EP0455877B1 - Dispositif de réglage de charge - Google Patents

Dispositif de réglage de charge Download PDF

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Publication number
EP0455877B1
EP0455877B1 EP90124326A EP90124326A EP0455877B1 EP 0455877 B1 EP0455877 B1 EP 0455877B1 EP 90124326 A EP90124326 A EP 90124326A EP 90124326 A EP90124326 A EP 90124326A EP 0455877 B1 EP0455877 B1 EP 0455877B1
Authority
EP
European Patent Office
Prior art keywords
throttle valve
adjustment device
connecting rod
rotor
valve spindle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP90124326A
Other languages
German (de)
English (en)
Other versions
EP0455877A2 (fr
EP0455877A3 (en
Inventor
Matthias Zentgraf
Gerd Hickmann
Peter Volz
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
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Filing date
Publication date
Application filed by Mannesmann VDO AG filed Critical Mannesmann VDO AG
Publication of EP0455877A2 publication Critical patent/EP0455877A2/fr
Publication of EP0455877A3 publication Critical patent/EP0455877A3/de
Application granted granted Critical
Publication of EP0455877B1 publication Critical patent/EP0455877B1/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

Definitions

  • the invention relates to an adjusting device with a throttle valve determining the performance of an internal combustion engine, which is connected in a rotationally fixed manner to a throttle valve shaft mounted in the throttle valve housing, the throttle valve shaft having an accelerator pedal-side mechanical linkage side and an actuating linkage side which has a coupling element for mechanically decoupling the throttle valve from a throttle valve is assigned with a pinion, which is drivingly connected to the throttle valve shaft via further gear elements.
  • the servomotor is equipped on the output side at the end of its shaft with a pinion which engages with an idler gear, which in turn interacts with a drive wheel arranged on a bearing shaft and accordingly the throttle valve arranged in the throttle valve housing in adjusted the desired position. Since the installation space between the bearing shaft of the servomotor and the throttle valve shaft is very small, the size of the individual gearwheels is also fixed and thus also the overall transmission ratio of the gearbox for adjusting the throttle valve. Since the transmission ratio of the transmission cannot be chosen arbitrarily large, the servomotor must be designed much stronger so that the individual frictional resistances of the transmission parts and the actuating forces counteracting when the throttle valve is pivoted can be overcome.
  • the invention has for its object to design and arrange the individual actuators for pivoting the throttle valve in such a way that a gear with a large transmission ratio can be provided to overcome the torque occurring at the throttle valve.
  • the object is achieved in that the pinion is drivingly connected to the throttle valve shaft via an articulated gear to achieve a large transmission ratio, the articulated gear having at least one gear segment and a link which articulates the articulated gear with a lever arm of the throttle shaft.
  • the use of an articulated gearbox allows the individual gear parts to be arranged in the smallest space so that a very large transmission ratio can be achieved. This is advantageously achieved by using a gear segment instead of a gear wheel that is very large in diameter.
  • the articulated gear is designed as a three- or four-articulated gear and on the drive side has the pinion which is in engagement with the gearwheel segment designed as the first link. Since the gear segment is also designed as a handlebar, a multi-link transmission can be obtained in a simple manner, with which very large actuating forces can be overcome in the smallest space. Thus, a low-power and therefore inexpensive electric motor can be used, which contributes to a reduction in the cost of the entire adjusting device.
  • the first link is pivotally mounted on the throttle valve body and a second link is articulated between its articulation point on the throttle valve body and its gear segment, which is articulated to a rotor at its end opposite the articulation point which is drivingly connected to the throttle valve shaft.
  • a large transmission ratio can be achieved in that the second link provided between the rotor and the gear segment is articulated at one end in the region of the articulation of the first link on the throttle valve housing and at the other end to the outer end of the rotor.
  • the use of a multi-link transmission is particularly advantageous when the center distance between the drive pinion and the throttle valve shaft is very small and can no longer be changed.
  • the rotor in a further embodiment of the invention, it is advantageous for the rotor to have a driver element which is connected to the throttle valve shaft in a rotationally fixed manner via a control element part which permits free-wheeling. This ensures in a simple manner that when the servomotor is activated, the throttle valve for idle operation is adjusted according to a manipulated variable.
  • the end of the throttle valve shaft is designed as a drive element with a stop against which the driver element can be brought into contact when the servomotor, which is designed as an electric motor, is activated.
  • the rotor with its one lever arm on the Linkage and with its other lever arm against an adjustable stop can be brought into contact, the adjustable stop being adjustable against the action of a spring. This ensures that in the event of malfunctions in the electronic controller, the emergency operation can be maintained and that the spring and the throttle valve are adjusted to the emergency operation position by means of the spring via the adjustable stop.
  • the gear segment can be pivoted in a defined angular range between two stops, so that the adjustment range of the gear segment and thus the adjustment range of the servomotor can be precisely limited in a simple manner.
  • the gear ratio between the pinion and the throttle valve shaft can be greater than 1:20.
  • the parts summarized in the frame 38 according to FIG. 1 form an actuator or the adjusting device, which are combined in one structural unit.
  • the adjusting device includes a servomotor or electric motor 14 which is connected to a throttle valve 9 via a four-bar linkage 16.
  • the four-link mechanism 16 is shown in detail in FIGS. 2 to 5, while in FIG. 1 only the functional principle of the four-link mechanism 16 is illustrated. For this reason, some transmission parts have been omitted in FIG. 1 for the sake of simplicity.
  • the electric motor 14 has an output shaft 40 on the output side with a pinion 41 which is in engagement with a gearwheel segment 50.
  • the gear segment 50 is part of a first link 51, which on the outside of the throttle valve housing 30 in a defined Angular range between an upper and a lower stop 59, 60 is pivotally mounted by means of a hinge pin 23.
  • the setting range of the gear segment 50 and thus the setting range of the electric motor 14 is precisely limited and the end position of the throttle valve 9 is precisely defined.
  • the stops 59, 60 make it impossible to adjust the throttle valve 9 beyond this position.
  • a push rod or a second link 53 is articulated to the first link 51 by means of an articulation pin 20, so that between the gear segment 50 and the articulation point 22 of the second link 53 first link 51 a very large lever arm is formed.
  • the end of the second link 53 opposite the articulation point 22 is connected in an articulated manner to a rotor 54 designed as a control element part (see FIG. 1) (see FIG. 2) via a hinge pin 25. 1, the rotor 54 is illustrated by a control element part 54.
