EP0558802A2 - Dispositif de commande de papillon - Google Patents

Dispositif de commande de papillon Download PDF

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Publication number
EP0558802A2
EP0558802A2 EP92118569A EP92118569A EP0558802A2 EP 0558802 A2 EP0558802 A2 EP 0558802A2 EP 92118569 A EP92118569 A EP 92118569A EP 92118569 A EP92118569 A EP 92118569A EP 0558802 A2 EP0558802 A2 EP 0558802A2
Authority
EP
European Patent Office
Prior art keywords
throttle valve
return spring
actuator
lever
coupling
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP92118569A
Other languages
German (de)
English (en)
Other versions
EP0558802B1 (fr
EP0558802A3 (en
Inventor
Andreas Radlinski
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mannesmann VDO AG
Original Assignee
Mannesmann VDO AG
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 EP0558802A2 publication Critical patent/EP0558802A2/fr
Publication of EP0558802A3 publication Critical patent/EP0558802A3/de
Application granted granted Critical
Publication of EP0558802B1 publication Critical patent/EP0558802B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • 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
    • F02D11/107—Safety-related aspects

Definitions

  • the invention relates to a device for adjusting a throttle valve rotatably mounted in the intake manifold of an internal combustion engine, consisting essentially of a sheave adjustable against the force of a first return spring between a stop for idling and a stop for full load by means of an accelerator pedal and linkage or cable and which can be coupled to the shaft of the throttle valve, an electromotive actuator with gear and clutch an electronic control device, a throttle valve rotatable against the force of a second return spring with a first lever for coupling to the rope pulley, which is connected in a rotationally fixed manner to the throttle valve shaft, and a second lever, which is connected in a rotationally fixed manner with the throttle valve shaft, for coupling to the actuator and a coupling link between the pulley and the first lever.
  • the electromotive actuator can regulate the throttle valve position between the smallest and largest possible idle position (LL min , LL max ) in accordance with the electronic control device.
  • the actuator must be designed so strong that it also tension the return spring on the coupling element can, which is duplicated for redundancy reasons (F R1A , F R1B ).
  • the drive in the known device would have to be designed for an approximately 50 to 60% greater torque. This means that a correspondingly larger drive motor, a larger gear and a stronger clutch would have to be provided, which inevitably means a larger construction volume and a higher weight.
  • a larger electromotive actuator also affects the design of the return springs, which may make it necessary to enlarge the electromotive actuator further.
  • the electromotive actuator since the first return spring acts directly on the rope pulley, the electromotive actuator only has to tension the coupling spring, which can be designed much smaller than the first return spring, in the control range between idle and full load in addition to the spring force acting in the idle range in the closing direction when the accelerator pedal is completely relieved , so that one gets by with a servomotor that has to be designed for a torque that is only 7 to 10% greater than a servomotor that is designed exclusively for controlling the idle range. This means significant weight and savings Space requirement possible, which is of great advantage especially in passenger cars.
  • the adjustment range of the rope pulley 8 extends from the idle stop 4 to the full load stop 5.
  • the rope pulley is preloaded in the closing direction of the throttle valve 1 by a first return spring 3, which is double for redundancy reasons.
  • the throttle valve 1 can move from the sheave 8 via a coupling member 15 and a first lever 13, which is firmly connected to the throttle valve shaft 1a, and from the servomotor 9 via its output 18 and a second lever 14, which is firmly connected to the throttle valve shaft 1a, in the opening direction get picked up.
  • the throttle valve 1 is adjusted by the second return spring 12 on the lever 13, while the third return spring 19 acts on the output 18 of the actuator 9 in the closing direction.
  • An actual value transmitter 21 or 20 is provided both for the lever 14 and for the output 18, so that these positions can be compared in the electronic control device 11 with the predetermined target value, which, for example, results from the difference between one specified by the driver and the actual vehicle speed is calculated.
