EP0418484A1 - Intake manifold throttling valve driving device for a diesel engine - Google Patents

Intake manifold throttling valve driving device for a diesel engine Download PDF

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Publication number
EP0418484A1
EP0418484A1 EP90112810A EP90112810A EP0418484A1 EP 0418484 A1 EP0418484 A1 EP 0418484A1 EP 90112810 A EP90112810 A EP 90112810A EP 90112810 A EP90112810 A EP 90112810A EP 0418484 A1 EP0418484 A1 EP 0418484A1
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EP
European Patent Office
Prior art keywords
throttle valve
load
linkage
actuator
adjustment
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.)
Withdrawn
Application number
EP90112810A
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German (de)
French (fr)
Inventor
Detlef Panten
Gernot Hertweck
Franz Bender
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.)
Daimler Benz AG
Original Assignee
Daimler Benz AG
Mercedes Benz AG
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Filing date
Publication date
Application filed by Daimler Benz AG, Mercedes Benz AG filed Critical Daimler Benz AG
Publication of EP0418484A1 publication Critical patent/EP0418484A1/en
Withdrawn legal-status Critical Current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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0223—Cooling water temperature
    • 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
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0227—Atmospheric pressure
    • 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
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/023—Engine speed
    • 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
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0257—Arrangements; Control features; Details thereof having a pin and slob connection ("Leerweg")
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/0022—Controlling intake air for diesel engines by throttle control

Definitions

  • the invention relates to an actuating device for a throttle valve arranged in an intake line of a diesel engine with the further features specified in the preamble of claim 1.
  • An actuating device of the generic type is known from DE-OS 29 39 805.
  • the main disadvantage of the known actuating device is that the throttle valve can only be adjusted as a function of the load.
  • the invention is based on the object of creating a generic device with which a throttle valve control can be implemented as a function of several operating parameters.
  • the actuating device has the advantage that the throttle valve as a result of the hysteresis in the control linkage is now a function of the various Betric 'n; parameters is controllable. So it is z. B. in an internal combustion engine with exhaust gas recirculation possible to pivot the throttle valve with a constant accelerator pedal position from the current load-dependent flap position in a favorable position for exhaust gas recirculation.
  • a diesel engine not shown, has an intake line 1, in which a throttle valve 2 is rotatably mounted on a shaft 3.
  • the throttle valve 2 is actuated via a mechanical adjusting linkage 4, which is articulated on the one hand on the accelerator pedal, not shown, and on the other hand on a driver lever 5 connected to the shaft 3 in a rotationally fixed manner.
  • the adjustment linkage 4 comprises two telescopically displaceable linkage sections 6 and 7, of which the linkage section 6 is articulated on the accelerator pedal and the linkage section 7 is articulated on a first pivot arm 8 of an angle lever 10 which is rotatably supported on the motor housing via the axis 9 and a connecting rod 12 which is articulated on the one hand on the second swivel arm 11 of the angle lever 10 and on the other hand on the driving lever 5.
  • the linkage section 7 has an elongated hole 13 in which a sliding block 14 is guided, which section 6 is attached to the linkage.
  • the driver lever 5 of the throttle valve 2 is also connected to an auxiliary power-operated adjustment drive 15, by means of which the throttle valve position, which is predetermined as a function of the load, can be changed within the empty path “1”.
  • the adjustment drive 15 is designed as a vacuum drive and comprises a housing 16 in which a control membrane 17 is clamped.
  • An actuating rod 18 is attached to the control membrane 17 and is coupled to the driving lever 5 of the throttle valve 2.
  • the actuating rod 18 is composed of two telescopic rod parts 19 and 20 which can be pulled apart against the force of a spring 21.
  • the rod part 20 has at the free end a piston 22 which is guided in a cylinder 23 connected to the rod part 19.
  • the spring 21 is supported on the rod-side surface of the piston 22 and on the other hand on the cylinder so that the two rod parts 19 and 20 can only be pulled apart against the force of the spring 21.
  • control chamber 24 on the side of the membrane 17 facing away from the rod part 19, which control chamber 24 is connected to a vacuum connection 25, not shown Vacuum source is connected.
  • the control membrane 17 can be switched between two end positions. When the control chamber 24 is ventilated, the control membrane 17 is in the end position as shown in FIG. 1. If the control chamber 24 is subjected to negative pressure, the control membrane 17 is in its alternative position, as shown in FIG. 2.
  • the linkage 19 is adjusted by a predetermined stroke "h" by the movement of the control membrane 17.
  • Figure 4 is a diagram the relationship between the adjustment angle of the accelerator pedal and the adjustment angle
  • the throttle valve 2 is shown when the actuator 15 is ventilated and under vacuum.
  • the adjustment angle is on the abscissa
  • the solid characteristic curve 26 represents the relationship between the adjustment angle of the accelerator pedal and the adjustment angle of the throttle valve 2 when the adjustment drive 15 is pressurized with negative pressure. This relationship is illustrated by the dashed curve 27 when the actuator 15 is ventilated. From the diagram 25 it follows that the adjustment angle of the throttle valve 2 from the characteristic point 28 is independent of whether the actuator 15 is ventilated or pressurized. The diagram also shows that starting from zero load to a load value corresponding to the characteristic point 28 starting from zero load, the correction of the throttle valve position brought about by the actuator 15 is steadily reduced up to the characteristic point 28.
  • the actuation of the actuator 15 should take place as a function of the operating parameters of the engine speed, coolant temperature and atmospheric pressure.
  • the actuation of the actuator 15 takes place in such a way that the control chamber 24 is pressurized with negative pressure in a range from approximately 1000 to 2500 rpm and a coolant temperature of approximately 40 to approximately 100 ° C. In the other operating areas of the internal combustion engine, however, the control chamber 24 is ventilated.