  • the rotor or the control element part 54 sits on the outer end of a throttle valve shaft 32 and, as can be seen from FIG. 5, stands in only one direction via a driver element 15 with a stop 27 provided on the throttle valve shaft 32 (in FIG 5 clockwise) in drive connection.
  • the stop 27 is formed by a recess or a freewheel segment 26, so that the throttle valve shaft 32 can be adjusted indirectly via an accelerator pedal 1 even when the idle control is not effective.
  • the freewheel segment 26 is delimited by a further stop 28.
  • the freewheel segment 26 is provided as a recess in a control element part 56, which is arranged on the throttle valve shaft 32 in a rotationally fixed manner or is connected in one piece to the latter. If the electric motor 14 is activated, the throttle valve 9 arranged on the throttle valve shaft 32 is correspondingly opened in the regulating direction via the four-bar linkage 16.
  • the rotor 54 is designed as a two-armed lever arm, one lever arm 33 being connected in an articulated manner to the second link 53 via the hinge pin 25 and the other lever arm 34 being able to be brought into abutment against an adjustable stop 35.
  • the adjustable stop 35 consists of a bolt 37 arranged in a cylindrical housing 36, which can be adjusted against a spring 39 accommodated in the housing 36.
  • the adjustable stop 35 has to adjust the object, the rotor not in the idle position LL not for failure of the control electronics 54th
  • the adjustable stop 35 thus brings the throttle valve 9 into this position LL not and holds it there for the situation of the idle- not regulating range. If the electric motor 14 is actuated, it can adjust the control element part or the rotor 54 against the action of the spring 39 in the idling direction LL min , the throttle valve 9 being adjusted via the spring 12. Further, the throttle valve 9 can in Aufregelraum to the stop LL start 61 adjust, the control of the electric motor 14 via the control device 17.
  • the biasing force of the spring 39 arranged in the housing 36 can be changed by an adjusting screw provided in the housing 36.
  • the transmission ratio of the articulated gear 16 between the output of the electric motor 14 and the throttle valve shaft 32 is greater than 1:20, whereby it can also be significantly larger, for example 1:37, due to the advantageous arrangement of the gear segment 50.
  • FIG. 1 shows the basic function of the adjusting device in the case of an idle control actuator in the function of the idle control in the emergency running position.
  • the adjusting device can be adjusted via an accelerator pedal 1 which, when actuated, shifts an accelerator pedal lever 2 between an idle stop LL and a full load stop VL.
  • the lever 2 is connected to a driver 4 by means of a throttle cable 3, so that when the accelerator pedal 1 is actuated, the driver 4 is displaced in the direction of the full load stop VL.
  • a return spring 5 is connected to the driver 4 and biases it in the idling direction LL.
  • Two further return springs 6a and 6b pretension them in the idling direction LL.
  • the return springs 6a and 6b are designed so that they have redundant effects on the return drive.
  • the driver 4 rests against the idling stop LL assigned to it.
  • the driver 4 can also be pulled in the direction of the idle stop LL by means of an automatic train 7 of a transmission not shown in the drawing.
  • the driver 4 interacts directly with a first control element part 56, which serves to adjust a throttle valve 9 of an internal combustion engine, not shown in the drawing.
  • the control element 56 is only shown schematically in FIG. 1 and can correspond to the throttle valve shaft 32 shown in FIGS. 2 to 5.
  • the end of the driver 4 facing away from the throttle cable 3 is provided with a recess 10 into which the end of the first control element part 56 engages.
  • To the recess 10 of the driver 4 includes a stop 28 to come against the driver 4 to the plant, when the accelerator pedal 1 from the idle stop 28 min to - adjusted by the idle position not beyond.
  • a spring 12 is provided below the recess 10, which is connected at one end to a fixed point 29 and at the other end to the first control element part 56 and acts on it in the idling direction. Due to the fixed arrangement of the spring 12, a direct return of the throttle valve 9 is achieved.
  • the spring 12 is effective over the entire adjustment range of the control element part 56 and thus over the entire load range of the internal combustion engine. The spring 12 thus acts in the same direction as the two return springs 6a and 6b.
  • the adjusting device has a second control element part 54, which is connected to an electric motor 14.
  • the control element part 54 is also only in FIG. 1 indicated schematically and corresponds to a rotor 54 shown in detail in FIGS. 2 to 5.
  • the two control element parts 56 and 54 are not firmly connected to one another, but rather are only coupled in one direction of movement, namely in the direction of the emergency emergency position.
  • one end of the second control element part 54 or the rotor 54 has the driver element 15, which can come against the stop 27 provided on the first actuating element part 56 if an electronic control device 17 belonging to the adjusting device fails.
  • the second control element part 54 is assigned to the throttle valve shaft 32.
  • an actuating element or a spring 39 is provided which, via the second control element part or the rotor 54, adjusts the first control element part 56 to the idle emergency position LL not by means of the driving element 15 which only acts in one direction.
  • the electronic control device 17 is schematically indicated in Figure 1, which contains conditioning, logic and control circuits.
  • the control device 17 stores values for vehicle adaptation and processes the digital or digitized values of various input variables, which then take over the desired position of the throttle valve 9 via an analog part.
  • Acting with the electronic control device 17 is an actual value detection device 18 ′ belonging to the first control element part 56 as well as an assigned to the second control element part 54, which determines the respective position of this control element part or of the rotor 54 Actual value detection device 18 together.
  • Signals are also detected by the electronic control device 17 via an idle contact 19, which is activated by the driver 4, when it comes to rest against the idle stop LL assigned to it.
  • the electronic control device 17 serves the purpose of building up a safety logic relating to the control of the first and second control element parts 54, 56. As soon as the electronic control device 17 or the electric motor 14 no longer function properly, the control element part 56 is not moved into the idle emergency position LL by the spring 39, which is biased in the direction of the maximum idle position, and thereby the throttle valve 9 is adjusted into the corresponding position.
  • the control element part 56 Due to the movement of the driver 4 in the upward direction, the control element part 56 is adjusted and thereby also the throttle valve 9.
  • the position of the first control element part 56 which is connected in a rotationally fixed manner to the throttle valve shaft 32, is detected by an actual value detection device 18 'assigned to the throttle valve shaft 32, which detects there is a potentiometer 43 arranged in the throttle valve housing 30 and a wiper connected in a rotationally fixed manner to the throttle valve shaft 32.
  • the actual value detection device 18 passes this information on to the control device 17, which ensures that the electric motor 14 is no longer activated outside the idle control range.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Claims (10)

