FR2631389A1 - DEVICE FOR CONTROLLING THE AIR INLET BUTTERFLY OF AN INTERNAL COMBUSTION ENGINE - Google Patents

Abstract

The device according to the invention comprises a motor 6, the stator 8 of which is coupled to an accelerator pedal 10 while the rotor 9 of this motor is connected to the butterfly valve 1 by a friction coupling member 7. An excitation of the motor 6 causes the rotor to rotate relative to the stator, which makes it possible to reduce the opening of the throttle by a predetermined angle, in certain circumstances. The correction thus applied by the engine to the opening angle of the throttle makes it possible to avoid the transmission of any unpleasant reaction to the accelerator pedal 10. Application to traction control or speed regulation devices, for driven motor vehicles. by an internal combustion engine.

Description

The present invention relates to a throttle control device

  an air motor of an internal combustion engine used for the propulsion of a motor vehicle, and more particularly to such a device comprising an actuator for selectively reducing the opening angle of the throttle relative to that which result of the only action of the driver of the vehicle on a

accelerator pedal.

  In certain situations it may be useful to have means for automatically reducing the torque delivered by the internal combustion engine that equips a motor vehicle, regardless of the control that results from the pressure exercised by the driver of the vehicle on the pedal. accelerator. By way of example, such a reduction in this engine torque, controlled by a control unit, is applied when it is desired to prevent wheel slippage of the vehicle when it starts, or when it is desired to limit the vehicle speed,

  make a gear change in the boot of vi-

tesses, etc ...

  Actuators for this purpose are used to modify

  proud of the position of the throttle, these actuators being

  stalled, for safety reasons in case of breakage of

  the pedal-butterfly connection between this pedal and a

  return fate of the air intake butterfly. The modification

  the actuator of the throttle position, and therefore

  of the spring return force, has the effect of provoking

  an unpleasant reaction to the accelera-

driver for the vehicle driver.

  Document EP 174 662 discloses a device for regulating the speed of a vehicle and for preventing wheel slippage of this vehicle, which comprises a throttle actuator controlled both by an electronic control unit and by a control pedal. 'accelerator

  to act on a mechanical assembly including the papillary

  lon, two arms and two springs associated with. this butterfly.

  The actuator comprises an electric motor, a clutch, a reducer, two arms and a lever, the whole constituting -2-

  a complex and therefore expensive device. In case of reduction

  opening of the throttle valve controlled by the electronic control unit, it is possible to

  some compensation only for the reaction

  unpleasant effect on the accelerator pedal which

sult for the pilot.

  This reaction is completely suppressed by another solution which consists in placing a second throttle valve in the air intake duct of the engine, in series with the main throttle valve. The accelerator pedal acts

  on the main butterfly while, to obtain a

  overall duction of the opening of the intake duct,

  activates the second throttle using a drive unit

  electronic control. This solution, however,

  to disadvantages: mechanical complexity, increased head losses in the air intake duct, and complexity of the control strategies of the opening of the second butterfly, which result from interactions between the

  relative positions of the two butterflies.

  The present invention therefore aims to provide a device for controlling the air intake throttle of an internal combustion engine propelling a vehicle

  including means for automatically reducing

  - the opening of the butterfly under the control of a control unit, this device being simple, reliable and

inexpensive realization.

  The present invention also aims to achieve such a device by which no unpleasant reaction is transmitted on the accelerator pedal during a reduction of the throttle opening controlled by the unit

control.

  These aims of the invention, as well as

  which will appear in the following, with a

  control of the intake air throttle of a combustion engine

  internal combustion, of the type which comprises an accelerator pedal.

  to control the opening angle of the throttle normally, a return spring of this pedal to a

  inactive position and an actuator installed between the

  And the throttle valve for selectively reducing this angle of opening relative to that which would result from the sole action of the pedal, this device being characterized in that the actuator consists of a motor comprising a movable stator in rotation relative to the frame. throttle support and coupled to the return spring and the accelerator pedal which controls its angular position, and a rotor coupled in rotation to the throttle and secured

  of the stator in the absence of power to the motor, the

  apparatus further comprising motor supply means for selectively rotating the rotor and the

  butterfly of a predetermined angle corresponding to a

  desired duction of the opening angle of the latter, without

  that this rotation does not apply any reaction on the peda-

  the accelerator via the stator.

  Stops limit the relative displacements of the throttle valve and the stator of the engine relative to the frame of

  support of the device on the one hand and the butterfly by

port to the stator on the other hand.

  According to a first embodiment of the invention

  the engine is a bi-directional geared motor

reversible mechanically.