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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)
  • Exhaust-Gas Circulating Devices (AREA)

Abstract

Die Erfindung bezieht sich auf eine Betätigungsvorrichtung für eine in einer Ansaugleitung in einer Dieselbrennkraftmaschine angeordneten Drosselklappe mit einem mechanischen Verstellgestänge zur lastabhängigen Verstellung der Drosselklappe, wobei das Verstellgestänge einen Leerweg aufweist. Um die Drosselklappe in Abhängigkeit mehrerer Betriebsparameter steuern zu können, wird ein hilfskraftbetätigter Stellantrieb vorgeschlagen, über den die lastabhängig vorgegebene Drosselklappenstellung innerhalb des Leerweges veränderbar ist.The invention relates to an actuating device for a throttle valve arranged in an intake line in a diesel internal combustion engine with a mechanical adjustment linkage for load-dependent adjustment of the throttle valve, the adjustment linkage having an idle travel. In order to be able to control the throttle valve as a function of several operating parameters, an auxiliary power-operated actuator is proposed, by means of which the throttle valve position specified as a function of the load can be changed within the free travel.

Description

Die Erfindung bezieht sich auf eine Betätigungsvorrichtung für eine in einer Ansaugleitung einer Dieselbrennkraftmaschine angeordneten Drosselklappe mit den im Oberbegriff des Patentanspruchs 1 angegebenen weiteren Merkmalen.The invention relates to an actuating device for a throttle valve arranged in an intake line of a diesel engine with the further features specified in the preamble of claim 1.

Eine Betätigungsvorrichtung der gattungsgemäßen Bauart ist aus der DE-OS 29 39 805 bekannt. Der wesentliche Nachteil der bekannten Betätigungsvorrichtung besteht darin, daß die Drosselklappe nur in Abhängigkeit der Last verstellbar ist.An actuating device of the generic type is known from DE-OS 29 39 805. The main disadvantage of the known actuating device is that the throttle valve can only be adjusted as a function of the load.

Der Erfindung liegt nun die Aufgabe zugrunde, eine gattungsgemäße Vorrichtung zu schaffen, mit welcher eine Drosselklappensteuerung in Abhänigkeit mehrerer Betriebsparameter realisierbar ist.The invention is based on the object of creating a generic device with which a throttle valve control can be implemented as a function of several operating parameters.

