to the throttle body-side setting unit.
Die Haltemittel sorgen vorteilhafterweise für eine feste, dauerhafte Verbindung der Antriebseinheit mit der drosselkörperseitigen Stellereinheit der Stelleinrichtung.The holding means advantageously provide a firm, permanent connection of the drive unit with the throttle body-side setting unit of the adjusting device.
Im zweiten Kopplungsbereich sorgen die zweiten drosselkörperseitigen Kopplungsmittel der drosselkörperseitigen Stellereinheit und die zweiten antriebsseitigen Kopplungsmittel der Antriebseinheit dafür, dass auch bei unterschiedlichen und bei starken Längenänderungen bei Temperaturänderungen bzw. bei unterschiedlichen Temperaturen der verschiedenen Komponenten trotzdem eine stabile Stelleinrichtung gewährleistet werden kann.In the second coupling region, the second throttle-body-side coupling means of the throttle body-side setting unit and the second drive-side coupling means of the drive unit ensure that even with different and with strong changes in length Nevertheless, a stable adjusting device can be ensured with temperature changes or at different temperatures of the various components.
Bevorzugt ausgewählte, besonders vorteilhafte Ausführungsbeispiele der Erfindung sind in den Zeichnungen vereinfacht dargestellt und in der nachfolgenden Beschreibung näher erläutert. Es zeigen
- Figur 1
- eine Schrägansicht auf die Stelleinrichtung,
Figur 2- eine Schrägansicht auf die Stelleinrichtung bei von der drosselkörperseitigen Stellereinheit beabstandeten Antriebseinheit,
- Figur 3
- eine Schrägansicht auf die Antriebseinheit,
- Figur 4
- eine Schrägansicht auf die drosselkörperseitige Stellereinheit,
- Figur 5
- eine Schrägansicht auf eine abgeänderte Ausführungsform der Stelleinrichtung und
Figur 6- eine Schrägansicht auf die abgeänderte Ausführungsform bei von der drosselkörperseitigen Stellereinheit abgerückter Antriebseinheit.
- FIG. 1
- an oblique view of the adjusting device,
- FIG. 2
- an oblique view of the actuator at spaced from the throttle body-side actuator unit drive unit,
- FIG. 3
- an oblique view of the drive unit,
- FIG. 4
- an oblique view of the throttle body side actuator unit,
- FIG. 5
- an oblique view of a modified embodiment of the adjusting device and
- FIG. 6
- an oblique view of the modified embodiment of the throttle body-side actuator unit pulled off drive unit.
Die erfindungsgemäß ausgeführte Stelleinrichtung kann bei jeder Brennkraftmaschine verwendet werden, bei der die Leistung der Brennkraftmaschine mit Hilfe der Stelleinrichtung beeinflusst werden soll. Mit der Stelleinrichtung kann beispielsweise die der Brennkraftmaschine zugeführte Luft gesteuert werden. In diesem Fall ist die Stelleinrichtung üblicherweise ein Drosselklappenstutzen mit einer verstellbar gelagerten Drosselklappe. Die Stelleinrichtung kann aber auch beispielsweise zum Steuern von Abgas und/oder eines Seitenluftkanals verwendet werden.The adjusting device designed according to the invention can be used in any internal combustion engine in which the power of the internal combustion engine is to be influenced by means of the adjusting device. With the adjusting device, for example, the air supplied to the internal combustion engine can be controlled. In this case, the adjusting device is usually a throttle body with an adjustably mounted throttle. However, the adjusting device can also be used for example for controlling exhaust gas and / or a side air duct.
In allen Figuren sind gleiche oder gleichwirkende Teile mit denselben Bezugszeichen versehen. Sofern nichts Gegenteiliges erwähnt bzw. in der Zeichnung dargestellt ist, gilt das anhand einer der Figuren Erwähnte und Dargestellte auch bei den anderen Ausführungsbeispielen. Sofern sich aus den Erläuterungen nichts anderes ergibt, sind die Einzelheiten der verschiedenen Ausführungsbeispiele miteinander kombinierbar.In all figures, identical or equivalent parts are provided with the same reference numerals. Unless otherwise stated or shown in the drawing, that applies with reference to one of the figures mentioned and illustrated also in the other embodiments. Unless otherwise stated in the explanations, the details of the various embodiments can be combined with one another.
