EP0482284A1 - Load control apparatus - Google Patents

Load control apparatus Download PDF

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Publication number
EP0482284A1
EP0482284A1 EP91105823A EP91105823A EP0482284A1 EP 0482284 A1 EP0482284 A1 EP 0482284A1 EP 91105823 A EP91105823 A EP 91105823A EP 91105823 A EP91105823 A EP 91105823A EP 0482284 A1 EP0482284 A1 EP 0482284A1
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EP
European Patent Office
Prior art keywords
throttle valve
actuator
magnet
load
idle
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Withdrawn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
EP91105823A
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German (de)
French (fr)
Inventor
Gerd Bornmann
Egon Beil
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
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Mannesmann VDO AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mannesmann VDO AG filed Critical Mannesmann VDO AG
Publication of EP0482284A1 publication Critical patent/EP0482284A1/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Withdrawn legal-status Critical Current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
    • 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 the throttle valve housing, the throttle valve shaft having an accelerator pedal-side mechanical linkage side and an actuating linkage side which has a servomotor for adjusting the throttle valve in idle mode assigned.
  • the throttle valve is usually adjusted to the idling emergency position by means of a spring, which for this purpose adjusts the throttle valve via an actuating element part, the throttle valve being adjusted to an open position by means of a motor.
  • a control device controls an electric motor so that the throttle valve is adjusted to the desired position based on the values processed by the control device.
  • the electric motor works constantly against the actuating force of a spring, which must be designed so that the actuating force of the spring is sufficient in an idling emergency situation, all frictional resistances and to overcome opposing moments on the throttle valve and on the electric motor in order to adjust them to an idling emergency position.
  • This load case is decisive for the dimensioning of the spring.
  • an electric motor requires considerably more installation space, so that this increases the cost of the system.
  • the invention is based on the object of designing and arranging the load adjusting device and the associated actuating elements for adjusting the throttle valve into the operating position in such a way that a minimum of installation space can be used.
  • the actuator has a magnetic part which interacts with an optionally energizable magnet.
  • the normally customary electric motor is replaced in a simple manner by an electromagnet which can be acted upon and which advantageously adjusts the throttle valve between an LLmm and an LL max position via an actuating element designed as a magnet. If the magnet that can be supplied with current is switched off, the return spring moves the throttle valve back into its initial position, ie into the LLmm position.
  • the electromagnet which can be supplied with current, can easily be accommodated in the throttle valve housing due to its small construction volume, so that the actuator can be manufactured much more economically.
  • the usual transmission between an electric motor for adjusting the throttle valve can be dispensed with due to the direct arrangement of the control lever on the throttle valve shaft, so that the actuator can also be manufactured much more cost-effectively than before.
  • An intermediate position of the throttle valve can be achieved in a simple manner in that a potentiometer is arranged on the throttle valve shaft, which carries out a setpoint / actual value comparison and then controls the energizable magnet via the control device until the desired position has been reached.
  • the actuator is designed as an actuating lever, to the outer end of which the magnetic part is connected. It is also advantageous that a circular arc segment is arranged at the outer end of the actuating lever, which is adjustable through an opening of the energizable magnet depending on a manipulated variable of the control device.
  • the actuator is directly or indirectly connected to the throttle valve shaft or the throttle valve and, depending on the energization of the magnet, brings about an adjustment of the throttle valve. In this way, a further component and in particular the transmission can be dispensed with, which leads to further cost savings of the actuator according to the invention.
  • the actuator is connected directly or indirectly to a return spring which, when the magnet is de-energized, adjusts the throttle valve to the idle position LLmm. It is expedient that the actuator is adjustable between an idle stop LL min and an idle stop LL max .
  • the parts shown in the frame 28 according to FIG. 1 form an actuator 16 or the load adjustment device, which are combined in one structural unit.
  • the load adjustment device includes an actuating magnet 14, which is connected in terms of drive to a throttle valve 9. The actuating forces are transmitted to the throttle valve 9 via the actuating magnet 14, and an adjustment to the desired position is thereby brought about.
  • the load adjustment device can be adjusted by means of an accelerator pedal 1, a lever 3 being shifted between an idling stop LL and a full-load stop VL by actuating the accelerator pedal 1 and being biased in the idling direction LL by a return spring 2.
  • the accelerator pedal 1 is connected to a driver 6 by means of a throttle cable 5, so that when the accelerator pedal 1 is actuated, the driver 6 is displaced in the direction of the full load stop VL.
  • Return springs 7 are connected to the driver 6 and bias them in the idling direction LL.
  • the return springs 7 are designed so that they have redundant effects on the return drive. As long as the throttle cable 5 is not acted upon, the driver 6 rests against the idling stop LL assigned to it.
  • the driver 6 interacts directly with a first control element part 8, which serves to adjust the throttle valve 9 of an internal combustion engine, not shown in the drawing.
  • the control element part 8 is shown only schematically in FIG.
  • the end of the driver 6 facing away from the throttle cable 5 is provided with a recess or a freewheel area 10, into which the end of the first actuating element part 8 engages.
  • a stop 11 adjoins the recess or the freewheeling area 10 of the driver 6, against which the actuating element 8 comes to rest when the accelerator pedal 1 adjusts the stop 11 from the idling position min beyond the idling emergency position.
  • a spring 12 is provided below the recess or the freewheel region 10, which is connected at one end to a fixed point 13 and at the other end to the first control element part 8 and acts on it in the idling direction. Due to the fixed arrangement of the spring 12, a direct return of the throttle valve 9 is achieved.
  • the spring 12 is effective over the entire adjustment range of the control element part 8 and thus over the entire load range of the internal combustion engine. The spring 12 thus acts in the same direction as the two return springs 7, so that the throttle valve 9 is adjusted to the idle emergency position in the event of failure of the control device 17.
  • the load adjusting device has a second actuating element part 16, which is represented by the actuating magnet 14 according to FIG.
  • the control element part 16 is also only indicated schematically in FIG. 1. This can be associated with a gear, not shown in the drawing. However, such a transmission is not necessary.
  • the two actuating elements 8 and 16 are not firmly connected to one another, but are only coupled in one direction of movement, namely in the upward direction.
  • one end of the second control element part 16 has a driver element 15 which can come against the stop 18 provided on the first control element part 8 if an electronic control device 17 belonging to the load adjustment device fails.
  • the electronic control device 17 which contains processing, 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 an actual value detection device 19 belonging to the control element part 16 and with an actual value detection device 20 assigned to the second control element part 16 and determining the respective position of this control element part 8.
  • the electronic control device 17 also detects signals via an idle contact 23, which is activated by the driver 6, when the latter comes to rest against the idle stop LL assigned to it.
  • the circuit to control device 17 is interrupted via idle contact 23 when the idle control range (LLn, in - LL max ) is left. In the part-load or full-load range, the actuating magnet 14 is no longer controlled by the control device 17.
  • the throttle valve 9 is then adjusted only via the lever 3, the throttle cable 5 and the driver 6.
  • 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 8, 16. As soon as the electronic control device 17 or the actuating magnet 14 no longer function properly, the actuating element part 8 and thereby the throttle valve 9 are moved into the idle emergency position LL not by the spring 12 biased in the direction of the maximum idle position with the associated actuator.
  • the actuating element part 16 consists of an actuating lever 29 which can advantageously be connected directly to the throttle valve 9 or to the throttle valve shaft 33 and to which a spring is connected directly or indirectly.
  • the control lever 29 has at its outer end a circular arc segment 31 which is designed as a magnet (with N and S pole) and which is adjustable between the idle stop LL min and the idle stop LL max .
  • the circular arc segment 31 is adjusted by an optionally magnetizable magnet 32, which is controlled by the control device 17.
  • the throttle valve 9 shown in Figure 2 can be adjusted over an angular range of 90. If, for example, the magnet 32 is de-energized, the spring 12 pulls the throttle valve 9 again against the stop LLmm. On the normally common gear between an electric motor for adjusting the throttle valve 9 can be dispensed with due to the direct arrangement of the control lever 29 on the throttle valve shaft 33, so that the actuator 16 can be manufactured much cheaper than before.
  • An intermediate position of the throttle valve can be achieved in a simple manner in that a potentiometer or the actual value detection device 19, 20 is arranged on the throttle valve shaft 33, which carries out a target / actual value comparison and then controls it via the control device and the energizable magnet 32 until the desired position has been reached.
  • control device 17 also controls the solenoid 14 until the throttle valve 9 is adjusted to the desired position on the basis of the values processed by the control device 17.

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

Abstract

The invention relates to a load adjusting device with a throttle valve 9 determining the output of an internal combustion engine, which valve is connected in a rotationally fixed manner to a throttle valve shaft 33 supported in the throttle valve housing 40, the throttle valve shaft 33 having a mechanical articulation on the accelerator pedal side and an adjusting element-like articulation which is assigned an adjusting element for adjusting the throttle valve 9 in idling operation. The adjusting element 29 has a circular arc segment 31 on its outer end which is designed as a permanent magnet and acts in concert with an optionally energisable magnet 32. In this way the electric motor and an additional transmission can be dispensed with. …<IMAGE>…

Description

Die Erfindung bezieht sich auf eine Lastverstelleinrichtung mit einer die Leistung einer Brennkraftmaschine bestimmenden Drosselklappe, die mit einer im Drosselklappengehäuse gelagerten Drosselklappenwelle drehfest verbunden ist, wobei die Drosselklappenwelle eine fahrpedalseitige, mechanische Anlenkseite und eine stellmotorige Anlenkseite aufweist, der ein Stellmotor zur Verstellung der Drossselklappe im Leerlaufbetrieb zugeordnet 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 the throttle valve housing, the throttle valve shaft having an accelerator pedal-side mechanical linkage side and an actuating linkage side which has a servomotor for adjusting the throttle valve in idle mode assigned.

Bei einer derartigen Lastverstelleinrichtung erfolgt üblicherweise die Verstellung der Drosselklappe in die Leerlaufnot-Position über eine Feder, die hierzu die Drosselklappe über ein Stellelementteil verstellt, wobei die Verstellung der Drosselklappe in eine Offenstellung mittels eines Motors vorgenommen wurde. Bei normalem Leerlaufbetrieb steuert eine Regeleinrichtung einen Elektromotor, so daß die Drosselklappe aufgrund der von der Regeleinrichtung verarbeiteten Werte in die gewünschte Position verstellt wird. Befindet sich die Drosselklappe im Leerlaufbereich zwischen der Leerlaufnot-Position und der Leerlaufmin-Position, so arbeitet der Elektromotor ständig gegen die Stellkraft einer Feder, die so ausgelegt sein muß, daß bei einer Leerlaufnot-Situation die Stellkraft der Feder ausreicht, sämtliche Reibungswiderstände sowie entgegenstehenden Momente an der Drosselklappe und am Elektromotor zu überwinden, um diese in eine Leerlaufnot-Position zu verstellen. Dieser Belastungsfall ist ausschlaggebend für die Dimensionierung der Feder. Ferner benötigt ein Elektromotor wesentlich mehr Einbauraum, so daß dies zur Verteuerung der Anlage führt.In such a load adjustment device, the throttle valve is usually adjusted to the idling emergency position by means of a spring, which for this purpose adjusts the throttle valve via an actuating element part, the throttle valve being adjusted to an open position by means of a motor. In normal idle operation, a control device controls an electric motor so that the throttle valve is adjusted to the desired position based on the values processed by the control device. If the throttle valve is in the idling range between the idling emergency position and the idling min position, the electric motor works constantly against the actuating force of a spring, which must be designed so that the actuating force of the spring is sufficient in an idling emergency situation, all frictional resistances and to overcome opposing moments on the throttle valve and on the electric motor in order to adjust them to an idling emergency position. This load case is decisive for the dimensioning of the spring. Furthermore, an electric motor requires considerably more installation space, so that this increases the cost of the system.

Demgegenüber liegt der Erfindung die Aufgab zugrunde, die Lastverstelleinrichtung und die zugehörigen Stellelemente zur Verstellung der Drosselklappe in die Betriebsstellung derart auszubilden und anzuordnen, daß mit einem Minimum an Bauraum ausgekommen werden kann.In contrast, the invention is based on the object of designing and arranging the load adjusting device and the associated actuating elements for adjusting the throttle valve into the operating position in such a way that a minimum of installation space can be used.

Gelöst wird die Aufgabe bei einer Lastverstelleinrichtung der eingangs erläuterten Art dadurch, daß das Stellorgan einen Magnetteil aufweist, der mit einem wahlweise bestrombaren Magneten zusammenwirkt. Hierdurch wird auf einfache Weise der normalerweise übliche Elektromotor durch einen wahlweise beaufschlagbaren Elektromagneten ersetzt, der auf vorteilhafte Weise über ein als Magnet ausgebildetes Stellelement die Drosselklappe zwischen einer LLmm und einer LLmax-Position verstellt. Wird der wahlweise bestrombare Magnet abgeschaltet, so verstellt die Rückholfeder die Drosselklappe wieder in ihre Anfangsposition, d.h. in die LLmm-Position. Der bestrombare Elektromagnet läßt sich aufgrund seines geringen Bauvolumens ohne weiteres in dem Drosselklappengehäuse unterbringen, so daß das Stellglied wesentlich kostengünstiger hergestellt werden kann.The object is achieved in a load adjustment device of the type described at the outset in that the actuator has a magnetic part which interacts with an optionally energizable magnet. As a result, the normally customary electric motor is replaced in a simple manner by an electromagnet which can be acted upon and which advantageously adjusts the throttle valve between an LLmm and an LL max position via an actuating element designed as a magnet. If the magnet that can be supplied with current is switched off, the return spring moves the throttle valve back into its initial position, ie into the LLmm position. The electromagnet, which can be supplied with current, can easily be accommodated in the throttle valve housing due to its small construction volume, so that the actuator can be manufactured much more economically.

Auf das normalerweise übliche Getriebe zwischen einem Elektromotor zur Verstellung der Drosselklappe kann aufgrund der direkten Anordnung des Stellhebels auf der Drosselklappenwelle verzichtet werden, so daß das Stellglied ebenfalls wesentlich kostengünstiger hergestellt werden kann als bisher.The usual transmission between an electric motor for adjusting the throttle valve can be dispensed with due to the direct arrangement of the control lever on the throttle valve shaft, so that the actuator can also be manufactured much more cost-effectively than before.

Eine Zwischenstellung der Drosselklappe erreicht man auf einfache Weise dadurch, daß auf der Drosselklappenwelle ein Potentiometer angeordnet ist, der einen Soll-Istwertvergleich durchführt und dann über die Regeleinrichtung den bestrombaren Magneten so lange ansteuert, bis die gewünschte Position errreicht worden ist.An intermediate position of the throttle valve can be achieved in a simple manner in that a potentiometer is arranged on the throttle valve shaft, which carries out a setpoint / actual value comparison and then controls the energizable magnet via the control device until the desired position has been reached.

Gemäß einem besonderen Merkmal der erfindungsgemäßen Lösung ist schließlich vorgesehen, daß das Stellorgan als Stellhebel ausgebildet ist, an dessen äußerem Ende der Magnetteil angeschlossen ist. Vorteilhaft ist es ferner, daß an dem äußeren Ende des Stellhebels ein Kreisbogensegment angeordnet ist, das durch eine Öffnung des bestrombaren Magneten in Abhängigkeit einer Stellgröße der Regeleinrichtung verstellbar ist.According to a special feature of the solution according to the invention, it is finally provided that the actuator is designed as an actuating lever, to the outer end of which the magnetic part is connected. It is also advantageous that a circular arc segment is arranged at the outer end of the actuating lever, which is adjustable through an opening of the energizable magnet depending on a manipulated variable of the control device.

In weiterer Ausgestaltung der Erfindung ist es vorteilhaft, daß das Stellorgan mittel- oder unmittelbar mit der Drosselklappenwelle oder der Drosselklappe fest verbunden ist und in Abhängigkeit der Bestromung des Magneten eine Verstellung der Drosselklappe herbeiführt. Auf diese Weise kann auf ein weiteres Bauteil und insbesondere auf das Getriebe verzichtet werden, was zu einer weiteren Kostenersparnis des erfindungsgemäßen Stellglieds führt.In a further embodiment of the invention, it is advantageous that the actuator is directly or indirectly connected to the throttle valve shaft or the throttle valve and, depending on the energization of the magnet, brings about an adjustment of the throttle valve. In this way, a further component and in particular the transmission can be dispensed with, which leads to further cost savings of the actuator according to the invention.

Gemäß einem besonderen Merkmal der erfindungsgemäßen Lösung ist schließlich vorgesehen, daß das Stellorgan mittel- oder unmittelbar mit einer Rückstellfeder verbunden ist, die im stromlosen Zustand des Magneten die Drosselklappe in die Leerlaufposition LLmm verstellt. Zweckmäßig ist, daß das Stellorgan zwischen einem Leerlaufanschlag LLmin und einem Leerlaufanschlag LLmax verstellbar ist.According to a special feature of the solution according to the invention, it is finally provided that the actuator is connected directly or indirectly to a return spring which, when the magnet is de-energized, adjusts the throttle valve to the idle position LLmm. It is expedient that the actuator is adjustable between an idle stop LL min and an idle stop LL max .

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 Ausführungsform beschränkt zu sein. Es zeigt:

  • Figur 1 ein Blockschaltbild zur Verdeutlichung der prinzipiellen Funktion der erfindungsgemäßen Lastverstelleinrichtung,
  • Figur 2 die Verstelleinrichtung mit einem Stellmagneten zur Verstellung der Drosselklappe in eine Betriebsstellung.
In the figures, the invention is shown in one embodiment, for example, without being limited to this embodiment. It shows:
  • 1 shows a block diagram to illustrate the basic function of the load adjustment device according to the invention,
  • Figure 2 shows the adjusting device with an actuating magnet for adjusting the throttle valve in an operating position.

Die in dem Rahmen 28 dargestellten Teile gemäß Figur 1 bilden ein Stellglied 16 bzw. die Lastverstelleinrichtung, die in einer Baueinheit zusammengefaßt sind. Zu der Lastverstelleinrichtung gehört ein Stellmagnet 14, der mit einer Drosselklappe 9 antriebsmäßig verbunden ist. Über den Stellmagneten 14 werden die Stellkräfte auf die Drosselklappe 9 übertragen und dadurch wird eine Verstellung in die gewünschte Position herbeigeführt.The parts shown in the frame 28 according to FIG. 1 form an actuator 16 or the load adjustment device, which are combined in one structural unit. The load adjustment device includes an actuating magnet 14, which is connected in terms of drive to a throttle valve 9. The actuating forces are transmitted to the throttle valve 9 via the actuating magnet 14, and an adjustment to the desired position is thereby brought about.

Wie aus Figur 1 hervorgeht, kann die Lastverstelleinrichtung über ein Fahrpedal 1 verstellt werden, wobei durch Betätigung des Fahrpedals 1 ein Hebel 3 zwischen einem Leerlaufanschlag LL und einem Vollastanschlag VL verschoben und über eine Rückzugfeder 2 in Leerlaufrichtung LL vorgespannt wird. Das Fahrpedal 1 ist mittels eines Gaszugs 5 an einen Mitnehmer 6 angeschlossen, so daß bei Betätigung des Fahrpedals 1 der Mitnehmer 6 in Richtung des Vollastanschlags VL verschoben wird. An den Mitnehmer 6 sind Rückstellfedern 7 angeschlossen, die diesen in Leerlaufrichtung LL vorspannen. Die Rückstellfedern 7 sind so ausgelegt, daß sie redundante Auswirkungen auf den Rückstellantrieb besitzen. Solange der Gaszug 5 nicht beaufschlagt wird, liegt der Mitnehmer 6 an dem ihm zugeordneten Leerlaufanschlag LL an.As can be seen from FIG. 1, the load adjustment device can be adjusted by means of an accelerator pedal 1, a lever 3 being shifted between an idling stop LL and a full-load stop VL by actuating the accelerator pedal 1 and being biased in the idling direction LL by a return spring 2. The accelerator pedal 1 is connected to a driver 6 by means of a throttle cable 5, so that when the accelerator pedal 1 is actuated, the driver 6 is displaced in the direction of the full load stop VL. Return springs 7 are connected to the driver 6 and bias them in the idling direction LL. The return springs 7 are designed so that they have redundant effects on the return drive. As long as the throttle cable 5 is not acted upon, the driver 6 rests against the idling stop LL assigned to it.

Der Mitnehmer 6 wirkt direkt mit einem ersten Steuerelementteil 8 zusammen, das zum Verstellen der Drosselklappe 9 einer in der Zeichnung nicht dargestellten Brennkraftmaschine dient. Das Stellelementteil 8 ist in Figur 1 nur schematisch dargestellt.The driver 6 interacts directly with a first control element part 8, which serves to adjust the throttle valve 9 of an internal combustion engine, not shown in the drawing. The control element part 8 is shown only schematically in FIG.

Das dem Gaszug 5 abgewandte Ende des Mitnehmers 6 ist mit einer Ausnehmung bzw. einem Freilaufbereich 10 versehen, in die das Ende des ersten Stellelementteils 8 eingreift. An die Ausnehmung bzw. den Freilaufbereich 10 des Mitnehmers 6 schließt sich ein Anschlag 11 an, gegen den das Stellelement 8 zur Anlage kommt, wenn das Fahrpedal 1 den Anschlag 11 aus der Leerlaufmin- über die Leerlaufnot-Position hinaus verstellt.The end of the driver 6 facing away from the throttle cable 5 is provided with a recess or a freewheel area 10, into which the end of the first actuating element part 8 engages. A stop 11 adjoins the recess or the freewheeling area 10 of the driver 6, against which the actuating element 8 comes to rest when the accelerator pedal 1 adjusts the stop 11 from the idling position min beyond the idling emergency position.

Unterhalb der Ausnehmung bzw. des Freilaufbereichs 10 ist eine Feder 12 vorgesehen, die einenends an einen ortsfesten Punkt 13, anderenends an das erste Steuerelementteil 8 angeschlossen ist und dieses in Leerlaufrichtung beaufschlagt. Durch die ortsfeste Anordnung der Feder 12 wird eine direkte Rückstellung der Drosselklappe 9 erreicht. Die Feder 12 ist über den gesamten Verstellbereich des Stellelementteils 8 und dadurch über den gesamten Lastbereich der Brennkraftmaschine wirksam. Die Feder 12 wirkt hierdurch in die gleiche Richtung wie die beiden Rückstellfedern 7, so daß bei Ausfall der Regeleinrichtung 17 die Drosselklappe 9 in die Leerlaufnot-Position verstellt wird.A spring 12 is provided below the recess or the freewheel region 10, which is connected at one end to a fixed point 13 and at the other end to the first control element part 8 and acts on it in the idling direction. Due to the fixed arrangement of the spring 12, a direct return of the throttle valve 9 is achieved. The spring 12 is effective over the entire adjustment range of the control element part 8 and thus over the entire load range of the internal combustion engine. The spring 12 thus acts in the same direction as the two return springs 7, so that the throttle valve 9 is adjusted to the idle emergency position in the event of failure of the control device 17.

Die Lastverstelleinrichtung weist neben dem ersten Stellelementteil 8 ein zweites Stellelementteil 16 auf, das gemäß Figur 2 durch den Stellmagneten 14 wiedergegeben ist. Das Stellelementteil 16 ist in Figur 1 ebenfalls nur schematisch angedeutet. Diesem kann ein in der Zeichnung nicht dargestelltes Getriebe zugeordnet sein. Ein derartiges Getriebe ist jedoch nicht erforderlich. Die beiden Stellelemente 8 und 16 sind nicht fest miteinander verbunden, sondern nur in eine Bewegungsrichtung, und zwar in Aufregelrichtung, gekuppelt. Hierzu weist das eine Ende des zweiten Steuerelementteils 16 ein Mitnehmerelement 15 auf, das gegen den am ersten Stellelementteil 8 vorgesehenen Anschlag 18 kommen kann, wenn eine zur Lastverstelleinrichtung gehörende elektronische Regeleinrichtung 17 ausfällt.In addition to the first actuating element part 8, the load adjusting device has a second actuating element part 16, which is represented by the actuating magnet 14 according to FIG. The control element part 16 is also only indicated schematically in FIG. 1. This can be associated with a gear, not shown in the drawing. However, such a transmission is not necessary. The two actuating elements 8 and 16 are not firmly connected to one another, but are only coupled in one direction of movement, namely in the upward direction. For this purpose, one end of the second control element part 16 has a driver element 15 which can come against the stop 18 provided on the first control element part 8 if an electronic control device 17 belonging to the load adjustment device fails.

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 eine zu dem Stellelementteil 16 gehörende Istwerterfassungseinrichtung 19 sowie eine dem zweiten Stellelementteil 16 zugeordnete, die jeweilige Position dieses Stellelementteils 8 ermittelnde Istwerterfassungseinrichtung 20 zusammen. Von der elektronischen Regeleinrichtung 17 werden darüberhinaus über einen Leerlaufkontakt 23, der von dem Mitnehmer 6 aktiviert wird, Signale erfaßt, wenn dieser an dem ihm zugeordneten Leerlaufanschlag LL zur Anlage kommt. Über den Leerlaufkontakt 23 wird der Stromkreis zur Regeleinrichtung 17 dann unterbrochen, wenn der Leerlaufregelbereich (LLn,in - LLmax) verlassen wird. Im Teillast- bzw. Vollastbereich wird der Stellmagnet 14 über die Regeleinrichtung 17 nicht mehr angesteuert. Die Verstellung der Drosselklappe 9 erfolgt dann nur über den Hebel 3, den Gaszug 5 sowie den Mitnehmer 6.In Figure 1, the electronic control device 17, which contains processing, 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 an actual value detection device 19 belonging to the control element part 16 and with an actual value detection device 20 assigned to the second control element part 16 and determining the respective position of this control element part 8. The electronic control device 17 also detects signals via an idle contact 23, which is activated by the driver 6, when the latter comes to rest against the idle stop LL assigned to it. The circuit to control device 17 is interrupted via idle contact 23 when the idle control range (LLn, in - LL max ) is left. In the part-load or full-load range, the actuating magnet 14 is no longer controlled by the control device 17. The throttle valve 9 is then adjusted only via the lever 3, the throttle cable 5 and the driver 6.

Die elektronische Regeleinrichtung 17 dient im Zusammenwirken mit der Istwerterfassungseinrichtung 19,20 und den externen Bezugsgrößen dem Zweck, eine Sicherheitslogik betreffend der Steuerung des ersten und zweiten Stellelementteils 8,16 aufzubauen. Sobald die elektronische Regeleinrichtung 17 oder der Stellmagnet 14 nicht mehr einwandfrei funktionieren, wird durch die in Richtung der maximalen Leerlaufstellung vorgespannte Feder 12 mit dem zugehörigen Stellglied das Stellelementteil 8 und dadurch die Drosselklappe 9 in die Leerlaufnot-Stellung LLnot bewegt.In cooperation with the actual value detection device 19, 20 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 8, 16. As soon as the electronic control device 17 or the actuating magnet 14 no longer function properly, the actuating element part 8 and thereby the throttle valve 9 are moved into the idle emergency position LL not by the spring 12 biased in the direction of the maximum idle position with the associated actuator.

Wie aus Figur 2 hervorgeht besteht das Stellelementteil 16 aus einem Stellhebel 29, der in vorteilhafter Weise direkt mit der Drosselklappe 9 bzw. mit der Drosselklappenwelle 33 verbunden sein kann und an den eine Feder mittel- oder unmittelbar angeschlossen ist. Der Stellhebel 29 weist an seinem äußeren Ende ein Kreisbogensegment 31 auf, das als Magnet (mit N und S-Pol) ausgebildet ist und das zwischen dem Leerlaufanschlag LLmin und dem Leerlaufanschlag LLmax verstellbar ist. Das Kreisbogensegment 31 wird durch einen wahlweise magnetisierbaren Magneten 32 verstellt, der über die Regeleinrichtung 17 gesteuert wird.As can be seen in FIG. 2, the actuating element part 16 consists of an actuating lever 29 which can advantageously be connected directly to the throttle valve 9 or to the throttle valve shaft 33 and to which a spring is connected directly or indirectly. The control lever 29 has at its outer end a circular arc segment 31 which is designed as a magnet (with N and S pole) and which is adjustable between the idle stop LL min and the idle stop LL max . The circular arc segment 31 is adjusted by an optionally magnetizable magnet 32, which is controlled by the control device 17.

Die in Figur 2 dargestellte Drosselklappe 9 läßt sich über einen Winkelbereich von 90 verstellen. Wird beispielsweise der Magnet 32 stromlos, so zieht die Feder 12 die Drosselklappe 9 wieder gegen den Anschlag LLmm. Auf das normalerweise übliche Getriebe zwischen einem Elektromotor zur Verstellung der Drosselklappe 9 kann aufgrund der direkten Anordnung des Stellhebels 29 auf der Drosselklappenwelle 33 verzichtet werden, so daß das Stellglied 16 wesentlich kostengünstiger hergestellt werden kann als bisher.The throttle valve 9 shown in Figure 2 can be adjusted over an angular range of 90. If, for example, the magnet 32 is de-energized, the spring 12 pulls the throttle valve 9 again against the stop LLmm. On the normally common gear between an electric motor for adjusting the throttle valve 9 can be dispensed with due to the direct arrangement of the control lever 29 on the throttle valve shaft 33, so that the actuator 16 can be manufactured much cheaper than before.

Eine Zwischenstellung der Drosselklappe erreicht man auf einfache Weise dadurch, daß auf der Drosselklappenwelle 33 ein Potentiometer bzw. die Istwerterfassungseinrichtung 19, 20 angeordnet ist, der einen Soll-Istwertvergleich durchführt und dann über die Regeleinrichtung und den bestrombaren Magneten 32 so lange ansteuert, bis die gewünschte Position erreicht worden ist.An intermediate position of the throttle valve can be achieved in a simple manner in that a potentiometer or the actual value detection device 19, 20 is arranged on the throttle valve shaft 33, which carries out a target / actual value comparison and then controls it via the control device and the energizable magnet 32 until the desired position has been reached.

Wie aus Vorstehendem hervorgeht, steuert bei normalem Leerlaufregelbetrieb ebenfalls die Regeleinrichtung 17 den Stellmagneten 14 so lange an, bis die Drosselklappe 9 aufgrund der von der Regeleinrichtung 17 verarbeiteten Werte in die gewünschte Position verstellt wird.As can be seen from the foregoing, in normal idle control operation, the control device 17 also controls the solenoid 14 until the throttle valve 9 is adjusted to the desired position on the basis of the values processed by the control device 17.

BezugszeichenlisteReference symbol list

  • 1 Fahrpedal1 accelerator pedal
  • 2 Rückzugfeder2 return spring
  • 3 Hebel3 levers
  • 5 Gaszug5 throttle cable
  • 6 Mitnehmer6 drivers
  • 7 Rückstellfeder7 return spring
  • 8 Stellelementteil8 actuator part
  • 9 Drosselklappe9 throttle valve
  • 10 Ausnehmung (Freilaufbereich)10 recess (freewheel area)
  • 11 Anschlag11 stop
  • 12 Rückstellfeder12 return spring
  • 13 Punkt13 point
  • 14 Stellmagnet14 control magnet
  • 15 Mitnehmerelement15 driver element
  • 16 Stellelementteil16 actuator part
  • 17 Regeleinrichtung17 control device
  • 18 Anschlag18 stop
  • 19 Istwerterfassungseinrichtung19 Actual value acquisition device
  • 20 Istwerterfassungseinrichtung20 actual value acquisition device
  • 23 Leerlaufkontakt23 open contact
  • 28 Rahmen28 frames
  • 29 Stellhebel29 control lever
  • 31 Kreisbogensegment31 circular arc segment
  • 32 Magnet32 magnet
  • 33 Drosselklappenwelle33 throttle valve shaft
  • 40 Drosselklappengehäuse40 throttle body

Claims (6)

1. Lastverstelleinrichtung mit einer die Leistung einer Brennkraftmaschine bestimmenden Drosselklappe (9), die mit einer im Drosselklappengehäuse (40) gelagerten Drosselklappenwelle (33) drehfest verbunden ist, wobei die Drosselklappenwelle (33) eine fahrpedalseitige, mechanische Anlenkseite und eine stellorganartige Anlenkseite aufweist, der ein Stellorgan zur Verstellung der Drossselklappe (9) in den Leerlaufbetrieb zugeordnet ist, dadurch gekennzeichnet, daß das Stellorgan (29) einen Magnetteil aufweist, der mit einem wahlweise bestrombaren Magneten (32) zusammenwirkt.1. Load adjustment device with a throttle valve (9) which determines the performance of an internal combustion engine and which is connected in a rotationally fixed manner to a throttle valve shaft (33) mounted in the throttle valve housing (40), the throttle valve shaft (33) having an accelerator pedal-side mechanical linkage side and an actuator-like linkage side which an actuator for adjusting the throttle valve (9) is assigned to idle operation, characterized in that the actuator (29) has a magnetic part which interacts with an optionally energizable magnet (32). 2. Lastverstelleinrichtung nach Anspruch 1, dadurch gekennzeichnet, daß das Stellorgan als Stellhebel (29) ausgebildet ist, an dessen äußerem Ende der Magnetteil angeschlossen ist.2. Load adjustment device according to claim 1, characterized in that the actuator is designed as an actuating lever (29), at the outer end of which the magnetic part is connected. 3. Lastverstelleinrichtung nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß an dem äußeren Ende des Stellhebels (29) ein Kreisbogensegment (31) angeordnet ist, das durch eine Öffnung des bestrombaren Magneten (32) in Abhängigkeit einer Stellgröße der Regeleinrichtung (17) verstellbar ist.3. Load adjusting device according to claim 1 or 2, characterized in that at the outer end of the actuating lever (29) a circular arc segment (31) is arranged, which is adjustable through an opening of the energizable magnet (32) depending on a manipulated variable of the control device (17) is. 4. Lastverstelleinrichtung nach einem oder mehreren der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß das Stellorgan (29) mittel- oder unmittelbar mit einer Rückstellfeder (12) verbunden ist, die in stromlosem Zustand des Magneten (32) die Drosselklappe (9) in die Leerlaufposition LLmin verstellt.4. Load adjustment device according to one or more of the preceding claims, characterized in that the actuator (29) is connected directly or indirectly to a return spring (12) which, in the de-energized state of the magnet (32), the throttle valve (9) in the idle position LL min adjusted. 5. Lastverstelleinrichtung nach einem oder mehreren der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß das Stellorgan (29) zwischen einem Leerlaufanschlag LLmin und einem Leerlaufanschlag LLmax verstellbar ist.5. Load adjustment device according to one or more of the preceding claims, characterized in that the actuator (29) between an idle stop LL min and an idle stop LL max is adjustable. 6. Lastverstelleinrichtung nach einem oder mehreren der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß das am Stellorgan (29) angeordnete Kreisbogensegment (31) als Dauermagnet ausgebildet ist.6. Load adjusting device according to one or more of the preceding claims, characterized in that the circular arc segment (31) arranged on the actuator (29) is designed as a permanent magnet.
EP91105823A 1990-10-24 1991-04-12 Load control apparatus Withdrawn EP0482284A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4033802 1990-10-24
DE4033802A DE4033802A1 (en) 1990-10-24 1990-10-24 LOAD ADJUSTMENT DEVICE

Publications (1)

Publication Number Publication Date
EP0482284A1 true EP0482284A1 (en) 1992-04-29

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ID=6416956

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91105823A Withdrawn EP0482284A1 (en) 1990-10-24 1991-04-12 Load control apparatus

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US (1) US5193503A (en)
EP (1) EP0482284A1 (en)
DE (1) DE4033802A1 (en)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
US5562081A (en) * 1995-09-12 1996-10-08 Philips Electronics North America Corporation Electrically-controlled throttle with variable-ratio drive

Families Citing this family (4)

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Publication number Priority date Publication date Assignee Title
DE4333701A1 (en) * 1993-10-02 1995-04-06 Vdo Schindling Device for controlling the power of an internal combustion engine
KR0125898B1 (en) * 1995-08-30 1997-12-18 전성원 Wireless control system for throless valve
JP2000240474A (en) * 1999-02-24 2000-09-05 Mikuni Corp Throttle valve control device for internal combustion engine
JP5413440B2 (en) * 2011-12-07 2014-02-12 株式会社デンソー Rotating machine control device

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DE1202571B (en) * 1961-03-30 1965-10-07 Helmut W Hotz Control device for the fuel supply to internal combustion engines
DE3039521A1 (en) * 1980-10-20 1982-05-19 Vdo Adolf Schindling Ag, 6000 Frankfurt Motor vehicle IC engine idle run control - has throttle servomotor with rotor-facing pole shoes asymmetric w.r.t. rotor
EP0154036A2 (en) * 1984-03-09 1985-09-11 Hitachi, Ltd. Throttle valve controlling apparatus
GB2216601A (en) * 1988-03-23 1989-10-11 Lucas Ind Plc Throttle valve assembly
DE3907133A1 (en) * 1988-09-20 1990-03-22 Nixdorf Computer Ag Device for adjusting a throttling element in a fluid line

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US4304201A (en) * 1980-06-10 1981-12-08 Cts Corporation Method and apparatus for step positioning an engine speed control
DE3905901A1 (en) * 1989-02-25 1990-08-30 Vdo Schindling Actuator for a throttle butterfly of an internal combustion engine
DE3927004A1 (en) * 1989-08-16 1991-02-21 Vdo Schindling LOAD ADJUSTMENT DEVICE

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1202571B (en) * 1961-03-30 1965-10-07 Helmut W Hotz Control device for the fuel supply to internal combustion engines
DE3039521A1 (en) * 1980-10-20 1982-05-19 Vdo Adolf Schindling Ag, 6000 Frankfurt Motor vehicle IC engine idle run control - has throttle servomotor with rotor-facing pole shoes asymmetric w.r.t. rotor
EP0154036A2 (en) * 1984-03-09 1985-09-11 Hitachi, Ltd. Throttle valve controlling apparatus
GB2216601A (en) * 1988-03-23 1989-10-11 Lucas Ind Plc Throttle valve assembly
DE3907133A1 (en) * 1988-09-20 1990-03-22 Nixdorf Computer Ag Device for adjusting a throttling element in a fluid line

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5562081A (en) * 1995-09-12 1996-10-08 Philips Electronics North America Corporation Electrically-controlled throttle with variable-ratio drive

Also Published As

Publication number Publication date
DE4033802A1 (en) 1992-04-30
US5193503A (en) 1993-03-16

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