Die Aufgabe ist erfindungsgemäß durch die im Kennzeichen des Patentanspruchs 1 angegebenen Merkmale gelöst.The object is achieved by the features specified in the characterizing part of patent claim 1.

Die erfindungsgemäße Betätigungsvorrichtung hat den Vorteil, daß die Drosselklappe infolge des Leerweges im Betätigungsgestänge nunmehr in Abhängigkeit der verschiedensten Betric'n;parametern steuerbar ist. So ist es z. B. bei einer Brennkraftmaschine mit Abgasrückführung möglich, die Drosselklappe bei konstanter Fahrpedalstellung aus der momentanen lastabhängigen Klappenstellung in eine für die Abgasrückführung günstige Stellung zu verschwenken.The actuating device according to the invention has the advantage that the throttle valve as a result of the hysteresis in the control linkage is now a function of the various Betric 'n; parameters is controllable. So it is z. B. in an internal combustion engine with exhaust gas recirculation possible to pivot the throttle valve with a constant accelerator pedal position from the current load-dependent flap position in a favorable position for exhaust gas recirculation.

Weitere vorteilhafte Ausgestaltungen der Erfindung sind Gegenstand der Unteransprüche.Further advantageous embodiments of the invention are the subject of the dependent claims.

In der Zeichnung ist ein Ausführungsbeispiel der Erfindung dargestellt.In the drawing, an embodiment of the invention is shown.

Es zeigen:

  • Figur 1 die erfindungsgemäße Betätigungsvorrichtung in der Stellung für Nullast bei inaktivem Verstellantrieb,
  • Figur 2 die erfindungsgemäße Betätigungsvorrichtung in der Stellung für Nullast bei aktivem Verstellantrieb und
  • Figur 3 die erfindungsgemäße Betätigungsvorrichtung in der Stellung für Vollast bei aktivem Verstellantrieb.
  • Figur 4 ein Diagramm
    Figure imgb0001
Show it:
  • FIG. 1 shows the actuating device according to the invention in the position for zero load when the adjustment drive is inactive,
  • Figure 2 shows the actuating device according to the invention in the position for zero load with active adjustment drive and
  • Figure 3 shows the actuating device according to the invention in the position for full load with active adjustment drive.
  • Figure 4 is a diagram
    Figure imgb0001

Eine nicht dargestellte Dieselbrennkraftmaschine besitzt eine Ansaugleitung 1, in welcher eine Drosselklappe 2 auf einer Welle 3 drehbar gelagert ist. Die Betätigung der Drosselklappe 2 erfolgt über ein mechanisches Verstellgestänge 4, daß einerseits am nicht gezeigten Fahrpedal und andererseits an einem mit der Welle 3 drehfest verbundenen Mitnehmerhebel 5 angelenkt ist. Im Einzelnen umfaßt das Verstellgestänge 4 zwei teleskopartig ineinander verschiebbare Gestängeabschnitte 6 und 7, von denen der Gestängeabschnitt 6 am Fahrpedal und der Gestängeabschnitt 7 an einem ersten Schwenkarm 8 eines am Motorgehäuse über die Achse 9 drehbar abgestützten Winkelhebels 10 angelenkt ist und einer Verbindungsstange 12, die einerseits am zweiten Schwenkarm 11 des Winkelhebels 10 und andererseits am Mitnehmerhebel 5 angelenkt ist. Der Gestängeabschnitt 7 weist ein Langloch 13 auf, in dem ein Kulissenstein 14 geführt ist, welcher am Gestänge abschnitt 6 befestigt ist. Durch das Langloch 13 und dem darin geführten Kulissenstein 14 ist ein Ineinanderschieben der Gestängeabschnitte 6 und 7 über den durch die Länge "1 des Langloches 13 vorgegebenen Leerweg möglich, so daß die Drosselklappenbewegung von der Fahrpedalbewegung über diesen Leerweg "1 entkoppelt ist.A diesel engine, not shown, has an intake line 1, in which a throttle valve 2 is rotatably mounted on a shaft 3. The throttle valve 2 is actuated via a mechanical adjusting linkage 4, which is articulated on the one hand on the accelerator pedal, not shown, and on the other hand on a driver lever 5 connected to the shaft 3 in a rotationally fixed manner. In detail, the adjustment linkage 4 comprises two telescopically displaceable linkage sections 6 and 7, of which the linkage section 6 is articulated on the accelerator pedal and the linkage section 7 is articulated on a first pivot arm 8 of an angle lever 10 which is rotatably supported on the motor housing via the axis 9 and a connecting rod 12 which is articulated on the one hand on the second swivel arm 11 of the angle lever 10 and on the other hand on the driving lever 5. The linkage section 7 has an elongated hole 13 in which a sliding block 14 is guided, which section 6 is attached to the linkage. Through the elongated hole 13 and the sliding block 14 guided therein, pushing the linkage sections 6 and 7 into one another is possible via the free travel predetermined by the length "1 of the elongated hole 13, so that the throttle valve movement is decoupled from the accelerator pedal movement via this free travel" 1.

