EP0427097B1 - Throttle valve for an internal combustion engine - Google Patents

Description

The invention relates to a throttle valve according to the preamble of claim 1.

A throttle valve of this type is known from German Offenlegungsschrift DE-OS 37 11 779. The throttle valve is mounted on a shaft that can be rotated by a cable. The cable is acted upon by a return spring with force in the closing direction of the throttle valve. The throttle valve also has a first stop between the cable pull and the shaft, the stop point of which is shifted with the aid of the cable pull, the throttle valve being movable between its closed position and the stop position. A coupling device is arranged between the cable and the shaft, which is designed here as a spring. For the regulatory intervention on the engine torque z. B. when slip occurs on one of the driven wheels of the motor vehicle, the throttle valve has a servomotor which can actuate the throttle valve. The servomotor is connected to the shaft via a second stop, the stop point of which is with the help of the servomotor can be moved forward so that the throttle valve can be actuated in the closing direction.

In addition to these features, it is known from European patent application EP 0 412 237 A1 that the first coupling device is designed as a first coupling which has a non-positive connection. The frictional connection can be canceled or produced in the immediate area of the attachable attachment point. From this embodiment it is also known that the second coupling device consists of a spring which is arranged between the servomotor and the shaft.

It proves to be disadvantageous that an additional device, namely a stop divider, is required, which causes the locking or unlocking. The use of the stop divider provided results in a complex, cost-intensive construction of the throttle valve arrangement.

It proves to be particularly disadvantageous in relation to DE-OS 37 11 779 that, when the throttle valve is operated by the servomotor, the servomotor must always work against the spring force of the spring which connects the cable to the shaft. Since the spring force increases with increasing deflection, a servomotor that has a high output is required, which results in an expensive design. In this context, it also proves to be disadvantageous that the service life of the servomotor is reduced due to the force to be applied by the servomotor, so that the safety and reliability in the operation of the motor vehicle, in particular in a safety-relevant device such as a throttle valve, is reduced.

The invention has for its object to provide a throttle valve with a simple and inexpensive design, the safety and Reliability in the operation of the motor vehicle is increased and the servomotor is relieved of a large force which restores the throttle valve during its operation.

The object is achieved in that the first coupling is designed as a latching sliding connection and that the latching sliding connection consists of a two-armed, omega-shaped spring and at least two latching depressions on one of the bore shafts.

It is advantageous that the second coupling device is a second clutch, which has a removable frictional connection, because on the one hand a particularly reliable tracking of the servomotor is ensured when the throttle valve is actuated by the cable and on the other hand it is ensured that, for. B. if the actuator blocks the movement of the throttle valve is ensured by the cable.

Characterized in that the first and / or second clutch is each designed as a latching sliding connection, there is the advantage that a fixed coupling between the shaft and the cable or the shaft and for a predetermined position of the shaft to the cable or the actuator the servomotor is ensured and that for the further positions of the shaft to the cable pull and the shaft to the servomotor only a small force is required to twist the shaft by the cable pull or the servomotor.

The fact that the locking slide connection consists of a two-armed omega-shaped spring and at least two locking recesses on one of the shafts results in the advantage of a particularly simple and inexpensive design of the locking slide connections, which have a high degree of reliability.

The fact that the servo motor is assigned an actual value potentiometer results in the advantage that a reliable tracking of the servomotor when the throttle valve is actuated, the actual position of the throttle valve and the servomotor can be reliably determined at any time and can be supplied to a control device.

In this context, it is advantageous that the cable is assigned in the setpoint potentiometer, as a result of which the setpoint position of the throttle valve can be determined in a simple and inexpensive manner.

It proves to be particularly advantageous that a diagnostic device is connected to the actual value potentiometer and the setpoint potentiometer, as a result of which incorrect settings of the throttle valve and / or the servomotor and / or the first or second coupling device can be detected easily and reliably, error messages can be output and an emergency operation circuit can be activated, which increases the reliability and safety in the operation of the motor vehicle.

