EP0402521A1 - Load control apparatus - Google Patents

Load control apparatus Download PDF

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Publication number
EP0402521A1
EP0402521A1 EP89119153A EP89119153A EP0402521A1 EP 0402521 A1 EP0402521 A1 EP 0402521A1 EP 89119153 A EP89119153 A EP 89119153A EP 89119153 A EP89119153 A EP 89119153A EP 0402521 A1 EP0402521 A1 EP 0402521A1
Authority
EP
European Patent Office
Prior art keywords
throttle valve
shaft
valve shaft
load adjustment
adjustment device
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.)
Granted
Application number
EP89119153A
Other languages
German (de)
French (fr)
Other versions
EP0402521B1 (en
Inventor
Matthias Zentgraf
Gerd Hickmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mannesmann VDO AG
Original Assignee
Mannesmann VDO AG
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Publication date
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Publication of EP0402521A1 publication Critical patent/EP0402521A1/en
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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
    • 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

Definitions

  • the invention relates to a load adjustment device with a throttle valve which determines the performance of an internal combustion engine and which is connected in a rotationally fixed manner to a throttle valve shaft mounted in a throttle valve housing, the throttle valve shaft having an accelerator pedal-side mechanical linkage side and an actuating linkage side which has a coupling element for mechanically decoupling the throttle valve shaft is assigned to the throttle valve in a defined angular range, and a device for reporting the respective position of the coupling element to an electronic control device is provided.
  • the throttle valve is usually actuated on the accelerator pedal side via a driver connected to the articulation side of the throttle valve shaft, which is connected to the accelerator pedal, for example, by means of a Bowden cable.
  • the throttle valve shaft is actuated by an electric servomotor assigned to the load adjustment device, which thus precedes the manual control by the driver. This results in the need to mechanically decouple the throttle valve from the electric servomotor for defined angular ranges. Due to this decoupling, it is necessary for the control quality of the load adjustment device to report the local position of the electric servomotor.
  • the position is recorded by the Device for feedback, which is assigned to a control device, where, due to the design, in the sense of standardization, the actual part of the device for feedback that electrically detects the position of the servomotor is arranged on the accelerator pedal-side, mechanical linkage side of the load adjustment device.
  • the throttle valve is designed as a tube and the device for reporting a push-through shaft which passes through the throttle valve shaft, a first transmission member which is connected in a rotationally fixed manner on the actuating linkage side to the push-through shaft and the coupling element and on which Acceleration pedal-side articulation side has a second transmission member, which is connected to the push-through shaft in a rotationally fixed manner and which interacts with an actual value detection device assigned to the control device.
  • the position of the servomotor or of the coupling element is thus mechanically transmitted to the actual value detection device by means of the push-through shaft.
  • the actual value detection device can have a potentiometer mounted in the throttle valve housing and a slider that cooperates with it and is connected to the second transmission element.
  • the first and / or the second transmission element is advantageously designed as a lever.
  • the throttle valve expediently has a semicircular profile in the region of the throttle valve shaft with the inner curvature corresponding to the outer curvature of the throttle valve shaft.
  • Be Fixing elements in the plane of symmetry of the semicircular profile, the throttle valve with the throttle valve shaft.
  • the fasteners can for example. be designed as screws that pass through the recesses in the throttle valve and are screwed into threaded bores of the throttle valve shaft.
  • a cover plate which has a semicircular profile in the central region with an internal curvature corresponding to the outer curvature of the throttle valve shaft, the fastening means connecting the throttle valve and the cover plate to one another on both sides of the throttle valve shaft.
  • Figure 1 illustrates the basic function of the load adjustment device, shown in a speed limit control / idle control actuator in the function of the idle control in the emergency position.
  • the figure shows an accelerator pedal 1 with which a lever 2 can be displaced between an idle stop LL and a full load stop VL.
  • the lever 2 can move a driver 4 between a further idle stop LL and a further full load stop VL via a throttle cable 3 in the direction of the associated full load stop VL and is biased in the idle direction by means of a return spring 5 acting on the throttle cable 3.
  • Two return springs 6a and 6b acting on the driver 4 bias the latter in the idling direction, the springs 6a and 6b being designed such that they have redundant effects on the return drive.
  • the driver 4 When the throttle cable 3 is not acted on, the driver 4 thus bears against the idling stop LL assigned to it.
  • the driver 4 can also be moved by means of an automatic train 7 of an automatic transmission, not shown.
  • the driver 4 interacts directly with a first control element part 8a, which serves to adjust the throttle valve 9 of an internal combustion engine.
  • the end of the first control element part 8a facing the driver 4 is provided with a recess 10 which engages behind an extension 11 of the driver 4.
  • the load adjustment device has a spring 12a which controls part 8a loaded in the idle direction.
  • This fixed arrangement of the spring 12a results in a direct return of the throttle valve 9, the spring being effective over the entire adjustment range of the control element part 8a and thus the entire load range of the internal combustion engine, and thus the force of the springs 6a and 6b can be reduced.
  • the load adjustment device has a second control element part 8b which can be connected to an electric motor 14 via a coupling 13.
  • the second control element part 8b has an attachment 15, the first control element part 8a protruding on the side of the attachment 15 facing the maximum idling position into its actuating path and thus the actuating path of the second control element part 8b .
  • a movement of the second control element part 8b in the full load direction thus leads to the attachment of the projection 15 on the first control element part 8a, which can then be displaced in the full load direction by means of the electric motor 14 against the force of the spring 12a.
  • the load adjustment device is controlled by means of an electronic control device 17.
  • the electronic control device 17 also detects signals emanating from an idle contact 19, which is activated whenever the driver 4 bears against the idle stop LL assigned to it.
  • external state variables relating to the internal combustion engine or generally relating to the motor vehicle equipped with the latter are entered into and retrieved from the control electronics 17 and transferred from the control electronics to the electric motor 14 acting on the second control element part 8b.
  • the electronic control device 17 thus serves in cooperation with the two actual value detection devices 18 and 18 'and the no-load contact 19 and the external reference variables the purpose of building a safety logic relating to the control of the first and second switching element parts 8a and 8b and driver 4. If the electronic control device 17 or the electric motor 14 does not function properly, a spring 20 which is biased in the direction of the maximum idle position causes the second control element part 8b to be brought into an idle emergency position LL Not .
  • the load adjustment device is provided with a contact 27, which covers the entire idle control range of the second control element part 8b, with a switching point at LL max .
  • a speed limit control in the partial load / full load range of the internal combustion engine is to be carried out via the electronic control device 17 and the electric motor 14, the second control element part 8b is coupled to the electric motor 14 via the coupling 13, a movement of the second control element part 8b towards full load initially leads to a corresponding one Movement of the first control element part 8a to a position LL max .
  • the contact 27 switches and thus sends a signal to the electronic control device 17 that this detects in the sense of a speed limit control.
  • the frame 28 makes it clear that the parts enclosed by it form a structural unit.
  • Reference number 24 denotes a pedal contact switch.
  • FIGS. 2 to 4 illustrate the structural design of the load adjustment device with the special detection of the position of the electric actuator by means of the actual value detection device 18 associated therewith.
  • Shown is the throttle valve housing 30 with a throttle valve shaft 32 mounted in two bearings 31 of the throttle valve housing 30 this is, in a manner to be described in more detail, the one not shown in FIG. 1, since it is arranged perpendicular to the plane of the drawing Nete throttle valve connected.
  • the reference numeral 33 denotes the mechanical linkage side on the accelerator pedal, that is to say the linkage side assigned to the driver 4, and the reference number 34 indicates the linkage side assigned to the servomotor, that is to say the electric motor 14.
  • the driver 4 is connected in a rotationally fixed manner to a lever 36, which in the broadest sense forms part of the driver 4 and can be connected to the throttle cable 3.
  • the mounting of the driver 4 is concentric with the mounting of the throttle valve shaft 32.
  • the first control element part 8a which is likewise designed as a lever, is connected to this in a rotationally fixed manner and projects with an axial extension 37 into the movement path of the driver 4. In the sense of the freewheeling function in the idling range of driver 4 and first control element part 8a as shown in FIG.
  • driver 4 has a radial projection 38 which interacts with axial extension 37 and which defines a defined freewheeling of driver 4 and first control element part 8a in a small angle of rotation range allowed.
  • the position of the first control element part 8a or the throttle valve shaft 32 connected to it in a rotationally fixed manner detects the actual value detection device 18 ', which consists of a potentiometer 39 inserted into the throttle valve housing 30 and a grinder 40 connected to the throttle valve shaft 32 in a rotationally fixed manner.
  • the throttle valve shaft 32 is driven via the electromotive articulation side 34, as can be seen from the illustration in FIG. 4, via a reduction gear. Shown is the electric motor 14 with pinion 41, which meshes with a large idler gear 42 and is rotatably connected concentrically to the axis of rotation with a further pinion 43, which meshes with another idler gear 44.
  • the illustration in FIG. 2 shows that the intermediate gear 44 can be brought into the operative position with the throttle valve shaft 32 via a coupling element 45, FIG.
  • FIG. 3 shows that a push-through shaft 48 is inserted through the tubular throttle valve shaft 32.
  • the shaft end assigned to the articulation side 34 is connected in a rotationally fixed manner to a lever 49 formed from sheet metal, which is firmly connected to the outside of the coupling element 45.
  • a rotary movement of the coupling element 45 thus leads to a corresponding rotary movement of the push-through shaft 48.
  • the free end of the push-through shaft 48 associated therewith is non-rotatably connected to a further lever 50, which is provided with a radial projection 51.
  • a further wiper 52 is connected to this, which interacts with a further potentiometer 53 arranged in the throttle valve housing 30, wiper 52 and potentiometer 53 form the actual value detection device 18 assigned to the push-through shaft 48.
  • the push-through shaft 48 is furthermore connected in a rotationally fixed manner to a lever 54 which controls the Contact 27 takes up.
  • FIGS. 5, 6a and 6b illustrate possible types of fastening of the throttle valve 55 to the throttle valve shaft 32.
  • the throttle valve 55 has a semicircular profile in the region of the throttle valve shaft 32, with the inner curvature corresponding to the inner curvature of the throttle valve shaft 32.
  • FIG. 6b furthermore illustrates the attachment of the throttle valve 55 to the throttle valve shaft 32 by means of an additional cover plate 56, which has a semicircular profile in the central region, with the inner curvature corresponding to the outer curvature of the throttle valve shaft 55.

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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)
  • Control Of Position Or Direction (AREA)
  • Transmission Devices (AREA)

Abstract

A load control device is proposed with a throttle valve determining the output of an internal combustion engine, this valve being rotationally-fixedly connected to a throttle valve shaft (32) supported in a throttle valve housing (30). This shaft has a mechanical articulated side (33) on the accelerator pedal side and a servo-motor-controlled articulated side (34) to which a coupling element (45) is assigned for mechanical isolation of the throttle valve shaft from the servo motor in a defined angular range of the throttle valve, whilst a device is provided for feedback of the relevant position of the coupling element to an electronic regulating device. In order to facilitate a constructionally simple feedback of the position of the electric servomotor to the articulated side on the accelerator pedal side in the case of a two-sided throttle-valve control of this type, the throttle valve shaft is designed as a tube and the feedback device has a through-shaft (48), which runs through the throttle valve shaft, a first transmission element (49) rotationally-fixedly connected to the through-shaft and the coupling element on the servo-motor-controlled articulated side and a second transmission element (50) rotationally-fixedly connected to the through-shaft on the articulated side on the accelerator pedal side, this element (50) acting in concert with an actual value detection device (18) assigned to the regulating device. <IMAGE>

Description

Die Erfindung betrifft eine Lastverstelleinrichtung mit einer die Leistung einer Brennkraftmaschine bestimmenden Drossel­klappe, die mit einer in einem Drosselklappengehäuse gela­gerten Drosselklappenwelle drehfest verbunden ist, wobei die Drosselklappenwelle eine fahrpedalseitige, mechanische Anlenkseite und eine stellmotorige Anlenkseite aufweist, der ein Kupplungselement zum mechanischen Entkoppeln der Drosselklappenwelle vom Stellmotor in einem definierten Win­kelbereich der Drosselklappe zugeordnet ist, sowie eine Ein­richtung zum Rückmelden der jeweiligen Position des Kupplungselementes an eine elektronische Regeleinrichtung vorgesehen ist.The invention relates to a load adjustment device with a throttle valve which determines the performance of an internal combustion engine and which is connected in a rotationally fixed manner to a throttle valve shaft mounted in a throttle valve housing, the throttle valve shaft having an accelerator pedal-side mechanical linkage side and an actuating linkage side which has a coupling element for mechanically decoupling the throttle valve shaft is assigned to the throttle valve in a defined angular range, and a device for reporting the respective position of the coupling element to an electronic control device is provided.

