EP2047086B1 - Dispositif et procédé pour actionner un dispositif de contrôle de la puissance d'un moteur à combustion interne - Google Patents

Dispositif et procédé pour actionner un dispositif de contrôle de la puissance d'un moteur à combustion interne Download PDF

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Publication number
EP2047086B1
EP2047086B1 EP07765039.8A EP07765039A EP2047086B1 EP 2047086 B1 EP2047086 B1 EP 2047086B1 EP 07765039 A EP07765039 A EP 07765039A EP 2047086 B1 EP2047086 B1 EP 2047086B1
Authority
EP
European Patent Office
Prior art keywords
power control
input
control device
actuating
clutch
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
EP07765039.8A
Other languages
German (de)
English (en)
Other versions
EP2047086A1 (fr
Inventor
Berndt Roehrig
Martin Spickermann
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.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke 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 Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP2047086A1 publication Critical patent/EP2047086A1/fr
Application granted granted Critical
Publication of EP2047086B1 publication Critical patent/EP2047086B1/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
    • 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
    • F02D11/107—Safety-related aspects
    • 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
    • F02D11/105—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 function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position

Definitions

  • the invention relates to a device for actuating a power control device of an internal combustion engine comprising a driver-actuated input device for driver input of a power desired, a sensor device for detecting the position of the input device and generating a corresponding output signal and an adjusting device for adjusting the power control device taking into account the output signal of the sensor device, wherein the Power control device by means of the adjusting device by the signal of the input device can be actuated deviating and a method for actuating such a power control device.
  • the DE 198 25 283 A1 describes a motor power control for motor vehicles with a power control element, which is decoupled from the power demand of the driver reproducing operation of the accelerator pedal in response to various operating parameters controllable by means of an electronic control unit.
  • this engine power control is in the event of a fault, especially in case of failure of the connection between a sensor associated with the accelerator pedal and the control unit, limited in an emergency operation, the maximum engine power and still ensures a very good driving dynamics.
  • the safety in the event of a fault is already substantially increased in the known engine output control, however, a further improvement in safety is possible.
  • Another example of a similar system is in the US 5381769 shown.
  • the object of the invention is therefore to increase safety in an aforementioned device for actuating a power control device of an internal combustion engine and in particular to prevent inadvertently high engine power due to a driver not wanted by the driver control of the power control element.
  • the invention is based on the idea that the adjusting device is connected to the power control device by means of a coupling having an input part and an output part, whose input part is assigned to the adjusting device and whose output part is assigned to the power control device.
  • This makes it possible to decouple the actuating device from the power control device, so that the position of the actuating device is no longer relevant to the position of the power control device.
  • the reduced power requirement entered by the driver on the input side deviates from the position of the power control device set by the control device by at least a predetermined amount in the closing direction the power control device, a mechanical connection between the input device and power control device is effective.
  • the desired power input by means of the input device on the driver side is preferred to the position of the actuating device based on sensor signals, thus increasing safety.
  • the clutch is a releasable, counter-rotating one-way clutch.
  • An overrunning clutch - including overrunning clutch - includes an input and an output part, which are connected depending on the direction of rotation, for example by means of pawls or clamping bodies with each other.
  • the connection is in each case by means of an unlocking device, so that a relative rotation between the input and an output part can be made possible.
  • a contoured first transmission element assigned to the input device corresponds to a second transmission element having a mating contour.
  • the first transmission element has a pin-shaped extension which corresponds to a cut-out in the second transmission element covering an angular range of 60 ° -110 °, in particular of approximately 80 ° -90 °.
  • the overrunning clutch can be unlocked.
  • the overrunning clutch actuation direction dependent blocking body are effective, which are releasable by means of the second, unlocking pawls comprehensive transmission element.
  • the invention is further based on the idea that in a method for actuating a power control device of an internal combustion engine in a deviation of the input by means of the input device input power desired from the adjusted by means of the actuator position of the power control device by at least a predetermined amount in the closing direction of the driver input by means of the input device Performance request for adjusting the power control device is used as a priority.
  • the method according to the invention is in the case of a preference of the driver by means of the input device input power desired the Decoupled decoupling from the power control device and the power control device is actuated directly by means of the input device.
  • FIG. 1 1 shows a device 100 for actuating a power control device 134 of an internal combustion engine (not shown here) with a clutch 138 arranged between an actuating device 122 and the power control device 134.
  • the device 100 is for operating an internal combustion engine of a motorcycle and the power control device 134 is a throttle valve, however, in one embodiment, an internal combustion engine of a motor vehicle can be actuated and / or the power control device 134, a fuel metering valve or means for Hub Whynver selectedung an intake valve of an internal combustion engine be.