It is advantageous that a speed controller actuation device is connected to the cable, because a speed controller can thus be connected to the throttle valve in a simple and cost-effective manner, and thus the motor vehicle, in addition to the actuation of the throttle valve by a cable that is coupled to an accelerator pedal, also actuates is made possible by a speed controller, with the servo motor, for example, also in the operation of the throttle valve by the speed controller. B. is fully available for a traction control function.

Characterized in that the actuating device via a third coupling device, which is a spring or a clutch with variable or removable frictional connection, with the Connected rope pulley, there is the advantage that the speed controller can be coupled to the throttle valve in a particularly simple and reliable manner, which results in a high level of safety in the operation of the motor vehicle. The speed controller actuating device can thus track the movement of the cable pull at any time during operation of the throttle valve by the cable pull, so that if the speed controller needs to be engaged, this has the advantage that it can adjust the throttle valve without delay. In this context, it is advantageous that a third stop is arranged between the actuating device and the cable, because this ensures that when the throttle valve is operated by the speed controller, a secure connection between the speed controller and the shaft for an adjustment of the throttle valve in Direction is made open, at the same time a resetting of the speed controller actuation device is ensured by the return spring, which results in a particularly high level of safety when operating the motor vehicle.

It is advantageous that the cable is coupled to a cable pulley, which results in a particularly simple and inexpensive articulation of the cable.

Exemplary embodiments of the invention are shown in the drawings and are described in more detail below with reference to the drawings.

• Figur 1 ein erstes Ausführungsbeispiel anhand einer Systemdarstellung der erfindungsgemäßen Drosselklappe,
• Figur 2 ein zweites Ausführungsbeispiel der erfindungsgemäßen Drosselklappe,
• Figur 3 ein drittes Ausführungsbeispiel der erfindungsgemäßen Drosselklappe,
• Figur 4 ein Ausführungsbeispiel einer Rast-Gleitverbindung, entsprechend Figur 3.

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• FIG. 1 shows a first exemplary embodiment based on a system representation of the throttle valve according to the invention,
• FIG. 2 shows a second exemplary embodiment of the throttle valve according to the invention,
• FIG. 3 shows a third exemplary embodiment of the throttle valve according to the invention,
• Figure 4 shows an embodiment of a snap-slide connection, corresponding to Figure 3.

The same or equivalent components are provided with the same reference numerals in all figures.

Figure 1 shows a first embodiment of the throttle valve according to the invention using a system drawing.

The throttle valve (D) is mounted on a shaft (W) which can be rotated by the cable (S). The cable pull (S) is connected here as an example for a particularly simple articulation with a cable pulley (SB). The rope pulley (SB) is acted upon by at least one return spring (R) with force in the closing direction of the throttle valve (D). The pulley (SB) is mounted on a shaft (X), which is also connected to a setpoint potentiometer (SP) and adjusts this when the pulley (SB) and the cable pull (S) are actuated, so that a control device or Diagnostic device, which are not shown here, a setpoint signal for the position of the throttle valve (D) can be supplied. A first part of a first stop (A1) is also mounted on the shaft (X), the stop point of which can be moved by the cable (S), the throttle valve (D) being movable between its closed position and the stop position.

A first coupling device (K1) is arranged between the first part and the second part of the stop (A1), which is a first coupling (K1) and one has a changing or cancelable adhesion, the adhesion being greatest in the immediate area of the variable attachment point. The second part of the stop (A1) is firmly connected to the shaft (W).

The throttle valve (D) also has a servomotor (M) which is mounted on a shaft (Y) and which adjusts the throttle valve (D) via the shaft (W) depending on predetermined or calculated control variables.

To determine the actual position, the position of the servomotor (M) and the position of the throttle valve (D), the servomotor (M) is assigned an actual value potentiometer (IP). A second coupling device (K2) is arranged between the shaft (W) and the shaft (Y) and thus the servomotor (M), which connects or can connect the servomotor (M) to the shaft (W) in a force-locking manner.

