EP0421047A1 - Dispositif de réglage de charge - Google Patents

Dispositif de réglage de charge Download PDF

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Publication number
EP0421047A1
EP0421047A1 EP90105631A EP90105631A EP0421047A1 EP 0421047 A1 EP0421047 A1 EP 0421047A1 EP 90105631 A EP90105631 A EP 90105631A EP 90105631 A EP90105631 A EP 90105631A EP 0421047 A1 EP0421047 A1 EP 0421047A1
Authority
EP
European Patent Office
Prior art keywords
driver
control element
clutch
adjustment device
control
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP90105631A
Other languages
German (de)
English (en)
Other versions
EP0421047B1 (fr
Inventor
Manfred Pfalzgraf
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mannesmann VDO AG
Original Assignee
Mannesmann VDO AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mannesmann VDO AG filed Critical Mannesmann VDO AG
Publication of EP0421047A1 publication Critical patent/EP0421047A1/fr
Application granted granted Critical
Publication of EP0421047B1 publication Critical patent/EP0421047B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • 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
    • F02D2011/103—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 alternatively mechanically linked to the pedal or moved by an electric actuator

Definitions

  • the invention relates to a load adjustment device with a control element which can be acted upon by an actuator determining the performance of an internal combustion engine and which interacts with a driver coupled to an accelerator pedal and is additionally movable by means of an electric actuator, with a target value detection element associated with the driver, one interacting with the latter and acting on it Electric actuator acting actual value detection element, wherein the electric actuator can be controlled by an electronic control device depending on the detected values.
  • a load adjustment device of the type mentioned is known from DE-38 15 734 A1.
  • the driver and the control element are coupled by means of a coupling spring and the control element is biased in the direction of a stop of the driver.
  • the position of the driver is represented by the target value detection element and that of the control element by the actual value detection element and the values detected by the two elements are passed on to the electronic control device which controls the control element interacting with the actuator according to the control characteristic specified between the two elements via the electric actuator .
  • the coupling spring ensures that with divergent movements against driver and control elements, a failure of the electronic control device always leads to a change in the load setting to a power level corresponding to the size of the accelerator pedal.
  • the load adjustment device mentioned has proven itself in practice in principle. Nevertheless, it is conceivable in these operating states in which the control element must also move the driver when the electric actuator is activated and this even counteracts restoring forces acting on the driver. This requires a more powerful design of the electric actuator and an electromagnetic switching clutch connected downstream of it, for example, and a non-reactive operation of the control element and thus of the actuator is not guaranteed in all operating states of the load adjustment device.
  • a clutch is arranged between the driver and the control element.
  • the clutch enables the setpoint side and the actual value side of the load adjustment device to be separated, with which the setpoint side, that is to say the control element and the actuator, can be moved without reaction with respect to the driver. Forces acting on the driver, in particular return spring forces, no longer have to be overcome by the electric actuator.
  • it will also be necessary to provide a return spring for transferring the control element into an idle position, but this can be essential be dimensioned weaker than a return spring acting on the driver, which must also pretension the accelerator pedal and the mechanical components arranged between it and the driver in their idle position.
  • the clutch is designed as an electromagnetic clutch that is opened when the electric actuator is activated.
  • the actuation of the actuator takes place exclusively on the accelerator pedal side, while when the electric actuator is activated, the accelerator pedal side is completely separated from the control element and thus from the actuator.
  • the clutch is also expediently designed as a codable clutch. This is understood to mean such a clutch that, when the electric actuator is de-energized, closes, but only positively connects the driver and control element to one another in a defined position.
  • the clutch can for this purpose be connected, for example, in the area of one coupling half with a shoulder and in the area of the other coupling half with a recess, which only engage in the defined relative position of the coupling halves, when the driver and control element rotates the same applies to each other.
  • the purpose of the encodable clutch is to ensure that a force transmission from the driver and the control element and thus influence on the actuator takes place only in positions which are compatible with operation, that is to say positions of the driver and control element which represent the same driving conditions.
  • the actuator and thus also the control element is in a full-load position in the case of a speed limit control while the setpoint is being specified corresponds to an idle position by the accelerator pedal. If the electric actuator were de-energized and the clutch closes in this driving state, the positions of the driver and control element would not correlate with each other. In this case, the codable clutch allows connection of the driver and the control element, but without a frictional connection, which takes place only when the positions of the driver and the control element correlate with one another. A preferred position is given when both the driver and the control element have reached their idle position. In order to bring the control element into the idle position, it is necessary that it is pretensioned with a separate return spring in the idle position.
  • a particular embodiment of the invention provides that the driver has a freewheel element with which the driver side of the clutch interacts, and the driver and the control element are biased in their idling direction by means of the return springs, and further that the control element has a one acting in full load direction Idle spring is biased in an idle position.
  • the driver side of the clutch can be moved relative to this in the specified dimensions of the freewheel element, so that, according to the specified direction of action of the idling emergency spring which expediently acts against a stop, the reaction-free arrangement of the control element and Ensure carriers.
  • the electric actuator interacts directly with the control element via a clutch, in particular an electromagnetic clutch.
