EP1925797B1 - Mécanisme de commande pour un actionneur - Google Patents

Mécanisme de commande pour un actionneur Download PDF

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Publication number
EP1925797B1
EP1925797B1 EP20070117122 EP07117122A EP1925797B1 EP 1925797 B1 EP1925797 B1 EP 1925797B1 EP 20070117122 EP20070117122 EP 20070117122 EP 07117122 A EP07117122 A EP 07117122A EP 1925797 B1 EP1925797 B1 EP 1925797B1
Authority
EP
European Patent Office
Prior art keywords
receiving chamber
actuating drive
chamber
drive according
electric motor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP20070117122
Other languages
German (de)
English (en)
Other versions
EP1925797A1 (fr
Inventor
Stefan Emmert
Peter Distler
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1925797A1 publication Critical patent/EP1925797A1/fr
Application granted granted Critical
Publication of EP1925797B1 publication Critical patent/EP1925797B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/107—Manufacturing or mounting details
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/1035—Details of the valve housing
    • F02D9/105—Details of the valve housing having a throttle position sensor

Definitions

  • the invention relates to an actuator for an actuator, in particular for a throttle valve in the intake system of an internal combustion engine, according to the preamble of claim 1.
  • a known throttle actuator unit for an internal combustion engine DE 195 25 510 A1
  • the actuator housing on a first receiving chamber for the electric motor and a second receiving chamber for a transmission and a hollow cylindrical throttle body, in which a throttle valve is pivotally mounted.
  • the throttle valve Depending on the swivel position, the throttle valve completely releases the passage cross-section of the throttle body or blocks it to a large extent.
  • the electric motor is firmly anchored in the first receiving chamber and protrudes into the second receiving chamber with the free end of the motor shaft.
  • a driven pinion On the free end of the motor shaft is rotatably mounted a driven pinion, which meshes with an intermediate gear of the transmission.
  • the intermediate wheel is rotatably mounted on a transmission axis and is connected via a second sprocket into engagement with a gear wheel which is mounted on a control shaft carrying the throttle valve.
  • the second receiving chamber is covered by a housing cover.
  • the gear axis is accommodated at the end in the actuator housing and in the housing cover.
  • the actuator according to the invention with the features of claim 1 has the advantage that on the one hand a very simple, cost-saving and suitable for an automation assembly process is applied by the drawing of the bearing plate for axially backlash determination of the electric motor in the receiving chamber and the flanging that the thin-walled and less stable motor housing of a used, preferably lightweight electric motor not deformed and thus the electric motor, eg is not damaged in the region of the magnetic poles arranged on the motor housing.
  • a used, preferably lightweight electric motor not deformed and thus the electric motor eg is not damaged in the region of the magnetic poles arranged on the motor housing.
  • the required for a smooth running of the transmission gear to the actuator distances of engine and transmission shafts during axial clamping of the electric motor are maintained in the receiving chamber.
  • an exact positioning of the motor shaft can be made, since the seat of the motor shaft bearing in the bearing plate and the outer diameter of the shield segments can be made coordinated with a single punching tool.
  • flare elements are provided for the flanging of the shield segments, which are integrally formed along the opening edge of the chamber opening on the actuator housing.
  • the crimping elements are formed by elevations projecting axially beyond the chamber opening at the opening edge of the chamber opening, which elevations are designed to be axially flattenable for flaring onto the shield segments.
  • the height of the elevations, viewed in the axial direction of the receiving chamber, is adjusted to a predetermined extent, preferably by means of machining.
  • Fig. 1 shown in longitudinal section schematically actuator serves for the pivotal adjustment of an actuator, which is designed as a throttle valve 11 in the intake of an internal combustion engine.
  • the actuator may also be an air damper in an air conditioner or other pivotal element for controlling a channel cross-section.
  • the throttle valve 11 is pivotally mounted in a throttle body 12 and by means of the actuator from a basic position, the so-called emergency or Notluftposition in which only a minimal air passage cross-section in the throttle body 12 is released, in a Schwenkend ein transferred, in which the in the throttle body 12 available flow cross-section is maximally released.
  • the actuator has an integral with the throttle body 12 actuator housing 13 which is covered with a housing cover 14.