Bei einer derartigen Lastverstelleinrichtung erfolgt üblicherweise die Ansteuerung der Drosselklappe fahrpedal­seitig über einen mit der Anlenkseite der Drosselklappewelle verbundenen Mitnehmer, der beispielsweise mittels eines Bowdenzuges mit dem Fahrpedal verbunden ist. In bestimmten Fahrzuständen, beispielsweise bei einer Geschwindigkeitsbe­grenzungs- und/oder Leerlaufregelung erfolgt jedoch die An­steuerung der Drosselklappenwelle durch einen der Lastver­stelleinrichtung zugeordneten elektrischen Stellmotor, die damit der manuellen Regelung durch den Fahrer vorgeht. Hier­aus resultiert die Notwendigkeit die Drosselklappe für de­finierte Winkelbereiche von dem elektrischen Stellmotor mechanisch zu entkoppeln. Bedingt durch diese Entkoppelung ist es für die Regelgüte der Lastverstelleinrichtung erfor­derlich, die örtliche Position des elektrischen Stellmotors rückzumelden. Die Erfassung der Position erfolgt durch die Einrichtung zum Rückmelden, die einer Regeleinrichtung zu­geordnet ist, wobei bauartbedingt im Sinne einer Standardi­sierung anzustreben ist, daß das eigentliche, die Position des Stellmotors elektrisch erfassende Teil der Einrichtung zum Rückmelden auf der fahrpedalseitigen, mechanischen An­lenkseite der Lastverstelleinrichtung angeordnet ist.In such a load adjustment device, the throttle valve is usually actuated on the accelerator pedal side via a driver connected to the articulation side of the throttle valve shaft, which is connected to the accelerator pedal, for example, by means of a Bowden cable. In certain driving conditions, for example in the case of a speed limit and / or idle control, however, the throttle valve shaft is actuated by an electric servomotor assigned to the load adjustment device, which thus precedes the manual control by the driver. This results in the need to mechanically decouple the throttle valve from the electric servomotor for defined angular ranges. Due to this decoupling, it is necessary for the control quality of the load adjustment device to report the local position of the electric servomotor. The position is recorded by the Device for feedback, which is assigned to a control device, where, due to the design, in the sense of standardization, the actual part of the device for feedback that electrically detects the position of the servomotor is arranged on the accelerator pedal-side, mechanical linkage side of the load adjustment device.

Es ist Aufgabe der vorliegenden Erfindung, eine Lastverstell­einrichtung zu schaffen, bei der bei zweiseitiger Ansteuerung der Drosselklappe eine konstruktiv einfache Rückmeldung der Position des elektrischen Stellmctors auf die fahrpedalsei­tige Anlenkseite möglich ist.It is an object of the present invention to provide a load adjustment device in which, when the throttle valve is actuated on two sides, a structurally simple feedback of the position of the electric actuator on the accelerator pedal-side articulation side is possible.

Gelöst wird die Aufgabe bei einer Lastverstelleinrichtung der genannten Art dadurch, daß die Drosselklappe als Rohr ausgebildet ist und die Einrichtung zum Rückmelden eine Durchsteckwelle, die die Drosselklappenwelle durchsetzt, ein auf der stellmotorigen Anlenkseite mit der Durchsteck­welle und dem Kupplungselement drehfest verbundenes erstes Übertragungsglied und auf der fahrpedalseitigen Anlenkseite ein drehfest mit der Durchsteckwelle verbundenes zweites Übertragungsglied aufweist, das mit einer der Regeleinrich­tung zugeordneten Istwerterfassungseinrichtung zusammenwirkt.The problem is solved in a load adjustment device of the type mentioned in that the throttle valve is designed as a tube and the device for reporting a push-through shaft which passes through the throttle valve shaft, a first transmission member which is connected in a rotationally fixed manner on the actuating linkage side to the push-through shaft and the coupling element and on which Acceleration pedal-side articulation side has a second transmission member, which is connected to the push-through shaft in a rotationally fixed manner and which interacts with an actual value detection device assigned to the control device.

Erfindungsgemäß wird somit die Position des Stellmotors bzw. des Kupplungselementes mittels der Durchsteckwelle mechanisch zur Istwerterfassungseinrichtung übertragen. Die Istwert­erfassungseinrichtung kann dabei ein im Drosselklappenge­häuse gelagertes Potentiometer und einen mit diesem zusam­menwirkenden, mit dem zweiten Übertragungsglied verbundenen Schleifer aufweisen.According to the invention, the position of the servomotor or of the coupling element is thus mechanically transmitted to the actual value detection device by means of the push-through shaft. The actual value detection device can have a potentiometer mounted in the throttle valve housing and a slider that cooperates with it and is connected to the second transmission element.

Vorteilhaft ist das erste und/oder das zweite Übertragungs­glied als Hebel ausgebildet. Die Drosselklappe weist zweck­mäßig im Bereich der Drosselklappenwelle ein Halbkreispro­fil mit der Außenkrümmung der Drosselklappenwelle entsprechender Innenkrümmung auf. Vorteilhaft verbinden Be­ festigungselemente in der Symmetrieebene des Halbkreispro­files die Drosselklappe mit der Drosselklappenwelle. Die Befestigungselemente können beispielsweise. als Schrauben ausgebildet sein, die Ausnehmungen in der Drosselklappe durchsetzen und in Gewindebohrungen der Drosselklappenwelle eingeschraubt sind. Es wird daneben als vorteilhaft ange­sehen, wenn zusätzlich eine Abdeckplatte vorgesehen ist, die im Mittelbereich Halbkreisprofil, mit der Außenkrümmung der Drosselklappenwelle entsprechender Innenkrümmung aufweist, wobei die Befestigungsmittel beidseitig der Drossel­klappenwelle die Drosselklappe und die Abdeckplatte mit­einander verbinden. Bei einer Verbindung der Drosselklappe im Bereich des Halbkreisprofiles unmittelbar mit der Dros­selklappenwelle oder mit der Abdeckplatte ist es somit nicht erforderlich, die als Rohr ausgebildete Drosselklappenwelle zu durchbohren, womit eine freie Druchgänglichkeit der Durch­steckwelle gewährleistet ist.The first and / or the second transmission element is advantageously designed as a lever. The throttle valve expediently has a semicircular profile in the region of the throttle valve shaft with the inner curvature corresponding to the outer curvature of the throttle valve shaft. Advantageously connect Be Fixing elements in the plane of symmetry of the semicircular profile, the throttle valve with the throttle valve shaft. The fasteners can for example. be designed as screws that pass through the recesses in the throttle valve and are screwed into threaded bores of the throttle valve shaft. In addition, it is considered advantageous if a cover plate is additionally provided which has a semicircular profile in the central region with an internal curvature corresponding to the outer curvature of the throttle valve shaft, the fastening means connecting the throttle valve and the cover plate to one another on both sides of the throttle valve shaft. When connecting the throttle valve in the area of the semicircular profile directly to the throttle valve shaft or to the cover plate, it is therefore not necessary to pierce the throttle valve shaft, which is designed as a tube, thus ensuring free passage of the push-through shaft.

Weitere Merkmale der Erfindung sind in der Beschreibung der Figuren dargestellt, wobei bemerkt wird, daß alle Einzel­merkmale und alle Kombinationen von Einzelmerkmalen erfin­dungswesentlich sind.Further features of the invention are shown in the description of the figures, it being noted that all individual features and all combinations of individual features are essential to the invention.

In den Figuren ist die Erfindung an einer Ausführungsform beispielsweise dargestellt, ohne auf diese beschränkt zu sein. Es stellt dar:

  • Figur 1 ein Blockschaltbild zur Verdeutlichung der prinzi­piellen Funktion der erfindungsgemäßen Lastverstell­einrichtung,
  • Figur 2 einen senkrechten Schnitt durch das Drosselklap­pengehäuse im Bereich der Drosselklappenwelle,
  • Figur 3 einen Schnitt A-A durch die Drosselklappenwelle im Bereich des dem Stellmotor zugeordneten Kupplungs­elementes,
  • Figur 4 eine Ansicht der stellmotorigen Anlenkseite in Pfeilrichtung B gesehen bei abgenommenem Gehäuse­deckel,
  • Figur 5 eine Draufsicht auf die Hauptfläche der Drossel­klappe sowie die Drosselklappenwelle für zwei mög­liche Befestigungsvarianten von Drosselklappe und Drosselklappenwelle und
  • Figuren 6a und 6b einen senkrechten Schnitt gemäß der Linie C-C in Figur 5 für die beiden Be­festigungsvarianten.
In the figures, the invention is shown, for example, in one embodiment, without being limited to this. It shows:
  • 1 shows a block diagram to illustrate the basic function of the load adjustment device according to the invention,
  • FIG. 2 shows a vertical section through the throttle valve housing in the region of the throttle valve shaft,
  • FIG. 3 shows a section AA through the throttle valve shaft in the region of the coupling element assigned to the servomotor,
  • FIG. 4 shows a view of the actuating articulation side seen in the direction of arrow B with the housing cover removed,
  • Figure 5 is a plan view of the main surface of the throttle valve and the throttle valve shaft for two possible fastening variants of throttle valve and throttle valve shaft and
  • Figures 6a and 6b a vertical section along the line CC in Figure 5 for the two attachment variants.

Figur 1 verdeutlicht die prinzipielle Funktion der Last­verstelleinrichtung, dargestellt bei einem Geschwindigkeits­begrenzungsregelungs-/Leerlaufregelungsstellglied in der Funktion der Leerlaufregelung bei der Notlaufposition. Die Figur zeigt ein Fahrpedal 1, mit dem ein Hebel 2 zwischen einem Leerlaufanschlag LL und einen Vollastanschlag VL ver­schiebbar ist. Der Hebel 2 vermag über einen Gaszug 3 einen zwischen einem weiteren Leerlaufanschlag LL und einem wei­teren Vollastanschlag VL bewegbaren Mitnehmer 4 in Richtung des diesem zugeordneten Vollastanschlages VL zu verschieben und ist mittels einer am Gaszug 3 angreifenden Rückzugfeder 5 in Leerlaufrichtung vorgespannt. Zwei am Mitnehmer 4 an­greifende Rückstellfedern 6a und 6b spannen diesen in Leer­laufrichtung vor, wobei die Federn 6a und 6b so ausgelegt sind, daß sie redundante Auswirkungen auf den Rückstellan­trieb besitzen. Bei nicht beaufschlagtem Gaszug 3 liegt der Mitnehmer 4 damit an dem diesem zugeordneten Leerlaufan­schlag LL an. Der Mitnehmer 4 kann gleichfalls mittels eines Automatikzuges 7 eines nicht näher dargestellten automa­tischen Getriebes verschoben werden.Figure 1 illustrates the basic function of the load adjustment device, shown in a speed limit control / idle control actuator in the function of the idle control in the emergency position. The figure shows an accelerator pedal 1 with which a lever 2 can be displaced between an idle stop LL and a full load stop VL. The lever 2 can move a driver 4 between a further idle stop LL and a further full load stop VL via a throttle cable 3 in the direction of the associated full load stop VL and is biased in the idle direction by means of a return spring 5 acting on the throttle cable 3. Two return springs 6a and 6b acting on the driver 4 bias the latter in the idling direction, the springs 6a and 6b being designed such that they have redundant effects on the return drive. When the throttle cable 3 is not acted on, the driver 4 thus bears against the idling stop LL assigned to it. The driver 4 can also be moved by means of an automatic train 7 of an automatic transmission, not shown.

Der Mitnehmer 4 wirkt unmittelbar mit einem ersten Steuer­elementteil 8a zusammen, das dem Verstellen der Drosselklap­pe 9 einer Brennkraftmaschine dient. Im Detail ist das dem Mitnehmer 4 zugewandte Ende des ersten Steuerelementteiles 8a mit einer Ausnehmung 10 versehen, die ein Ansatz 11 des Mitnehmers 4 hintergreift. Zwischen dem Steuerelementteil 8a und einem ortsfesten Punkt 29 weist die Lastverstellein­richtung eine Feder 12a auf, die das Steuerelementteil 8a in Leerlaufrichtung beaufschlagt. Durch diese ortsfeste An­ordnung der Feder 12a wird eine direkte Rückstellung der Drosselklappe 9 bewirkt, wobei die Feder über den gesamten Verstellbereich des Steuerelementteiles 8a und damit den gesamten Lastbereich der Brennkraftmaschine wirksam ist und damit die Kraft der Federn 6a und 6b reduziert werden kann. Die Lastverstelleinrichtung weist neben dem ersten Steuer­elementteil 8a ein zweites Steuerelementteil 8b auf, das über eine Kupplung 13 mit einem Elektromotor 14 verbindbar ist. Um die beiden Steuerelementteile 8a und 8b mechanisch miteinander koppeln zu können, weist das zweite Steuerele­mentteil 8b einen Ansatz 15 auf, wobei das erste Steuerele­mentteil 8a auf der der maximalen Leerlaufstellung zuge­wandten Seite des Ansatzes 15 in dessen Stellweg und damit den Stellweg des zweiten Steuerelementteils 8b ragt. Eine Bewegung des zweiten Steuerelementteiles 8b in Vollastrich­tung führt damit zur Anlage es Ansatzes 15 am ersten Steuer­elementteil 8a, das dann mittels des Elektromotors 14 ent­gegen der Kraft der Feder 12a in Vollastrichtung verscho­ben werden kann. Die Regelung der Lastverstelleinrichtung erfolgt mittels einer elektronischen Regeleinrichtung 17. Mit dieser wirkt eine dem ersten Steuerelementteil 8a zu­geordnete, die jeweilige Position dieses Steuerelementteiles ermittelnde Istwerterfassungseinrichtung 18′ sowie eine dem zweiten Steuerelementteil 8b zugeordnete, die jeweilige Position dieses Steuerelementteiles ermittelnde Istwerter­fassungseinrichtung 18 zusammen. Von der elektronischen Regeleinrichtung 17 werden darüber hinaus Signale erfaßt, die von einem Leerlaufkontakt 19 ausgehen, der immer dann aktiviert wird, wenn der Mitnehmer 4 an dem diesem zugeord­neten Leerlaufanschlag LL anliegt. Überdies werden externe Zustandsgrößen betreffend die Brennkraftmaschine oder allge­mein betreffend das mit dieser ausgerüstete Kraftfahrzeug in die Regelelektronik 17 eingegeben und von dieser abge­rufen sowie von der Regelelektronik zu dem auf das zweite Steuerelementteil 8b einwirkenden Elektromotor 14 trans­feriert. Die elektronische Regeleinrichtung 17 dient somit im Zusammenwirken mit den beiden Istwerterfassungseinrich­tungen 18 und 18′ und dem Leerlaufkontakt 19 sowie den externen Bezugsgrößen dem Zweck, eine Sicherheitslogik be­treffend die Steuerung von erstem und zweitem Schaltelement­teil 8a und 8b sowie Mitnehmer 4 aufzubauen. Sollte die elektronische Regeleinrichtung 17 oder der Elektromotor 14 nicht ordnungsgemäß funktionieren, bewirkt eine in Richtung der maximalen Leerlaufstellung vorgespannte, wegbegrenzte Feder 20 die Überführung des zweiten Steuerelementteils 8b in eine Leerlaufnotstellung LLNot. Darüber hinaus ist die Lastverstelleinrichtung mit einem den gesamten Leerlaufre­gelbereich des zweiten Steuerelementteiles 8b erfassenden Kontakt 27 versehen, mit einem Schaltpunkt bei LLmax. Soll eine Geschwindigkeitsbegrenzungsregelung im Teillast-/Voll­lastbereich der Brennkraftmaschine über die elektronische Regeleinrichtung 17 und den Elektromotor 14 erfolgen, wird das zweite Steuerelementteil 8b über die Kupplung 13 mit dem Elektromotor 14 gekoppelt, eine Bewegung des zweiten Steuerelementteiles 8b in Richtung Vollast führt zunächst zu einer entsprechenden Bewegung des ersten Steuerelement­teiles 8a bis zu einer Position LLmax, bei einem weiteren Aufregeln schaltet der Kontakt 27 und gibt damit an die elektronische Regeleinrichtung 17 ein Signal, daß dieses im Sinne einer Geschwindigkeitsbegrenzungsregelung erkennt. Durch die Umrahmung 28 ist verdeutlicht, daß die von dieser umschlossenen Teile eine Baueinheit bilden. Mit der Bezugs­ziffer 24 ist ein Pedalkontaktschalter bezeichnet.The driver 4 interacts directly with a first control element part 8a, which serves to adjust the throttle valve 9 of an internal combustion engine. In detail, the end of the first control element part 8a facing the driver 4 is provided with a recess 10 which engages behind an extension 11 of the driver 4. Between the control element part 8a and a fixed point 29, the load adjustment device has a spring 12a which controls part 8a loaded in the idle direction. This fixed arrangement of the spring 12a results in a direct return of the throttle valve 9, the spring being effective over the entire adjustment range of the control element part 8a and thus the entire load range of the internal combustion engine, and thus the force of the springs 6a and 6b can be reduced. In addition to the first control element part 8a, the load adjustment device has a second control element part 8b which can be connected to an electric motor 14 via a coupling 13. In order to be able to mechanically couple the two control element parts 8a and 8b to one another, the second control element part 8b has an attachment 15, the first control element part 8a protruding on the side of the attachment 15 facing the maximum idling position into its actuating path and thus the actuating path of the second control element part 8b . A movement of the second control element part 8b in the full load direction thus leads to the attachment of the projection 15 on the first control element part 8a, which can then be displaced in the full load direction by means of the electric motor 14 against the force of the spring 12a. The load adjustment device is controlled by means of an electronic control device 17. An actual value detection device 18 ′ assigned to the first control element part 8a, which determines the respective position of this control element part, and an actual value detection device 18 assigned to the second control element part 8b, which determines the respective position of this control element part, cooperate with this. The electronic control device 17 also detects signals emanating from an idle contact 19, which is activated whenever the driver 4 bears against the idle stop LL assigned to it. In addition, external state variables relating to the internal combustion engine or generally relating to the motor vehicle equipped with the latter are entered into and retrieved from the control electronics 17 and transferred from the control electronics to the electric motor 14 acting on the second control element part 8b. The electronic control device 17 thus serves in cooperation with the two actual value detection devices 18 and 18 'and the no-load contact 19 and the external reference variables the purpose of building a safety logic relating to the control of the first and second switching element parts 8a and 8b and driver 4. If the electronic control device 17 or the electric motor 14 does not function properly, a spring 20 which is biased in the direction of the maximum idle position causes the second control element part 8b to be brought into an idle emergency position LL Not . In addition, the load adjustment device is provided with a contact 27, which covers the entire idle control range of the second control element part 8b, with a switching point at LL max . If a speed limit control in the partial load / full load range of the internal combustion engine is to be carried out via the electronic control device 17 and the electric motor 14, the second control element part 8b is coupled to the electric motor 14 via the coupling 13, a movement of the second control element part 8b towards full load initially leads to a corresponding one Movement of the first control element part 8a to a position LL max . When the control is further increased, the contact 27 switches and thus sends a signal to the electronic control device 17 that this detects in the sense of a speed limit control. The frame 28 makes it clear that the parts enclosed by it form a structural unit. Reference number 24 denotes a pedal contact switch.

Die Figuren 2 bis 4 verdeutlichen die konstruktive Ausbil­dung der Lastverstelleinrichtung mit der besonderen Erfas­sung der Position des elektrischen Stellantriebes mittels der diesem zugeordneten Istwerterfassungseinrichtung 18. Gezeigt ist das Drosselklappengehäuse 30 mit einer in zwei Lagern 31 des Drosselklappengehäuses 30 gelagerten, als Rohr ausgebildeten Drosselklappenwelle 32. Mit dieser ist in noch näher zu beschreibender Art und Weise die in Figur 1 nicht ersichtliche, da senkrecht zur Zeichenebene angeord­ nete Drosselklappe verbunden. Mit der Bezugsziffer 33 ist die fahrpedalseitige, mechanische Anlenkseite bezeichnet, das heißt die dem Mitnehmer 4 zugeordnete Anlenkseite, mit der Bezugsziffer 34, die dem Stellmotor, das heißt dem Elektromotor 14 zugeordnete Anlenkseite. Die Figur 2 verdeut­licht bezüglich der Anlenkseite 33 die schwenkbare Lagerung des Mitnehmers 4 in einem Gehäusedeckel 35 des Drosselklap­pengehäuses 30. Der Mitnehmer 4 ist drehfest mit einem im weitesten Sinne einen Bestandteil des Mitnehmers 4 bildenden Hebel 36 verbunden, der mit dem Gaszug 3 verbindbar ist. Die Lagerung des Mitnehmers 4 ist konzentrisch zur Lagerung der Drosselklappenwelle 32. Mit dieser ist das gleichfalls als Hebel ausgebildete erste Steuerelementteil 8a drehfest verbunden, das mit einem axialen Ansatz 37 in den Bewegungs­weg des Mitnehmers 4 ragt. Im Sinne der Freilauffunktion im Leerlaufbereich von Mitnehmer 4 und erstem Steuerelement­teil 8a gemäß der Darstellung in Figur 1 weist der Mitnehmer 4 einen mit dem axialen Ansatz 37 zusammenwirkenden radialen Ansatz 38 auf, der einen definierten Freilauf von Mitnehmer 4 und erstem Steuerelementteil 8a in einem geringen Dreh­winkelbereich erlaubt. Die Position des ersten Steuerele­mentteiles 8a bzw. der mit diesem drehfest verbundenen Dros­selklappenwelle 32 erfaßt die Istwerterfassungseinrichtung 18′, die aus einem in das Drosselklappengehäuse 30 einge­setzten Potentiometer 39 und einem drehfest mit der Dros­selklappenwelle 32 verbundenen Schleifer 40 besteht.FIGS. 2 to 4 illustrate the structural design of the load adjustment device with the special detection of the position of the electric actuator by means of the actual value detection device 18 associated therewith. Shown is the throttle valve housing 30 with a throttle valve shaft 32 mounted in two bearings 31 of the throttle valve housing 30 this is, in a manner to be described in more detail, the one not shown in FIG. 1, since it is arranged perpendicular to the plane of the drawing Nete throttle valve connected. The reference numeral 33 denotes the mechanical linkage side on the accelerator pedal, that is to say the linkage side assigned to the driver 4, and the reference number 34 indicates the linkage side assigned to the servomotor, that is to say the electric motor 14. FIG. 2 illustrates the pivotable mounting of the driver 4 in a housing cover 35 of the throttle valve body 30 with respect to the articulation side 33. The driver 4 is connected in a rotationally fixed manner to a lever 36, which in the broadest sense forms part of the driver 4 and can be connected to the throttle cable 3. The mounting of the driver 4 is concentric with the mounting of the throttle valve shaft 32. The first control element part 8a, which is likewise designed as a lever, is connected to this in a rotationally fixed manner and projects with an axial extension 37 into the movement path of the driver 4. In the sense of the freewheeling function in the idling range of driver 4 and first control element part 8a as shown in FIG. 1, driver 4 has a radial projection 38 which interacts with axial extension 37 and which defines a defined freewheeling of driver 4 and first control element part 8a in a small angle of rotation range allowed. The position of the first control element part 8a or the throttle valve shaft 32 connected to it in a rotationally fixed manner detects the actual value detection device 18 ', which consists of a potentiometer 39 inserted into the throttle valve housing 30 and a grinder 40 connected to the throttle valve shaft 32 in a rotationally fixed manner.

Der Antrieb der Drosselklappenwelle 32 über die elektromo­torige Anlenkseite 34 erfolgt, wie der Darstellung der Figur 4 zu entnehmen ist, über ein Untersetzungsgetriebe. Gezeigt ist der Elektromotor 14 mit Ritzel 41, das mit einem gros­sen Zwischenrad 42 kämmt und konzentrisch zur Drehachse drehfest mit einem weiteren Ritzel 43 verbunden ist, das mit einem weiteren Zwischenrad 44 kämmt. Der Darstellung der Figur 2 ist zu entnehmen, daß das Zwischenrad 44 über ein Kupplungselement 45 der Kupplung 13 in Wirkstellung mit der Drosselklappenwelle 32 bringbar ist, die Figur 3 ver­ deutlicht darüber hinaus die Verbindung der Drosselklappen­welle 32 mit dem Kupplungselement 45 über eine eine Winkel­ausnehmung 46 durchsetzende Paßfeder, wobei die Winkelaus­nehmung 46 so bemessen ist, daß sich zwischen der Drossel­klappenwelle 32 und dem Kupplungselement 45 ein Freilaufbe­reich von etwa 80° ergibt, wodurch eine manuelle Steuerung der Drosselklappe nicht beeinträchtigt wird.The throttle valve shaft 32 is driven via the electromotive articulation side 34, as can be seen from the illustration in FIG. 4, via a reduction gear. Shown is the electric motor 14 with pinion 41, which meshes with a large idler gear 42 and is rotatably connected concentrically to the axis of rotation with a further pinion 43, which meshes with another idler gear 44. The illustration in FIG. 2 shows that the intermediate gear 44 can be brought into the operative position with the throttle valve shaft 32 via a coupling element 45, FIG. 3 ver also clearly shows the connection of the throttle valve shaft 32 to the coupling element 45 via a key passing through an angular recess 46, the angular recess 46 being dimensioned such that there is a free-wheeling range of approximately 80 ° between the throttle valve shaft 32 and the coupling element 45, which results in manual control the throttle valve is not affected.

Der Darstellung der Figur 3 ist zu entnehmen, daß durch die rohrförmige Drosselklappenwelle 32 eine Durchsteckwelle 48 gesteckt ist. Das der Anlenkseite 34 zugeordnete Wellen­ende ist drehfest mit einem aus Blech gebildeten Hebel 49 verbunden, der außen am Kupplungselement 45 fest mit diesem verbunden ist. Eine Drehbewegung des Kupplungselementes 45 führt damit zu einer entsprechenden Drehbewegung der Durch­steckwelle 48. Auf der Anlenkseite 33 ist das dieser zuge­ordnete freie Ende der Durchsteckwelle 48 drehfest mit einem weiteren Hebel 50 verbunden, der mit einem radialen Ansatz 51 versehen ist. Mit diesem ist ein weiterer Schleifer 52 verbunden, der mit einem im Drosselklappengehäuse 30 ange­ordneten, weiteren Potentiometer 53 zusammenwirkt, Schlei­fer 52 und Potentiometer 53 bilden die der Durchsteckwelle 48 zugeordnete Istwerterfassungseinrichtung 18. Die Durch­steckwelle 48 ist desweiteren mit einem Hebel 54 drehfest verbunden, der den Kontakt 27 aufnimmt.The illustration in FIG. 3 shows that a push-through shaft 48 is inserted through the tubular throttle valve shaft 32. The shaft end assigned to the articulation side 34 is connected in a rotationally fixed manner to a lever 49 formed from sheet metal, which is firmly connected to the outside of the coupling element 45. A rotary movement of the coupling element 45 thus leads to a corresponding rotary movement of the push-through shaft 48. On the articulation side 33, the free end of the push-through shaft 48 associated therewith is non-rotatably connected to a further lever 50, which is provided with a radial projection 51. A further wiper 52 is connected to this, which interacts with a further potentiometer 53 arranged in the throttle valve housing 30, wiper 52 and potentiometer 53 form the actual value detection device 18 assigned to the push-through shaft 48. The push-through shaft 48 is furthermore connected in a rotationally fixed manner to a lever 54 which controls the Contact 27 takes up.

Vorstehende Ausführungen verdeutlichen, daß sämtliche Bau­teile zum unmittelbaren Umsetzen von mechanischen Regel­größen in elektrische auf der pedalseitigen, mechanischen Anlenkseite 33 untergebracht sind. Dies erfolgt bezüglich der Übertragung der Bewegung des elektrischen Stellantrie­bes durch die besondere Ausbildung der Drosselklappenwelle 32, die als Rohr ausgebildet ist und damit eine Übertragung der Bewegung des elektrischen Stellantriebes von der Anlenk­seite 34 durch die Drosselklappenwelle 32 zur Anlenkseite 33 ermöglicht.The above explanations make it clear that all components for the direct implementation of mechanical control variables are housed in electrical ones on the pedal-side, mechanical articulation side 33. This takes place with respect to the transmission of the movement of the electric actuator by the special design of the throttle valve shaft 32, which is designed as a tube and thus enables a transmission of the movement of the electric actuator from the articulation side 34 through the throttle valve shaft 32 to the articulation side 33.

Die Figuren 5, 6a und 6b verdeutlichen mögliche Befestigungs­arten der Drosselklappe 55 an der Drosselklappenwelle 32. Bei beiden Varianten weist die Drosselklappe 55 im Bereich der Drosselklappenwelle 32 Halbkreisprofil auf, mit der Außenkrümmung der Drosselklappenwelle 32 entsprechender In­nenkrümmung. Die Figur 6b verdeutlicht darüber hinaus die Befestigung der Drosselklappe 55 an der Drosselklappenwelle 32 mittels einer zusätzlichen Abdeckplatte 56, die im Mit­telbereich Halbkreisprofil aufweist, mit der Außenkrümmung der Drosselklappenwelle 55 entsprechender Innenkrümmung. Bei _der Ausführungsform nach der Figur 6b (II) werden die Drosselklappe 55 und die Abdeckplatte 56 beidseitig der Drosselklappenwelle 32 mit jeweils zwei Schrauben 57 ver­schraubt und klemmen damit die Drosselklappenwelle 32 zwi­schen sich ein, bei der Ausführungsform nach der Figur 6a (1) erfolgt die Befestigung der Drosselklappe 55 an der Dros­selklappenwelle 22 durch unmittelbares Verschrauben dieser beiden Teile mittels zweier Schrauben 57′, die jeweils eine nicht näher gezeigte Bohrung im halbkreisförmigen Abschnitt der Drosselklappe 55 durchsetzen und in eine gleichfalls nicht näher gezeigte Gewindebohrung in der Drosselklappen­welle 32 eingeschraubt sind.FIGS. 5, 6a and 6b illustrate possible types of fastening of the throttle valve 55 to the throttle valve shaft 32. In both variants, the throttle valve 55 has a semicircular profile in the region of the throttle valve shaft 32, with the inner curvature corresponding to the inner curvature of the throttle valve shaft 32. FIG. 6b furthermore illustrates the attachment of the throttle valve 55 to the throttle valve shaft 32 by means of an additional cover plate 56, which has a semicircular profile in the central region, with the inner curvature corresponding to the outer curvature of the throttle valve shaft 55. In the embodiment according to FIG. 6b (II), the throttle valve 55 and the cover plate 56 are screwed on both sides of the throttle valve shaft 32 with two screws 57 each and thus clamp the throttle valve shaft 32 between them, in the embodiment according to FIG. 6a (1) this takes place Fastening of the throttle valve 55 to the throttle valve shaft 22 by directly screwing these two parts together by means of two screws 57 ', each of which penetrates a bore (not shown in detail) in the semicircular section of the throttle valve 55 and is screwed into a threaded bore (also not shown in detail) in the throttle valve shaft 32.

BezugszeichenlisteReference symbol list

  • 1 Fahrpedal1 accelerator pedal
  • 2 Hebel2 levers
  • 3 Gaszug3 throttle cable
  • 4 Mitnehmer4 drivers
  • 5 Rückzugfeder5 return spring
  • 6a Rückstellfeder6a return spring
  • 6b Rückstellfeder6b return spring
  • 7 Automatikzug7 automatic train
  • 8a erstes Steuerelementteil8a first control element part
  • 8b zweites Steuerelementteil8b second control element part
  • 9 Drosselklappe9 throttle valve
  • 10 Ausnehmung10 recess
  • 11 Ansaz11 Ansaz
  • 12a Feder12a spring
  • 13 Kupplung13 clutch
  • 14 Elektromotor14 electric motor
  • 15 Ansatz15 approach
  • 17 elektronische Regeleinrichtung17 electronic control device
  • 18 Istwerterfassungseinrichtung18 Actual value acquisition device
  • 18′ Istwerterfassungseinrichtung18 ′ actual value detection device
  • 19 Leerlaufkontakt19 open contact
  • 20 Feder20 spring
  • 24 Pedalkontaktschalter24 pedal contact switches
  • 27 Kontakt27 contact
  • 28 Bauteil28 component
  • 29 ortsfester Punkt29 fixed point
  • 30 Drosselklappengehäuse30 throttle body
  • 31 Lager31 bearings
  • 32 Drosselklappenwelle32 throttle valve shaft
  • 33 Anlenkseite33 articulation side
  • 34 Anlenkseite34 articulation side
  • 35 Gehäusedeckel35 housing cover
  • 36 Hebel36 levers
  • 37 axialer Ansatz37 axial approach
  • 38 radialer Ansatz38 radial approach
  • 39 Potentiometer39 potentiometers
  • 40 Schleifer40 grinders
  • 41 Ritzel41 sprockets
  • 42 Zwischenrad42 idler gear
  • 43 Ritzel43 sprockets
  • 44 Zwischenrad44 idler gear
  • 45 Kupplungselement45 coupling element
  • 46 Winkelausnehmung46 angular recess
  • 47 Paßfeder47 parallel key
  • 48 Durchsteckwelle48 push-through shaft
  • 49 Hebel49 levers
  • 50 Hebel50 levers
  • 51 Ansatz51 approach
  • 52 Schleifer52 grinders
  • 53 Potentiometer53 potentiometers
  • 54 Hebel54 levers
  • 55 Drosselklappe55 throttle valve
  • 56 Abdeckplatte56 cover plate
  • 57 Schraube57 screw
  • 57′ Schraube57 ′ screw

Claims (7)

1. Lastverstelleinrichtung mit einer die Leistung einer Brennkraftmaschine bestimmenden Drosselklappe, die mit einer in einem Drosselklappengehäuse gelagerten Drossel­klappenwelle drehfest verbunden ist, wobei die Drossel­klappenwelle eine fahrpedalseitige, mechanische Anlenk­seite und eine stellmotorige Anlenkseite aufweist, der ein Kupplungselement zum mechanischen Entkoppeln der Drosselklappenwelle vom Stellmotor in einem definierten Winkelbereich der Drosselklappe zugeordnet ist, sowie eine Einrichtung zum Rückmelden der jeweiligen Position des Kupplungselementes an eine elektronische Regelein­richtung vorgesehen ist, dadurch gekennzeichnet, daß die Drosselklappenwelle (32) als Rohr ausgebildet ist und die Einrichtung zum Rück­melden eine Durchsteckwelle (48), die die Drosselklap­penwelle (32) durchsetzt, ein auf der stellmotorigen Anlenkseite (34) mit der Durchsteckwelle (48) und dem Kupplungselement (45) drehfest verbundenes erstes Über­tragungsglied (49) und auf der fahrpedalseitigen Anlenk­seite (33) ein drehfest mit der Durchsteckwelle (48) verbundenes zweites Übertragungsglied (50) aufweist, das mit einer der Regeleinrichtung (17) zugeordneten Istwerterfassungseinrichtung (18) zusammenwirkt.1.Load adjustment device with a throttle valve determining the performance of an internal combustion engine, which is connected in a rotationally fixed manner to a throttle valve shaft mounted in a throttle valve housing, the throttle valve shaft having an accelerator pedal-side mechanical linkage side and an actuating linkage side which has a coupling element for mechanically decoupling the throttle valve shaft from the control valve shaft a defined angular range of the throttle valve is assigned, and a device for reporting the respective position of the coupling element to an electronic control device is provided, characterized in that the throttle valve shaft (32) is designed as a tube and the device for reporting a push-through shaft (48) which the Throttle valve shaft (32) passes through, a on the actuating articulation side (34) with the push-through shaft (48) and the coupling element (45) non-rotatably connected first transmission member (49) and on the The accelerator pedal-side articulation side (33) has a second transmission member (50) which is connected to the push-through shaft (48) in a rotationally fixed manner and which interacts with an actual value detection device (18) assigned to the control device (17). 2. Lastverstelleinrichtung nach Anspruch 1, dadurch gekenn­zechnet, daß die Istwerterfassungseinrichtung (18) ein im Drosselklappengehäuse (30) gelagertes Potentiometer (53) und einen mit diesem zusammenwirkenden, mit dem zweiten Übertragungsglied (50) verbundenen Schleifer (52) aufweist.2. Load adjustment device according to claim 1, characterized in that the actual value detection device (18) has a potentiometer (53) mounted in the throttle valve housing (30) and a grinder (52) which interacts with it and is connected to the second transmission element (50). 3. Lastverstelleinrichtung nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß das erste und/oder das zweite Über­tragungsglied (49, 50) als Hebel ausgebildet sind.3. Load adjustment device according to claim 1 or 2, characterized in that the first and / or the second transmission member (49, 50) are designed as levers. 4. Lastverstelleinrichtung nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß die Drosselklappe (55) im Bereich der Drosselklappenwelle (32) Halbkreisprofil mit der Außenkrümmung der Drosselklappenwelle (32) ent­sprechender Innenkrümmung aufweist.4. Load adjustment device according to one of claims 1 to 3, characterized in that the throttle valve (55) in the region of the throttle valve shaft (32) has a semicircular profile with the outer curvature of the throttle valve shaft (32) corresponding inner curvature. 5. Lastverstelleinrichtung nach Anspruch 4, dadurch gekenn­zeichnet, daß Befestigungselemente (57′) in der Symmetrieebene des Halbkreisprofils die Drosselklappe (55) mit der Drosselklappenwelle (32) verbinden.5. Load adjustment device according to claim 4, characterized in that fastening elements (57 ') in the plane of symmetry of the semicircular profile connect the throttle valve (55) with the throttle valve shaft (32). 6. Lastverstelleinrichtung nach Anspruch 4, gekennzeichnet durch eine Abdeckplatte (56), die im Mittelbereich Halb­kreisprofil mit der Außenkrümmung der Drosselklappenwel­le (32) entsprechender Innenkrümmung aufweist, wobei Befestigungsmittel (57) beidseitig der Drosselklappen­welle (32) die Drosselklappe (55) und die Abdeckplatte (56) miteinander verbinden.6. Load adjustment device according to claim 4, characterized by a cover plate (56) which has a semicircular profile in the central region with the outer curvature of the throttle valve shaft (32) corresponding inner curvature, fastening means (57) on both sides of the throttle valve shaft (32), the throttle valve (55) and the cover plate (56) connect with each other. 7. Lastverstelleinrichtung nach einem der Ansprüche 4 bis 6, dadurch gekennzeichnet, daß die Befestigungselemente (57, 57′) als Schrauben ausgebildet sind.7. Load adjustment device according to one of claims 4 to 6, characterized in that the fastening elements (57, 57 ') are designed as screws.
EP89119153A 1989-06-10 1989-10-16 Load control apparatus Expired - Lifetime EP0402521B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3919093 1989-06-10
DE3919093A DE3919093A1 (en) 1989-06-10 1989-06-10 LOAD ADJUSTMENT DEVICE

Publications (2)

Publication Number Publication Date
EP0402521A1 true EP0402521A1 (en) 1990-12-19
EP0402521B1 EP0402521B1 (en) 1994-01-19

Family

ID=6382560

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89119153A Expired - Lifetime EP0402521B1 (en) 1989-06-10 1989-10-16 Load control apparatus

Country Status (5)

Country Link
US (1) US5027766A (en)
EP (1) EP0402521B1 (en)
JP (1) JPH06102995B2 (en)
DE (2) DE3919093A1 (en)
ES (1) ES2049791T3 (en)

Cited By (1)

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EP0494336A2 (en) * 1991-01-09 1992-07-15 VDO Adolf Schindling AG Load adjusting device for an internal combustion engine with throttle valve

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DE4022825A1 (en) * 1989-08-22 1991-02-28 Bosch Gmbh Robert DEVICE WITH A THROTTLE ORGAN DETERMINING THE PERFORMANCE OF A DRIVE MACHINE
DE3933446A1 (en) * 1989-10-06 1991-04-18 Vdo Schindling LOAD ADJUSTMENT DEVICE
DE4014508A1 (en) * 1990-05-07 1991-11-14 Vdo Schindling LOAD ADJUSTMENT DEVICE
DE4027269A1 (en) * 1990-08-29 1992-03-05 Vdo Schindling THROTTLE VALVE CONNECTOR
DE4033803A1 (en) * 1990-10-24 1992-04-30 Vdo Schindling LOCKING DEVICE
DE4124972A1 (en) * 1991-07-27 1993-01-28 Bosch Gmbh Robert Load adjuster for propulsion unit esp. of vehicle - positions flap by means of mechanical transmission in range of opening outside region of normal operation
US5301646A (en) * 1991-12-27 1994-04-12 Aisin Seiki Kabushiki Kaisha Throttle control apparatus
JPH0650201A (en) * 1992-04-30 1994-02-22 Nippondenso Co Ltd Driving device for throttle valve
DE19740204B4 (en) * 1996-09-12 2005-07-14 Hitachi, Ltd. Throttle device for internal combustion engines
DE10026410A1 (en) * 2000-05-29 2001-12-06 Pierburg Ag Potentiometer arrangement for an internal combustion engine
DE102006044855A1 (en) * 2006-09-22 2008-04-10 Siemens Ag Österreich Device for detecting the angle of rotation for an electromotive-operated throttle valve
EP2321517B1 (en) * 2008-07-10 2015-09-02 Actuant Corporation Exhaust gas recirculation butterfly valve

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EP0269780A1 (en) * 1986-12-03 1988-06-08 VDO Adolf Schindling AG Transmission system for the position of a control element operable by the driver of a vehicle
EP0337099A2 (en) * 1988-04-09 1989-10-18 Robert Bosch Gmbh Control device for an internal combustion engine in vehicles

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0494336A2 (en) * 1991-01-09 1992-07-15 VDO Adolf Schindling AG Load adjusting device for an internal combustion engine with throttle valve
EP0494336B1 (en) * 1991-01-09 1997-04-16 VDO Adolf Schindling AG Load adjusting device for an internal combustion engine with throttle valve

Also Published As

Publication number Publication date
JPH06102995B2 (en) 1994-12-14
EP0402521B1 (en) 1994-01-19
DE3919093A1 (en) 1990-12-13
ES2049791T3 (en) 1994-05-01
DE58906778D1 (en) 1994-03-03
JPH0331530A (en) 1991-02-12
US5027766A (en) 1991-07-02

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