GB2230836A - Angular position control including motor, and slip control - Google Patents
Angular position control including motor, and slip control Download PDFInfo
- Publication number
- GB2230836A GB2230836A GB8908460A GB8908460A GB2230836A GB 2230836 A GB2230836 A GB 2230836A GB 8908460 A GB8908460 A GB 8908460A GB 8908460 A GB8908460 A GB 8908460A GB 2230836 A GB2230836 A GB 2230836A
- Authority
- GB
- United Kingdom
- Prior art keywords
- control system
- output member
- throttle
- output
- angular position
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
Classifications
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
- H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
- H02K7/104—Structural association with clutches, brakes, gears, pulleys or mechanical starters with eddy-current brakes
-
- 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
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D37/00—Clutches in which the drive is transmitted through a medium consisting of small particles, e.g. centrifugally speed-responsive
- F16D37/008—Clutches in which the drive is transmitted through a medium consisting of small particles, e.g. centrifugally speed-responsive the particles being carried by a fluid, to vary viscosity when subjected to electric change, i.e. electro-rheological or smart fluids
-
- 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
- F02D2011/101—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 characterised by the means for actuating the throttles
- F02D2011/102—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 characterised by the means for actuating the throttles at least one throttle being moved only by an electric actuator
Abstract
A control system which may be used, for example, to control the throttle setting of an internal combustion engine comprises a motor (8), including a motor shaft (18), operable so as to be rotatable continuously and connected by way of slip control means (11) to an output member (14) which is to be controlled so as to assume a desired angular position. The output member is provided with a resilient member (23) which biases the output member (14) in a predetermined rotational direction and the slip control means (11) transmits torque from the motor shaft (18) to the output member (14) against the biasing force of the resilient member (23). Control means (1) is provided for controlling the slip control means (11) to vary the torque transmitted to the output member so as to cause the output member to assume the desired angular position. <IMAGE>
Description
CONTROL SYSTEM
The present invention relates to a control system which may be used, for example, to control the throttle setting of an internal combustion engine.
It is known to control the throttle setting of an internal combustion engine using, for example, a geared drive or a direct drive from a high torque motor to actuate an engine throttle butterfly through an angle of up to about 900.
This mode of operation involves the motor holding the throttle in a more or less static position for an extended period of time against the force of a throttle return spring which is necessary for reasons of safety and which returns the throttle setting to a closed position in the event of any failure in the system. Due to the safety considerations and the relatively high duty which the motor is required to perform, the motor is relatively expensive in order to achieve the performance, service life and reliability required of it. It is desirable to provide such a control system which is economical to manufacture while maintaining the required safety standards.
It is an object of the present invention to provide a control system which is economical to manufacture and which is safe in the event of any failure in the system.
According to the present invention there is provided a control system comprising: a motor, including a motor shaft, operable so as to be rotatable continuously; an output member which is to be controlled so as to assume a desired angular position, the output member being provided with a resilient member biasing the output member in a predetermined rotational direction; slip control means connecting the output member to the motor shaft so as to transmit torque from the motor shaft to the output member against the biasing force of the resilient member; and control means for controlling the slip control means to vary the torque transmitted to the output member so as to cause the output member to assume the desired angular position.
The control system may include: means for sensing the actual angular position of the output member; means for comparing the desired angular position of the output member with the actual angular position thereof; and means for adjusting the torque transmitted to the output member so as to rotate the output member from said actual position towards the desired position.
The sensing means preferably comprises a potentiometer.
The resilient means may comprise a torsion spring.
The control means may include means for controlling operation of the motor.
In one embodiment of the invention, the slip control means comprises an input element in the form of an eddy current element and an output element in the form of an electromagnet. The eddy current element may be in the form of a cup or a disc. The torque transmitted to the output member may be controlled by varying an electric current supplied to the electromagnet. The current may be varied in an analogue manner or by modulating the current supply.
In another embodiment of the invention, the slip control means comprises an electrorheological fluid disposed between an input element and an output element. The input element and the output element may be in the form of plates mounted adjacent to each other or cylinders mounted coaxially with each other. The torque transmitted to the output member may be controlled by modulating a voltage supply to at least one of the input and output elements.
The present invention also concerns a throttle control system which includes a control system as defined hereinabove and a throttle position sensor. The throttle position sensor may be adapted to provide signals corresponding to full throttle, idle throttle and relative throttle position.