  • the throttle valve 11 is attached to a control shaft 15 which is pivotally mounted in the throttle body 12 and the actuator housing 13 and carries a gear 16 on its free end.
  • a transmission gear 20 is arranged, which comprises an intermediate 19 and a drive pinion 21 in addition to the gear 16.
  • the intermediate gear 19 is rotatably mounted on a transmission axis 22, which is accommodated on the one hand in the actuator housing 13 and on the other hand in the housing cover 14.
  • the idler 19 has two sprockets 191, 192 with different tooth circle diameter and different numbers of teeth.
  • the ring gear 191 with the larger tooth circle diameter meshes with the drive pinion 21, and the ring gear 192 with the smaller ring gear diameter meshes with the gear 16.
  • an electric motor 23 is positively inserted, which carries on its projecting into the first receiving chamber 17 motor shaft 24, the drive pinion 21.
  • protruding plug contacts of which a plug contact 25 in FIG. can be seen, corresponds with fixed to the housing cover 14 mating contacts, of which a mating contact 26 in Fig. 1 you can see.
  • the contact connections are used for power supply and electrical control of the electric motor 23.
  • a slider 27 is mounted on the gear 16, which cooperates with arranged on the housing cover 14 sliding paths of a potentiometer 28.
  • the electric motor 23 has a hollow-cylindrical motor housing 30 with a cylinder wall 31.
  • the motor housing 30 is part of the stator, not shown, of the electric motor 23 and carries as pole tube, the magnetic poles of the electric motor 23.
  • the lying at the chamber opening 181 of the second receiving chamber 18 front end of the tubular or hollow cylindrical motor housing 30 is covered by a bearing plate 32, as a stamped part is made.
  • a front bearing 33 is held for the motor shaft 24.
  • a second bearing 34 for the motor shaft 24 is located on the side facing away from the front bearing 33 rear end of the motor housing 30.
  • This second bearing 34 is either attached to a further bearing flange or held in cup-shaped design of the motor housing 23 in a central opening in the pot bottom. On the mounted in the bearings 33, 34 motor shaft 24 of the stator enclosed rotor of the electric motor 23 is fixed in a known manner.
  • the bearing plate 32 distributed over the circumference arranged shield segments 321, of which in Fig. 2 a shield segment and in Fig. 3 two shield segments can be seen.
  • the shield segments 321 extend radially beyond the inner wall surface 311 of the cylinder wall 31 and terminate flush with the outer wall surface 312 of the cylinder wall 31.
  • the remaining region of the end shield 32 has an outer diameter corresponding to the clear diameter of the motor housing 30.
  • At least one shield segment 321 lies in the circumferential direction with minimal play, which is required for insertion, so quasi play, in the associated recess 35 a.
  • the molded in the actuator housing 13 second receiving chamber 18 is by means of a chip tool, for. As a drill, brought to an exact diameter, so that the electric motor 23 is radially play with little effort in the second receiving chamber 18 can be inserted.
  • a radially projecting from the cylinder wall 31 annular web 37 is formed.
  • the annular web 37 has a central passage opening 38 through which the rear bearing 34 passes when the electric motor 23 is inserted.
  • the annular web surface facing the chamber opening 181 forms a contact shoulder 371, on which the motor housing 30 is axially supported with its rear end face.
  • a flanging of the shield segments 321 of the bearing plate 32 is made.
  • flanging elements 39 arranged along the opening edge of the chamber opening 181 are provided, which are integrally formed on the actuator housing 13. These flaring elements 39 are axially above the chamber opening 181 protruding elevations, which are flattened axially flattening for flaring on the shield segments 321.
  • the crimping elements 39 are shown after flaring on the shield segments 321.
  • Fig. 4 shows a crimping element 39, which is not yet deformed for fixing the electric motor 23. The flattening of the elevations by means of a flat tool.
  • the material deviates in the direction of the chamber opening 181 and presses against the shield segments 321. Unlike a beading brought about with a caulking tool, this ensures that no chips are blown off which could cause damage to the transmission gear 20.
  • the pressing force for deformation of the elevations can be set very accurately, thus the motor housing 30 during the axial setting of the electric motor 23 load very accurately and thus reliably prevent the occurrence of deformations of the motor housing 30.
  • the elevations to be deformed are finished with a cutting tool, so that their axial height is set very accurately. This machining of the elevations can be effected simultaneously with the machining of the inner wall of the receiving chamber 18 with a corresponding design of the chip tool in a single operation.