  1. Dispositif de réglage comprenant un papillon (9) déterminant la puissance d'un moteur à combustion interne, qui est solidarisé en rotation avec un axe de papillon (32) monté rotatif dans un corps récepteur de papillon (30), l'axe de papillon (32) présentant un côté d'attache articulée mécanique du côté de la pédale de l'accélérateur et un côté d'attache articulée menant à un servomoteur et auquel est coordonné un élément d'accouplement pour le désaccouplement mécanique du papillon (9) d'un servomoteur pourvu d'un pignon d'attaque (41) qui est relié à l'axe de papillon (32), en vue de la commande, par l'intermédiaire d'autres éléments de mécanisme, caractérisé en ce que, en vue de l'obtention d'un grand rapport de démultiplication, le pignon (41) est relié à l'axe de papillon (32), en vue de la commande, par l'intermédiaire d'un mécanisme articulé qui comprend au moins un secteur denté (50) et une bielle (53) établissant une liaison articulée entre le mécanisme articulé et un bras de levier (33) prévu sur l'axe de papillon (32).
  2. Dispositif de réglage selon la revendication 1, caractérisé en ce que le mécanisme articulé est réalisé sous la forme d'un mécanisme (16) à trois ou quatre articulations et qu'il comporte le pignon d'attaque (41) du côté menant, pignon qui engrène avec le secteur denté (50), lequel est réalisé comme une première bielle (51).
  3. Dispositif de réglage selon la revendication 1, caractérisé en ce que la première bielle (51) est montée oscillante sur le corps récepteur de papillon (30) et une seconde bielle (53) est raccordée de façon articulée sur la première bielle, entre son point d'articulation (22) sur le corps récepteur de papillon (30) et son secteur denté (50), seconde bielle qui, par son extrémité opposée au point d'articulation sur la première bielle, est reliée de façon articulée à un rotor (54) relié directement ou indirectement, en vue de la commande, à l'axe de papillon (30).
  4. Dispositif de réglage selon la revendication 3, caractérisé en ce que la seconde bielle (53), prévue entre le rotor (54) et le secteur denté (50), est raccordée de façon articulée par une extrémité dans la zone du point d'articulation (22) de la première bielle (51) sur le corps récepteur de papillon (30) et, par son autre extrémité, à l'extrémité extérieure du rotor (54)..
  5. Dispositif de réglage selon la revendication 3 ou 4, caractérisé en ce que le rotor (54) comporte un élément d'entraînement (15) qui est couplé en rotation à l'axe de papillon (32) par l'intermédiaire d'une partie d'élément de commande (56) autorisant un mouvement libre.
  6. Dispositif de réglage selon la revendication 5, caractérisé en ce que l'extrémité de l'axe de papillon (32) est pourvue, en tant qu'élément de commande (56), d'au moins une butée (27, 28) contre laquelle peut venir s'appliquer l'élément d'entraînement (15) lorsque le servomoteur (14) est activé.
  7. Dispositif de réglage selon la revendication 3, caractérisé en ce que le rotor (54) est applicable contre la seconde bielle (53) par un premier bras de levier (33) formé par le rotor, et est applicable contre une butée réglable (35) par un autre bras de levier (34) formé par lui.
  8. Dispositif de réglage selon la revendication 7, caractérisé en ce que la butée réglable (35) est déplaçable contre l'action d'un ressort (39).
  9. Dispositif de réglage selon la revendication 1, caractérisé en ce que le secteur denté (50) peut osciller dans une plage angulaire définie entre deux butées (59, 60).
  10. Dispositif de réglage selon une ou plusieurs des revendications précédentes, caractérisé en ce que le rapport de démultiplication entre le pignon d'attaque (41) et l'axe de papillon (32) est supérieur à 1 : 20.
EP90124326A 1990-05-07 1990-12-15 Dispositif de réglage de charge Expired - Lifetime EP0455877B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4014507 1990-05-07
DE4014507A DE4014507A1 (de) 1990-05-07 1990-05-07 Lastverstelleinrichtung