  • the throttle valve is pivotable in the opening direction and to reduce the power in the closing direction.
  • the throttle valve is rotatably connected to a throttle valve shaft 130 which is rotatable either by means of an here designed as an electric motor actuator 122 or manually by means of an here formed as a throttle grip input device 102.
  • the driver inputs a power by means of the input device 102 by correspondingly rotating the throttle grip.
  • a first pulley 104 is rotatably connected, which operates via a cable 106, a second pulley 108.
  • the second pulley 108 is rotatably connected to a shaft 110, so that upon actuation of the throttle grip the shaft 110 is rotated.
  • the rotation or the rotational position of the shaft 110 can be detected by means of a sensor 112 which is connected to a line 114 signal-conducting connected to a control device 118.
  • the rotation or the rotational position of the throttle valve shaft 130 can be detected, which is connected to the control device 118 in a signal-conducting manner with a line 126.
  • the control device 118 Based on the signals of the sensors 112, 128 and optionally further signals and / or stored information, the control device 118 outputs via a line 120 a driver's desired performance control signal to the actuator 122, which - in this case by means of a gear 124 with an input part of Clutch 138 is connected - with the throttle shaft 130 is in rotary drive connection.
  • Both the shaft 110 and the throttle shaft 130 are acted upon by springs 116, 132 which are supported on the housing side in the throttle valve closing direction.
  • FIG. 2 shows a detailed view of the clutch 138, which is designed in this embodiment as a releasable, oppositely acting one-way clutch 200.
  • the overrunning clutch 200 allows actuation of the power control device 134 either manually in the closing direction by means of the input device 102 or by means of the adjusting device 122.
  • the freewheel clutch 200 comprises an outer ring-shaped input part 202, which has a radial toothing on the outside for connection to the adjusting device 122, and a radially disposed within the input part 202 and relatively rotatable to this output part 204. Not visible in the present section, the output part 204 with an area External teeth for connection to the power control device 134.
  • first clamping body 206 allow rotation in one direction and lock rotation in the other direction - arrow a - and second clamping body 208 lock rotation in one direction and in the other direction - arrow a - enable.
  • the clamping bodies 206, 208 are releasable. Depending on whether the clamping body 206 or clamping body 208 are released, a relative rotation between the input 202 and output part 204 in one or the other direction is possible, in each case a rotation in the opposite direction remains locked.
  • the present arrangement forms a safety device, which in a deviation of the input by means of the input device 102 (throttle grip) driver input side reduced power desired by the means of the adjusting device 122 (electric motor) set position of the power control device 134 (throttle) by at least a predetermined amount, a preferred consideration of means the input device 102 (throttle grip) ensures driver input side reduced power desired.
  • the second pulley 108 forms a first transmission element 214 having a pin-shaped extension 216 and is arranged in the axial direction adjacent to the input part 202 of the clutch 138, 200, wherein the first transmission element 214 and the input part 202 of the clutch 138, 200 are each rotatable about at least approximately aligned axes relative to each other.
  • the pin-shaped projection 216 engages in a cutout 218 of the coupling output part 204.
  • the power control device 134 can be actuated by means of the adjusting device 122.
  • the adjusting device 122 is connected to the input part 202 of the clutch 138, 200, which has a toothing on the outside - for example, to attack a transmission arranged between the adjusting device 122 and the power control device 134.
  • the actuator 122 (electric motor) from the power control device 134 (throttle) is decoupled and the input device 102 (throttle grip) via the transmission elements 214, 220, the release pawls 222, the clamping body 206 and the springs 210 with the output part 204 of the clutch 138, 200th and thus coupled to the power control device 134 (throttle).
  • the power control device 134 is thus in accordance with the setting device 122nd actuated. In this case, the power control device 134 is controlled via the input device 102, unless the actuator 122 rotates again below the driver's request.
  • FIGS. 3a and 3b A detailed view of a releasable, one-way effective one-way clutch 300 is in the FIGS. 3a and 3b shown, Figure 3c shows a detailed view of an output part 304 with unblocking device (second transmission element 320, release pawls 322) of this one-way clutch.
  • the one-way effective one-way clutch 300 provides a simplified variant of in FIG. 2 shown overrunning clutch, so that their description largely applies to the simplified version shown here.
  • clutch input part 302 On a common shaft 330, clutch input part 302, clutch output part 304, first transmission element 314 and second transmission element 320 are arranged, wherein the one-way clutch 300 with clutch input part 302 and clutch output part 304 and the second transmission element 320 are rotatably mounted on the shaft 330 and the first transmission element 314 with the Shaft 330 is rotatably connected.
  • the shaft 330 comprises a round region 332 and a non-round contoured region 334.
  • the shaft 330 is kinematically coupled to the input device 102 (throttle grip), so that upon actuation of the input device 102, the shaft 330 and thus also the first transmission element 314 are rotated.
  • the adjusting device (electric motor) 122 which is coupled to the coupling input part 302
  • the clutch 300 and thus also the second transmission element 320 according to the input by means of the input device 102 (throttle grip) driver input power requirement is tracked and a small difference between position the input device 102 and the actuator 122 occurs, moves the pin-shaped extension 316 of the first transmission element 314 freely in the cutout 318 of the second transmission element 320.