Gemäß der Erfindung ist der Mitnehmerhebel 5 der Drosselklappe 2 ferner verbunden mit einem hilfskraftbetätigten Verstellantrieb 15, über den die lastabhängig vorgegebene Drosselklappenstellung innerhalb des Leerveges "1 " veränderbar ist.According to the invention, the driver lever 5 of the throttle valve 2 is also connected to an auxiliary power-operated adjustment drive 15, by means of which the throttle valve position, which is predetermined as a function of the load, can be changed within the empty path “1”.

Der Verstellantrieb 15 ist als Unterdruckantrieb ausgebildet und umfaßt ein Gehäuse 16, in dem eine Steuermembran 17 eingespannt ist. An der Steuermembran 17 ist eine Stellstange 18 befestigt, die mit dem Mitnehmerhebel 5 der Drosselklappe 2 gekoppelt ist. Dabei setzt sich die Stellstange 18 aus zwei teleskopartig ineinander verschiebbaren Gestängeteilen 19 und 20 zusammen, welche gegen die Kraft einer Feder 21 auseinanderziehbar sind. Das Gestängeteil 20 besitzt am freien Ende einen Kolben 22, welcher in einem mit dem Gestängeteil 19 verbundenen Zylinder 23 geführt ist. Die Feder 21 ist einmal an der stangenseitigen Fläche des Kolbens 22 und zum andern am Zylinder so abgestützt, daß die beiden Gestängeteile 19 und 20 nur gegen die Kraft der Feder 21 auseinanderziehbar sind.The adjustment drive 15 is designed as a vacuum drive and comprises a housing 16 in which a control membrane 17 is clamped. An actuating rod 18 is attached to the control membrane 17 and is coupled to the driving lever 5 of the throttle valve 2. The actuating rod 18 is composed of two telescopic rod parts 19 and 20 which can be pulled apart against the force of a spring 21. The rod part 20 has at the free end a piston 22 which is guided in a cylinder 23 connected to the rod part 19. The spring 21 is supported on the rod-side surface of the piston 22 and on the other hand on the cylinder so that the two rod parts 19 and 20 can only be pulled apart against the force of the spring 21.

Im Gehäuse 16 des Stellantriebes 15 befindet sich auf der dem Gestängeteil 19 abgewandten Seite der Membran 17 ein Steuerraum 24, der über einen Unterdruckanschluß 25 mit einer nicht dargestellten Unterdruckquelle verbunden ist. Die Steuermembran 17 ist zwischen zwei Endstellungen schaltbar. Bei belüftetem Steuerraum 24 befindet sich die Steuermembran 17 in derjenigen Endstellung, wie sie in Figur 1 dargestellt ist. Sofern der Steuerraum 24 mit Unterdruck beaufschlagt ist, befindet sich die Steuermembran 17 in ihrer alternativen Stellung, wie sie in Figur 2 dargestellt ist. Durch die Bewegung der Steuermembran 17 wird das Gestängeteil 19 um einen vorgegebenen Hub "h" verstellt.In the housing 16 of the actuator 15 there is a control chamber 24 on the side of the membrane 17 facing away from the rod part 19, which control chamber 24 is connected to a vacuum connection 25, not shown Vacuum source is connected. The control membrane 17 can be switched between two end positions. When the control chamber 24 is ventilated, the control membrane 17 is in the end position as shown in FIG. 1. If the control chamber 24 is subjected to negative pressure, the control membrane 17 is in its alternative position, as shown in FIG. 2. The linkage 19 is adjusted by a predetermined stroke "h" by the movement of the control membrane 17.