  • an emergency running device which consists of a movable stop 24 and a return spring 23 and acts on the drive 18 of the actuator 9.
  • Fig. 1 shows the accelerator pedal 6 in a fully relieved position, the pulley 8 mechanically coupled therewith abuts against the idling stop 4 under the influence of the first return spring 3.
  • the throttle valve 1 has been adjusted by the electromotive actuator 9, the clutch 10 and the output 18 under tension of the second and third return springs 12, 19 to a position above the maximum idle position, which can be seen from the fact that the coupling member 15 at the stop LL Max 22 is present and that the lever 13 is not in contact with the coupling member 15, but is lifted away from it in the opening direction (ie to the right) under tension of the coupling spring 16.
  • This position corresponds to the case of automatic speed control, the driver prescribing a value of, for example, 120 km / h and the electronic control device 11 ensuring that the predetermined speed is maintained when the accelerator pedal is completely relieved.
  • the electromotive actuator 9 is controlled in such a way and until the throttle valve 1 assumes a position in which the actual speed coincides with the target speed while regulating other parameters (incline, slope, load on the vehicle, etc.).
  • the device according to the invention only controls the idle range when the accelerator pedal is completely relieved.
  • the coupling spring 16 remains untensioned and the lever 13 bears against the coupling member 15.
  • Electromotive control of the idling range is increasingly being provided, particularly in passenger cars, in order to actively adapt the power of the internal combustion engine to the respective requirement when the accelerator pedal is relieved, depending on which auxiliary consumers (window heating, lights, air conditioning, radio, etc.) are switched on when the vehicle is stationary.
  • auxiliary consumers windshield heating, lights, air conditioning, radio, etc.
  • an emergency running device is then provided so that the throttle valve 1 is pivoted into a position in the event of the actuator 9 or the control device 11 failing, in which the internal combustion engine does not die under the usual idling loads.
  • the stop 24 is used, which can be displaced to the left by the output 18 under tension of the return spring 23 until the output 18 bears against the housing enclosing the return spring 23. This is the position of the smallest throttle valve opening, which is also referred to as LL min . If the actuator 9 or the control device 11 fails in this position, the output 18 turns to the right, that is to say in the opening direction of the throttle valve 1 adjusted to the position of the stop 24 shown. This position is defined by limiting the return spring 23.
  • the actuator 9 or the control device 11 fails when the throttle valve 1 has been pivoted by the actuator 9 into a position above the emergency running position (stop 24) when the accelerator pedal 6 is completely relieved, then the actuator 9 is actuated by the third return spring 19 and the throttle valve 1 by the second return spring 12 to the left up to the stop 24, ie pivoted into the emergency running position.
  • the return springs 12 and 19 and the return spring 23 are of course designed so that the stop 24 can not be moved to the left, ie into a position below the emergency running position.
  • the idle position with the largest opening of the throttle valve 1 when the accelerator pedal 6 is relieved also called LL max , is defined by the stop 22 on the pulley 8.
  • This position can be determined by a contact or via the changed current consumption of the actuator 9 as a result of the tension of the coupling spring 16.

Landscapes

  • 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)
EP92118569A 1992-03-02 1992-10-30 Dispositif de commande de papillon Expired - Lifetime EP0558802B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4206523 1992-03-02
DE4206523A DE4206523A1 (de) 1992-03-02 1992-03-02 Vorrichtung zur verstellung einer drosselklappe

Publications (3)

Publication Number Publication Date
EP0558802A2 true EP0558802A2 (fr) 1993-09-08
EP0558802A3 EP0558802A3 (en) 1996-05-15
EP0558802B1 EP0558802B1 (fr) 1997-06-18

Family

ID=6453028

Family Applications (1)

Application Number Title Priority Date Filing Date
EP92118569A Expired - Lifetime EP0558802B1 (fr) 1992-03-02 1992-10-30 Dispositif de commande de papillon

Country Status (4)

Country Link
US (1) US5259349A (fr)
EP (1) EP0558802B1 (fr)
JP (1) JPH0642378A (fr)
DE (2) DE4206523A1 (fr)

