EP0456904B1 - Power output control apparatus - Google Patents

Power output control apparatus Download PDF

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Publication number
EP0456904B1
EP0456904B1 EP90124384A EP90124384A EP0456904B1 EP 0456904 B1 EP0456904 B1 EP 0456904B1 EP 90124384 A EP90124384 A EP 90124384A EP 90124384 A EP90124384 A EP 90124384A EP 0456904 B1 EP0456904 B1 EP 0456904B1
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EP
European Patent Office
Prior art keywords
throttle valve
spring
control element
stop
closing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
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EP90124384A
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German (de)
French (fr)
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EP0456904A2 (en
EP0456904A3 (en
Inventor
Gerald Muschalik
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Mannesmann VDO AG
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Mannesmann VDO AG
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Publication of EP0456904A3 publication Critical patent/EP0456904A3/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

  • An adjusting device with a throttle valve determining the performance of an internal combustion engine, according to the preamble of claim 1, is known from DE-A-3900437.
  • carburetors have additional devices such as leaners, starting devices, idling devices, acceleration devices, saving devices, etc.
  • the devices complicate the construction of the carburetor and require increased construction costs, since additional injection nozzles, pumps, special designs of the nozzle needles and separate air supply lines are required, quite apart from the high control requirements associated therewith.
  • the power adjustment device must be regulated between a minimum and a maximum Idle position required. If the control fails, the actuator or control element must be in an idle emergency position.
  • power adjustment devices of the type mentioned are generally used where the accelerator pedal and the actuator are electronically linked.
  • the accelerator pedal is coupled to the driver and this to the control element.
  • a setpoint detection element cooperating with this and an actual value detection element interacting with it and acting on the electric actuator are provided, the electric actuator being controllable by the electronic control device as a function of the detected values.
  • the electrical linkage of the accelerator pedal and actuator with the electronic control device connected in between enables the accelerator pedal and the driver coupled to it to set predetermined setpoint positions in relation to the actual values represented by the position of the control element and actuator and to check for existing or missing plausibility conditions , so that in the presence or absence of certain plausibility conditions, there is the possibility of actuation via the electronic control device of the electric actuator to have a corrective effect on the actuator, which can be designed, for example, as a throttle valve or injection pump.
  • an intervention by the electronic control device to prevent wheel slip when starting due to excessive power input by the accelerator pedal can be provided.
  • Other automatic interventions in the power adjustment device are conceivable, for example, in the case of automatic switching operations of a transmission, a speed limit control or the previously discussed idle control of the internal combustion engine.
  • the invention has for its object to provide a power adjustment device of the type mentioned, a safe and accurate control of the internal combustion engine over the entire idle range and a response of the anti-slip control device with a structurally simple design and omitting complex components guaranteed.
  • the object is achieved in that, in addition to the one driver, two further drivers, which are arranged at a distance from one another and form a freewheel hook, are provided with at least two stops, between which a driver of the throttle shaft is accommodated.
  • the first driver ensures that it can be regulated from the full-load control range to the idling control range.
  • the Freewheel hook for receiving the lever of the throttle valve shaft can be adjusted by means of a first spring in the idling max direction and by means of a second spring in the idling min direction. This ensures that the throttle shaft is constantly pressurized, so that no torque jump occurs on the throttle valve shaft when adjusting and when adjusting the throttle valve. As a result, the throttle valve can be controlled very precisely and set to the desired position.
  • the lever of the throttle valve shaft which is movable between the two drivers can be adjusted by means of a third spring in the direction of the third driver of the freewheel hook and can be brought into abutment against the latter.
  • the third spring has the task of constantly actuating the lever of the throttle valve in the opening direction, i.e. in the direction of the idle max position, the electric motor acting by means of the first driver against the actuating force of the third spring and thereby the driver of the throttle valve in operative connection with the third Feather holds. If, for example, the electric motor is controlled in the upward direction by means of an electrical control device, the third spring adjusts the throttle valve shaft to the idle max position.
  • the freewheel hook can advantageously be brought into abutment by means of the first spring against a stop which is provided on the driver which can be adjusted via the accelerator pedal, when the idling control range is left the throttle valve is adjusted in the full-load direction via the accelerator pedal and the second driver, the accelerator pedal working against the action of the return spring. If the anti-slip rule occurs, the freewheel hook is moved away from the stop of the driver connected to the accelerator pedal against the action of the first spring or ASR spring and the throttle valve is adjusted to the desired position. In the anti-slip rule, the freewheel hook is adjusted via the electric motor. In this case, the driver has no influence on the position of the throttle valve.
  • the driver which is operatively connected to the electric motor, can be acted upon by the second spring in the idling direction (LL min ) and brought to bear against a fourth spring which, if a control device fails to control the electric motor, the throttle moved to an idle position not.
  • the throttle valve shaft is advantageously subjected to force in both directions of rotation, so that no torque jumps occur during a load change.
  • the moving parts of the actuator are protected and the life of the actuator is extended.
  • the invention makes it possible in a simple manner that the accelerator pedal is operatively connected via the driver and the first spring to a freewheel hook, which has the two drivers arranged at a distance from one another, between which the throttle valve shaft arranged lever between a lower idle position (LL min ) and an upper idle position (LL max ) is constantly pressurized. It is also advantageous that the first spring acting between the freewheel hook and the driver which is operatively connected to the accelerator pedal can be pretensioned via the electric motor or via the accelerator pedal. By using the spring, the stop connected to the throttle valve shaft can be easily moved away from the lever of the throttle valve shaft when the full-load control range is to be left.