Die Wirkungsweise der erfindungsgemäßen Vorrichtung ist folgende:

  • Bei einer angenommenen Nullastvorgabe über das Fahrpedal befindet sich die Betätigungsvorrichtung in der in Figur 1 gezeigten Stellung. Hierbei ist der Unterdruckantrieb 15 belüftet, wodurch über die Stellstange 18 die Drosselklappe 2 in einer teilweise geöffneten Stellung (ca. 35°) gehalten wird. Dabei befinden sich die beiden Gestängeabschnitte 6 und 7 des Verstellgestänges 4 in der um den Leerweg "1" auseinandergezogenen Position. Ausgehend von dieser Position hat eine Erhöhung der Last über das Fahrpedal um den Leerweg "1" keinen Einfluß auf die Stellung der Drosselklappe 2. Nach Verschiebung des Gestängeabschnitts 6 um den Leerweg "1 kommt der Kulissenstein 14 am Gestängeabschnitt 7 zur Anlage, so daß bei einer weiteren Betätigung des Fahrpedals die Drosselklappe 2 proportional zum Fahrpedal verstellt wird.
The operation of the device according to the invention is as follows:
  • With an assumed zero load specification via the accelerator pedal, the actuating device is in the position shown in FIG. 1. In this case, the vacuum drive 15 is ventilated, as a result of which the throttle valve 2 is held in a partially open position (approximately 35 °) via the actuating rod 18. The two linkage sections 6 and 7 of the adjustment linkage 4 are in the position pulled apart by the free travel “1”. Starting from this position, an increase in the load on the accelerator pedal by the free travel "1" has no influence on the position of the throttle valve 2. After displacement of the linkage section 6 by the free travel "1, the sliding block 14 comes into contact with the linkage section 7, so that at a further actuation of the accelerator pedal, the throttle valve 2 is adjusted in proportion to the accelerator pedal.

Ausgehend von der Position des Verstellgestänges 4 in Figur 1 wurde in Figur 2 der Stellantrieb 15 mit Unterdruck beaufschlagt, wobei durch die Bewegung der Stellstange 18 um den Hub "h" die Drosselklappe 2 in Schließstellung verschwenkt wird. Gleichzeitig wird dadurch der Gestängeabschnitt 7 um den Leerweg "1" verschoben so, daß der Kulissenstein 14 am winkelhebelseitigen Ende des Langloches 13 anliegt. Hierdurch ergibt sich eine starre Verbindung zwischen Fahrpedal und Drosselklappe, so daß eine weitere Auslenkung des Fahrpedals mit einer proportionalen Verstellung der Drosselklappe 2 verbunden ist. Dabei erfolgt die Verstellung der Drosselklappe 2 entgegen der Kraft der Feder 21, in dem die beiden Gestängeteile 19 und 20 auseinandergezogen werden. Bei einer weiteren Verstellung des Fahrpedals bis hin zu Vollast wird die Position des Verstellgestänges 4 gemäß Figur 3 erreicht. Die Drosselklappe 2 ist voll geöffnet und die Feder 21 maximal vorgespannt. Ein Belüften des Stellantriebs 15 führt lediglich dazu, daß die beiden Gestängeteile 19 und 20 bei gleichzeitiger Entspannung der Feder 21 ineinander verschoben werden. Die Stellung der Drosselklappe 2 verändert sich dabei nicht.Starting from the position of the adjusting rod 4 in FIG. 1, the actuator 15 was subjected to negative pressure in FIG. 2, the throttle valve 2 being pivoted into the closed position by the movement of the adjusting rod 18 by the stroke “h”. At the same time, the rod section 7 is thereby shifted by the free travel “1” so that the sliding block 14 abuts the end of the elongated hole 13 on the angle lever side. This results in a rigid connection between the accelerator pedal and the throttle valve, so that a further deflection of the accelerator pedal is connected with a proportional adjustment of the throttle valve 2. The throttle valve 2 is adjusted against the force of the spring 21 by pulling the two linkage parts 19 and 20 apart. With a further adjustment of the accelerator pedal up to full load, the position of the adjustment linkage 4 according to FIG. 3 is reached. The throttle valve 2 is fully open and the spring 21 is maximally biased. Venting the actuator 15 only leads to the fact that the two linkage parts 19 and 20 are displaced into one another while the spring 21 is relaxed. The position of the throttle valve 2 does not change.

In Figur 4 ist in einem Diagramm

Figure imgb0002
der Zusammenhang zwischen dem Verstellwinkel
Figure imgb0003
des Fahrpedals und dem Verstellwinkel
Figure imgb0004
 In Figure 4 is a diagram
Figure imgb0002
 the relationship between the adjustment angle
Figure imgb0003
 of the accelerator pedal and the adjustment angle
Figure imgb0004

der Drosselklappe 2 bei belüftetem und bei mit Unterdruck beaufschlagtem Stellantrieb 15 dargestellt. In diesem Diagramm 25 ist auf der Abzisse der Verstellwinkel

Figure imgb0005
the throttle valve 2 is shown when the actuator 15 is ventilated and under vacuum. In this diagram 25, the adjustment angle is on the abscissa
Figure imgb0005

der Drosselklappe 2 und auf der Ordinate der Verstellwinkel des Fahrpedales aufgetragen. In dem Diagramm 25 stellt die durchgezogene Kennlinie 26 den Zusammenhang zwischen Verstellwinkel des Fahrpedals und Verstellwinkel der Drosselklappe 2 bei mit Unterdruck beaufschlagtem Verstellantrieb 15 dar. Durch die gestrichelte Kennlinie 27 ist dieser Zusammenhang bei belüftetem Stellantrieb 15 veranschaulicht. Aus dem Diagramm 25 ergibt sich, daß der Verstellwinkel der Drosselklappe 2 ab dem Kennlinienpunkt 28 unabhängig davon ist, ob der Stellantrieb 15 belüftet oder mit Unterdruck beaufschlagt ist. Ferner ergibt sich aus dem Diagramm, daß ausgehend von Nullast bis zu einer dem Kennlinienpunkt 28 entsprechenden Lastwert

Figure imgb0006
ausgehend von Nullast, die vom Stellantrieb 15 bewirkte Korrektur der Drosselklappenstellung bis zum Kennlinienpunkt 28 stetig verringert wird. Im Rahmen der Erfindung ist vorgesehen, daß die Ansteuerung des Stellantriebes 15 in Abhängigkeit der Betriebsparameter Brennkraftmaschinendrehzahl, Kühlmitteltemperatur und Atmosphärendruck erfolgen soll. Dabei erfolgt die Ansteuerung des Stellantriebes 15 derart, daß in einem Bereich von ca. 1000 bis 2500 1/min und einer Kühlmitteltemperatur von ca. 40 bis ca. 100° C der Steuerraum 24 mit Unterdruck beaufschlagt ist. In den übrigen Betriebsbereichen der Brennkraftmaschine ist der Steuerraum 24 dagegen belüftet.the throttle valve 2 and on the ordinate the adjustment angle of the accelerator pedal. In the diagram 25, the solid characteristic curve 26 represents the relationship between the adjustment angle of the accelerator pedal and the adjustment angle of the throttle valve 2 when the adjustment drive 15 is pressurized with negative pressure. This relationship is illustrated by the dashed curve 27 when the actuator 15 is ventilated. From the diagram 25 it follows that the adjustment angle of the throttle valve 2 from the characteristic point 28 is independent of whether the actuator 15 is ventilated or pressurized. The diagram also shows that starting from zero load to a load value corresponding to the characteristic point 28
Figure imgb0006
 starting from zero load, the correction of the throttle valve position brought about by the actuator 15 is steadily reduced up to the characteristic point 28. In the context of the invention it is provided that the actuation of the actuator 15 should take place as a function of the operating parameters of the engine speed, coolant temperature and atmospheric pressure. The actuation of the actuator 15 takes place in such a way that the control chamber 24 is pressurized with negative pressure in a range from approximately 1000 to 2500 rpm and a coolant temperature of approximately 40 to approximately 100 ° C. In the other operating areas of the internal combustion engine, however, the control chamber 24 is ventilated.

