Internal-combustion engines – Engine speed regulator – Open loop condition responsive
Patent
1992-11-02
1994-06-28
Argenbright, Tony M.
Internal-combustion engines
Engine speed regulator
Open loop condition responsive
F02D 1110
Patent
active
053237471
DESCRIPTION:
BRIEF SUMMARY
The invention relates to an electrically influenced throttle valve control means.
An example of such a device is shown from the European patent application 89105278.7 , published on Mar. 10, 1990 as Document Number 0 389 649. Also the European patent application 88114519.7, published on Nov. 15, 1989 as Document number 0 341 341, describes a throttle valve control means in which the mechanical depressing of the accelerator pedal defines the maximum open position of the throttle valve, whereas the throttle valve can be shifted in a more closed position by an electric motor. If there is detected a misfunction of the electric motor, a coupling between the electric motor and the throttle valve must be opened in order to have a mechanical movement of the throttle valve.
It is object of the invention to simplify the construction described therein.
According to the invention, movement of the accelerator pedal is transmitted during normal operation to a transmission link which operates a throttle butterfly actuator by means of a suitable actual value transmitter.
The intermediate member to be provided is moved to a position in which it makes no contact with the transmission link and the throttle butterfly actuator and is merely linked with these two components by a spring.
In an emergency operating condition, accelerator pedal movement is transmitted mechanically by way of the intermediate piece, whereby construciton in accordance with the invention retains a high level of operating convenience.
The invention is described in detail below, with reference to the FIGURE.
Reference number 10 relates to a conventional accelerator pedal in the footwell of a motor vehicle, movement of which is transmitted by wire cable 12 to a transmission link 14 which can for instance be the wire cable pulley. Said transmission link is moved in proportion to the amount by which accelerator pedal 10 is depressed, as shown by schematic displacement to the right in the FIGURE. An actual value transmitter 16 associated with transmission link 14 registers the magnitude of the displacement movement and supplies an output signal of a corresponding value. This actual value transmitter can for example be a potentiometer. In addition, an idle switch 18 is associated with transmission link 14, and makes contact when accelerator pedal 10 is not depressed at all.
A return spring cluster consisting of springs 20 and 22 applies a force to transmission link 14 in a direction opposed to its direction of movement when accelerator pedal 10 is depressed. This return spring cluster is pivoted to a mount 24 at the engine end. This ensures that transmission link 14 is moved to its idle position if accelerator pedal 10 is not operated.
An initial spring 26 connects transmission link 14 with an intermediate piece 28 in such a way that a load is exerted on intermediate piece 28 in the direction of transmission link 14, that is to say in the closing direction.
Furthermore, intermediate piece 28 is connected by a spring 40 to a throttle butterfly actuator 38. Spring 40 applies a load to intermediate piece 28 and throttle butterfly actuator 38 so that they tend to move towards each other.
Throttle butterfly actuator 38 is connected to throttle butterfly 56, which is closed by a movement to the left as shown in the FIGURE and opened by a movement to the right as shown in the FIGURE.
The position of throttle butterfly actuator 38 is influenced by a second actuator 44, which can apply pressure at point 42 to force the throttle butterfly into the closed position. The position of second actuator 44 is controlled by an electric motor 46, which in the schematic representation drives a gear wheel 50 by way of reduction gears 48. Said gear wheel 50 acts together with a toothed rack 52 to move the second actuator in the FIGURE to the right or left as appropriate. In order to ensure operation in an emergency, the control means for the second actuator 44 must not be self-locking in its action.
It can be regarded as evident that in a practical version the schematic movements t
REFERENCES:
patent: 4719891 (1988-01-01), Porth et al.
patent: 4951772 (1990-08-01), Peter et al.
patent: 4966114 (1990-10-01), Basten
patent: 5002032 (1991-03-01), Kolberg
patent: 5107811 (1992-04-01), Huber et al.
patent: 5141070 (1992-08-01), Hickmann et al.
patent: 5172667 (1992-12-01), Spiegel
No affiliations
Argenbright Tony M.
Audi AG
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