EP0326553B1 - Systeme pour le dosage regule d'air de combustion dans un moteur a combustion interne - Google Patents

Systeme pour le dosage regule d'air de combustion dans un moteur a combustion interne Download PDF

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Publication number
EP0326553B1
EP0326553B1 EP19870905601 EP87905601A EP0326553B1 EP 0326553 B1 EP0326553 B1 EP 0326553B1 EP 19870905601 EP19870905601 EP 19870905601 EP 87905601 A EP87905601 A EP 87905601A EP 0326553 B1 EP0326553 B1 EP 0326553B1
Authority
EP
European Patent Office
Prior art keywords
actuating shaft
throttle flap
return spring
counterspring
torque
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
EP19870905601
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German (de)
English (en)
Other versions
EP0326553A1 (fr
EP0326553B2 (fr
Inventor
Peter Cornelius
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
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Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0326553A1 publication Critical patent/EP0326553A1/fr
Application granted granted Critical
Publication of EP0326553B1 publication Critical patent/EP0326553B1/fr
Publication of EP0326553B2 publication Critical patent/EP0326553B2/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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M19/00—Details, component parts, or accessories of carburettors, not provided for in, or of interest apart from, the apparatus of groups F02M1/00 - F02M17/00
    • F02M19/12—External control gear, e.g. having dash-pots
    • 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

Definitions

  • the invention is based on a device according to claim 1.
  • Such a turntable is e.g. known from EP-A-154 036, which is completely closed by the restoring force of a spring in the de-energized state. Furthermore, from JP-A-60 230 520 a variant is known in which the throttle valve is pressed in the closing direction by means of a spring against a fixedly adjustable stop.
  • electronic systems for adjusting the throttle valve on an internal combustion engine provide almost any translation between the accelerator pedal position and the throttle valve position, for example using a characteristic curve or a map stored in a digital memory.
  • a first advantage of the invention is that the problem of freezing of the throttle valve is overcome by the freezing of the throttle valve no longer being able to occur when the vehicle is parked, because the throttle valve does not assume a rest position in this state in such a way that it could freeze flat. In this way, the provision of appropriate peak drive power to tear away a flat frozen throttle valve is completely eliminated, which leads to a cost-effective design of the required control output stage in an electronic control unit.
  • Another advantage of the invention is that in the event of failure of the electronic control unit, or its power supply, or the control output stage for the throttle valve contained in this control unit, the latter assumes such a rest position due to recirculation by a spring that there is still sufficient combustion air to maintain emergency operation in the internal combustion engine can get.
  • Another advantage of the invention is that when the vehicle electrical system voltage drops during start-up attempts at a low ambient temperature, no additional electrical energy has to be provided only to allow sufficient combustion air to get into the internal combustion engine. This improves the voltage level of the vehicle electrical system, particularly when the starter battery is under high stress.