  The rotor of the motor is coupled to an axis of rotation

  throttle valve by a friction coupling member developed

  pant a friction torque higher than that required for the formation in rotation of the butterfly and lower than that applied by the pedal return spring

on the stator.

  According to a second embodiment of

  the invention, the engine is a bidirectional geared motor-

  nel and reversible mechanically. The motor rotor is

integral with the axis of the butterfly.

  According to a third embodiment of the invention derived from the previous one, a friction member couples the rotor and the stator with a friction torque higher than that required for the rotational drive.

  butterfly and less than the torque developed by the

reminder spell on the stator.

  According to a fourth embodiment of the invention, the motor is a reversible torque motor whose rotor is coupled to the throttle via

  a spiral spring Controlled return.

  For all these embodiments, the accelerator pedal can be coupled to the actuator by a cable passing over a winding shell carried by

  the periphery of the motor stator.

  In the attached drawing, given only as an example

ple:

  FIG. 1 is a diagrammatic perspective view

  tive throttle control device

  of air from an internal combustion engine used for

  According to a first embodiment of the invention, FIG. 2 is a graph which represents the angular position of the throttle valve of the device according to the invention as a function of an acceleration command established by the invention. depressing the accelerator pedal,

  with possibly a correction established by the action-

  3A and 3B are a schematic representation in plan of a second and a third embodiment of the device according to the invention and of a particular organ of this device, respectively, and FIGS. 4A and 4B are a diagrammatic representation in plan of a fourth embodiment of the device according to the invention and of particular members

of this device, respectively.

  Referring to Figure 1 of the drawing where it appears that a device according to a first embodiment of the invention comprises a throttle valve 1 mounted in an air intake duct 2 of an internal combustion engine of

  to be rotatable about a solid axis 3

  1. A movable stop 4 projects beyond the axis 3 to cooperate with a fixed abutment 4 'integral with the support frame of the device, this counter-stop 4' defining the maximum closing position of the throttle

- 5 -

  i in the intake duct 2. At the left end (from the point of view of the figure) of the axis 3, the device may comprise an angular position sensor 5 which serves to

  provide a signal representative of a position information

  angular position of the throttle relative to the support frame, at least one control unit of the internal combustion engine, intended more particularly for the propulsion of a motor vehicle, as is well known in the art. The other end (right) of the shaft 3 is coupled

  to an actuator 6 via a coupling member

  range 7. This actuator 6 is constituted by a

  bidirectional gear motor non-reversible mechanical-

  comprising a stator 8 and a rotor 9, the rotor of the motor being aligned with the axis of rotation of the throttle which it is coupled by the coupling & friction member 7. With such an electric gear motor, for example, only one electrical control can change the relative position

  rotor / stator, and this in both oppo- rotation

  his. According to the present invention, the stator 8 is movable

  in rotation around the axis of the rotor and its angular position

  on this axis is controlled by an accelerator pedal.

  the aerator 10 mechanically coupled to the stator by a link

  its schematic in 11. Thus, the depression of the accelerator pedal 10 sets the angular position of the stator 8. A spring 12 is fixed at one end to the stator

  8 and at its other end to the support bracket of the

  to exert a return torque on the stator 8 and, at the same time, on the accelerator pedal. When

  the spring 12 acts alone on the pedal 10, it occupies.

  an initial inactive "high" position.

  The device further comprises various stops and counter-stops which limit the movements of various

  mentioned above in relation to the support structure

  wearing of the device, or the movements of these organs

  one to another. Thus, in addition to the stop

  bile 4 and the fixed counter-stop 4 ', there is on the axis 3, at its right end from the point of view of Figure 1, a 6- second movable stop 13 which cooperates with a movable counter-stop 13' overflowing axially of the motor stator to limit the opening position of the throttle valve 1 fixed by the depression of the pedal 10, such that this depression is set by the driver of the vehicle. The cooperation of the abutments 4, 4 'and 13, 13', respectively, in the absence of action on the accelerator pedal, defines the "high" position of the pedal and the closed position of the throttle, respectively. In the absence of control of the actuator,

  the contact of the stops 13 and 13 'is maintained by the non

  mechanical reversibility of the geared motor. A second

  mobile counter-stop 14 spaced angularly from the counter

  stop 13 'protrudes axially from the stator to limit the maximum angular difference of the throttle relative to that fixed by the mobile abutment 13', when the actuator acts on the throttle to reduce the opening angle thereof , and for other purposes as we will see more

far in detail. -

  Finally, a movable stopper protrudes from the periphery of the stator 8 of the motor to cooperate with a fixed counter-stop 15 'integral with the support frame of the device, to define the fully open position of the butterfly as it results from the sole action of the pedal 10 on this butterfly.