Families Citing this family (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5124350A (en) * 1990-06-28 1992-06-23 G. D. Searle & Co. Leukotriene b4 antagonists
DE4411630C1 (de) * 1994-04-02 1995-06-08 Audi Ag Ansteuerung für eine Drosselklappe
US5755202A (en) * 1996-10-25 1998-05-26 Ford Global Technologies, Inc. Method of reducing feed gas emissions in an internal combustion engine
DE19721239A1 (de) * 1997-05-21 1998-12-03 Hella Kg Hueck & Co Vorrichtung zur Betätigung der Drosselklappe eines Verbrennungsmotors
US6098594A (en) * 1997-10-21 2000-08-08 Hitachi, Ltd. Electric-control-type throttle apparatus
US6070852A (en) * 1999-01-29 2000-06-06 Ford Motor Company Electronic throttle control system
US6095488A (en) * 1999-01-29 2000-08-01 Ford Global Technologies, Inc. Electronic throttle control with adjustable default mechanism
US6244565B1 (en) 1999-01-29 2001-06-12 Ford Global Technologies, Inc. Throttle body shaft axial play control
US6155533C1 (en) * 1999-01-29 2002-07-30 Visteon Global Tech Inc Default mechanism for electronic throttle control system
US6299545B1 (en) 1999-05-03 2001-10-09 Visteon Global Tech., Inc. Rotating shaft assembly
US6173939B1 (en) 1999-11-10 2001-01-16 Ford Global Technologies, Inc. Electronic throttle control system with two-spring failsafe mechanism
US6253732B1 (en) 1999-11-11 2001-07-03 Ford Global Technologies, Inc. Electronic throttle return mechanism with a two-spring and two-lever default mechanism
US6267352B1 (en) 1999-11-11 2001-07-31 Ford Global Technologies, Inc. Electronic throttle return mechanism with default and gear backlash control
US6286481B1 (en) 1999-11-11 2001-09-11 Ford Global Technologies, Inc. Electronic throttle return mechanism with a two-spring and one lever default mechanism
DE19959095A1 (de) * 1999-12-08 2001-06-13 Mann & Hummel Filter Verfahren und Vorrichtung zum Antrieb eines Stellelementes in einem Kraftfahrzeug
CN107989701A (zh) * 2017-11-23 2018-05-04 胡佳佳 一种汽车电子节气阀***

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS63208632A (ja) * 1987-02-25 1988-08-30 Mitsubishi Electric Corp スロツトル弁制御装置
DE3843056A1 (de) * 1987-12-23 1989-07-06 Mazda Motor Anordnung zur motorleistungssteuerung
DE3837162A1 (de) * 1988-11-02 1990-05-03 Vdo Schindling Lastverstelleinrichtung
DE3927043A1 (de) * 1989-08-16 1991-02-21 Vdo Schindling Lastverstelleinrichtung
DE3933446A1 (de) * 1989-10-06 1991-04-18 Vdo Schindling Lastverstelleinrichtung
DE4009875A1 (de) * 1990-03-28 1991-10-02 Bosch Gmbh Robert Einrichtung mit einem stellglied
DE4015353A1 (de) * 1990-05-12 1991-11-14 Vdo Schindling Lastverstelleinrichtung
DE4031003A1 (de) * 1990-10-01 1992-04-02 Vdo Schindling Lastverstelleinrichtung
DE4100381A1 (de) * 1991-01-09 1992-07-16 Vdo Schindling Lastverstelleinrichtung fuer eine drosselklappengeregelte brennkraftmaschine

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
VDI-BERICHT NR. 819, 1990, pages 741 - 763

Also Published As

Publication number Publication date
US5259349A (en) 1993-11-09
EP0558802B1 (fr) 1997-06-18
EP0558802A3 (en) 1996-05-15
DE4206523A1 (de) 1993-09-09
DE59208634D1 (de) 1997-07-24
JPH0642378A (ja) 1994-02-15

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