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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 (100) d'actionnement d'un dispositif de commande de puissance (134) d'un moteur à combustion interne comprenant :
    - un dispositif d'entrée (102) actionnable par le conducteur permettant d'entrer côté conducteur un souhait de puissance,
    - un dispositif de capteur (112) permettant de détecter la position du dispositif d'entrée (102) et de générer un signal de sortie correspondant,
    - un dispositif de réglage (122) permettant de régler le dispositif de commande de puissance (134) en prenant en considération le signal de sortie du dispositif de capteur (112),
    le dispositif de commande de puissance (134) pouvant être actionné au moyen du dispositif de réglage (122) en s'écartant du signal du dispositif d'entrée (102), et
    le dispositif de réglage (122) étant relié avec le dispositif de commande de puissance (134) par l'intermédiaire d'un accouplement (138, 200, 300) comprenant une partie d'entrée et une partie de sortie (202, 204, 302, 304), dont la partie d'entrée (202, 302) est associée au dispositif de réglage (122) et dont la partie de sortie (204, 304) est associé au dispositif de commande de puissance (134),
    caractérisé par
    une liaison mécanique entre le dispositif d'entrée (102) et le dispositif de commande de puissance (134) active en cas d'écart entre un souhait de puissance réduite entré au moyen du dispositif d'entrée (102) côté conducteur et la position du dispositif de commande de puissance (134) réglé au moyen du dispositif de réglage (122) d'au moins une valeur prédéfinie, dans la direction de fermeture du dispositif de commande de puissance (134).
  2. Dispositif conforme à la revendication 1,
    caractérisé en ce que
    l'accouplement (138, 200, 300) est un accouplement à roue libre actif en sens inverse pouvant être débloqué.
  3. Dispositif conforme à l'une des revendications 1 et 2,
    caractérisé en ce que
    l'accouplement (138, 200, 300) est un accouplement à roue libre pouvant être déblocable actif dans un seul sens.
  4. Dispositif conforme à l'une des revendications 1 à 3,
    caractérisé par
    un premier élément de transmission (214, 314) profilé associé au dispositif d'entrée (102) qui correspond à un second élément de transmission (220, 320) ayant un profil antagoniste (218, 318) pour permettre de relier le dispositif d'entrée (102) et le dispositif de commande de puissance (134).
  5. Dispositif conforme à l'une des revendications 1 à 4
    caractérisé en ce que
    le premier élément de transmission (214, 314) comporte un prolongement en forme de broche (216, 316) qui correspond à une découpe (218, 318) du second élément de transmission (220, 320) couvrant une plage angulaire de 60°-110°, en particulier d'environ 80°-90°.
  6. Dispositif conforme à l'une des revendications 1 à 5,
    caractérisé en ce que
    en présence d'une liaison mécanique active entre le dispositif d'entrée (102) et le dispositif de commande de puissance (134), l'accouplement à roue libre (138, 200, 300) peut être débloqué.
  7. Dispositif conforme à l'une des revendications 1 à 6,
    caractérisé en ce qu'
    entre la partie d'entrée (202, 302) et la partie de sortie (204, 304) de l'accouplement (138, 200, 300) sont actifs, en fonction de la direction d'actionnement, des corps de blocage (206, 208, 306) qui peuvent être dégagés au moyen du second élément de transmission (220, 320) qui comporte des cliquets de déblocage (222, 322).
  8. Procédé d'actionnement d'un dispositif de commande de puissance (134) d'un moteur à combustion interne comprenant :
    - un dispositif d'entrée (102) actionnable par le conducteur permettant d'entrer côté conducteur un souhait de puissance,
    - un dispositif de capteur (112) permettant de détecter la position du dispositif d'entrée (102) et de générer un signal de sortie correspondant,
    - un dispositif de réglage (122) permettant de régler le dispositif de commande de puissance (134) en prenant en considération le signal de sortie du dispositif de capteur (112),
    le dispositif de réglage (122) pouvant actionner le dispositif de commande de puissance (134) en s'écartant du signal du dispositif d'entrée (102),
    caractérisé en ce qu'
    en présence d'un écart entre un souhait de puissance réduite entré côté conducteur au moyen du dispositif d'entrée (102) et la position du dispositif de commande de puissance (134) réglée au moyen du dispositif de réglage (122), d'au moins une valeur prédéfinie, dans la direction de fermeture, le souhait de puissance entré côté conducteur au moyen du dispositif d'entrée (102) est utilisé en priorité pour le réglage du dispositif de commande de puissance (134).
  9. Procédé conforme à la revendication 8,
    caractérisé en ce qu'
    en cas de favorisation du souhait de puissance entré côté conducteur au moyen du dispositif d'entrée (102), le dispositif de réglage (122) est découplé du dispositif de commande de puissance (134) et le dispositif de commande de puissance (134) est actionné directement au moyen du dispositif d'entrée (102).
  10. Procédé conforme à l'une des revendications 8 et 9,
    caractérisé en ce qu'
    en cas d'entrée côté conducteur d'un souhait de puissance augmenté au moyen du dispositif d'entrée (102), avec un gradient dépassant un gradient prédéfini, l'actionnement du dispositif de commande de puissance (134) est effectué avec un gradient limité, au moyen du dispositif de réglage (122) en s'écartant du signal du dispositif d'entrée (102).
EP07765039.8A 2006-08-04 2007-07-04 Dispositif et procédé pour actionner un dispositif de contrôle de la puissance d'un moteur à combustion interne Not-in-force EP2047086B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006036428.7A DE102006036428B4 (de) 2006-08-04 2006-08-04 Einrichtung und Verfahren zur Betätigung einer Leistungssteuerungseinrichtung einer Brennkraftmaschine
PCT/EP2007/005902 WO2008014864A1 (fr) 2006-08-04 2007-07-04 Dispositif et procédé pour actionner un dispositif de contrôle de la puissance d'un moteur à combustion INTERNE