  • the parts shown in the frame 18 according to Figure 1 form an actuator or a power adjustment device 10, which are combined in one unit.
  • the power adjustment device 10 includes a servomotor or electric motor 14 which is drive-connected to an output shaft 39 via a gear (not shown in the drawing), which is drive-connected via a first driver 45 to a throttle valve shaft 36 and then a throttle valve 9.
  • the actuating forces of the electric motor 14 are transmitted to the throttle valve 9 in the regulating direction via the driver 45, and this results in an adjustment to the desired position up to LL min .
  • the power adjustment device 10 can be adjusted by means of an accelerator pedal 1, a lever 2 being shifted between an idling stop LL and a full-load stop VL by actuating the accelerator pedal 1 and pretensioned in the idling direction LL by a return spring 5.
  • the accelerator pedal 1 is connected to a driver 4 by means of a throttle cable 3, so that when the accelerator pedal 1 is actuated, the driver 4 is displaced in the direction of the full load stop VL.
  • At least one return spring 6 is connected to the driver 4, which prestresses it in the idling direction LL. As long as the throttle cable 3 is not acted upon, the driver 4 rests against the idling stop LL assigned to it.
  • the driver 4 interacts via a first spring 46 with a freewheel hook 47 which, according to the invention, consists of an adjustably mounted linkage 61 with drivers 49, 51 arranged thereon, which form a recess in which a first control element part 8a is received with a lever 52.
  • the freewheel hook 47 is pulled by means of the spring 46 against a stop 63 provided on the driver 4, so that the freewheel hook 47 can move away from it if necessary.
  • the first control element part 8a consists of the lever 52 and a throttle valve shaft 36 receiving it.
  • the power adjustment device 10 according to the invention has, in addition to the first control element part 8a, a second control element part 8b designed as an output shaft 39 of the electric motor 14.
  • the output shaft 39 has at the end a first driver 45, which can be brought into abutment against a driver or lever 44 arranged on the throttle valve shaft 36, so that the first driver 45 and the driver 44 represent a one-way clutch which only adjusts the throttle valve shaft 36 towards the idle position LL min. enables.
  • a spring 22 is connected to the output shaft 39, the other end of which is connected to a fixed point 69 in the power adjustment device 10 and the output shaft 39 and thus also the throttle valve shaft 36 with the associated throttle valve 9 in the direction of the minimal idling position (LL min ) preloaded.
  • LL min is also the first control element part 8a with its lever 52 against the second carrier 49, so that over the entire idling control range LL min to LL max of the freewheeling hook is pretensioned in the idling direction LL min 47th
  • the accelerator pedal 1 is actuated
  • the throttle valve shaft 36 is actuated via the second driver 49 outside the idle control range, ie part-load or full-load operation, in the opening direction.
  • the spring 46 pulls the freewheel hook 47 against the stop 63 in part-load or full-load operation, so that the two control elements are adjusted as a unit.
  • the catch 45 lies against the catch 44, as already explained, the spring 22 acting on the throttle valve shaft 36 in the idling min position, so that one against the Output shaft 39 acting emergency running spring 20 is compressed.
  • the throttle valve 9 is adjusted between the operating positions LL min and LL max in an angular range of 8 ° by means of the electric motor 14, the output shaft 39 of the electric motor 14 is rotated by approximately 560 ° by a gear, not shown in the drawing .
  • the emergency-running spring 20 thereby ensures that when a defect in an electronic control device 17 or electric motor 14, the resistance moments of Eelektromotors 14 or the gear parts or the negative pressure forces are overcome and a return of the throttle valve 9 in the idle emergency position (LL not ).
  • the actual value detection device 19 is advantageously mounted in the area of the pivotable freewheel hook 47, while the setpoint value detection device 65 is provided in the area of the driver 4.
  • ASR anti-slip rule
  • the electronic control device 17 which contains conditioning, logic and control circuits, is indicated schematically.
  • the control device 17 stores values for vehicle adaptation and processes the digital or digitized values of various input variables, which then regulate the desired position of the throttle valve 9 via an analog part.
  • the electronic control device 17 interacts with the actual value detection device 19 belonging to the control element parts 8a, 8b and with the setpoint detection device 65 assigned to the driver 4 and determining the respective position of the driver 4.
  • a potentiometer 66 is assigned to the first actual value detection device 19 and a second potentiometer 67 to the setpoint value detection device 65.
  • the control device 17 has the task of all input signals, e.g. Speed to be recorded by means of potentiometers 66.67 and compared with one another. If, for example, the vehicle speed deviates from the setpoint, the actuator is activated until the specified speed is reached.
  • Speed e.g. Speed to be recorded by means of potentiometers 66.67 and compared with one another. If, for example, the vehicle speed deviates from the setpoint, the actuator is activated until the specified speed is reached.
  • Signals are also detected by the electronic control device 17 via an idle contact 68, which is activated by the driver 4, when it comes to rest against the idle stop LL assigned to it, so that the electric motor is controlled by the control device in the idle control range.
  • the electronic control device 17 serves the purpose of building up a safety logic relating to the control of the first and second control element parts 8a, 8b. As soon as the electronic control device 17 or the electric motor 14 no longer function properly, the throttle valve 9 is moved into the idle emergency position LL not by the emergency running spring 20 which is biased in the direction of the maximum idling position.
  • regulation can be carried out upwards (LL max ) and downwards (LL min ) over the entire idling range by means of a single actuator. Furthermore, it is possible, by means of the first electric motor 14 and the first driver 45, to ensure that the internal combustion engine is shut down outside the idling control range in the anti-slip control case (ASR), in which case the Driver cannot influence the throttle valve position via the accelerator pedal.
  • ASR anti-slip control case
  • the freewheel hook 47 for receiving the lever 52 of the throttle valve shaft 39 is adjustable by means of the first spring 46 in the idle max direction and by means of a second spring 22 in the idle min direction, and that the third spring 70 controls the lever 52 acted upon in the control direction. This ensures that the throttle shaft 36 is constantly pressurized. This allows the throttle valve 9 to be controlled very precisely and set to the desired position.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Description