To operate the throttle valve (D) by means of a speed controller actuating device (GR), which is connected to a speed controller, the cable pulley (SB) is via a third coupling device (K3), which can be designed as a spring or a clutch with a variable or removable force fit , connected or connectable to the cruise control actuator (GR). In addition, the speed controller actuation device (GR) is connected to the rope pulley (SB) via a third stop (A3), which on the one hand ensures that when the throttle valve (D) is actuated by the speed controller due to the coupling by the third coupling device (K3) the speed controller can be engaged without delay and the speed control actuator (GR) is also acted upon by the return spring (R) with force in the closing direction of the throttle valve (D).

For the formation of the first and second coupling devices (K1, K2), the embodiments described below result, for example.

The first coupling device (K1) shown in FIG. B. be designed as an electrical or pneumatic or hydraulic clutch (K1), which is controlled as a function of the signals from the actual value potentiometer (IP) and the setpoint potentiometer (SP) by a control device or diagnostic device, not shown. If the first and the second part of the first stop are at the stop point, the first clutch (K1) is closed. As soon as a control of the throttle valve by the servomotor (M) is required, the first clutch (K1) is opened to relieve the servomotor (M), so that it can be designed as a simple servomotor with low power, so that overall results in an inexpensive design.

So that the servomotor (M) can be coupled to and decoupled from the shaft (W), a second coupling device (K2) is arranged between the shaft (Y) and the shaft (W), which is designed as a second clutch (K2) can be, which can have a changing or cancelable frictional connection.

The second clutch (K2) can also be designed as an electrical or pneumatic or hydraulically actuable clutch (K2), which is controlled by a control device or diagnostic device, not shown. It is advantageous that the second clutch (K2) is closed except in the event of a malfunction of the servomotor (M), so that the servomotor (M) follows the rotary movement of the shaft (W) at all times and when the servomotor (M ) is thus guaranteed that the servomotor (M) can adjust the shaft (W) without delay. In the event that a If the servomotor (M) is malfunctioning or an emergency function has to be switched, the second clutch (K2) can be opened so that the throttle valve (D) can be freely adjusted using the cable (S).

When the first and / or second clutch (K1, K2) is designed as an electrically or pneumatically or hydraulically actuable clutch (K1, K2), there is the particular advantage of very high reliability in operation and a very high degree of adaptability to the required control processes , which are controlled by the control device, not shown, which nevertheless results in an inexpensive design.

The exemplary embodiment shown in FIG. 2 differs from the exemplary embodiment shown in FIG. 1 only in another embodiment of the second coupling device (K2). For a particularly simple and inexpensive design, the second coupling device (K2) is designed here as a spring (F), through which the shaft (W) couples to the shaft (Y) and thus to the servomotor (M). Each time the shaft (W) is adjusted by the cable (S), the servomotor (M) follows the movement of the throttle valve (D), so that the servomotor can adjust the throttle valve at any time without delay when actuated by a control device (not shown) In particular in the case of a safety-relevant control device, such as a traction control device, is advantageous for a high level of safety. To increase the safety when the throttle valve (D) is to be operated by the servomotor (M), the shaft (Y) can be connected to the shaft (W) via a second stop (A2), the stop point of which can be moved forward with the help of the servomotor. so that the throttle valve can be actuated in the closing direction.

FIG. 3 shows a further exemplary embodiment of the throttle valve according to the invention. The in Figure 3 The embodiment shown differs from the embodiments shown in FIG. 1 and FIG. 2 only in the different design of the first and second coupling devices (K1, K2). The coupling devices (K1, K2) are designed here by way of example as snap-in sliding connections (G), which are only roughly outlined in FIG. 3. The locking slide connections (G) are designed and arranged such that in the immediate area of the stop point of the stops (A1, A2) the first and second parts of the stops (A1, A2) lock together, so that in this position at one Actuation of the throttle valve by the cable (S) results in a firm connection between the shaft (Y) and the shaft (W), which is also established between the shaft (W) and the shaft (X). If the servomotor (M) is required to adjust the throttle valve (D), the shaft (W) is moved by the servomotor (M) with a force that is large enough to relate the latching force of the latching slide connection (G) to overcome the first stop (A1), so that after overcoming the existing locking force by the servo motor (M), only a force for adjusting the throttle valve (D) and for overcoming the sliding force occurring with the locking sliding connection (G) is to be applied. As a result, the motor can have a lower output, which overall results in a simpler and less expensive design.