For a better understanding of the present invention and to show more clearly how it may be carried into effect reference will now be made to the accompanying drawings in which:
Figure 1 is a block diagram illustrating the operation of the control system according to the present invention in controlling the throttle of an internal combustion engine;
Figure 2 shows in more detail one embodiment of part of the control system illustrated in Figure 1; and
Figure 3 shows in more detail another embodiment of part of the control system illustrated in Figure 1.
Figure 1 shows a control system in the form of an electronic throttle control system for an internal combustion engine. A control unit 1 receives signals from an accelerator pedal position transducer 2 operated by a throttle pedal 3. The transducer 2 provides signals indicating whether the throttle pedal is in an idle position (line 4) or a full throttle position (line 5) in addition to indicating the relative position of the throttle pedal (lines 6,7). The input signals are used by the control unit 1 to determine whether or not an electric motor 8 should be energised by way of lines 9,10 and to provide a signal for controlling the operation of a slipping clutch 11 by way of lines 12,13. Motor 8 when it is energised continuously rotates an input element of slipping clutch 11 while an output element of the clutch is connected to a shaft 14 which carries a throttle butterfly 15.
Attached to the shaft 14 is a sensor 16 such as a potentiometer which senses the actual rotational position of the shaft 14 and feeds a signal representative of such position back to the control unit 1. The control unit 1 is then able to compare the actual rotational position of the shaft and thus the actual throttle setting with the desired throttle setting indicated by the signals from the transducer 2 and can vary the signal controlling the operation of the slipping clutch 11 such that the position of the shaft is corrected if necessary. In this way the control unit 1 is able to monitor continually the position of the shaft.
Figure 2 shows in more detail one embodiment of a throttle actuator assembly of the control system. Figure 2 shows an electric motor 8 which is connected to the control unit (not shown in Figure 2) and which is rotatable continuously when activated by the control unit. The body of the motor 8 is secured to the body of a throttle assembly by a connector 17. Motor 8 when activated causes a shaft 18 to rotate which in turn causes an input element of slipping clutch 11 in the form of an eddy current cup 19 (or disc) to rotate. Positioned adjacent to the cup 19 is an output element of the slipping clutch 11 in the form of an electromagnet 20 which is energised by way of flexible leads 21,22. Electromagnet 20 is secured to shaft 14 which carries throttle butterfly 15.In the event of any failure in the throttle actuator assembly or in the control unit 1, a torsion return spring 23 returns the throttle butterfly 15 to its closed or idle position,
Mounted on the free end of shaft 14 is potentiometer 16 which has a movable element that is rotatable with shaft 14 by way of a key 24 and a slot 25 formed in the end of shaft 14. Potentiometer 16 feeds a signal representative of the actual position of the shaft 14 back to the control unit by way of leads 26,27.
The position of the shaft 14 and the throttle butterfly 15 are controlled by varying the current in the electromagnet 20 in either analogue or modulated form for example. This alters the torque transmitted to the shaft 14 and alters the position of the shaft acting against the return spring 23.
As an alternative to flexible leads 21,22 attached to the electromagnet 20, the return spring 23 can be used as one conductor with the other end of the electromagnet coil being earthed.
Figure 3 shows an alternative embodiment of a throttle actuator assembly. The throttle actuator assembly shown in
Figure 3 is similar to that shown in Figure 2 and the same reference numerals are used to denote similar parts.
However, the slipping clutch 11 shown in Figure 3 comprises an input element and an output element which have an electrorheological fluid 28 positioned therebetween.
An electrorheological fluid is one whose viscosity changes on -the application of an electrical field such that the fluid effectively solidifies, allowing shear stress to be transmitted through the fluid. The input and output elements may be, for example, in the form of flat plates or concentric cylinders. The amount of torque transmitted, and therefore the position of the shaft 14 acting against the return spring 23 is determined by modulating the applied voltage (on-off cycling). The mark-space ratio of the modulation determines the effective torque transmitted to the shaft 14.
We have found that the use of a continuously rotating electric motor enables a more economical component to be employed and is also less prone to seizure or other failure, for example as a result of the loading on the motor commutator. In addition, no gearbox is required.
Moreover, because the motor is rotating continuously the inertia of the motor can be employed when opening the throttle which allows very rapid opening of the throttle butterfly.