  • the return spring assigned to the control element must therefore after switching off the electrical Actuator do not move the control element into the idle position against the force of the actuator, rather it is sufficient to decouple the electric actuator and the control element via the electromagnetic clutch.
  • the driver and the control element are each advantageously assigned at least one safety contact for monitoring a defined operating position of the driver or control element.
  • the driver-side safety contact expediently monitors the idle position of the driver and the control-side safety contact the idle emergency position of the control element.
  • the function of the load adjustment device according to the invention is essentially based on the load adjustment device described in DE 38 15 734 A1, so that reference is made to the description there.
  • FIG. 1 shows an accelerator pedal 1, to which a linkage or a Bowden cable 2 is connected, which engages on a driver part 3a of a two-part driver.
  • a linkage or a Bowden cable 2 By means of the accelerator pedal 1 there is the possibility, via the linkage or the Bowden cable 2, of moving the driver part 3a in the full-load direction up to the full-load stop 4; a return spring 5 thus prestresses the driver part 3a against an idling stop 6.
  • the driver part 3a is connected to a setpoint detection element 7 which detects its position in the manner of a grinder of a potentiometer.
  • a safety contact 8 interacts with the driver part 3a, which is activated when the driver part 3a rests against the idling stop 6.
  • the driver part 3a finally has a freewheel element designed as a freewheel hook 9, with which the second driver part 3b of the driver 3 interacts.
  • This driver part 3b is connected to a coupling half 10a of an electromagnetically acting, encodable clutch 10.
  • a control element 11 is connected to the other coupling half 10b of the clutch 10, which serves for the direct adjustment of an actuator in the form of a throttle valve 12 or a fuel injection.
  • the position of the control element 11 is represented by means of an actual value detection element 13, which is designed in the manner of a potentiometer with a grinder in accordance with the target value detection element 7.
  • An electronic control device 14 interacts with the target value detection element 7 and the actual value detection element 13, which controls, among other things, an electric servomotor 15 and an electromagnetic switching clutch 16, the electric servomotor 15 being operatively connected to the control element 11 via the electromagnetic switching clutch 16.
  • a return spring 17 engages the control element 11, and an idling emergency spring 18 tensions the control element 11 in the full load direction against an adjustable stop 19 in the idle emergency position.
  • the idle emergency position of the control element 11 is monitored by a safety contact 20 which interacts with it.
  • the load adjustment device described so far enables the throttle valve 12 to be actuated directly on the accelerator pedal side via the driver 3, furthermore when the driver 3 is decoupled and the electric actuator 15 is activated while the electromagnetic clutch 16 is simultaneously switched directly via the control element 11. It is provided that the throttle valve 12 is actuated in the usual driving operation via the accelerator pedal 1 and the driver 3, with the codable clutch 10 closed and the electromagnetic clutch 16 open, with the electric servomotor 15 possibly being switched off at the same time.
  • the accelerator pedal 1 thus acts on the first driver part 3a and the freewheel hook 9 associated therewith second driver part 3b and non-positively via the clutch 10 on the control element 11 which adjusts the throttle valve 12.
  • the second driver part 3b comes into contact with a leg of the freewheel hook 9 which projects into the path of movement of this driver part and is carried in the full load direction.
  • the other leg of the freewheel hook 9 comes into contact with the second driver part 3b.
  • the electric servomotor 15 is activated and the electromagnetic clutch 16 is closed, while the codable clutch 10 is opened.
  • the driver 3 is thus completely separated from the control element 11, so that now the control of the throttle valve 12 exclusively via the electric servomotor 15 takes place.
  • Only the return spring 17 acts on these as spring elements and in the range from minimal idle position to the idle emergency position the idle emergency spring 18, which in order to be able to perform its function, must have a greater compressive force than the tensile force of the return spring 17.
  • FIG. 2 shows the two coupling halves 10a and 10b for a linear movement of the second driver part 3b and the control element 11, whereby the driver-side coupling half 10a is provided with a central recess 21, whereas the control element-side coupling half 10a is provided with a central elevation 22 designed according to the recess.
  • the closing force of a spring 23 acts on both coupling halves 10a and 10b.
  • One coupling half 10a is designed, for example, as an electromagnet, whereas the other coupling half 10b is designed as a permanent magnet; when the electromagnetic switching clutch 10 is in the energized state, the two coupling halves 10a and 10b are pressed apart, on the other hand they lie in the de-energized state of the clutch 10, with each other, as can be seen in the illustration b.) in FIG and the recess 21 is possible because these parts of the coupling halves 10a and 10b are displaced relative to one another. Only when the positions of the two coupling halves 10a and 10b correlate as shown in a.) Of Figure 2, the spring 23 can the two couplings transfer halves 10a and 10b into their completely adjacent position, in which, as shown under c.) in FIG.
  • the elevation 22 of the coupling half 10b passes through the recess 21 of the coupling half 10a.
  • a design of the encodable clutch 10 as shown in FIG. 3 is appropriate. This only shows the basic structure of the electromagnetic clutch 10, without the spring element 23 biasing the coupling halves 10a and 10b against each other against the magnetic force.
  • the rotary movement is introduced into the coupling half 10a on the driver side via a lever extension 24 which is connected directly or indirectly to the linkage 2 , while the coupling half 10b is directly connected to the throttle valve 12 via the control element 11.
  • the coupling half 10 is provided with a corresponding recess 21, the other coupling half 10b with an elevation 22.
  • FIG. 3 illustrates that the two coupling halves 10a and 10b can only be positively connected to one another via the recess 21 or elevation 22 in the position of the coupling halves shown in this figure.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
EP90105631A 1989-10-06 1990-03-24 Dispositif de réglage de charge Expired - Lifetime EP0421047B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3933446 1989-10-06
DE3933446A DE3933446A1 (de) 1989-10-06 1989-10-06 Lastverstelleinrichtung