  • FIG. 1 shows a schematic functional diagram of the device according to the invention for the electrically controlled metering of combustion air into an internal combustion engine
  • FIG. 2 shows a diagram of the basic course of the torque of a throttle valve rotary actuator over the position angle ⁇ of the throttle valve
  • FIG. 3 shows a schematic illustration of a practical implementation of the device according to the invention .
  • the device according to the invention for the electrically controlled metering of combustion air into an internal combustion engine comprises a channel 10 for guiding combustion air 28, through which a rotatably mounted actuating shaft 12 projects, which in turn carries a throttle valve 11 which is fastened to it and thereby pivotable.
  • the adjusting shaft 12 is driven or positioned by an electromotive actuator 13; the necessary control signals are fed to the turntable via connecting lines 14.
  • the actuating shaft 12 carries a driver 18 which serves as a movable abutment for a first end 17 of a return spring 15.
  • the second end 16 of this return spring 15 is suitably fixed in space.
  • the return spring 15 generates a certain restoring torque, which the throttle valve 11 seeks to return to the closed position.
  • the lines 26a and 26b represent that surface line of the combustion air duct 10, against which the throttle valve 11 rests in the fully closed state, i.e. along which the throttle valve could freeze "flat" along its entire circumference.
  • the actuating shaft 12 also carries a further driver 19.
  • a second counter-spring 21 is clamped at one end 22 in a spatially fixed manner; the second end 23 rests on an abutment 25 which is tangential to the adjusting shaft 12, so that the spring is under a certain rest tension.
  • the driver 19 rotatably connected to the actuating shaft 12 has an abutment 20 which is guided by the return spring 15 and by the restoring torque transmitted to the actuating shaft 12 via the driver 18 against the stationary end 23 of the counter spring 21 as a rest bearing.
  • the throttle valve 11 does not close completely and that the electromotive actuator 13 has to generate a changing torque in order to adjust the throttle valve from the maximum opening into the fully closed position, so that its edges on the aforementioned surface lines 26a and 26b.
  • the throttle valve 11 thus has a certain rest opening angle ⁇ , which can be precisely adjusted by adjusting the adjustable stop element 25.
  • FIG. 2 illustrates the course of the normalized torque Mc to be applied by the electromotive actuator 13 over the position angle ⁇ of the throttle valve 11; at rest angle a, the throttle valve, the directional reversal of the actuating torque occurs, so that the electromotive actuator 13, in order to bring the throttle valve 11 into the completely closed position, must generate an actuating torque with the opposite sign.
  • the slope of the torque line in the range 0 ⁇ a ⁇ a results from the superposition of the torque curve for the spring 15 and for the counter spring 21.
  • the scope of the invention is not left by a different design of the springs 15 and 21, for example in the form of spiral springs or curved strip springs; the elements described can also be arranged either distributed on one side or on both sides of the throttle valve.
  • the driver 18 can also be designed as an abutment for the return spring 15 and the driver 19 with the abutment 20 for the counter spring 21 as a single body, in that both springs act on a single, rotationally fixedly connected to the actuating shaft 12 driver element, as this is illustrated in Figure 3 for completeness.