Claims (3)

1. Betätigungsvorrichtung für eine in einer Ansaugleitung einer Dieselbrennkraftmaschine angeordneten Drosselklappe mit einem mechanischen Verstellgestänge zur lastabhängigen Verstellung der Drosselklappe, das einen die Drosselklappenbewegung von der Fahrpedalbewegung entkoppelnden Leerweg aufweist, gekennzeichnet durch einen hilfskraftbetätigten Stellantrieb (15) über den die lastabhängig vorgegebene Drosselklappenstellung innerhalb des Leerweges ("1 ") veränderbar ist.1.Actuating device for a throttle valve arranged in an intake line of a diesel internal combustion engine, with a mechanical adjustment linkage for load-dependent adjustment of the throttle valve, which has an idle travel decoupling the throttle valve movement from the accelerator pedal movement, characterized by an auxiliary power actuated actuator (15) via the throttle valve position, which is predetermined as a function of the load, within the idle valve position ("1") is changeable. 2. Betätigungsvorrichtung nach Anspruch 1, dadurch gekennzeichnet, daß der Stellantrieb (15) ein Unterdruckantrieb mit einer in einem Gehäuse (16) eingespannten Steuermembran (17) ist.2. Actuator according to claim 1, characterized in that the actuator (15) is a vacuum drive with a control membrane (17) clamped in a housing (16). 3. Betätigungseinrichtung nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß die Steuermembran (17) über eine Stellstange (18) mit der Drosselklappe 2 gekoppelt ist, wobei die Stellstange (18) aus zwei teleskopartig ineinander verschiebbaren Gestängeteilen (19, 20) besteht, welche gegen die Kraft einer Feder (21) auseinanderziehbar sind.3. Actuating device according to claim 1 or 2, characterized in that the control membrane (17) via an actuating rod (18) is coupled to the throttle valve 2, the actuating rod (18) consisting of two telescopically displaceable linkage parts (19, 20), which can be pulled apart against the force of a spring (21).
EP90112810A 1989-09-19 1990-07-05 Intake manifold throttling valve driving device for a diesel engine Withdrawn EP0418484A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3931144 1989-09-19
DE3931144A DE3931144A1 (en) 1989-09-19 1989-09-19 ACTUATING DEVICE FOR A THROTTLE VALVE ASSEMBLED IN A SUCTION LINE OF A DIESEL INTERNAL COMBUSTION ENGINE

Publications (1)

Publication Number Publication Date
EP0418484A1 true EP0418484A1 (en) 1991-03-27

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ID=6389676

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90112810A Withdrawn EP0418484A1 (en) 1989-09-19 1990-07-05 Intake manifold throttling valve driving device for a diesel engine

Country Status (4)

Country Link
US (1) US5065719A (en)
EP (1) EP0418484A1 (en)
JP (1) JPH03121220A (en)
DE (1) DE3931144A1 (en)

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JP2575890Y2 (en) * 1992-08-20 1998-07-02 日本トムソン株式会社 Linear motion rolling guide unit
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JP2563001Y2 (en) * 1992-12-17 1998-02-18 日本トムソン株式会社 Linear motion rolling guide unit
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Also Published As

Publication number Publication date
US5065719A (en) 1991-11-19
JPH03121220A (en) 1991-05-23
DE3931144A1 (en) 1991-03-28

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