Publications (3)

Publication Number Publication Date
EP0455877A2 EP0455877A2 (fr) 1991-11-13
EP0455877A3 EP0455877A3 (en) 1992-02-26
EP0455877B1 true EP0455877B1 (fr) 1995-02-01

Family

ID=6405810

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90124326A Expired - Lifetime EP0455877B1 (fr) 1990-05-07 1990-12-15 Dispositif de réglage de charge

Country Status (2)

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EP (1) EP0455877B1 (fr)
DE (2) DE4014507A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0883739A1 (fr) * 1996-12-16 1998-12-16 Robert Bosch Gmbh Dispositif d'etranglement pour moteur a combustion interne
US6095488A (en) * 1999-01-29 2000-08-01 Ford Global Technologies, Inc. Electronic throttle control with adjustable default mechanism
US6575427B1 (en) * 1999-11-10 2003-06-10 Visteon Global Technologies, Inc. Electronic throttle control mechanism with reduced friction and wear
US6173939B1 (en) * 1999-11-10 2001-01-16 Ford Global Technologies, Inc. Electronic throttle control system with two-spring failsafe mechanism
US6622984B2 (en) * 2000-12-28 2003-09-23 Visteon Global Technologies, Inc. Electronic throttle body with low friction default mechanism

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4462357A (en) * 1982-08-30 1984-07-31 General Motors Corporation Throttle system
DE3641244C3 (de) * 1986-12-03 1995-02-23 Vdo Schindling Anordnung für ein Kraftfahrzeug
DE3815735A1 (de) * 1988-05-07 1989-11-16 Vdo Schindling Lastverstelleinrichtung
DE3918853A1 (de) * 1989-06-09 1990-12-13 Pierburg Gmbh Elektrisch ansteuerbare drosselklappenbetaetigungseinrichtung fuer brennkraftmaschinen
JPH0385337A (ja) * 1989-08-29 1991-04-10 Mitsubishi Electric Corp 機関のスロットル弁制御装置

Also Published As

Publication number Publication date
EP0455877A2 (fr) 1991-11-13
DE59008419D1 (de) 1995-03-16
DE4014507A1 (de) 1991-11-14
EP0455877A3 (en) 1992-02-26

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