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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)

Abstract

Le système décrit autorise, en cas de défaillance de l'actuateur électrique (13) sur l'étrangleur (11) ou de la commande ou encore de l'alimentation en courant dudit actuateur, un fonctionnement en régime de secours et empêche de manière fiable un blocage de l'étrangleur (11) dans une position de repos. Il est prévu un ressort de rappel (15) à engrènement permanent avec l'arbre (12) de l'étrangleur et un ressort antagoniste (21) précontraint à engrènement partiel avec ledit arbre (12), lesquels ressorts coopèrent avec un actuateur (13) électromoteur.

Claims (7)

1. Installation de dosage régulé de l'air comburant d'un moteur à combustion interne comportant un canal d'air comburant (10) avec un papillon (11) logé dans ce canal (10), ce papillon étant fixé à un axe de réglage (12) pivotant, avec un premier ressort de rappel (15) dont une extrémité est solidaire dans l'espace et en prise permanente avec l'axe de réglage, ressort qui applique à cet axe un couple dirigé dans le sens de fermeture du papillon, ainsi qu'un générateur de couple à moteur électrique relié solidiarement à l'axe de réglage et se présentant sous la forme d'un actionneur, le papillon (11) étant reconduit en position de repos contre une butée par le ressort de rappel (15), installation caractérisée en ce que la butée est suspendue élastiquement par un ressort antagoniste 21 et la position de repos correspond à une ouverture (a,>O) et l'actionneur à moteur électrique doit créer un couple opposé au couple d'ouverture maximale du papillon pour fermer complètement le papillon.
2. Installation selon la revendication 1, caractérisée en ce que la constante de ressort du ressort antagoniste (21) est supérieure à celle du ressort de rappel (15).
3. Installation selon l'une quelconque des revendications précédentes, caractérisée en ce que le ressort antagoniste (21) a une extrémité solidiare d'un point de l'espace et l'autre extrémité de ce ressort est précontrainte par un appui ajustable dans la direction périphérique de l'axe de réglage lorsque le papillon est ouvert.
4. Installation selon la revendication 3, caractérisée en ce que l'appui ajustable (25) est conçu pour permettre par ajustage, de déterminer le plus petit angle d'ouverture (a,) du papillon (11) lorsque l'actionneur (13) n'est pas alimenté en courant.
5. Installation selon l'une des revendications précédentes, caractérisée en ce que le ressort de rappel (15) et le ressort antagoniste (21) agissent sur l'axe de réglage (12) au niveau des côtés opposés du papillon (11).
6. Installation selon l'une des revendications précédentes, caractérisée en ce que le couple de rappel induit par le ressort de rappel (15) dans l'axe de réglage (12) est transmis par un organe d'entraînement (18 et 19) qui est essentiellement identique à l'organe d'entraînement venant buter contre le ressort antagoniste (21).
7. Installation selon l'une des revendications précédentes, caractérisée en ce qu'à la fois le ressort de rappel (15) et le ressort antagoniste (21) attaquent l'axe de réglage (12) du même côté du papillon.
EP87905601A 1986-09-13 1987-09-04 Systeme pour le dosage regule d'air de combustion dans un moteur a combustion interne Expired - Lifetime EP0326553B2 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE3631283A DE3631283C2 (de) 1986-09-13 1986-09-13 Einrichtung zur gesteuerten Zumessung von Verbrennungsluft in eine Brennkraftmaschine
DE3631283 1986-09-13
PCT/DE1987/000404 WO1988002064A1 (fr) 1986-09-13 1987-09-04 Systeme pour le dosage regule d'air de combustion dans un moteur a combustion interne

Publications (3)

Publication Number Publication Date
EP0326553A1 EP0326553A1 (fr) 1989-08-09
EP0326553B1 true EP0326553B1 (fr) 1990-12-27
EP0326553B2 EP0326553B2 (fr) 1995-11-08

Family

ID=6309579

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87905601A Expired - Lifetime EP0326553B2 (fr) 1986-09-13 1987-09-04 Systeme pour le dosage regule d'air de combustion dans un moteur a combustion interne

Country Status (5)

Country Link
US (1) US4947815A (fr)
EP (1) EP0326553B2 (fr)
JP (1) JP2865667B2 (fr)
DE (2) DE3631283C2 (fr)
WO (1) WO1988002064A1 (fr)

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* Cited by examiner, † Cited by third party
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US2766004A (en) 1950-08-15 1956-10-09 Joseph A Lindow Carburetor valve with adjustable stop
DE2232999A1 (de) 1971-07-06 1973-01-18 Ford Werke Ag Anordnung bei einem kraftfahrzeugvergaser zur verhinderung des nachdieselns der brennkraftmaschine und zur verbesserung der abgasentgiftung
DE2358283A1 (de) 1973-11-22 1975-05-28 Hollins J R Vorrichtung zum verhindern des weiterlaufens einer verbrennungskraftmaschine mit fremdzuendung nach dem ausschalten der zuendung
US4168680A (en) 1977-03-23 1979-09-25 Toyota Jidosha Kogyo Kabushiki Kaisha Throttle valve opening control device
EP0154036A2 (fr) 1984-03-09 1985-09-11 Hitachi, Ltd. Dispositif de commande pour papillon de gaz
JPS60230520A (ja) 1984-05-01 1985-11-16 Aisan Ind Co Ltd 内燃機関におけるスロットル弁の電気制御装置

Also Published As

Publication number Publication date
DE3631283C2 (de) 1999-11-25
EP0326553A1 (fr) 1989-08-09
EP0326553B2 (fr) 1995-11-08
US4947815A (en) 1990-08-14
JP2865667B2 (ja) 1999-03-08
JPH02500677A (ja) 1990-03-08
DE3767163D1 (de) 1991-02-07
DE3631283A1 (de) 1988-03-24
WO1988002064A1 (fr) 1988-03-24

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