Die
Wesentliche Komponenten der Stelleinrichtung 2 sind eine drosselkörperseitige Stellereinheit 6 und eine antriebsseitige Antriebseinheit 8. Die drosselkörperseitige Stellereinheit 6 und die Antriebseinheit 8 können an unterschiedlichen Orten hergestellt werden. Anschließend werden die drosselkörperseitige Stellereinheit 6 und die Antriebseinheit 8 zusammengebaut. Zusammengebaut bilden die beiden Einheiten 6 und 8 die Stelleinrichtung 2, wie in der
Die drosselkörperseitige Stellereinheit 6 und die Antriebseinheit 8 können unabhängig voneinander hergestellt, geprüft, vertrieben und gehandelt werden.The throttle-body-
Über einen Kopplungsbereich 10 sind im fertig zusammengebauten Zustand die drosselkörperseitige Stellereinheit 6 und die Antriebseinheit 8 fest miteinander verbunden. Der Kopplungsbereich 10 wird gebildet von einem an die drosselkörperseitige Stellereinheit 6 angeformten drosselkörperseitigen Kopplungsmittel 10a und einem an die Antriebseinheit 8 angeformten antriebsseitigen Kopplungsmittel 10b.By way of a
Die drosselkörperseitige Stellereinheit 6 umfasst ein Drosselgehäuse 12 mit einem in dem Drosselgehäuse 12 schwenkbar gelagerten Lagerelement 14. Beim dargestellten Ausführungsbeispiel kann das Lagerelement 14 auch als Drosselklappenwelle 14a bezeichnet werden. Durch das Drosselgehäuse 12 verläuft ein Gaskanal 15 hindurch. Die Drosselklappenwelle 14a führt quer durch den Gaskanal 15. Innerhalb des Gaskanals 15 ist der Drosselkörper 4 bzw. die Drosselklappe 4a mit dem Lagerelement 14 bzw. mit der Drosselklappenwelle 14a fest verbunden ist. Das Lagerelement 14 bzw. die Drosselklappenwelle 14a hat eine Drehachse 14c. Je nach Schwenkstellung des Lagerelements 14 bzw. der Drosselklappenwelle 14a um die Drehachse 14c ist der Gaskanal 15 mehr oder weniger geöffnet.The throttle body-
Die Antriebseinheit 8 umfasst ein Getriebegehäuse 16. Beim bevorzugt ausgewählten, besonders vorteilhaften Ausführungsbeispiel besteht das Getriebegehäuse 16 aus einem ersten Gehäuseteil 16a, einem zweiten Gehäuseteil 16b und einem dritten Gehäuseteil 16c. Das erste Gehäuseteil 16a kann auch als unteres Gehäuseteil bezeichnet werden. Das zweite Gehäuseteil 16b kann man als oberes Gehäuseteil und das dritte Gehäuseteil 16c als Anschlussteil bezeichnen. An dem dritten Gehäuseteil 16c hat es mehrere in Form von Steckerpins 18 gestaltete elektrische Kontakte. Das dritte Gehäuseteil 16c mit den Steckerpins 18 ist so geformt, dass an die Stelleinrichtung 2 ein nicht dargestellter elektrischer Stecker angesteckt werden kann, zum Verbinden der Stelleinrichtung 2 mit einem externen elektrischen Gerät, beispielsweise ein elektrisches Motorsteuergerät. Das dritten Gehäuseteil 16c ist in eine in dem zweiten Gehäuseteil 16b vorgesehene Aussparung eingesetzt und verschließt diese Aussparung.The
Bei der bevorzugt ausgewählten, dargestellten Stelleinrichtung 2 gibt es einen zweiten Kopplungsbereich 20. Der zweite Kopplungsbereich 20 umfasst ein der drosselkörperseitigen Stellereinheit 6 zugeordnetes zweites drosselkörperseitiges Kopplungsmittel 20a und ein der Antriebseinheit 8 zugeordnetes zweites antriebsseitiges Kopplungsmittel 20b.The
Die
Die
Die
Das Drosselgehäuse 12 der Stellereinheit 6 besteht vorzugsweise aus Metall. Das Getriebegehäuse 16 mit den Gehäuseteilen 16a, 16b, 16c der Antriebseinheit 8 besteht vorzugsweise aus Kunststoff.The
Innerhalb des Getriebegehäuses 16 gibt es einen elektrischen Stellantrieb 22, der über die Steckerpins 18 mit elektrischer Energie versorgt und gesteuert wird. Weil der Stellantrieb 22 innerhalb des Getriebegehäuses 16 in den Zeichnungen nicht sichtbar ist, wird in den Zeichnungen beim Bezugszeichen 22 ein gestrichelter Bezugszeichenstrich verwendet.Within the
Das Getriebegehäuse 16 hat eine relativ große Öffnung 24. In die Öffnung 24 kann ein Teil der drosselkörperseitigen Stellereinheit 6 hineingesteckt werden.The
Innerhalb des Getriebegehäuses 16 gibt es ein Getriebe 26. Das Getriebe 26 hat ein drosselkörperseitiges Getrieberad 26a (