  The device is supplemented by means of

  (not shown) of the engine 6, these

  means being controlled by a control unit which de-

  end of the angular aperture reduction.

  actuator 6 to throttle valve 3 in certain situations

  such as those mentioned above, to avoid, for example, slippage of the wheels of a vehicle

  resulting from excessive engine torque

  the wheels of that vehicle, taking into account the coefficient

  friction of these on a road surface par-

  particular, or to limit the speed of the vehicle to a

  predetermined value that the vehicle must not exceed.

  According to an important feature of the

  According to the invention, the utility of which will be seen hereafter, the friction coupling member 7 is constituted by a disk 16 in-a friction material, this disc being pinched between two coaxial ends facing each other. 17

  and 18 of the axis of the butterfly 1 and the axis of exit of the

  tor 9 of the engine 6 respectively. Thus, the rotation of the rotor 9 of the motor is transmitted to the throttle by the couple

  of friction developed by this friction disc 16.

  According to an important feature of the present invention, this friction torque is lower than the torque

  exerted by the return spring 12 on the stator 8 of the

  tor, so that the latter pair can surpass the action of the previous to allow a fast return of the stator in the initial position when the pedal 10 returns to its inactive position, regardless of a possible deviation

  angle previously established between the stator and the papillary

lon 1.

  The operation of the device shown in FIG. 1 will now be described in conjunction with the graph of FIG. 2 which represents the angular position of the throttle as a function of the acceleration command as it is regulated by the depression of the pedal. 10. Let us first examine the operation of the device when the actuator 6 introduces no correction in the value of the angular position of the throttle, as it results from the pressure exerted on the pedal 10. The stator 8 then transmits to the butterfly, via the friction coupling member 7, the desired angular position, without any relative movement appearing between the stator 8 and the rotor 9,

  the actuator 6 not being excited by its means of supplying

  mentation. We are then on the curve part 21 of the graph of FIG.

  between the pedal 10 and the butterfly is direct.

  If now the control unit determines that the vehicle is in a situation where it is important to reduce the opening of the throttle valve to lower the torque transmitted by the engine to the wheels of the vehicle, this unit controls the supply of the engine 6, this which has the effect

- 8 -

  to trigger the rotation of the rotor 9 relative to the stator 8 in the opposite direction of that of the clockwise when one observes this rotor of the left end

  the axis of rotation of the throttle valve 1, (Figure 1), to reduce

  re thus the opening of the throttle by removing the abutment 13 of the abutment 13 'integral with the stator of the engine 6. On

  is then on the curve 22 of the graph of FIG.

  The throttle opening limiting action continues following curve 23 if the acceleration control established by the pedal 10 is maintained, until the limitation of the opening of the throttle valve is

more necessary.

  The limiting action continues according to the curve

  24 if the throttle control is slowly reduced

  pedal 10 from point 22 ', in relation to

  the response time of the actuator, the limit control

  tation then being no longer necessary (point 24 ').

  The limiting action continues along curves 25 and 26 if the acceleration control defined by the pedal is rapidly reduced from point 22 '. Curve 25 corresponds to the rotation of butterfly 1 to

  contact of the movable stop 4 on the fixed counter-stop 4 '.

  The curve 26 corresponds to the action of the coupling & friction member 7 which slides to bring the movable stop 13 and the counter-stop 13 'back into contact without waiting for the action

  of the rotor 9. This function of the coupling member

  friction pad 7 is very important since it allows a quick and complete return of the pedal 10 in its inactive position, without waiting for the return of the engine

in its initial position.

  The actuator 6 makes it possible to obtain only one

  opening of the butterfly which is weaker than that

  corresponding to the order given by the pedal. A modification

  position of the actuator does not cause any change in

  tension of the return spring. This arrangement makes that the force exerted on the pedal is not modified

  by a variation of the throttle position due to

  6. So the driver does not feel any - 9 -

  unpleasant reaction on the accelerator pedal, in accordance

  to the objective pursued by the present invention.

  The actuator can only control the opening of the throttle valve between the position commanded by the pedal (or by the action of the return spring in case of

  ce) and a closing position defined by the counter

  stop 4 'which regulates the opening of the butterfly

  slow motion. This configuration ensures the security of the

  operative part. We have seen above that the mobile counter-stop 14

  overflow from the motor stator 6 serves to limit the reduction

  throttle opening due to this motor when it is actuated. This counter-stop provides another advantageous result. Indeed, it happens that for various reasons

  (icing, etc ...) the throttle remains stuck in its posi-

  closure, when starting the vehicle. In that case,

  by pressing down & down the pedal 10, you can force the

  stop 14 against the mobile stop 13 by a clockwise rotation (when looking axially at the device of the left of Figure 1) to take off at the same time the movable stop 4 of the fixed counter-stop 4 'and thus unlock the butterfly, simply and inexpensively. To allow such an unlocking, we limit

  the maximum amplitude of angular correction by the action-

  neur a value slightly lower than the maximum angular amplitude of rotation of the butterfly. The actuator then controls the position of the butterfly between the position requested by the pedal and, or the closed position

  the lower limit defined by the posi-

  counter-stop 14 on the stator 8 of the motor 6.

  FIGS. 3A and 3B show a second embodiment of the device according to the invention. Numerical references identical to those used in FIG. 1 mark, in these figures, members that are identical or similar to the corresponding members of the device of FIG. 1. In this embodiment, the rotor 9 is integral with the axis of rotation of the butterfly 1. The notched disk 30 is fixed coaxially on the axis of rotation of the

- 10 -

  butterfly 1 which therefore also constitutes the rotor of the engine 6.

  The slip necessary for the rapid return of the accelerator pedal to the inactive position is then established between the stator and the rotor of the engine 6, by the mechanical reversibility of the geared motor. In the absence of throttle opening limiting action, the necessary contact between the stops 13 and 13 'is maintained by the power supply of the motor so as to exert a torque on the

stop 13 '.

  The embodiment of FIGS. 3A and 3B is still different from that of FIG.

  which is made of the indented disc 30 to define the bu-

  4 and 13 integral with the butterfly 1 and their cooperation with the abutments 4 'and 13'. As represented in

  FIG. 3B the stops 4 and 13 are defined by

  radial menses of two peripheral notches cut into the disc 30, these notches being dimensioned to allow a certain clearance of the abutments 4 '

  and 13 'with respect to the stops 4 and 13 respectively.

  Thus the latter are integral with the rotor in this embodiment. The 4 'counter stop remains solidary

  of the support frame of the device according to the invention

  say that the stop 13 'overflows the stator of the motor 6, as

  in the embodiment described above.

  According to an advantageous arrangement that can be incorporated into the device according to the invention, the arrangement shown in FIG. 3A, the link 11 of the pedal 10 with the stator 8 of the motor is constituted by a cable which passes through a groove 19 which develops around the periphery

  the stator of the motor 6, according to the various possible forms

  known for the winding shells of such a

  cable in the conventional control devices of the-

  green of a butterfly. This improves the compactness of the

device according to the invention.

  A third embodiment of the invention

  reproduces all the provisions of the second mode of

  described above and further comprises a friction coupling member 32 (shown in dotted line) between the

2631389-

- 11 -

  stator 8 of the motor and the disk 30 secured to the rotor. The

  13 and 13 'are provided in the usual mode.

  tual operation by the friction torque between

  the stator and the rotor. This provision presents the

  not to require motor power supply in this mode. The friction torque is lower than the torque developed by the return spring on the stator and greater than the torque required for driving in.

butterfly rotation.

  FIGS. 4A and 4B show a fourth

  embodiment of the device according to the invention.

  In these figures, members identical or similar to organs of the preceding embodiments are identified by the same numbers. In this embodiment, the motor used is a torque motor providing an output torque, locked rotor, proportional to the power supply of the motor, this excitation being regulated by

  the control unit which controls the operation of the

  6. The torque developed by the motor is opposed to that developed by a counter-rotating spring 31 (see FIG. 4B, FIG.

  o an axial view of this spring has been

  cent to an indented disc similar to that of the figure

  3B) so can the motor power of the motor

  to rotate the motor rotor relative to the

  stator at a predetermined angle corresponding to a reduction

  calculated angle of opening of the throttle.

  As in the two previous embodiments

  teeth, the axis of rotation of the throttle 1 is secured to the rotor 9 of the engine and the notched disk 30. The slippage necessary for the rapid return of the accelerator pedal in

  Inactive position is ensured by reversibility. mechanical

  than torque motor, the torque established by the return spring 12 on the motor stator is still high here

  in front of the maximum torque provided by the torque motor.

  In this embodiment, the return of the rotor 9 is made by the spring 31 which acts on the stator 8 by its end 31 'which rests on the abutment 13'

  solidary of this stator while the other end of the

- 12 -

  fate 31 is fixed on the rotor. The spring 31, in the absence of a motor control 6, and in case of non-operation of the device according to the invention, ensures the contact of the stop 13 with the counter-stop 13 '. Current control of the motor 6 ensures a closed

gressive butterfly 1.