The second coupling device (K2) can also be designed as a latching sliding connection (G), which also latches in the immediate area of the stop point of the second stop (A2) and thus ensures that the servomotor (M) of the movement of the throttle valve (D ) follows. In the event of a malfunction of the servomotor (M) or when switching on an emergency function for the throttle valve (D) it is ensured when overcoming the latching force that the throttle valve (D) can be moved without restriction by the cable (S), which increases safety results in the operation of the motor vehicle.

A simple and inexpensive exemplary embodiment of a snap-slide connection (G) is shown in FIG. Depending on the arrangement of the locking slide connection (G), the shaft (W) or the shaft (X) can each have two locking recesses (V) which have predetermined positions, a predetermined depth and a position in relation to the position of the throttle valve (D) have a predetermined width. To form a snap-in sliding connection (G), a two-armed, omega-shaped spring (O) is provided, which is connected to the other shaft (X, W) and whose free, inwardly bent arms can engage in the snap-in connections or on the outer surface of the respective shaft (X, Y) can slide. The design of the locking recesses (V) and the omega-shaped spring (O) can vary depending on the required locking forces, the sliding forces and the frictional forces of the shafts (W, X, Y). The snap-slide connection assigned to the second stop (A2) can have the same or a similar structure.

The possible embodiments and combinations of the coupling devices (K1, K2, K3) in the throttle valve (D) according to the invention are not limited to the exemplary embodiments shown in FIGS. 1 to 3. Depending on the required embodiment, the type of coupling of the coupling devices (K1, K2, K3) can vary, so that different combinations of the coupling devices and the type of coupling devices (K1, K2, K3) can also result.

In a particularly inexpensive embodiment, the servomotor (M) can be designed as an electric motor. However, the servomotor (M) can also be designed as a pneumatically operated motor.

As shown in Figures 1 to 3, the servomotor (M) and the cable (S) can be located on opposite sides of the throttle valve (D). In another embodiment, there may also be an arrangement in which which the cable (S) and the servomotor (M) are arranged on one side of the throttle valve (D).

The operation of the throttle valve for an internal combustion engine is briefly described below.

For example, in the case of an e-gas or traction control system for motor vehicles, servomotors (M) are used to regulate the motor torque of a motor vehicle via the throttle valve (D) as a function of predetermined or calculated control variables. The intervention in the engine torque of a motor vehicle requires a high level of security when the throttle valve (D) is actuated by the servomotor (M). During normal operation of the motor vehicle, the throttle valve (D) is adjusted by means of a cable (S) which is actuated via an accelerator pedal. The cable (S) is connected to at least one return spring (R) which, when the accelerator pedal is released, puts the throttle valve (D) in the closed position. When adjusting the throttle valve (D) by the cable (S), it is necessary that the shaft (W), on which the throttle valve (D) is mounted, is firmly connected to the shaft (Y) on the z. B. a pulley (SB) is mounted to which the cable (S) is coupled.

In the operating state in which the throttle valve (D) is adjusted by the servomotor (M), it is advantageous that the fixed connection between the shaft (W) and the shaft (X) is released so that the servomotor does not must overcome high restoring force in order to be able to adjust the throttle valve (D). For this reason, a first coupling device (K1) is provided which generates a fixed coupling of the shaft (W) with the shaft (Y) in a predetermined position of the first stop (A1) and releases this coupling when the servomotor (M) engages .

A second coupling device (K2) is provided so that the servomotor (M) tracks the movement of the throttle valve (D) at all times during operation of the throttle valve (D) by the cable (S), which, apart from the case that a malfunction of the Actuator (M) occurs or an emergency function of the throttle valve (D) is switched, couples the servomotor (M) to the shaft (W). This has the advantage that the servomotor (M) can be adjusted without any delay and very precisely the throttle valve (D) if the throttle valve (D) is required to be actuated by the servomotor (M). In the case of an e-gas for a motor vehicle, the servomotor (M) adjusts the throttle valve (D) between the closed position and the maximum open position. In a device for traction control, however, it is advantageous if the servomotor can only adjust the throttle valve between the closed position and the instantaneous maximum position of the throttle valve (D) specified by the cable (S).

To monitor the proper functioning of the servomotor (M) of the first and second coupling devices (K1, K2) and the position of the throttle valve (D), the cable pull (S) is assigned a setpoint potentiometer (SP), from which a voltage can be tapped that can Specifies the setpoint for the position of the throttle valve (D) and the actuator (M) is assigned an actual value potentiometer (IP), from which a voltage can be tapped that corresponds to the actual position of the throttle valve (D). These voltages can be supplied to a diagnostic device, which can be part of a control device and which, in the event of existing deviations, e.g. B. can put the servomotor (M) out of operation and or can open and / or close the first and / or second coupling device (K1, K2), can output error signals and can activate an emergency operation circuit.

Via a third coupling device (K3) and a third stop (K3), a speed controller actuation device (GR) can be connected to the rope sheave (SB) in a simple and inexpensive manner, so that the throttle valve (D) can be actuated by a speed controller without that z. B. needs to be dispensed with a traction control and a corresponding control by the servomotor (M).

Claims (10)

1. A throttle valve for an internal combustion engine, which is mounted on a throttle valve spindle (W), with a cable control (S) by which the throttle valve spindle (W) can be twisted via a drive spindle (X) and a first stop (A1), the stop point of which throttle valve spindle is moved with the aid of the cable control (S), with at least one return spring (R) on the cable control (S), wherein the throttle valve (D) can be moved between its closed position and the stop position, with a first coupling device (K1) between the drive spindle (X) and the throttle valve spindle (W), and a servomotor (M), the shaft (Y) of which can be connected to the throttle valve spindle (W) via a second coupling device (K2), wherein the first coupling device (K1) is a first clutch (K1) which has a breakable frictional connection and the frictional connection can be made or broken in the immediate region of the first movable stop point, characterised in that the first clutch (K1) is designed as a latching-sliding connection (G) and the latching-sliding connection (G) consists of a two-armed, omega-shaped spring (O) and at least two latching recesses (V) on the throttle valve spindle (W) or on the drive spindle (X).
2. A throttle valve according to claim 1, characterised in that the second coupling device (K2) is a second clutch (K2) which has a breakable frictional connection, wherein the frictional connection can be made or broken in the immediate region of a second movable stop point (A2) between the throttle valve spindle (W) and the servomotor shaft (Y).
3. A throttle valve according to claim 2, characterised in that the second clutch (K2) is designed as a latching-sliding connection (G) and the latching-sliding connection (G) consists of a two-armed, omega-shaped spring (O) and at least two latching recesses (V) on the throttle valve spindle (W) or the servomotor shaft (Y).
4. A throttle valve according to claim 1 or claim 3, characterised in that an actual value potentiometer (IP) is associated with the servomotor (M).
5. A throttle valve according to claim 4, characterised in that a set value potentiometer (SP) is associated with the cable control (S).
6. A throttle valve according to claim 5, characterised in that a diagnosis device is connected to the actual value potentiometer (IP) and to the set value potentiometer (SP).
7. A throttle valve according to claim 6, characterised in that a speed regulator operating device (GR) is connected to the cable control (S).
8. A throttle valve according to claim 7, characterised in that the operating device (GR) is connected to the cable control via a third coupling device (K3) which is a spring or a clutch with a breakable frictional connection.
9. A throttle valve according to claim 8, characterised in that a third stop (A3) is disposed between the operating device (GR) and the cable control (S).
10. A throttle valve according to claim 9, characterised in that the cable control (S) is connected to a pulley (SB).

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