Die Federenden der Federn der Federung 28 wirken so auf das drosselkörperseitige Getrieberad 26a bzw. auf das Lagerelement 14 bzw. auf die Drosselklappe 4a, dass ohne eine Einwirkung durch den Stellantrieb 22 der Drosselkörper 4 bzw. die Drosselklappe 4a in einer Grundposition steht und gehalten wird, in der der Gaskanal 15 fast, aber nicht ganz, geschlossen ist. Bei fertiggestellter Stelleinrichtung 2 kann der elektrische Stellantrieb 22 über das Getriebe 26 die Drosselklappe 4a sowohl in Öffnungsrichtung, als auch in Schließrichtung entgegen der Federung 28 betätigen. Das Getriebe 26 dient zum Übertragen von Drehmomenten zwischen dem Stellantrieb 22 und der Drosselklappe 4a.The spring ends of the springs of the
Wie man in den
Die Öffnung 24 dient als Aufnahme 24a für einen Teil der drosselkörperseitigen Stellereinheit 6. Von der drosselkörperseitigen Stellereinheit 6 befinden sich im Wesentlichen das drosselkörperseitige Getrieberad 26a und vorzugsweise mindestens ein Teil der Federung 28 innerhalb der vom Getriebegehäuse 16 gebildeten Aufnahme 24a der Antriebseinheit 8.The throttle body-
Bei dem in den
Es sei erwähnt, dass die Stelleinrichtung 2 auch so abgewandelt werden kann, dass sich die Haltefinger 10b' an der drosselkörperseitigen Stellereinheit 6 und die Vorsprünge 10a' an der Antriebseinheit 8 befinden. Diese Abwandlung ist leicht möglich, ohne dass dazu eine extra Zeichnung benötigt wird.It should be noted that the adjusting
In fertig zusammengebautem Zustand haben die drosselkörperseitige Stellereinheit 6 und die Antriebseinheit 8 im Kopplungsbereich 10 aneinander anliegende oder mit geringem Abstand einander gegenüberliegende, flanschartige Oberflächenbereiche. Zwischen diesen Oberflächenbereichen befindet sich eine zwischengefügte Masse 10d. Die zwischengefügte Masse 10d sorgt dafür, dass kein Fremdkörper, wie beispielsweise Wasser, in das Innere der Stelleinrichtung 2 gelangen kann. Die zwischengefügte Masse 10d kann aber auch für eine Kraftübertragung zwischen der drosselkörperseitigen Stellereinheit 6 und der Antriebseinheit 8 sorgen. In diesem Fall kann auf die Haltefinger 10b' und die Vorsprünge 10a' verzichtet werden. Die Haltefinger 10b' und die Vorsprünge 10a' bieten jedoch während des Herstellverfahrens den Vorteil, dass die drosselkörperseitige Stellereinheit 6 und die Antriebseinheit 8 bereits fest zusammengehalten werden, solange die zwischengefügte Masse 10d noch nicht fest genug ist um die beiden Einheiten 6 und 8 alleine zusammenzuhalten. Die zwischengefügte Masse 10d ist eine klebende bzw. dichtende, pastös anbringbare, nach dem Anbringen fest werdende Kunststoffmasse und kann auch als Dichtmasse und/oder als Klebstoff bezeichnet werden. Weil sich die zwischengefügte Masse 10d zwischen den Bauteilen befindet, ist die Masse 10d in den Zeichnungen nicht sichtbar und deshalb ist die Masse 10d in den Zeichnungen mit einem gestrichelten Bezugszeichenstrich angedeutet (
Während die Stelleinrichtung 2 zusammengebaut wird, genauer gesagt, beim Schwenken der Antriebseinheit 8 um die Drehachse 14c der Drosselklappenwelle 14a bzw. des Lagerelements 14 gelangt das zweite drosselkörperseitige Kopplungsmittel 20a in Eingriff mit dem zweiten antriebsseitigen Kopplungsmittel 20b. Ein Befestigungselement 20c, in Form einer Schraube, hält das zweite drosselkörperseitige Kopplungsmittel 20a und das zweite antriebsseitige Kopplungsmittel 20b zusammen. Der zweite Kopplungsbereich 20 ist an dem Getriebegehäuse 16 auf der dem ersten Kopplungsbereich 10 abgewandten Seite des Stellantriebs 22 vorgesehen. Dadurch ist sichergestellt, dass auch eine starke Schwingbeanspruchung der Stelleinrichtung 2 und große Drehmomente innerhalb des Getriebegehäuses 16 innerhalb der Stelleinrichtung 2 sicher und dauerfest aufgefangen werden.Specifically, while the
Die
Bei dem in den
Der besseren Übersichtlichkeit wegen ist bei dem in den