  Thus, in accordance with the objectives pursued,

  the various embodiments described above of the dis-

  positive control of an air intake butterfly

  the invention allow to obtain a reduction

  ordered from the opening of the butterfly, depending on

  circumstances, wheel skating, overtaking

  limit speed, etc., without this correction

  the transmission of an unpleasant reaction force on the accelerator pedal, this by means of

  simple, reliable, and inexpensive implementation.

- 13 -

Claims (16)

  1. Throttle valve control device   internal combustion engine, of the type that   takes an accelerator pedal to normally control the opening angle of the throttle, a return spring of this pedal to an inactive position and an actuator   between the pedal and the throttle to reduce   this angle of opening relative to that which would result from the sole action of the pedal,   characterized in that the actuator consists of a   driver (6) comprising a stator (8) movable in rotation with respect to the throttle support frame (1) and coupled to the return spring and the accelerator pedal (10) which controls its angular position, and a rotor ( 9) coupled   in rotation to the butterfly and secured to the stator in the absence of   this engine power supply, the device comprising in   in addition to motor power supply means for   selectively the rotor (9) and the throttle (1) by a predetermined angle corresponding to a desired reduction   the opening angle of the latter, without this rotation being   tion does not apply any reaction on the accelerator pedal.   (10) via the stator (8).   2. Device according to claim 1,   characterized in that the return spring (12) exerts a torque on the motor stator to return the pedal   accelerator (10) to its inactive position when it ceases to be compressed.   3. Device conforming to any of the   claims 1 and 2, characterized in that the motor is   a bi-directional gear motor that is not reversible mechanically is lying.   4. Device according to claim 3,   characterized in that the rotor of the geared motor is coupled to an axis of rotation of the throttle by a coupling member   friction device (7) developing a higher friction torque   than that required for rotating the butterfly, and less than that applied by the spring of - 14 - recall of the pedal on the stator.   5. Device according to claim 4,   characterized in that the butterfly (1), the output axis of the   to-reducer (9) and the coupling member (7) are   xial elements, the coupling member (7) consisting of two   ends (16, 17) facing the axes of rotation of the   (1) and the rotor (9) respectively, and by a member (18) made of a friction material interposed between these two ends.   6. Device in accordance with any of the   claims 1 and 2, characterized in that the engine is   a bidirectional gear motor mechanically reversible.   7. Device according to claim 6,   characterized in that the rotor (9) of the motor is secured of the butterfly axis.   8. Device according to claim 7,   characterized in that a friction member (32) couples said   rotor to the stator carcass with a couple of rubs-   less than the torque developed by the reporting   pel on the stator and higher than that needed to   the rotation of the butterfly.   9. Device according to any one of the   claims 1 and 2, characterized in that the engine is a reversible motorcouple whose rotor is integral with the throttle axis and coupled to the stator via   counter-rotating spring.   10. Device conforming to any of the   preceding claims, characterized in that   takes a movable stop (13) integral with the butterfly and cooperates with   with a movable counter-stop (13 ') integral with the motor stator to define, when the actuator is inactive, the throttle opening position, as it is set by the pedal.   11. Device conforming to any one of   preceding claims, characterized in that   takes a movable counter-stop (14) integral with the stator and possibly cooperating with the movable stop (13) to define the maximum angular correction determined by - 15 - the actuator.   12. Device according to any one of the   previous vendications, characterized in that it comprises a movable abutment (4) integral with the butterfly and cooperating with a fixed abutment (4 ') carried by the support frame of the butterfly to define the closed position maximum throttle.   13. Device according to any one of the   preceding sales, characterized in that it comprises a movable stop (15) integral with the stator and cooperating with a counter-stop (15 ') integral with the support frame for   set the full throttle position.   14 Apparatus according to any one of the   claims 11 to 13, characterized in that the stops and counter-stops are arranged so that the actuator can not return the throttle to a complete closed position during a complete depression of the-accelerator pedal. 15. Device conforming to any of the   Claims 1 to 9, characterized in that it comprises a   disc 30 integral with the axis of rotation of the butterfly and having two notches defining stops (4, 13)   cooperating with a fixed counter-stop (4 ') and a counter-bu-   mobile tee (13 ') respectively, integral with the frame and the   stator respectively, to define the closing position   maximum throttle position and the open position of the   butterfly when the actuator is inactive, respectively.   16. Device according to any one of the   previous vendications, characterized in that the accelerator pedal is coupled to the actuator by a cable (11). passing on a winding shell carried by the periphery of the motor stator.