Landscapes

  • Engineering & Computer Science (AREA)
  • Manufacturing & Machinery (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 (9)

  1. Entraînement de commande pour un actionneur, notamment pour un clapet d'étranglement (11) dans le système d'admission d'un moteur à combustion interne, comprenant un boîtier de commande (13), dans lequel est prévue au moins une chambre de réception (18) avec une ouverture de chambre (181), et comprenant un moteur électrique (23) fixé dans la chambre de réception (18), qui présente un boîtier de moteur cylindrique creux (30) avec une paroi cylindrique (31) et au moins un panneau de support (32) disposé sur l'extrémité frontale du boîtier de moteur (30) proche de l'ouverture de la chambre (181), caractérisé en ce que le panneau de support (32) présente des segments de panneau (321) disposés de manière répartie sur la périphérie, lesquels font saillie radialement dans la région d'évidements (35) renfoncés dans la paroi cylindrique (31) au-delà de la surface de paroi interne (311) de la paroi cylindrique (31), et en ce que la fixation du moteur électrique (23) dans la chambre de réception (18) s'effectue par un repliement par rabattage des segments de panneau (321).
  2. Entraînement de commande selon la revendication 1, caractérisé en ce qu'au moins un segment de panneau (321) s'insère dans la direction périphérique au moins avec un faible jeu, de préférence sans jeu, dans l'évidement associé (35).
  3. Entraînement de commande selon la revendication 1 ou 2, caractérisé en ce que le contour extérieur radial des segments de panneau (321) est en affleurement avec la surface extérieure (312) de la paroi cylindrique (31) et en ce qu'un épaulement de butée axial (371) est disposé à proximité de la base de la chambre (182) détournée de l'ouverture de la chambre (181) de la chambre de réception (18), le boîtier de moteur (30) s'appuyant sur cet épaulement.
  4. Entraînement de commande selon l'une quelconque des revendications 1 à 3, caractérisé en ce que le moteur électrique (23) s'insère radialement par engagement par correspondance géométrique dans la chambre de réception (18).
  5. Entraînement de commande selon l'une quelconque des revendications 1 à 4, caractérisé en ce que pour le repliement par rabattage des segments de panneau (321), on prévoit des éléments de rabattage (39) disposés le long du bord de l'ouverture de la chambre (181) de la chambre de réception (18), qui sont façonnés d'une seule pièce sur le boîtier de commande (13).
  6. Entraînement de commande selon la revendication 5, caractérisé en ce que les éléments de rabattage (39) sont formés par des rehaussements saillant sur le bord de l'ouverture de la chambre (181) de la chambre de réception (18) axialement au-dessus de l'ouverture de la chambre (181), qui sont réalisés de manière à pouvoir être aplatis axialement pour le rabattage sur les segments de panneau (321).
  7. Entraînement de commande selon la revendication 6, caractérisé en ce que la hauteur des rehaussements, vue dans la direction axiale de la chambre de réception (18), est de préférence ajustée au moyen d'un usinage par enlèvement de copeaux à une dimension prédéterminée par les limites de tolérances.
  8. Entraînement de commande selon la revendication 7, caractérisé en ce que la chambre de réception (18) est amenée par un usinage par enlèvement de copeaux à un diamètre intérieur prédéfini, et en ce que l'usinage par enlèvement de copeaux de la chambre de réception (18) et des rehaussements est effectué dans la même passe de travail avec un même outil.
  9. Entraînement de commande selon l'une quelconque des revendications 1 à 8, caractérisé en ce que le panneau de support (32) s'applique au moins en partie contre la surface de paroi interne (311) de la paroi cylindrique (31) du boîtier de moteur (30) et en ce qu'un bord de la paroi cylindrique (31) du boîtier de moteur (30) saillant axialement par-dessus le panneau de support (32) est rabattu au moins en partie sur le panneau de support (32).
EP20070117122 2006-11-23 2007-09-25 Mécanisme de commande pour un actionneur Not-in-force EP1925797B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200610055257 DE102006055257A1 (de) 2006-11-23 2006-11-23 Stellantrieb für ein Stellorgan

Publications (2)

Publication Number Publication Date
EP1925797A1 EP1925797A1 (fr) 2008-05-28
EP1925797B1 true EP1925797B1 (fr) 2010-11-24

Family

ID=39166332

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20070117122 Not-in-force EP1925797B1 (fr) 2006-11-23 2007-09-25 Mécanisme de commande pour un actionneur

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EP (1) EP1925797B1 (fr)
DE (2) DE102006055257A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010042079A1 (de) 2010-10-06 2012-04-12 Robert Bosch Gmbh Gleichstromelektromaschine
DE102010042072A1 (de) 2010-10-06 2012-04-12 Robert Bosch Gmbh Gleichstromelektromaschine
CN114458778B (zh) * 2022-02-14 2023-08-15 浙江新华阀门制造有限公司 一种基于物联网的智能式调节蝶阀

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE7404546U (de) * 1974-08-22 Stahlschmidt R Gehäuse für elektrische Maschinen, insbesondere Elektromotor
FR2118490A5 (fr) * 1970-12-15 1972-07-28 Frigo Domenico
DE2164084A1 (de) * 1971-12-23 1973-06-28 Licentia Gmbh Elektro-kleinmotor
DE3123579A1 (de) * 1981-06-13 1982-12-30 Bosch Gmbh Robert Aggregat zum foerdern von kraftstoff aus einem vorratstank zu einem verbrennungsmotor
DE4241020A1 (de) * 1992-12-05 1994-06-09 Bosch Gmbh Robert Drehsteller für Drosselklappe
DE19525510B4 (de) * 1995-07-13 2008-05-08 Robert Bosch Gmbh Drosselklappenstelleinheit
DE19653209A1 (de) * 1996-12-19 1998-06-25 Siemens Ag Kommutator-Stellmotor mit hochauflösender Dreherkennung
JP2001303983A (ja) * 2000-02-17 2001-10-31 Denso Corp 内燃機関用スロットル装置
JP4093173B2 (ja) * 2003-10-31 2008-06-04 株式会社デンソー 内燃機関用スロットル制御装置

Also Published As

Publication number Publication date
DE102006055257A1 (de) 2008-05-29
EP1925797A1 (fr) 2008-05-28
DE502007005743D1 (de) 2011-01-05

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