Because the throttle butterfly is uncoupled from the motor when the throttle is being closed, due to the slipping clutch being effectively deactivated, and it is therefore not necessary to rotate the motor or gearbox, a relatively light duty throttle return spring can be employed.
Claims (16)
1. A control system comprising: a motor, including a motor shaft, operable so as to be rotatable continuously; an output member which is to be controlled so as to assume a desired angular position, the output member being provided with a resilient member biasing the output member in a predetermined rotational direction; slip control means connecting the output member to the motor shaft so as to transmit torque from the motor shaft to the output member against the biasing force of the resilient member; and control means for controlling the slip control means to vary the torque transmitted to the output member so as to cause the output member to assume the desired angular position.
2. A control system as claimed in claim 1 and including: means for sensing the actual angular position of the output member; means for comparing the desired angular position of the output member with the actual angular position thereof; and means for adjusting the torque transmitted to the output member so as to rotate the output member from said actual position towards the desired position.
3. A control system as claimed in claim 2, wherein the sensing means comprises a potentiometer.
4. A control system as claimed in any preceding claim, wherein the resilient member comprises a torsion spring.
5. A control system as claimed in any preceding claim, wherein the control means includes means for controlling operation of the motor.
6. A control system as claimed in any preceding claim, wherein the slip control means comprises an input element in the form of an eddy current element and an output element in the form of an electromagnet.
7. A control system as claimed in claim 6, wherein the eddy current element is in the form of a cup or a disc.
8. A control system as claimed in claim 6 or 7, wherein the torque transmitted to the output member is controlled by varying an electric current supplied to the electromagnet.
9. A control system as claimed in claim 8, wherein the current is varied in an analogue manner or by modulating the current supply.
10. A control system as claimed in any one of claims 1 to 5, wherein the slip control means comprises an electrorheological fluid disposed between an input element and an output element.
11. A control system as claimed in claim 10, wherein the input element and the output element are in the form of plates mounted adjacent to each other or cylinders mounted coaxially with each other.
12. A control system as claimed in claim 10 or 11, wherein the torque transmitted to the output member is controlled by modulating a voltage supply to at least one of the input and output elements.
13. A control system substantially as hereinbefore described with reference to, and as shown in, the accompanying drawings.
14. A throttle control system including a control system as claimed in any preceding claim and a throttle position sensor.
15. A throttle control system as claimed in claim 14, wherein the throttle position sensor is adapted to provide signals corresponding to full throttle, idle throttle and relative throttle position.
16. A throttle control system substantially as hereinbefore described with reference to, and as shown in, the accompanying drawings.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB8908460A GB2230836A (en) | 1989-04-14 | 1989-04-14 | Angular position control including motor, and slip control |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB8908460A GB2230836A (en) | 1989-04-14 | 1989-04-14 | Angular position control including motor, and slip control |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB8908460D0 GB8908460D0 (en) | 1989-06-01 |
| GB2230836A true GB2230836A (en) | 1990-10-31 |
Family
ID=10655039
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB8908460A Withdrawn GB2230836A (en) | 1989-04-14 | 1989-04-14 | Angular position control including motor, and slip control |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2230836A (en) |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB692203A (en) * | 1950-05-17 | 1953-06-03 | Ferranti Ltd | Improvements relating to servo control systems |
| GB1091851A (en) * | 1964-03-23 | 1967-11-22 | Jordan Controls Inc | Control apparatus for controlling and positioning a linearly movable element |
| GB2090026A (en) * | 1980-12-22 | 1982-06-30 | Pietzsch Ludwig | Position control using electromagnetic clutch |
-
1989
- 1989-04-14 GB GB8908460A patent/GB2230836A/en not_active Withdrawn
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB692203A (en) * | 1950-05-17 | 1953-06-03 | Ferranti Ltd | Improvements relating to servo control systems |
| GB1091851A (en) * | 1964-03-23 | 1967-11-22 | Jordan Controls Inc | Control apparatus for controlling and positioning a linearly movable element |
| GB2090026A (en) * | 1980-12-22 | 1982-06-30 | Pietzsch Ludwig | Position control using electromagnetic clutch |
Also Published As
| Publication number | Publication date |
|---|---|
| GB8908460D0 (en) | 1989-06-01 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |