EP0050707B1 - Speed control and idling adjustment device for vehicles with positive-ignited internal-combustion engines - Google Patents

Speed control and idling adjustment device for vehicles with positive-ignited internal-combustion engines Download PDF

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Publication number
EP0050707B1
EP0050707B1 EP81105129A EP81105129A EP0050707B1 EP 0050707 B1 EP0050707 B1 EP 0050707B1 EP 81105129 A EP81105129 A EP 81105129A EP 81105129 A EP81105129 A EP 81105129A EP 0050707 B1 EP0050707 B1 EP 0050707B1
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EP
European Patent Office
Prior art keywords
shaft
throttle valve
hollow shaft
idling
actuator
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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
Application number
EP81105129A
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German (de)
French (fr)
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EP0050707A1 (en
Inventor
Manfred Pfalzgraf
Eckhart Kern
Harald Collonia
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Mannesmann VDO AG
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Mannesmann VDO AG
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Publication of EP0050707A1 publication Critical patent/EP0050707A1/en
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Expired legal-status Critical Current

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    • 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
    • F02D9/1005—Details of the flap
    • F02D9/102—Details of the flap the flap having movable parts fixed onto it
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder

Definitions

  • the invention relates to a device for controlling the driving speed and setting the idle speed in motor vehicles with a petrol engine, having an actuator which adjusts the position of the actuator for vehicle speed control as a function of the position of a setpoint generator and the passage cross section of the area in front of the actuator with the area behind the actuator connecting by-passes determining, adjustable closing element.
  • Such a device is known from DE-A-2 602 698.
  • the throttle valve forming the actuator has a bypass that connects the area in front of the actuator with the area behind the actuator.
  • the passage cross-section of this by-pass can be opened more or less.
  • a temperature-dependent control takes place during the warm-up phase of the engine, which ends when the operating temperature is reached.
  • DE-C-266 092 a device which has a two-part throttle valve as an actuator for vehicle speed control. In the lower speed range, only the smaller of the throttle valve halves can be opened.
  • a device for vehicle speed control which has a throttle valve consisting of a small circular throttle valve and a large annular throttle valve surrounding it. In the lower speed range, only the small circular throttle valve can be controlled.
  • the object of the invention is to provide a device according to the preamble, which is characterized by a small volume and allows control of the idle speed.
  • the idle speed is adjustable and the vehicle speed control and the idle speed control have a single actuator, through which the closing element for regulating the idle speed in a first working area and the actuator of the vehicle speed control can be actuated in a second working area, the actuator in the idle position of the setpoint generator, controlled by an idle speed electronics, and when the setpoint generator is adjusted from its idle position, it can be controlled by the setpoint generator.
  • the common actuator for the vehicle speed control and the idle speed control means that a device is achieved which both requires a small installation space and is inexpensive to manufacture. This also helps that common electronics can be used for both the idle speed control and the adjustment of the setpoint device. It is particularly advantageous if the setpoint generator is a transmitter that emits an electrical signal.
  • the actuator can be used to actuate the closing element for idling speed control and from this in turn the actuator for vehicle speed control, it being advantageous if the closing element for idling speed control in its open end position can be brought into operative connection with the closing element for vehicle speed control.
  • This enables in a simple manner that in the idle position of the setpoint generator, only the closing element for idle speed control is actuated by the actuator, while when the setpoint generator is actuated, the actuator actuates the actuator for vehicle speed control via the closing element for idle speed control.
  • Special drive assemblies for transmitting the drive movement are not required.
  • the actuator for vehicle speed control is a throttle valve fixedly arranged on a shaft rotatable about its longitudinal axis
  • the shaft is a hollow shaft through which an actuating shaft connected to the closing element for regulating the idling speed is passed, which is from the actuator is rotatably driven.
  • the hollow shaft can be biased by a spring into the end position corresponding to the rotational position that limits the closed position of the throttle valve. This means that uncontrolled adjustment of the throttle valve is not possible.
  • a coupling is advantageously arranged between the actuating shaft and the hollow shaft, by means of which a rotary movement of the actuating shaft after its rotation can be transmitted from the position corresponding to the closed position of the closing element for idle speed control to the position corresponding to the open position on the hollow shaft.
  • a simple design of such a coupling consists in that a radially directed stop is arranged on the actuating shaft or the hollow shaft, which engages in a groove of the hollow shaft or the actuating shaft which extends in the circumferential direction with an angle corresponding to the opening cross section of the closing member for idle speed control.
  • a particularly small size and a simple design of the by-pass connection between the areas in front and behind the throttle valve is achieved in that the actuating shaft moves from the area in front to the area behind the throttle valve has a continuous recess, which can be brought from a position completely closed by the inner wall of the hollow shaft by relative rotation of the actuating shaft and hollow shaft with a passage from the area in front to the area behind the throttle valve to cover the recess.
  • the passage cross section is different in size.
  • the actuating shaft can also be a tubular shaft, the coaxial bore of which can be connected to the area in front of the throttle valve and to the area behind the throttle valve.
  • the hollow shaft and the tubular shaft can each have a radially continuous recess leading to the area in front of or behind the throttle valve, which can be made to overlap by relative rotation of the two shafts about their longitudinal axis, and the coaxial bore of the tubular shaft is connected to the area behind or in front of the throttle valve.
  • a device which, on the one hand due to the elimination of components that have been required since then and on the other hand due to the largely integrated construction of the actuating and closing element, has a compact and compact construction, can be controlled by common electronics and requires only a small installation space.
  • an intake port 1 at the location of the throttle valve 2 is shown in section.
  • the throttle valve 2 is fixedly connected to a hollow shaft 3 which extends centrally through the intake port 1 and is rotatably supported with its free ends in corresponding bores in the wall of the intake port 1.
  • the throttle valve 2 is prestressed into its closed position by springs 4 and 5, which act on the one free end of the hollow shaft and on the housing 6 of the intake manifold 1.
  • a tubular shaft 7 is arranged coaxially in the hollow shaft 3 and can be rotated about its longitudinal axis relative to the hollow shaft 3. This relative rotation is limited by a radially directed stop 8 fastened to the tubular shaft 7, which protrudes into a groove 9 in the circumferential direction of the hollow shaft 3.
  • the extent and the position of the groove 9 is such that a radially continuous recess 10 of the hollow shaft 3 and a radially continuous recess 11 of the tubular shaft 7 in one contact position of the stop 8 at one end of the groove in complete coverage and in the contact position of the stop on the other Groove ends are in a small overlap.
  • the recesses 10 and 11 each lead to the area of the intake manifold 1 in front of the throttle valve 2 in the axial bores of the hollow shaft 3 and the tubular shaft 7, the coaxial bore 12 of the tubular shaft 7 is connected to the area by relative rotation of the two shafts 3 and 7 Can be manufactured or locked in front of the throttle valve 2.
  • a by-pass is by the relative rotation of the shafts 3 and 7 via the recesses 10 and 11 Connection of the area in front of the throttle valve 2 to the area behind the throttle valve 2 can be established, the passage cross section being determined by the degree of coverage of the two recesses 10 and 11.
  • This actuator is controlled by control electronics 15, to which, in addition to the measurement connections (not shown) for the measurement values required for the idling speed, a setpoint generator 16 for controlling the vehicle speed is connected.
  • the control electronics 15 are controlled according to FIG. 1 in such a way that, in the idle position of the setpoint generator 16, it operates only in a working area 17 in which the tubular shaft 7 can be rotated.
  • the idle speed control of the gasoline engine takes place by opening the air passage cross section at the recesses 10 and 11 from the area in front to the area behind the closed throttle valve 2 to a greater or lesser extent.
  • the actuator 14 is controlled by the control electronics 15 in such a way that the tubular shaft 7 rotates further beyond its open end position, whereby the hollow shaft 3 rotates from the stop 8 against the force of the springs 4 and 5 becomes. This also rotates the throttle valve 2 and thus opens a direct passage on the intake manifold 1.
  • This working area of the device according to the invention is designated by 18 in FIG.
  • the device in FIGS. 5 and 6 also has a throttle valve 2 which can be driven rotatably in an intake port 1 with a hollow shaft 3.
  • a throttle valve 2 which can be driven rotatably in an intake port 1 with a hollow shaft 3.
  • a coaxially drivable shaft 7 which can be driven by an actuator 14 and, like the hollow shaft 3 with the hollow shaft 7 in FIGS. 1 to 3, is connected to the hollow shaft 3. This connection is not shown in FIGS. 5 and 6.
  • the throttle valve 2 has a coaxial opening 19 which can be closed by an idle valve 20 which is firmly connected to the shaft 7 and which has the same size as the coaxial opening 19.
  • FIGS. 5 and 6 The function of the exemplary embodiment in FIGS. 5 and 6 is in principle identical to that of the exemplary embodiment in FIGS. 1 to 3.
  • the actuator 14 is actuated in such a way that, in the idle position of the setpoint generator, which is also not shown, it only operates in a working area 17, as shown in FIG. 4. Only rotation of the shaft 7 is possible in this working area 17.
  • an air passage cross section at the coaxial opening 19 is opened or closed accordingly. Accordingly, air can flow from the area in front to the area behind the throttle valve 2 and effect idle speed control of the engine.
  • the actuator 14 is actuated in such a way that shaft 7 rotates further in such a way that shaft 7, as described in FIGS. 1 to 3, comes into operative connection with hollow shaft 3 and also rotates it.
  • Characterized the cross-section of the intake manifold 1 closed by the throttle valve 2 is opened more or less, so that a direct flow of air from the side in front to the side behind the throttle valve 2 is made possible.
  • This work area corresponds to the area designated 18 in FIG. 5.

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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)

Description

Die Erfindung bezieht sich auf eine Einrichtung zur Steuerung der Fahrgeschwindigkeit und Einstellung der Leerlaufdrehzahl in Kraftfahrzeugen mit Ottomotor, mit einem die Stellung des Stellglieds zur Fahrzeuggeschwindigkeitssteuerung in Abhängigkeit von der Stellung eines Sollwertgebers einstellenden Stellantrieb und einem den Durchgangsquerschnitt eines den Bereich vor dem Stellglied mit dem Bereich hinter dem Stellglied verbindenden By-passes bestimmenden, verstellbaren Schließglied.The invention relates to a device for controlling the driving speed and setting the idle speed in motor vehicles with a petrol engine, having an actuator which adjusts the position of the actuator for vehicle speed control as a function of the position of a setpoint generator and the passage cross section of the area in front of the actuator with the area behind the actuator connecting by-passes determining, adjustable closing element.

Eine derartige Einrichtung ist aus der DE-A-2 602 698 bekannt. Dort weist die das Stellglied bildende Drosselklappe einen By-pass auf, der den Bereich vor dem Stellglied mit dem Bereich hinter dem Stellglied verbindet. Der Durchgangsquerschnitt dieses By-passes ist mehr oder weniger öffenbar. Zum einen erfolgt während der Warmlaufphase des Motors eine temperaturabhängige Steuerung, die mit Erreichen der Betriebstemperatur beendet ist. Zum anderen ist es über eine Feineinstellung möglich, einen bestimmten Durchgangsquerschnitt des By-passes zur festen Einstellung der Leerlaufdrehzahl manuell festzulegen.Such a device is known from DE-A-2 602 698. There, the throttle valve forming the actuator has a bypass that connects the area in front of the actuator with the area behind the actuator. The passage cross-section of this by-pass can be opened more or less. On the one hand, a temperature-dependent control takes place during the warm-up phase of the engine, which ends when the operating temperature is reached. On the other hand, it is possible to fine-tune a specific cross-section of the by-pass to set the idle speed manually.

Aus der DE-C-266 092 ist eine Einrichtung bekannt, die als Stellglied zur Fahrzeuggeschwindigkeitssteuerung eine zweigeteilte Drosselklappe besitzt. Dabei ist im unteren Drehzahlbereich nur die kleinere der Drosselklappenhälften öffenbar.From DE-C-266 092 a device is known which has a two-part throttle valve as an actuator for vehicle speed control. In the lower speed range, only the smaller of the throttle valve halves can be opened.

Aus der DE-C-699 854 ist eine Einrichtung zur Fahrzeuggeschwindigkeitssteuerung bekannt, die eine aus einer kleinen kreisförmigen Drosselklappe und einer diese umschließenden großen ringförmigen Drosselklappe bestehenden Drosselklappe aufweist. Im unteren Drehzahlbereich ist nur die kleine kreisförmige Drosselklappe ansteuerbar.From DE-C-699 854 a device for vehicle speed control is known which has a throttle valve consisting of a small circular throttle valve and a large annular throttle valve surrounding it. In the lower speed range, only the small circular throttle valve can be controlled.

Aufgabe der Erfindung ist es, eine Einrichtung nach dem Oberbegriff zu schaffen, die sich durch ein geringes Bauvolumen auszeichnet und eine Regelung der Leerlaufdrehzahl ermöglicht.The object of the invention is to provide a device according to the preamble, which is characterized by a small volume and allows control of the idle speed.

Diese Aufgabe wird erfindungsgemäß dadurch gelöst, daß die Leerlaufdrehzahl regelbar ist und die Fahrzeuggeschwindigkeitssteuerung und die Leerlaufdrehzahlregelung einen einzigen Stellantrieb besitzen, durch den in einem ersten Arbeitsbereich das Schließglied zur Regelung der Leerlaufdrehzahl und in einem zweiten Arbeitsbereich das Stellglied der Fahrzeuggeschwindigkeitssteuerung betätigbar ist, wobei der Stellantrieb in der Leerlaufstellung des Sollwertgebers reglergesteuert von einer Leerlaufdrehzahlelektronik und bei einer Verstellung des Sollwertgebers aus seiner Leerlaufstellung vom Sollwertgeber ansteuerbar ist. Durch den gemeinsamen Stellantrieb für die Fahrzeuggeschwindigkeitssteuerung und die Leerlaufdrehzahlregelung wird eine Einrichtung erreicht, die sowohl einen geringen Einbauraum benötigt als auch kostengünstig herstellbar ist. Dazu trägt auch bei, daß eine gemeinsame Elektronik für sowohl die Leerlaufdrehzahlregelung als auch die Verstellung des Sollwertgebers verwendet werden kann. Besonders günstig ist es dabei, wenn der Sollwertgeber ein ein elektrisches Signal abgebender Geber ist.This object is achieved in that the idle speed is adjustable and the vehicle speed control and the idle speed control have a single actuator, through which the closing element for regulating the idle speed in a first working area and the actuator of the vehicle speed control can be actuated in a second working area, the actuator in the idle position of the setpoint generator, controlled by an idle speed electronics, and when the setpoint generator is adjusted from its idle position, it can be controlled by the setpoint generator. The common actuator for the vehicle speed control and the idle speed control means that a device is achieved which both requires a small installation space and is inexpensive to manufacture. This also helps that common electronics can be used for both the idle speed control and the adjustment of the setpoint device. It is particularly advantageous if the setpoint generator is a transmitter that emits an electrical signal.

Durch den Stellantrieb kann das Schließglied zur Leerlaufdrehzahlregelung und von diesem wiederum das Stellglied zur Fahrzeuggeschwindigkeitssteuerung betätigbar sein, wobei es vorteilhaft ist, wenn das Schließglied zur Leerlaufdrehzahlregelung in seiner offenen Endstellung mit dem Schließglied zur Fahrzeuggeschwindigkeitssteuerung in Wirkverbindung bringbar ist. Dies ermöglicht auf einfache Art, daß in der Leerlaufstellung des Sollwertgebers durch den Stellantrieb nur das Schließglied zur Leerlaufdrehzahlregelung betätigt wird, während bei Betätigung des Sollwertgebers der Stellantrieb über das Schließglied zur Leerlaufdrehzahlregelung das Stellglied zur Fahrzeuggeschwindigkeitssteuerung betätigt. Besondere Antriebsbaueinheiten zur Übertragung der Antriebsbewegung sind nicht erforderlich.The actuator can be used to actuate the closing element for idling speed control and from this in turn the actuator for vehicle speed control, it being advantageous if the closing element for idling speed control in its open end position can be brought into operative connection with the closing element for vehicle speed control. This enables in a simple manner that in the idle position of the setpoint generator, only the closing element for idle speed control is actuated by the actuator, while when the setpoint generator is actuated, the actuator actuates the actuator for vehicle speed control via the closing element for idle speed control. Special drive assemblies for transmitting the drive movement are not required.

Ist das Stellglied zur Fahrzeuggeschwindigkeitssteuerung eine auf einer um seine Längsachse verdrehbaren Welle fest angeordnete Drosselklappe, so ist das besonders günstig, wenn die Welle eine Hohlwelle ist, durch die koaxial eine mit dem Schließglied zur Regelung der Leerlaufdrehzahl verbundene Betätigungswelle hindurchgeführt ist, die von dem Stellantrieb drehbar antreibbar ist. Dies führt zu einer weiteren Integration der einzelnen Bauteile und damit zu einer weiteren Verringerung des Einbauraumes. Damit bei Leerlaufstellung des Sollwertgebers die Drosselklappe auch tatsächlich in ihrer Schließstellung ist, kann die Hohlwelle durch eine Feder in die die Drehbewegung begrenzende der Schließstellung der Drosselklappe entsprechende Endstellung vorgespannt sein. Damit ist kein unkontrolliertes Verstellen der Drosselklappe möglich.If the actuator for vehicle speed control is a throttle valve fixedly arranged on a shaft rotatable about its longitudinal axis, this is particularly advantageous if the shaft is a hollow shaft through which an actuating shaft connected to the closing element for regulating the idling speed is passed, which is from the actuator is rotatably driven. This leads to a further integration of the individual components and thus to a further reduction in the installation space. So that the throttle valve is actually in its closed position when the setpoint generator is in the idle position, the hollow shaft can be biased by a spring into the end position corresponding to the rotational position that limits the closed position of the throttle valve. This means that uncontrolled adjustment of the throttle valve is not possible.

Zwischen Betätigungswelle und Hohlwelle ist vorteilhafterweise eine Kupplung angeordnet, durch die eine Drehbewegung der Betätigungswelle nach deren Verdrehung aus einer der Schließstellung des Schließglieds zur Leerlaufdrehzahlregelung entsprechenden Stellung in die der Offenstellung entsprechende Stellung auf die Hohlwelle übertragbar ist. Eine einfache Ausbildung einer solchen Kupplung besteht darin, daß an der Betätigungswelle bzw. der Hohlwelle ein radial gerichteter Anschlag angeordnet ist, der in eine in Umfangsrichtung mit einem dem Öffnungsquerschnitt des Schließglieds zur Leerlaufdrehzahlregelung entsprechenden Winkel verlaufende Nut der Hohlwelle bzw. der Betätigungswelle eingreift.A coupling is advantageously arranged between the actuating shaft and the hollow shaft, by means of which a rotary movement of the actuating shaft after its rotation can be transmitted from the position corresponding to the closed position of the closing element for idle speed control to the position corresponding to the open position on the hollow shaft. A simple design of such a coupling consists in that a radially directed stop is arranged on the actuating shaft or the hollow shaft, which engages in a groove of the hollow shaft or the actuating shaft which extends in the circumferential direction with an angle corresponding to the opening cross section of the closing member for idle speed control.

Eine besonders geringe Baugröße und eine einfache Ausgestaltung der By-Pass-Verbindung zwischen den Bereichen vor und hinter der Drosselklappe wird dadurch erreicht, daß die Betätigungswelle eine vom Bereich vor zum Bereich hinter der Drosselklappe durchgehende Ausnehmung besitzt, die aus einer durch die Innenwand der Hohlwelle völlig verschlossenen Stellung durch relative Verdrehung von Betätigungswelle und Hohlwelle mit einer vom Bereich vor zum Bereich hinter der Drosselklappe durchgehen den Ausnehmung in Überdeckung bringbar ist. Je nach dem Grad der Überdeckung der beiden Ausnehmungen ist dabei der Durchgangsquerschnitt unterschiedlich groß. In einer weiteren Ausbildung der Erfindung kann dabei auch die Betätigungswelle eine Rohrwelle sein, deren koaxiale Bohrung mit dem Bereich vor der Drosselklappe und mit dem Bereich hinter der Drosselklappe verbindbar ist. Bei der Verwendung einer Rohrwelle als Betätigungswelle kann die Hohlwelle und die Rohrwelle jeweils eine radial durchgehende zum Bereich vor bzw. hinter der Drosselklappe führende Ausnehmung besitzen, die durch relative Verdrehung der beiden Wellen um deren Längsachse in Überdeckung bringbar sind, und wobei die Koaxialbohrung der Rohrwelle mit dem Bereich hinter bzw. vor der Drosselklappe in Verbindung ist.A particularly small size and a simple design of the by-pass connection between the areas in front and behind the throttle valve is achieved in that the actuating shaft moves from the area in front to the area behind the throttle valve has a continuous recess, which can be brought from a position completely closed by the inner wall of the hollow shaft by relative rotation of the actuating shaft and hollow shaft with a passage from the area in front to the area behind the throttle valve to cover the recess. Depending on the degree of coverage of the two recesses, the passage cross section is different in size. In a further embodiment of the invention, the actuating shaft can also be a tubular shaft, the coaxial bore of which can be connected to the area in front of the throttle valve and to the area behind the throttle valve. When using a tubular shaft as the actuating shaft, the hollow shaft and the tubular shaft can each have a radially continuous recess leading to the area in front of or behind the throttle valve, which can be made to overlap by relative rotation of the two shafts about their longitudinal axis, and the coaxial bore of the tubular shaft is connected to the area behind or in front of the throttle valve.

Durch diese erfindungsgemäße Ausgestaltung wird eine Einrichtung geschaffen, die zum einen durch Wegfall seither erforderlicher Komponenten und zum anderen durch weitgehend ineinander integrierten Aufbau von Stell- und Schließglied einen bauteilarmen und kompakten Aufbau besitzt, durch eine gemeinsame Elektronik ansteuerbar ist und nur geringen Einbauraum benötigt.Through this configuration according to the invention, a device is created which, on the one hand due to the elimination of components that have been required since then and on the other hand due to the largely integrated construction of the actuating and closing element, has a compact and compact construction, can be controlled by common electronics and requires only a small installation space.

Ein Ausführungsbeispiel der Erfindung ist in der Zeichnung dargestellt und wird im folgenden näher beschrieben. Es zeigt

  • Fig. 1 einen Querschnitt durch eine erfindungsgemäße Einrichtung,
  • Fig. 2 eine Schnittansicht entlang der Linie 11-11 in Fig. 1,
  • Fig. 3 eine Schnittansicht entlang der Linie 111-111 in Fig. 1,
  • Fig. 4 ein Arbeitsbereichsdiagramm der erfindungsgemäßen Einrichtung,
  • Fig. 5 einen Querschnitt durch ein zweites Ausführungsbeispiel einer erfindungsgemäßen Einrichtung,
  • Fig. 6 eine Schnittansicht entlang der Linie VI-VI in Fig. 5.
An embodiment of the invention is shown in the drawing and will be described in more detail below. It shows
  • 1 shows a cross section through a device according to the invention,
  • 2 is a sectional view taken along the line 11-11 in Fig. 1,
  • 3 is a sectional view taken along the line 111-111 in FIG. 1,
  • 4 is a working area diagram of the device according to the invention,
  • 5 shows a cross section through a second exemplary embodiment of a device according to the invention,
  • 6 is a sectional view taken along the line VI-VI in FIG .. 5

In Fig. 1 ist ein Ansaugstutzen 1 an der Stelle der Drosselklappe 2 im Schnitt dargestellt. Die Drosselklappe 2 ist fest mit einer Hohlwelle 3 verbunden, die mittig quer durch den Ansaugstutzen 1 verläuft und mit ihren freien Enden drehbar in entsprechenden Bohrungen in der Wand des Ansaugstutzens 1 gelagert ist. Durch Federn 4 und 5, die an dem einen freien Ende der Hohlwelle und an dem Gehäuse 6 des Ansaugstutzens 1 angreifen, ist die Drosselklappe 2 in ihre Schließstellung vorgespannt.In Fig. 1, an intake port 1 at the location of the throttle valve 2 is shown in section. The throttle valve 2 is fixedly connected to a hollow shaft 3 which extends centrally through the intake port 1 and is rotatably supported with its free ends in corresponding bores in the wall of the intake port 1. The throttle valve 2 is prestressed into its closed position by springs 4 and 5, which act on the one free end of the hollow shaft and on the housing 6 of the intake manifold 1.

Koaxial in der Hohlwelle 3 ist eine Rohrwelle 7 angeordnet, die relativ zur Hohlwelle 3 um ihre Längsachse drehbar ist. Diese Relativverdrehung ist durch einen an der Rohrwelle 7 befestigten radial gerichteten Anschlag 8 begrenzt, der in eine in Umfangsrichtung verlaufende Nut 9 der Hohlwelle 3 hineinragt. Die Erstreckung und die Lage der Nut 9 ist so, daß eine radial durchgehende Ausnehmung 10 der Hohlwelle 3 und eine radial durchgehende Ausnehmung 11 der Rohrwelle 7 in der einen Anlagestellung des Anschlags 8 am einen Nutende in völliger Überdekkung und in der Anlagestellung des Anschlags am anderen Nutende in kleiner Überdeckung sind. Da die Ausnehmungen 10 und 11 jeweils in den Axialbohrungen der Hohlwelle 3 bzw. der Rohrwelle 7 zum Bereich des.Ansaugstutzens 1 vor der Drosselklappe 2 führen, ist durch Relativverdrehung der beiden Wellen 3 und 7 eine Verbindung der Koaxialbohrung 12 der Rohrwelle 7 mit dem Bereich vor der Drosselklappe 2 herstellbar bzw. absperrbar.A tubular shaft 7 is arranged coaxially in the hollow shaft 3 and can be rotated about its longitudinal axis relative to the hollow shaft 3. This relative rotation is limited by a radially directed stop 8 fastened to the tubular shaft 7, which protrudes into a groove 9 in the circumferential direction of the hollow shaft 3. The extent and the position of the groove 9 is such that a radially continuous recess 10 of the hollow shaft 3 and a radially continuous recess 11 of the tubular shaft 7 in one contact position of the stop 8 at one end of the groove in complete coverage and in the contact position of the stop on the other Groove ends are in a small overlap. Since the recesses 10 and 11 each lead to the area of the intake manifold 1 in front of the throttle valve 2 in the axial bores of the hollow shaft 3 and the tubular shaft 7, the coaxial bore 12 of the tubular shaft 7 is connected to the area by relative rotation of the two shafts 3 and 7 Can be manufactured or locked in front of the throttle valve 2.

Da das eine Ende der Rohrwelle 7 offen ist und an dieser Öffnung eine Verbindungsleitung 13 angeschlossen ist, die zum Bereich des Ansaugstutzens 1 hinter der Drosselklappe 2 führt, ist durch Relativverdrehung der Wellen 3 und 7 über die Ausnehmungen 10 und 11 eine By-Pass-Verbindung des Bereichs vor der Drosselklappe 2 zum Bereich hinter der Drosselklappe 2 herstellbar, wobei durch den Grad der Überdeckung der beiden Ausnehmungen 10 und 11 der Durchtrittsquerschnitt bestimmt ist.Since one end of the tubular shaft 7 is open and a connecting line 13 is connected to this opening, which leads to the area of the intake manifold 1 behind the throttle valve 2, a by-pass is by the relative rotation of the shafts 3 and 7 via the recesses 10 and 11 Connection of the area in front of the throttle valve 2 to the area behind the throttle valve 2 can be established, the passage cross section being determined by the degree of coverage of the two recesses 10 and 11.

Das der Verbindungsleitung 13 entgegengesetzte Ende der Rohrwelle 7 ist geschlossen. An diesem Ende greift der Drehantrieb eines Stellantriebs 14 an.The end of the tubular shaft 7 opposite the connecting line 13 is closed. The rotary drive of an actuator 14 acts at this end.

Dieser Stellantrieb wird von einer Regelelektronik 15 gesteuert, an die neben den nicht dargestellten Meßwertanschlüssen für die für die Leerlaufdrehzahl erforderlichen Meßwerte ein Sollwertgeber 16 für die Steuerung der Fahrzeuggeschwindigkeit angeschlossen ist.This actuator is controlled by control electronics 15, to which, in addition to the measurement connections (not shown) for the measurement values required for the idling speed, a setpoint generator 16 for controlling the vehicle speed is connected.

Durch die Regelelektronik 15 wird entsprechend Fig. der Stellantrieb 14 derart angesteuert, daß er in der Leerlaufstellung des Sollwertgebers 16 nur in einem Arbeitsbereich 17 arbeitet, in dem eine Verdrehung der Rohrwelle 7 möglich ist. Dadurch erfolgt durch mehr oder wenigeres Öffnen des Luftdurchtrittsquerschnitts an den Ausnehmungen 10 und 11 vom Bereich vor zum Bereich hinter der geschlossenen Drosselklappe 2 eine Leerlaufdrehzahlregelung des Ottomotors.The control electronics 15 are controlled according to FIG. 1 in such a way that, in the idle position of the setpoint generator 16, it operates only in a working area 17 in which the tubular shaft 7 can be rotated. As a result, the idle speed control of the gasoline engine takes place by opening the air passage cross section at the recesses 10 and 11 from the area in front to the area behind the closed throttle valve 2 to a greater or lesser extent.