Publications (2)

Publication Number Publication Date
EP2047086A1 EP2047086A1 (fr) 2009-04-15
EP2047086B1 true EP2047086B1 (fr) 2018-03-21

Family

ID=38521089

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07765039.8A Not-in-force EP2047086B1 (fr) 2006-08-04 2007-07-04 Dispositif et procédé pour actionner un dispositif de contrôle de la puissance d'un moteur à combustion interne

Country Status (4)

Country Link
EP (1) EP2047086B1 (fr)
DE (1) DE102006036428B4 (fr)
ES (1) ES2666220T3 (fr)
WO (1) WO2008014864A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009002811A1 (de) 2009-05-05 2010-11-11 Evonik Degussa Gmbh Enzymatisches Verfahren zur Herstellung von Aldehyden

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5675935A (en) * 1979-11-26 1981-06-23 Nippon Denso Co Ltd Speed governor for automobile
JPS59226244A (ja) * 1983-06-07 1984-12-19 Nissan Motor Co Ltd スロツトルアクチユエ−タ
DE3635775A1 (de) * 1986-10-21 1988-04-28 Teves Gmbh Alfred Antriebsschlupfregelvorrichtung fuer kraftfahrzeuge
JPH0196435A (ja) * 1987-10-08 1989-04-14 Mazda Motor Corp 機関のスロットル弁制御装置
GB2219637B (en) * 1988-06-08 1992-05-06 Mitsubishi Electric Corp Electromagnetic clutch in motor-powered drive device
DE3918852A1 (de) * 1989-06-09 1990-12-13 Pierburg Gmbh Elektrisch ansteuerbare drosselklappenbetaetigungseinrichtung fuer brennkraftmaschinen
DE3918853A1 (de) * 1989-06-09 1990-12-13 Pierburg Gmbh Elektrisch ansteuerbare drosselklappenbetaetigungseinrichtung fuer brennkraftmaschinen
DE3936875A1 (de) * 1989-11-06 1991-05-08 Hella Kg Hueck & Co Drosselklappe fuer eine brennkraftmaschine
JPH055429A (ja) * 1991-06-28 1993-01-14 Hitachi Ltd スロツトルアクチユエータ
JPH0650201A (ja) * 1992-04-30 1994-02-22 Nippondenso Co Ltd スロットル弁の駆動装置
DE4403604C2 (de) * 1994-02-05 1998-02-19 A B Elektronik Gmbh Vorrichtung zur Steuerung der Verstellung einer die Leistung einer Brennkraftmaschine bestimmenden Drosselklappe
DE19825283A1 (de) * 1998-06-05 1999-12-09 Bayerische Motoren Werke Ag Motorleistungsregelung für Kraftfahrzeuge mit einem Leistungssteuerorgan
JP2004092550A (ja) * 2002-09-02 2004-03-25 Honda Motor Co Ltd 車載内燃機関のスロットル制御装置
DE10335700A1 (de) * 2003-08-05 2005-02-24 Bayerische Motoren Werke Ag Einrichtung zur Betätigung einer Drosselklappe einer Brennkraftmaschine

Also Published As

Publication number Publication date
DE102006036428B4 (de) 2020-11-19
EP2047086A1 (fr) 2009-04-15
DE102006036428A1 (de) 2008-02-07
WO2008014864A1 (fr) 2008-02-07
ES2666220T3 (es) 2018-05-03

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