Publications (2)

Publication Number Publication Date
EP0421047A1 true EP0421047A1 (fr) 1991-04-10
EP0421047B1 EP0421047B1 (fr) 1994-04-13

Family

ID=6390987

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90105631A Expired - Lifetime EP0421047B1 (fr) 1989-10-06 1990-03-24 Dispositif de réglage de charge

Country Status (5)

Country Link
US (1) US5134979A (fr)
EP (1) EP0421047B1 (fr)
JP (1) JP2588991B2 (fr)
DE (2) DE3933446A1 (fr)
ES (1) ES2051402T3 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2810266B2 (ja) * 1991-07-23 1998-10-15 株式会社日立製作所 内燃機関用スロットルアクチュエータ
US5201291A (en) * 1991-08-21 1993-04-13 Aisan Kogyo Kabushiki Kaisha Throttle valve controller
DE4129928A1 (de) * 1991-09-10 1993-03-11 Hella Kg Hueck & Co Stellantrieb
DE4206523A1 (de) * 1992-03-02 1993-09-09 Vdo Schindling Vorrichtung zur verstellung einer drosselklappe
US5381770A (en) * 1993-09-22 1995-01-17 Cummins Engine Company, Inc. Breakover throttle lever

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0121939A1 (fr) * 1983-04-11 1984-10-17 Nissan Motor Co., Ltd. Système de commande du papillon d'un véhicule motorisé
GB2144179A (en) * 1983-07-22 1985-02-27 Westfaelische Metall Industrie Motor vehicle speed control
EP0295414A2 (fr) * 1987-06-10 1988-12-21 Robert Bosch Gmbh Dispositif de commande de la soupape d'étranglement d'un moteur à combustion interne
DE3815734A1 (de) * 1987-07-23 1989-02-02 Vdo Schindling Lastverstelleinrichtung

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2476652A (en) * 1942-11-03 1949-07-19 Honeywell Regulator Co Automatic manifold pressure regulator
JPS5820948A (ja) * 1981-07-29 1983-02-07 Mikuni Kogyo Co Ltd 内燃機関の燃料供給装置
JPS59153945A (ja) * 1983-02-21 1984-09-01 Nissan Motor Co Ltd スロツトルバルブ制御装置
US4523565A (en) * 1984-03-30 1985-06-18 Aisin Seiki Kabushiki Kaisha Control system and method for a fuel delivery system
JPS62139726A (ja) * 1985-12-13 1987-06-23 Mitsubishi Electric Corp 定速走行装置用アクチユエ−タ
JPS63251331A (ja) * 1987-04-06 1988-10-18 Mitsubishi Electric Corp スロツトル制御装置
DE3919093A1 (de) * 1989-06-10 1990-12-13 Vdo Schindling Lastverstelleinrichtung

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0121939A1 (fr) * 1983-04-11 1984-10-17 Nissan Motor Co., Ltd. Système de commande du papillon d'un véhicule motorisé
GB2144179A (en) * 1983-07-22 1985-02-27 Westfaelische Metall Industrie Motor vehicle speed control
EP0295414A2 (fr) * 1987-06-10 1988-12-21 Robert Bosch Gmbh Dispositif de commande de la soupape d'étranglement d'un moteur à combustion interne
DE3815734A1 (de) * 1987-07-23 1989-02-02 Vdo Schindling Lastverstelleinrichtung

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN, Band 9, Nr. 3 (M-349)[1726], 9. Januar 1985; & JP-A-59 153 945 (NISSAN JIDOSHA K.K.) 01-09-1984 *

Also Published As

Publication number Publication date
JPH03134234A (ja) 1991-06-07
JP2588991B2 (ja) 1997-03-12
DE3933446A1 (de) 1991-04-18
DE59005345D1 (de) 1994-05-19
ES2051402T3 (es) 1994-06-16
EP0421047B1 (fr) 1994-04-13
US5134979A (en) 1992-08-04

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