Wird der Sollwertgeber 16 aus seiner Leerlaufstellung heraus bewegt, so wird der Stellantrieb 14 von der Regelelektronik 15 derart angesteuert, daß sich die Rohrwelle 7 über ihre Öffnungsendstellung hinaus weiter verdreht, wodurch die Hohlwelle 3 vom Anschlag 8 entgegen der Kraft der Federn 4 und 5 verdreht wird. Damit wird auch die Drosselklappe 2 verdreht und somit ein direkter Durchgang am Ansaugstutzen 1 geöffnet. Dieser Arbeitsbereich der erfindungsgemäßen Einrichtung ist in Fig. 5 mit 18 bezeichnet.If the setpoint generator 16 is moved out of its idle position, the actuator 14 is controlled by the control electronics 15 in such a way that the tubular shaft 7 rotates further beyond its open end position, whereby the hollow shaft 3 rotates from the stop 8 against the force of the springs 4 and 5 becomes. This also rotates the throttle valve 2 and thus opens a direct passage on the intake manifold 1. This working area of the device according to the invention is designated by 18 in FIG.

Wie die Einrichtung in den Fig. 1 bis 3, so weist auch die Einrichtung in den Fig. 5 und 6 eine in einem Ansaugstutzen 1 mit einer Hohlwelle 3 drehbar antreibbare Drosselklappe 2 auf. In der Hohlwelle 3 ist eine von einem Stellantrieb 14 drehbar antreibbare Welle 7 koaxial angeordnet und, wie in Fig. 1 bis 3 die Hohlwelle 3 mit der Hohlwelle 7, mit der Hohlwelle 3 verbunden. Diese Verbindung ist in den Fig. 5 und 6 nicht dargestellt.Like the device in FIGS. 1 to 3, the device in FIGS. 5 and 6 also has a throttle valve 2 which can be driven rotatably in an intake port 1 with a hollow shaft 3. In the Hollow shaft 3 is a coaxially drivable shaft 7 which can be driven by an actuator 14 and, like the hollow shaft 3 with the hollow shaft 7 in FIGS. 1 to 3, is connected to the hollow shaft 3. This connection is not shown in FIGS. 5 and 6.

Die Drosselklappe 2 weist eine Koaxialöffnung 19 auf, die durch eine fest mit der Welle 7 verbundene Leerlaufklappe 20 verschließbar ist, welche die gleiche Größe wie die Koaxialöffnung 19 besitzt.The throttle valve 2 has a coaxial opening 19 which can be closed by an idle valve 20 which is firmly connected to the shaft 7 and which has the same size as the coaxial opening 19.

Die Funktion des Ausführungsbeispiels der Fig. 5 und 6 ist im Prinzip gleich der des Ausführungsbeispiels in den Fig. 1 bis 3.The function of the exemplary embodiment in FIGS. 5 and 6 is in principle identical to that of the exemplary embodiment in FIGS. 1 to 3.

Durch eine nicht dargestellte Regelelektronik wird entsprechend Fig. 4 der Stellantrieb 14 derart angesteuert, daß er in der Leerlaufstellung des ebenfalls nicht dargestellten Sollwertgebers nur in einem Arbeitsbereich 17, wie er in Fig. 4 dargestellt ist, arbeitet. In diesem Arbeitsbereich 17 ist nur eine Verdrehung der Welle 7 möglich.4, the actuator 14 is actuated in such a way that, in the idle position of the setpoint generator, which is also not shown, it only operates in a working area 17, as shown in FIG. 4. Only rotation of the shaft 7 is possible in this working area 17.

Durch mehr oder wenigeres Verschwenken der Leerlaufklappe 20 wird dabei entsprechend ein Luftdurchlaßquerschnitt an der Koaxialöffnung 19 geöffnet bzw. geschlossen. Dementsprechend kann Luft vom Bereich vor zum Bereich hinter der Drosselklappe 2 strömen und eine Leerlaufdrehzahlregelung des Motors bewirken.By pivoting the idle flap 20 more or less, an air passage cross section at the coaxial opening 19 is opened or closed accordingly. Accordingly, air can flow from the area in front to the area behind the throttle valve 2 and effect idle speed control of the engine.