Eine Verstelleinrichtung mit einer die Leistung einer Brennkraftmaschine bestimmenden Drosselklappe, gemäß oberbegriff des Anspruchs 1, ist bekannt aus der DE-A-3900437.An adjusting device with a throttle valve determining the performance of an internal combustion engine, according to the preamble of claim 1, is known from DE-A-3900437.

An mit Vergasern oder Einspritzpumpen zusammenwirkende solche Verstelleinrichtungen ist die Anforderung einer optimalen Regelung der Brennkraftmaschine über den gesamten Lastbereich zu stellen. Hierzu bedarf es eines komplizierten Aufbaus bzw. einer komplizierten Steuerung. So weisen Vergaser beispielsweise neben der eigentlichen Einrichtung zur Gemischbildung Zusatzeinrichtungen wie Abmagerungs-, Start-, Leerlauf-, Beschleunigungs-, Spareinrichtungen usw. auf. Die Einrichtungen verkomplizieren den Aufbau des Vergasers und erfordern einen erhöhten Bauaufwand, indem zusätzliche Einspritzdüsen, Pumpen, besondere Ausgestaltungen der Düsennadeln und separate Luftzuführungen erforderlich sind, ganz abgesehen von den hiermit verbundenen hohen Steuerungsanforderungen.At such adjusting devices cooperating with carburetors or injection pumps, the requirement for optimal control of the internal combustion engine must be made over the entire load range. This requires a complicated structure or a complicated control. For example, in addition to the actual device for mixture formation, carburetors have additional devices such as leaners, starting devices, idling devices, acceleration devices, saving devices, etc. The devices complicate the construction of the carburetor and require increased construction costs, since additional injection nozzles, pumps, special designs of the nozzle needles and separate air supply lines are required, quite apart from the high control requirements associated therewith.

Von besonderer Bedeutung ist bei Leistungs-Verstelleinrichtungen die Beherrschung des Lastzustandes des Leerlaufs, bei dem von den Brennkraftmaschinen nur eine minimale Leistung abgegeben wird, dieser aber gerade bei Kraftfahrzeugen unter Umständen Verbraucher gegenüberstehen, die eine große Leistung fordern, wie Gebläse, Heckscheibenbeheizung, Klimaanlage usw. Um diesen eventuellen Leistungsanforderungen Rechnung zu tragen, ist eine Regelung der Leistungs-Verstelleinrichtung zwischen einer minimalen und einer maximalen Leerlaufstellung erforderlich. Bei Ausfall der Regelung ist eine Leerlaufnotstellung des Stellglieds bzw. Steuerelements sicherzustellen.Of particular importance in power adjustment devices is the mastery of the load state of idling, in which only one of the internal combustion engines minimum output is given, but this may be the case in motor vehicles, in certain circumstances, for consumers who require high output, such as blowers, rear window heating, air conditioning, etc. In order to take these potential performance requirements into account, the power adjustment device must be regulated between a minimum and a maximum Idle position required. If the control fails, the actuator or control element must be in an idle emergency position.

Im Unterschied zu der beschriebenen Problemstellung finden Leistungs-Verstelleinrichtungen der genannten Art in aller Regel dort Verwendung, wo das Fahrpedal und das Stellglied elektronisch miteinander verknüpft sind. Das Fahrpedal ist mit dem Mitnehmer gekoppelt und dieser mit dem Steuerelement. Ferner ist ein mit diesem zusammenwirkendes Sollwerterfassungelement und ein mit diesem zusammenwirkendes und auf den elektrischen Stellantrieb einwirkendes Istwerterfassungselement vorgesehen, wobei der elektrische Stellantrieb in Abhängigkeit von den erfaßten Werten durch die elektronische Regeleinrichtung ansteuerbar ist. Die elektrische Verknüpfung von Fahrpedal und Stellglied mit der dazwischengeschalteten elektronischen Regeleinrichtung ermöglicht es, durch das Fahrpedal und den mit diesem gekoppelten Mitnehmer vorgegebene Sollwertpositionen in Bezug zu den durch die Stellung des Steuerelements und Stellglieds wiedergegebenen Istwerten zu setzen und auf gegebene oder fehlende Plausibilitätsbedingungen hin zu überprüfen, so daß bei Vorliegen bzw. Fehlen bestimmter Plausibilitätsbedingungen die Möglichkeit besteht, über die elektronische Regeleinrichtung durch Ansteuerung des elektrischen Stellantriebs korrigierend auf das Stellglied, das beispielsweise als Drosselklappe oder Einspritzpumpe ausgebildet sein kann, einzuwirken. So kann beispielsweise ein Eingriff durch die elektronische Regeleinrichtung zur Vermeidung von Radschlupf beim Anfahren infolge zu hoher Leistungsvorgabe durch das Gaspedal vorgesehen sein. Andere automatische Eingriffe in die Leistungs-Verstelleinrichtung sind beispielsweise denkbar bei automatischen Schaltvorgängen eines Getriebes, einer Geschwindigkeitsbegrenzungsregelung oder der zuvor erörterten Leerlauf-Regelung der Brennkraftmaschine.In contrast to the problem described, power adjustment devices of the type mentioned are generally used where the accelerator pedal and the actuator are electronically linked. The accelerator pedal is coupled to the driver and this to the control element. Furthermore, a setpoint detection element cooperating with this and an actual value detection element interacting with it and acting on the electric actuator are provided, the electric actuator being controllable by the electronic control device as a function of the detected values. The electrical linkage of the accelerator pedal and actuator with the electronic control device connected in between enables the accelerator pedal and the driver coupled to it to set predetermined setpoint positions in relation to the actual values represented by the position of the control element and actuator and to check for existing or missing plausibility conditions , so that in the presence or absence of certain plausibility conditions, there is the possibility of actuation via the electronic control device of the electric actuator to have a corrective effect on the actuator, which can be designed, for example, as a throttle valve or injection pump. For example, an intervention by the electronic control device to prevent wheel slip when starting due to excessive power input by the accelerator pedal can be provided. Other automatic interventions in the power adjustment device are conceivable, for example, in the case of automatic switching operations of a transmission, a speed limit control or the previously discussed idle control of the internal combustion engine.