Nach dem Anbauen der drosselkörperseitigen Stellereinheit 6 in Richtung parallel zur Drehachse 14c gegen die Antriebseinheit 8 liegen im Kopplungsbereich 10 die drosselkörperseitigen Kopplungsmittel 10a an den antriebsseitigen Kopplungsmitteln 10b an. Die Kopplungsmittel 10a und 10b sind jeweils flanschartig vorspringend. Mehrere, über den Umfang verteilte, klammerartig federnde Befestigungselemente 10c umgreifen die flanschartigen Kopplungsmittel 10a und 10b, so dass diese fest zusammengespannt werden. Die klammerartigen Befestigungselemente 10c des Kopplungsbereichs 10 sorgen für eine sichere und dauerhafte Befestigungsverbindung zwischen der drosselkörperseitigen Stellereinheit 6 und der Antriebseinheit 8. Nach dem Zusammenbauen der beiden Einheiten 6 und 8 werden die klammerartigen Befestigungselemente 10c auf die flanschartigen Kopplungsmittel 10a und 10b diese umgreifend aufgesteckt. Auch beim Ausführungsbeispiel gemäß den
Bei dem in den
Bei dem in den
Es sei erwähnt, dass die Stelleinrichtung 2 auch so abgewandelt werden kann, dass sich der fingerartige Vorsprung 20a' an der Antriebseinheit 8 und die Vertiefung 20b' am Drosselgehäuse 12 befinden. Diese Abwandlung ist leicht möglich, ohne dass dazu eine extra Zeichnung benötigt wird.It should be noted that the adjusting
Es wird auch ein Verfahren zum Herstellen der Stelleinrichtung 2 vorgeschlagen, bei dem zunächst die das Drosselgehäuse 12, das schwenkbar gelagerte Lagerelement 14, den Drosselkörper 4 und das mit dem Lagerelement 14 fest verbundene drosselkörperseitige Getrieberad 26a umfassende drosselkörperseitige Stellereinheit 6 zusammengebaut werden. Bei diesem Herstellverfahren wird unabhängig von der drosselkörperseitigen Stellereinheit 6 auch die den Stellantrieb 22 und das antriebsseitige Getrieberad 26b umfassende Antriebseinheit 8 hergestellt. Die Stellereinheit 6 und die Antriebseinheit 8 können an unterschiedlichen Orten und in unterschiedlichen Fertigungsstätten komplett hergestellt und geprüft werden. Anschließend können die Antriebseinheit 8 und die drosselkörperseitige Stellereinheit 6 zu der Stelleinrichtung 2 zusammengesetzt werden.It is also proposed a method for producing the adjusting
Claims (8)
- Actuating device having a throttle body (4, 4a) which is provided on a bearing element (14, 14a) which is mounted pivotably in a throttle housing (12), having an actuating drive (22) for adjusting the pivotably mounted throttle body (4, 4a), and having a gear mechanism (26, 26a, 26b) for transmitting a torque between the actuating drive (22) and the pivotably mounted throttle body (4, 4a), the actuating device (2) being assembled from a throttle body-side actuator unit (6), which comprises the throttle housing (12), the pivotably mounted bearing element (14, 14a), the throttle body (4, 4a) and a throttle body-side gear mechanism gear (26a) which is connected to the bearing element (14, 14a), and a drive unit (8) which comprises the actuating drive (22) and a drive-side gear mechanism gear (26b), the drive-side gear mechanism gear (26b) being operatively connected to the throttle body-side gear mechanism gear (26a) in the finally assembled state, characterized in that the bearing element (14, 14a) has a rotational axis (14c), and throttle body-side coupling means (10a) are provided on the throttle body-side actuator unit (6) and drive-side coupling means (10b) are provided on the drive unit (8), the throttle body-side coupling means (10a) and the drive-side coupling means (10b) being designed in such a way that the throttle body-side actuator unit (6) and the drive unit (8) are joined together by way of a relative movement between the throttle body-side actuator unit (6) and the drive unit (8) in the direction of the rotational axis (14c) of the bearing element (14, 14a), and in that the throttle body-side actuator unit (6) and the drive unit (8) are held together fixedly by way of rotation of the throttle body-side actuator unit (6) relative to the drive unit (8) around the rotational axis (14c) of the throttle valve shaft (14a).
- Actuating device according to Claim 1, characterized in that the throttle body-side gear mechanism gear (26a) is a gearwheel.
- Actuating device according to Claim 1 or 2, characterized in that the throttle body-side gear mechanism gear (26a) has a segmented engagement arc.
- Actuating device according to one of the preceding claims, characterized in that the drive-side gear mechanism gear (26b) is a gearwheel pinion.
- Actuating device according to one of the preceding claims, characterized in that the drive unit (8) has a gear mechanism housing (16, 16a, 16b, 16c), the gear mechanism housing (16) comprising a first housing part (16a) and also at least one second housing part (16b, 16c).
- Actuating device according to one of the preceding claims, characterized in that the throttle body-side actuator unit (6) comprises a spring system (28) which restores the throttle body (4, 4a) into a basic position.
- Actuating device according to one of the preceding claims, characterized in that holding means (30) which act between the throttle body-side actuator unit (6) and the drive unit (8) are provided, which holding means (30) hold the throttle body-side actuator unit (6) and the drive unit (8) together.
- Actuating device according to one of the preceding claims, characterized in that second throttle body-side coupling means (20, 20a, 20b, 20c) are provided on the throttle body-side actuator unit (6) and second drive-side coupling means (20, 20a, 20b) are provided on the drive unit (8), for the purpose of a transmission of force between the throttle body-side actuator unit (6) and the drive unit (8).
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102008001920A DE102008001920A1 (en) | 2008-05-21 | 2008-05-21 | setting device |
PCT/EP2009/053501 WO2009141189A1 (en) | 2008-05-21 | 2009-03-25 | Control equipment |
Publications (2)
Publication Number | Publication Date |
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EP2279338A1 EP2279338A1 (en) | 2011-02-02 |
EP2279338B1 true EP2279338B1 (en) | 2017-08-16 |
Family
ID=40756873
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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EP09749679.8A Not-in-force EP2279338B1 (en) | 2008-05-21 | 2009-03-25 | Control equipment |
Country Status (3)
Country | Link |
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EP (1) | EP2279338B1 (en) |
DE (1) | DE102008001920A1 (en) |
WO (1) | WO2009141189A1 (en) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102011085048A1 (en) | 2011-10-21 | 2013-04-25 | Robert Bosch Gmbh | throttling device |
DE102017127740A1 (en) * | 2017-11-23 | 2019-05-23 | Eberspächer Exhaust Technology GmbH & Co. KG | adjustable flap |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19525510B4 (en) | 1995-07-13 | 2008-05-08 | Robert Bosch Gmbh | Throttle actuator |
DE19540323B4 (en) | 1995-10-28 | 2008-06-05 | Robert Bosch Gmbh | throttle body |
US6557523B1 (en) * | 2000-07-05 | 2003-05-06 | Visteon Global Technologies, Inc. | Electronic throttle body with insert molded actuator motor |
DE10048937A1 (en) | 2000-10-04 | 2002-04-11 | Bosch Gmbh Robert | Throttle actuator |
DE10138060A1 (en) | 2001-08-03 | 2003-02-20 | Bosch Gmbh Robert | Throttle device with drive holder and drive contact |
ITBO20020358A1 (en) * | 2002-06-07 | 2003-12-09 | Magneti Marelli Powertrain Spa | BUTTERFLY VALVE FOR AN INTERNAL COMBUSTION ENGINE WITH ELECTROSTATIC CHARGE DISSIPATOR AND RELATED ACTUATOR |
DE10341396B3 (en) * | 2003-09-05 | 2004-12-16 | Pierburg Gmbh | Flap adjustment arrangement, especially for combustion engine choke flap, has electric motor outside housing and flap support, open on one side, plugged onto contact plate protrusion via pole tube |
JP4104594B2 (en) | 2004-12-22 | 2008-06-18 | 株式会社ケーヒン | Engine intake control system |
-
2008
- 2008-05-21 DE DE102008001920A patent/DE102008001920A1/en not_active Ceased
-
2009
- 2009-03-25 WO PCT/EP2009/053501 patent/WO2009141189A1/en active Application Filing
- 2009-03-25 EP EP09749679.8A patent/EP2279338B1/en not_active Not-in-force
Non-Patent Citations (1)
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None * |
Also Published As
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EP2279338A1 (en) | 2011-02-02 |
DE102008001920A1 (en) | 2009-11-26 |
WO2009141189A1 (en) | 2009-11-26 |
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