Wird der Sollwertgeber aus seiner Leerlaufstellung herausbewegt, so wird der Stellantrieb 14 so angesteuert, daß sich Welle 7 derart weiterverdreht, daß die Welle 7, wie bei Fig. 1 bis 3 beschrieben, mit der Hohlwelle 3 in Wirkverbindung kommt und diese mitverdreht. Dadurch wird der durch die Drosselklappe 2 verschlossene Querschnitt des Ansaugstutzens 1 mehr oder weniger geöffnet, so daß ein direktes Durchströmen von Luft von der Seite vor zur Seite hinter der Drosselklappe 2 ermöglicht wird. Dieser Arbeitsbereich entspricht dem in Fig. 5 mit 18 bezeichneten Bereich.If the setpoint generator is moved out of its idle position, the actuator 14 is actuated in such a way that shaft 7 rotates further in such a way that shaft 7, as described in FIGS. 1 to 3, comes into operative connection with hollow shaft 3 and also rotates it. Characterized the cross-section of the intake manifold 1 closed by the throttle valve 2 is opened more or less, so that a direct flow of air from the side in front to the side behind the throttle valve 2 is made possible. This work area corresponds to the area designated 18 in FIG. 5.

Claims (10)

1. Apparatus for controlling the travelling speed and for adjusting the idling speed in motor vehicles having a petrol engine, with an actuator (14) which adjusts the position of the final control element (2) for controlling the vehicle speed in dependence on the position of a desired value setter (16), and with an adjustable closing ele- mentwhich determines the cross-section of passage of a bypass connecting the region before the final control element (2) with the region after the final control element (2), characterized in that the idling speedmis regulatable, and the vehicle speed control arrangement and the idling speed regulating arrangement comprise a single common actuator (14) whereby in a first operating range (17) the closing element for regulating the idling speed can be actuated and in a second operating range (18) the final control element (2) of the vehicle speed control arrangement can be actuated, and in the idling position of the desired value setter (16) the actuator (14) is adapted to be operated under automatic control by an idling speed electronic system and, in the event of adjustment of the desired value setter (16) out of its idling position, is adapted to be operated by the desired value setter (16).
2. Apparatus according to claim 1, characterized in that the desired value setter (16) is a set- terwhich sends out an electrical signal.
3. Apparatus according to one of the preceding claims, characterized in that the actuator (14) is adapted to actuate the closing element for idling speed regulation and this element in its turn can actuate the final control element (2) for controlling the vehicle speed.
4. Apparatus according to claim 3, characterized in that in its open end position the closing element for regulating the idling speed can be brought into operative connection with the final control element (2) for vehicle speed control.
5. Apparatus according to one of the preceding claims, wherein the final control element (2) for vehicle speed control is a throttle valve arranged securely on a shaft which is rotatable about its longitudinal axis, characterized in that the shaft is a hollow shaft (3) through which there extends coaxially an operating shaft (7) which is connected to the closing element for regulating the idling speed and which can be driven by the actuator (14).
6. Apparatus according to claim 5, characterized in that the hollow shaft (3) is preloaded by a spring (4 and 5) into the end position corresponding to the closing position of the throttle valve (2) and limiting the rotary movement.
7. Apparatus according to one of claims 5 and 6, characterized in that between the operating shaft (7) and the hollow shaft (3) there is arranged a coupling whereby a rotary movement of the operating shaft (7) can be transmitted to the hollow shaft (3) after the turning of the said operating shaft out of a position corresponding to the closing position of the closing element for idling speed regulation into the position corresponding to the open position.
8. Apparatus according to claim 7, characterized in that on the operating shaft (7) or the hollow shaft (3) there is arranged a radially directed abutment element (8) which engages into a groove (9) in the hollow shaft (3) or the operating shaft (7) respectively, said groove extending in the circumferential direction over an angle corresponding to the opening travel of the closing element for regulating the idling speed.
9. Apparatus according to one of claims 5 to 8, characterized in that the operating shaft (7) has an opening which extends through from the region before to the region after the throttle valve (2) and which can be brought from a position completely closed by the inner wall of the hollow shaft, by relative rotational movement of operating shaft (7) and hollow shaft (3), to overlap with an opening which extends through from the region before to the region after the throttle valve (2).
10. Apparatus according to one of claims 5 to 9, characterized in that the operating shaft is a tubular shaft (7) whose coaxial bore (12) can be made to communicate with the region before the throttle valve (2) and with the region after the throttle valve (2).
EP81105129A 1980-10-24 1981-07-02 Speed control and idling adjustment device for vehicles with positive-ignited internal-combustion engines Expired EP0050707B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19803040144 DE3040144A1 (en) 1980-10-24 1980-10-24 DEVICE FOR CONTROLLING THE DRIVING SPEED AND CONTROLLING THE IDLE SPEED IN MOTOR VEHICLES WITH OTTO ENGINE
DE3040144 1980-10-24

Publications (2)

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EP0050707A1 EP0050707A1 (en) 1982-05-05
EP0050707B1 true EP0050707B1 (en) 1984-09-19

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EP81105129A Expired EP0050707B1 (en) 1980-10-24 1981-07-02 Speed control and idling adjustment device for vehicles with positive-ignited internal-combustion engines

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US (1) US4408581A (en)
EP (1) EP0050707B1 (en)
DE (2) DE3040144A1 (en)

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Also Published As

Publication number Publication date
EP0050707A1 (en) 1982-05-05
US4408581A (en) 1983-10-11
DE3040144A1 (en) 1982-06-03
DE3166175D1 (en) 1984-10-25

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