Demgegenüber liegt der Erfindung die Aufgabe zugrunde, eine Leistungs-Verstelleinrichtung der eingangs genannten Art zu schaffen, die bei einer baulich einfachen Gestaltung und bei Fortlassung aufwendiger Bauteile eine sichere und genaue Regelung der Brennkraftmaschine über den gesamten Leerlaufbereich und bei Ansprechen der Antischlupf-Regeleinrichtung ein Abregeln gewährleistet. Gelöst wird die Aufgabe dadurch, daß neben dem einen Mitnehmer zwei weitere, mit Abstand zueinander angeordnete, einen Freilaufhaken bildende Mitnehmer mit mindesten zwei Anschlägen vorgesehen sind, zwischen denen ein Mitnehmer der Drosselkappenwelle aufgenommen ist. Durch die Verwendung des ersten Mitnehmers zwischen Elektromotor und der Drosselklappenwelle läßt sich auf einfache Weise die auf der Ausgangswelle des Motors vorgesehene Kupplung einsparen. Tritt im Volllast-Regelbereich ein Antischlupf-Regelfall auf, so stellt der erste Mitnehmer sicher, daß aus dem Vollast-Regelbereich in den Leerlauf-Regelbereich abgeregelt werden kann. Hierzu ist es vorteilhaft, daß der Freilaufhaken zur Aufnahme des Hebels der Drosselklappenwelle mittels einer ersten Feder in Leerlaufmax-Richtung und mittels einer zweiten Feder in Leerlaufmin-Richtung verstellbar ist. Dadurch wird sichergestellt, daß die Drosselkappenwelle ständig druckmittelbeaufschlagt ist, so daß beim Aufregeln sowie beim Abregeln bei der Verstellung der Drosselklappe kein Momentensprung an der Drosselklappenwelle auftritt. Hierdurch läßt sich die Drosselklappe sehr genau ansteuern und auf die jeweils gewünschte Position einstellen.In contrast, the invention has for its object to provide a power adjustment device of the type mentioned, a safe and accurate control of the internal combustion engine over the entire idle range and a response of the anti-slip control device with a structurally simple design and omitting complex components guaranteed. The object is achieved in that, in addition to the one driver, two further drivers, which are arranged at a distance from one another and form a freewheel hook, are provided with at least two stops, between which a driver of the throttle shaft is accommodated. By using the first driver between the electric motor and the throttle valve shaft, the coupling provided on the output shaft of the motor can be saved in a simple manner. If an anti-slip rule occurs in the full-load control range, the first driver ensures that it can be regulated from the full-load control range to the idling control range. For this purpose, it is advantageous that the Freewheel hook for receiving the lever of the throttle valve shaft can be adjusted by means of a first spring in the idling max direction and by means of a second spring in the idling min direction. This ensures that the throttle shaft is constantly pressurized, so that no torque jump occurs on the throttle valve shaft when adjusting and when adjusting the throttle valve. As a result, the throttle valve can be controlled very precisely and set to the desired position.

Gemäß einer besonderen Ausführungsform der Erfindung ist vorgesehen, daß der zwischen den beiden Mitnehmern bewegliche Hebel der Drosselklappenwelle mittels einer dritten Feder in Richtung des dritten Mitnehmers des Freilaufhakens verstellbar und gegen diesen zur Anlage bringbar ist. Die dritte Feder hat die Aufgabe, den Hebel der Drosselklappe ständig in Aufregelrichtung, d.h. in Richtung der LeerlaufmaxPosition zu beaufschlagen, wobei der Elektromotor mittels des ersten Mitnehmers gegen die Stellkraft der dritten Feder wirkt und dadurch den Mitnehmer der Drosselklappe in Wirkverbindung mit der dritten Feder hält. Wird beispielsweise der Elektromotor mittels einer elektrischen Regeleinrichtung in Aufregelrichtung angesteuert, so führt die dritte Feder die Drosselklappenwelle bis zur Leerlaufmax-Position nach.According to a special embodiment of the invention it is provided that the lever of the throttle valve shaft which is movable between the two drivers can be adjusted by means of a third spring in the direction of the third driver of the freewheel hook and can be brought into abutment against the latter. The third spring has the task of constantly actuating the lever of the throttle valve in the opening direction, i.e. in the direction of the idle max position, the electric motor acting by means of the first driver against the actuating force of the third spring and thereby the driver of the throttle valve in operative connection with the third Feather holds. If, for example, the electric motor is controlled in the upward direction by means of an electrical control device, the third spring adjusts the throttle valve shaft to the idle max position.

Da in vorteilhafter Weise der Freilaufhaken mittels der ersten Feder gegen einen Anschlag zur Anlage bringbar ist, der an dem über das Fahrpedal verstellbaren Mitnehmer vorgesehen ist, wird bei Verlassen des Leerlaufregelbereichs die Drosselklappe über das Fahrpedal und den zweiten Mitnehmer in Vollastrichtung verstellt, wobei das Fahrpedal gegen die Wirkung der Rückstellfeder arbeitet. Tritt der Antischlupf-Regelfall auf, so wird der Freilaufhaken von dem Anschlag des mit dem Fahrpedal verbundenen Mitnehmers gegen die Wirkung der ersten Feder bzw. ASR-Feder wegbewegt und die Drosselklappe in die gewünschte Position verstellt. Die Verstellung des Freilaufhakens erfolgt im Antischlupf-Regelfall über den Elektromotor. Der Fahrer hat in diesem Fall keinen Einfluß auf die Stellung der Drosselklappe.Since the freewheel hook can advantageously be brought into abutment by means of the first spring against a stop which is provided on the driver which can be adjusted via the accelerator pedal, when the idling control range is left the throttle valve is adjusted in the full-load direction via the accelerator pedal and the second driver, the accelerator pedal working against the action of the return spring. If the anti-slip rule occurs, the freewheel hook is moved away from the stop of the driver connected to the accelerator pedal against the action of the first spring or ASR spring and the throttle valve is adjusted to the desired position. In the anti-slip rule, the freewheel hook is adjusted via the electric motor. In this case, the driver has no influence on the position of the throttle valve.

Gemäß eines besonderen Merkmals der erfindungsgemäßen Lösung ist schließlich vorgesehen, daß der mit dem Elektromotor in Wirkverbindung stehende Mitnehmer mittels der zweiten Feder in die Leerlaufrichtung (LLmin) beaufschlagbar und gegen eine vierte Feder zur Anlage bringbar ist, die bei Ausfall einer Regeleinrichtung zur Ansteuerung des Elektromotors die Drosselklappe in eine Leerlaufnot-Position verstellt. Hierdurch wird auf vorteilhafte Weise die Drosselklappenwelle in beide Drehrichtungen kraftmäßig beaufschlagt, so daß bei einem Lastwechsel keine Momentensprünge auftreten. Hierdurch werden die beweglichen Teile des Stellglieds sehr geschont und dadurch die Lebensdauer des Stellglieds verlängert.According to a special feature of the solution according to the invention, it is finally provided that the driver, which is operatively connected to the electric motor, can be acted upon by the second spring in the idling direction (LL min ) and brought to bear against a fourth spring which, if a control device fails to control the electric motor, the throttle moved to an idle position not. As a result, the throttle valve shaft is advantageously subjected to force in both directions of rotation, so that no torque jumps occur during a load change. As a result, the moving parts of the actuator are protected and the life of the actuator is extended.

Durch die Erfindung wird es auf einfache Weise möglich, daß das Fahrpedal über den Mitnehmer und die erste Feder mit einem Freilaufhaken wirkungsmäßig verbunden ist, der die zwei mit Abstand zueinander angeordneten Mitnehmer aufweist, zwischen denen der an die Drosselklappenwelle angeordnete Hebel zwischen einer unteren Leerlaufstellung (LLmin) und einer oberen Leerlaufstellung (LLmax) ständig druckmittelbeaufschlagbar ist. Vorteilhaft ist es ferner, daß die zwischen dem Freilaufhaken und dem mit dem Fahrpedal wirkungsmäßig verbundenen Mitnehmer wirkende erste Feder über den Elektromotor oder über das Fahrpedal vorspannbar ist. Durch die Verwendung der Feder läßt sich auf einfache Weise der mit der Drosselklappenwelle verbundene Anschlag vom Hebel der Drosselklappenwelle wegbewegen, wenn der Vollast-Regelbereich verlassen werden soll. Ferner ist es in vorteilhafter Weise möglich, im Antischlupf-Regelfall den Freilaufhaken sofort vom Anschlag wegzubewegen, so daß der Fahrer dann auf die Stellung der Drosselklappenwelle keinen Einfluß mehr hat. Im Antischlupf-Regelfall wird der Elektromotor über die Regeleinrichtung so lange angesteuert, bis sich die Normalsituation wieder einstellt.The invention makes it possible in a simple manner that the accelerator pedal is operatively connected via the driver and the first spring to a freewheel hook, which has the two drivers arranged at a distance from one another, between which the throttle valve shaft arranged lever between a lower idle position (LL min ) and an upper idle position (LL max ) is constantly pressurized. It is also advantageous that the first spring acting between the freewheel hook and the driver which is operatively connected to the accelerator pedal can be pretensioned via the electric motor or via the accelerator pedal. By using the spring, the stop connected to the throttle valve shaft can be easily moved away from the lever of the throttle valve shaft when the full-load control range is to be left. Furthermore, it is advantageously possible to move the freewheel hook away from the stop immediately in the anti-slip rule, so that the driver then no longer has any influence on the position of the throttle valve shaft. In the anti-slip rule, the electric motor is controlled via the control device until the normal situation is restored.

Weitere Merkmale der Erfindung sind in der Beschreibung der Figuren dargestellt.Further features of the invention are shown in the description of the figures.

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

Figur 1
ein Blockschaltbild zur Verdeutlichung der prinzipiellen Funktion der erfindungsgemäßen Leistungs-Verstelleinrichtung mit dem erfindungsgemäßen Freilaufhaken.
In the figures, the invention is shown in one embodiment, for example, without being limited to this embodiment. It shows:
Figure 1
a block diagram to illustrate the basic function of the power adjustment device according to the invention with the freewheel hook according to the invention.

Die in dem Rahmen 18 dargestellten Teile gemäß Figur 1 bilden ein Stellglied bzw. eine Leistungs-Verstelleinrichtung 10, die in einer Baueinheit zusammengefaßt sind. Zu der Leistungs-Verstelleinrichtung 10 gehört ein Stellmotor bzw. Elektromotor 14, der über ein in der Zeichnung nicht dargestelltes Getriebe mit einer Abtriebswelle 39 antriebsverbunden ist, die über einen ersten Mitnehmer 45 mit einer Drosselklappenwelle 36 und dann einer Drosselklappe 9 antriebsmäßig verbunden ist. Über den Mitnehmer 45 werden die Stellkräfte des Elektromotors 14 zur Drosselklappe 9 in Abregelrichtung übertragen, und dadurch wird eine Verstellung in die gewünschte Position bis LLmin herbeigeführt.The parts shown in the frame 18 according to Figure 1 form an actuator or a power adjustment device 10, which are combined in one unit. The power adjustment device 10 includes a servomotor or electric motor 14 which is drive-connected to an output shaft 39 via a gear (not shown in the drawing), which is drive-connected via a first driver 45 to a throttle valve shaft 36 and then a throttle valve 9. The actuating forces of the electric motor 14 are transmitted to the throttle valve 9 in the regulating direction via the driver 45, and this results in an adjustment to the desired position up to LL min .

Wie aus Figur 1 hervorgeht, kann die Leistungs-Verstelleinrichtung 10 über ein Fahrpedal 1 verstellt werden, wobei durch Betätigung des Fahrpedals 1 ein Hebel 2 zwischen einem Leerlaufanschlag LL und einem Vollastanschlag VL verschoben und über eine Rückzugfeder 5 in Leerlaufrichtung LL vorgespannt wird. Das Fahrpedal 1 ist mittels eines Gaszugs 3 an einen Mitnehmer 4 angeschlossen, so daß bei Betätigung des Fahrpedals 1 der Mitnehmer 4 in Richtung des Vollastanschlags VL verschoben wird.As can be seen from FIG. 1, the power adjustment device 10 can be adjusted by means of an accelerator pedal 1, a lever 2 being shifted between an idling stop LL and a full-load stop VL by actuating the accelerator pedal 1 and pretensioned in the idling direction LL by a return spring 5. The accelerator pedal 1 is connected to a driver 4 by means of a throttle cable 3, so that when the accelerator pedal 1 is actuated, the driver 4 is displaced in the direction of the full load stop VL.

An den Mitnehmer 4 ist mindestens eine Rückstellfeder 6 angeschlossen, die diesen in Leerlaufrichtung LL vorspannt. Solange der Gaszug 3 nicht beaufschlagt wird, liegt der Mitnehmer 4 an dem ihm zugeordneten Leerlaufanschlag LL an.At least one return spring 6 is connected to the driver 4, which prestresses it in the idling direction LL. As long as the throttle cable 3 is not acted upon, the driver 4 rests against the idling stop LL assigned to it.

Der Mitnehmer 4 wirkt über eine erste Feder 46 mit einem Freilaufhaken 47 zusammen, der erfindungsgemäß aus einem verstellbar gelagerten Gestänge 61 mit daran angeordneten Mitnehmern 49,51 besteht, die eine Ausnehmung bilden, in der ein erstes Steuerelementteil 8a mit einem Hebel 52 aufgenommen ist.The driver 4 interacts via a first spring 46 with a freewheel hook 47 which, according to the invention, consists of an adjustably mounted linkage 61 with drivers 49, 51 arranged thereon, which form a recess in which a first control element part 8a is received with a lever 52.

Der Freilaufhaken 47 wird mittels der Feder 46 gegen einen am Mitnehmer 4 vorgesehenen Anschlag 63 gezogen, so daß sich der Freilaufhaken 47 im Bedarfsfall von diesem wegbewegen kann.The freewheel hook 47 is pulled by means of the spring 46 against a stop 63 provided on the driver 4, so that the freewheel hook 47 can move away from it if necessary.

Das erste Steuerelementteil 8a besteht aus dem Hebel 52 und einer diesen aufnehmenden Drosselklappenwelle 36. Die erfindungsgemäße Leistungs-Verstelleinrichtung 10 weist neben dem ersten Steuerelementteil 8a ein zweites als Abtriebswelle 39 des Elektromotors 14 ausgebildetes Steuerelementteil 8b auf.The first control element part 8a consists of the lever 52 and a throttle valve shaft 36 receiving it. The power adjustment device 10 according to the invention has, in addition to the first control element part 8a, a second control element part 8b designed as an output shaft 39 of the electric motor 14.

Die Abtriebswelle 39 weist endseitig einen ersten Mitnehmer 45 auf, der gegen einen an der Drosselklappenwelle 36 angeordneten Mitnehmer bzw. Hebel 44 zur Anlage bringbar ist, so daß der erste Mitnehmer 45 und der Mitnehmer 44 eine Einwegkupplung darstellen, die eine Verstellung der Drosselklappenwelle 36 nur in Richtung der Leerlaufposition LLmin. ermöglicht. An die Abtriebswelle 39 ist eine Feder 22 angeschlossen, die mit ihrem anderen Ende an einen ortsfesten Punkt 69 in der Leistungs-Verstelleinrichtung 10 angeschlossen ist und die Abtriebswelle 39 und somit auch die Drosselklappenwelle 36 mit der zugehörigen Drosselklappe 9 in Richtung minimaler Leerlaufstellung (LLmin) vorspannt. In dieser Stellung LLmin liegt auch das erste Steuerelementteil 8a mit seinem Hebel 52 gegen den zweiten Mitnehmer 49 an, so daß über den gesamten Leerlaufregelbereich LLmin bis LLmax der Freilaufhaken 47 in Leerlaufrichtung LLmin vorgespannt ist. Wird beispielsweise das Fahrpedal 1 betätigt, so wird über den zweiten Mitnehmer 49 die Drosselklappenwelle 36 außerhalb des Leerlaufregelbereichs, d.h. Teillast- bzw. Vollastbetrieb, in Aufregelrichtung betätigt. Die Feder 46 zieht im Teillast- bzw. Vollastbetrieb den Freilaufhaken 47 gegen den Anschlag 63, so daß die beiden Steuerelemente als Einheit verstellt werden.The output shaft 39 has at the end a first driver 45, which can be brought into abutment against a driver or lever 44 arranged on the throttle valve shaft 36, so that the first driver 45 and the driver 44 represent a one-way clutch which only adjusts the throttle valve shaft 36 towards the idle position LL min. enables. A spring 22 is connected to the output shaft 39, the other end of which is connected to a fixed point 69 in the power adjustment device 10 and the output shaft 39 and thus also the throttle valve shaft 36 with the associated throttle valve 9 in the direction of the minimal idling position (LL min ) preloaded. In this position LL min is also the first control element part 8a with its lever 52 against the second carrier 49, so that over the entire idling control range LL min to LL max of the freewheeling hook is pretensioned in the idling direction LL min 47th If, for example, the accelerator pedal 1 is actuated, the throttle valve shaft 36 is actuated via the second driver 49 outside the idle control range, ie part-load or full-load operation, in the opening direction. The spring 46 pulls the freewheel hook 47 against the stop 63 in part-load or full-load operation, so that the two control elements are adjusted as a unit.

Um die beiden Steuerelementteile 8a und 8b in einer Abregelrichtung mechanisch miteinander zu kuppeln, liegt, wie bereits erläutert, der Mitnehmer 45 gegen den Mitnehmer 44 an, wobei die Feder 22 die Drosselklappenwelle 36 in die Leerlaufmin-Position beaufschlagt, so daß eine gegen die Abtriebswelle 39 wirkende Notlauffeder 20 zusammengedrückt wird. Unterstellt man, daß die Drosselklappe 9 zwischen den Betriebsstellungen LLmin und LLmax in einem Winkelbereich von 8° mittels des Elektromotors 14 verstellt wird, so wird die Abtriebswelle 39 des Elektromotors 14 durch ein in der Zeichnung nicht dargestelltes Getriebe um ca. 560° gedreht. Die Notlauffeder 20 stellt dabei sicher, daß bei einem Defekt in einer elektronischen Regeleinrichtung 17 oder des Elektromotors 14 die Widerstands-momente des Eelektromotors 14 oder der Getriebeteile bzw. die Unterdruckkräfte überwunden werden und eine Rückführung der Drosselklappe 9 in die Leerlaufnot-Position (LLnot) erfolgt.In order to mechanically couple the two control element parts 8a and 8b with one another in a regulating direction, the catch 45 lies against the catch 44, as already explained, the spring 22 acting on the throttle valve shaft 36 in the idling min position, so that one against the Output shaft 39 acting emergency running spring 20 is compressed. Assuming that the throttle valve 9 is adjusted between the operating positions LL min and LL max in an angular range of 8 ° by means of the electric motor 14, the output shaft 39 of the electric motor 14 is rotated by approximately 560 ° by a gear, not shown in the drawing . The emergency-running spring 20 thereby ensures that when a defect in an electronic control device 17 or electric motor 14, the resistance moments of Eelektromotors 14 or the gear parts or the negative pressure forces are overcome and a return of the throttle valve 9 in the idle emergency position (LL not ).

Bei der Übersetzung der Drehbewegung der Abtriebswelle 39 des Elektromotors 14 ist die Istwerterfassungseinrichtung 19 vorteilhaft im Bereich des schwenkbaren Freilaufhakens 47 angebracht, während die Sollwerterfassungeinrichtung 65 im Bereich des Mitnehmers 4 vorgesehen ist.When translating the rotary movement of the output shaft 39 of the electric motor 14, the actual value detection device 19 is advantageously mounted in the area of the pivotable freewheel hook 47, while the setpoint value detection device 65 is provided in the area of the driver 4.

Tritt ein Antischlupf-Regelfall (ASR) auf, so erfolgt mittels des ersten Elektromotors 14 ein Abregeln der Brennkraftmaschine. Hierdurch wird die Betriebssicherheit erhöht, da sichergestellt wird , daß im ASR-Regelfall kein Aufregeln der Brennkraftmaschine möglich ist, weil der Mitnehmer 45 die Drosselklappenwelle 36 nicht in Richtung Öffnen drehen kann.If an anti-slip rule (ASR) occurs, the internal combustion engine is shut down by means of the first electric motor 14. This increases operational reliability, since it is ensured that, in the ASR rule, it is not possible to regulate the internal combustion engine because the driver 45 cannot turn the throttle valve shaft 36 in the opening direction.

In Figur 1 ist die elektronische Regeleinrichtung 17, die Aufbereitungs-, Logik- und Regelschaltungen enthält, schematisch angedeutet. In ihrem Digitalteil speichert die Regeleinrichtung 17 Werte für die Fahrzeuganpassung und verarbeitet die digitalen oder digitalisierten Werte verschiedener Eingangsgrößen, die dann die gewünschte Stellung der Drosselklappe 9 über ein Analogteil regeln. Mit der elektronischen Regeleinrichtung 17 wirkt die eine zu den Steuerelementteilen 8a,8b gehörende Istwerterfassungseinrichtung 19 sowie eine dem Mitnehmer 4 zugeordnete, die jeweilige Position des Mitnehmers 4 ermittelnde Sollwerterfassungseinrichtung 65 zusammen.In Figure 1, the electronic control device 17, which contains conditioning, logic and control circuits, is indicated schematically. In its digital part, the control device 17 stores values for vehicle adaptation and processes the digital or digitized values of various input variables, which then regulate the desired position of the throttle valve 9 via an analog part. The electronic control device 17 interacts with the actual value detection device 19 belonging to the control element parts 8a, 8b and with the setpoint detection device 65 assigned to the driver 4 and determining the respective position of the driver 4.

Der ersten Istwerterfassungseinrichtung 19 ist ein Potentiometer 66 und der Sollwerterfassungseinrichtung 65 ein zweiter Potentiometer 67 zugeordnet.A potentiometer 66 is assigned to the first actual value detection device 19 and a second potentiometer 67 to the setpoint value detection device 65.

Die Regeleinrichtung 17 hat die Aufgabe, alle eingegebenen Signale, z.B. Geschwindigkeit, mittels der Potentiometer 66,67 zu erfassen und miteinander zu vergleichen. Weicht beispielsweise die Fahrgeschwindigkeit vom gesetzten Sollwert ab, so wird das Stellglied so lange angesteuert, bis die vorgegebene Geschwindigkeit erreicht ist.The control device 17 has the task of all input signals, e.g. Speed to be recorded by means of potentiometers 66.67 and compared with one another. If, for example, the vehicle speed deviates from the setpoint, the actuator is activated until the specified speed is reached.

Von der elektronischen Regeleinrichtung 17 werden darüberhinaus über einen Leerlaufkontakt 68, der von dem Mitnehmer 4 aktiviert wird, Signale erfaßt, wenn dieser an dem ihm zugeordneten Leerlaufanschlag LL zur Anlage kommt, so daß im Leerlauf-Regelbereich der Elektromotor über die Regeleinrichtung angesteuert wird.Signals are also detected by the electronic control device 17 via an idle contact 68, which is activated by the driver 4, when it comes to rest against the idle stop LL assigned to it, so that the electric motor is controlled by the control device in the idle control range.

Die elektronische Regeleinrichtung 17 dient im Zusammenwirken mit der Istwerterfassungseinrichtung 19 und den externen Bezugsgrößen dem Zweck, eine Sicherheitslogik betreffend der Steuerung des ersten und zweiten Steuerelementteils 8a,8b aufzubauen. Sobald die elektronische Regeleinrichtung 17 oder der Elektromotor 14 nicht mehr einwandfrei funktionieren, wird durch die in Richtung der maximalen Leerlaufstellung vorgespannte Notlauffeder 20 die Drosselklappe 9 in die Leerlaufnot-Stellung LLnot bewegt.In cooperation with the actual value detection device 19 and the external reference variables, the electronic control device 17 serves the purpose of building up a safety logic relating to the control of the first and second control element parts 8a, 8b. As soon as the electronic control device 17 or the electric motor 14 no longer function properly, the throttle valve 9 is moved into the idle emergency position LL not by the emergency running spring 20 which is biased in the direction of the maximum idling position.

Mit der erfindungsgemäßen Leistungs-Verstelleinrichtung kann über den gesamten Leerlaufbereich mittels eines einzigen Stellglieds eine Regelung nach oben (LLmax) und nach unten (LLmin) erfolgen. Ferner ist es möglich, mittels des ersten Elektromotors 14 und des ersten Mitnehmers 45 außerhalb des Leerlauf-Regelbereichs im Antischlupfregelfall (ASR) ein Abregeln der Brennkraftmaschine sicherzustellen, wobei in diesem Regelfall der Fahrer nicht über das Fahrpedal auf die Drosselklappenstellung einwirken kann.With the power adjustment device according to the invention, regulation can be carried out upwards (LL max ) and downwards (LL min ) over the entire idling range by means of a single actuator. Furthermore, it is possible, by means of the first electric motor 14 and the first driver 45, to ensure that the internal combustion engine is shut down outside the idling control range in the anti-slip control case (ASR), in which case the Driver cannot influence the throttle valve position via the accelerator pedal.

Besonders vorteilhaft ist es, daß der Freilaufhaken 47 zur Aufnahme des Hebels 52 der Drosselklappenwelle 39 mittels der ersten Feder 46 in Leerlaufmax-Richtung und mittels einer zweiten Feder 22 in Leerlaufmin-Richtung verstellbar ist, und daß die dritte Feder 70 den Hebel 52 in Aufregelrichtung beaufschlagt. Dadurch wird sichergestellt, daß die Drosselkappenwelle 36 ständig druckmittelbeaufschlagt ist. Hierdurch läßt sich die Drosselklappe 9 sehr genau ansteuern und auf die jeweils gewünschte Position einstellen.It is particularly advantageous that the freewheel hook 47 for receiving the lever 52 of the throttle valve shaft 39 is adjustable by means of the first spring 46 in the idle max direction and by means of a second spring 22 in the idle min direction, and that the third spring 70 controls the lever 52 acted upon in the control direction. This ensures that the throttle shaft 36 is constantly pressurized. This allows the throttle valve 9 to be controlled very precisely and set to the desired position.

BezugszeichenlisteReference list

11
FahrpedalAccelerator pedal
22nd
Hebellever
33rd
GaszugThrottle cable
44th
MitnehmerCarrier
55
RückzugfederReturn spring
66
RückstellfederReturn spring
8a8a
SteuerelementteilControl part
8b8b
SteuerelementteilControl part
99
Drosselklappethrottle
1010th
Leistungs-VerstelleinrichtungPower adjustment device
1414
ElektromotorElectric motor
1717th
elektr.Regeleinrichtungelectrical control device
1818th
Rahmenframe
1919th
IstwerterfassungeinrichtungActual value acquisition device
2020th
vierte Feder bzw. Notlauffederfourth spring or emergency running spring
2222
zweite Federsecond spring
3636
DrosselklappenwelleThrottle valve shaft
3636
DrosselklappenwelleThrottle valve shaft
3939
AbtriebswelleOutput shaft
4444
Mitnehmer bzw. HebelDriver or lever
4545
erster Mitnehmerfirst driver
4646
erste Federfirst spring
4747
FreilaufhakenFreewheel hook
4949
zweiter Mitnehmersecond driver
5151
dritter Mitnehmerthird driver
5252
Hebellever
6161
GestängeLinkage
6363
Anschlagattack
6565
SollwerterfassungseinrichtungSetpoint acquisition device
6666
PotentiometerPotentiometer
6767
PotentiometerPotentiometer
6868
LeerlaufkontaktIdle contact
6969
ortsfester Punktfixed point
7070
dritte Federthird spring

Claims (6)

  1. A device for adjusting the output of an internal combustion engine, with
    - a throttle valve (9) which is attached rotationally fixed to a throttle valve spindle (36) mounted in the throttle valve housing,
    - a control element (8a, 8b) acting on the throttle valve spindle (36), which firstly cooperates with a carrier (4) coupled to an accelerator pedal (1) and secondly can be controlled by means of an electric motor (14) operated by an electronic controller (17), and with
    - a freewheel clutch (47) which has two stops (49, 51) disposed at a distance from each other, between which a lever (52) of the control element (8a, 8b) is received, and which is biassed by means of a first spring (46) in the direction of opening of the throttle valve (9) and in a direction towards a stop (63) of the carrier (4),
    characterised in that
    - the control element (8a, 8b) is constructed in two parts, with
    - a first control element part (8a) on the accelerator pedal side, which on one side has the lever (52) which is biassed in the direction of opening of the throttle valve (9) towards the stop (51) of the freewheel clutch (47) by means of a second spring (70) and on the other side has a stop (44), and
    - a second control element part (8b), which is connected to the electric motor (14) in a driving manner and is biassed in the direction of closing of the throttle valve (9) by means of a third spring (22), and which has a carrier (45) by means of which the first control element part (8a) can be adjusted via its stop (44) in the direction of closing of the throttle valve (9).
  2. A device according to claim 1, characterised in that the control element part (8a) is biassed, by the third spring (22) via the carrier (45) of the control element part (8b) and the stop (44), against the second spring (70), in the direction of closing of the throttle valve (9) and in the direction towards the stop (49) of the freewheel clutch (47).
  3. A device according to claim 1 or 2, characterised in that the second spring (70) is constructed as a compression spring and is disposed acting between the lever (52) of the first control element part (8a) and the stop (49) of the freewheel clutch (47).
  4. A device according to any one of claims 1 to 3, characterised in that a fourth spring (20) is provided, which is stronger than the third spring (22) acting in the direction of closing of the throttle valve (9) and which biasses the throttle valve (9) towards a predetermined emergency idle-running position when the throttle valve (9) is adjusted further in the direction of closing beyond this predetermined idle-running position by the electric motor (14).
  5. A device according to any one of claims 1 to 4, characterised in that the third spring (22) acting in the direction of closing of the throttle valve (9) is stronger than the second spring (70) acting in the direction of opening of the throttle valve (9), and that the springs (22) and (70) acting in opposite directions ensure permanent contact between the stop (44) and the carrier (45).
  6. A device according to any one of claims 1 to 5, characterised in that the freewheel clutch (47) can be adjusted in the direction of closing of the throttle valve (9) in relation to the carrier (4) by the electric motor (14) with the first spring (46) being tensioned.
EP90124384A 1990-05-12 1990-12-17 Power output control apparatus Expired - Lifetime EP0456904B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4015353A DE4015353A1 (en) 1990-05-12 1990-05-12 IC engine throttle control for idling speed range - uses spring-biased levers to prevent torque jumps from flap setting by electric motor drive
DE4015353 1990-05-12

Publications (3)

Publication Number Publication Date
EP0456904A2 EP0456904A2 (en) 1991-11-21
EP0456904A3 EP0456904A3 (en) 1992-03-18
EP0456904B1 true EP0456904B1 (en) 1994-08-03

Family

ID=6406304

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90124384A Expired - Lifetime EP0456904B1 (en) 1990-05-12 1990-12-17 Power output control apparatus

Country Status (3)

Country Link
US (1) US5131360A (en)
EP (1) EP0456904B1 (en)
DE (2) DE4015353A1 (en)

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DE3900437C1 (en) * 1989-01-10 1989-11-16 Vdo Adolf Schindling Ag, 6000 Frankfurt, De
DE3901585A1 (en) * 1989-01-20 1990-07-26 Vdo Schindling LOAD ADJUSTMENT DEVICE
EP0389649B1 (en) * 1989-03-25 1994-05-11 Audi Ag Throttle valve
DE3926424A1 (en) * 1989-08-10 1991-02-14 Audi Ag THROTTLE
DE3927004A1 (en) * 1989-08-16 1991-02-21 Vdo Schindling LOAD ADJUSTMENT DEVICE

Also Published As

Publication number Publication date
US5131360A (en) 1992-07-21
DE4015353A1 (en) 1991-11-14
DE59006709D1 (en) 1994-09-08
EP0456904A2 (en) 1991-11-21
EP0456904A3 (en) 1992-03-18

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