DE19512916A1 - Throttle valve device - Google Patents

Description

The invention relates to a throttle valve device, consisting of

• - a housing element,
• - A throttle valve shaft element on which a Ge housing element between a first air flow cavity and a second to a vehicle engine leading air flow cavity arranged Throttle valve element adjustable in at least one Closed position, an idle position and one Full throttle is maintained, and
• - An adjustment unit that has at least one servomotor unit contains and with the throttle valve shaft element is connected.

In modern throttle valve devices, the Dros sel flap adjusted with a servomotor. That kind of Throttle valve adjustment is under the technical term Drive-by-wire known. The servomotor is with a Throttle valve shaft connected, which rotates in the housing is stored.

However, if the servomotor fails, is not ensured that the throttle valve is a occupies a position that enables the driver to drive his vehicle to or from a workshop  to move a danger zone.

Accordingly, the object of the invention is a Throttle valve device of the type mentioned above evolve that driving a vehicle too a workshop or from a danger zone in the event of failure the servomotor unit is possible.

According to the invention the object is achieved in that the second air flow cavity with an emergency air control device is connected to the so much air can be fed that if the servomotor unit fails Vehicle is movable.

The advantages achieved with the invention are in particular special in that if the servomotor unit fails such an amount of air is provided that the air flow sweeps the fuel and finest dusted in the air, but not gassed. Here This creates an ignitable mixture that is known Way its use is fed. Ge This ensures that the driver of his vehicle when can also move at reduced speed.

The emergency running control device can be implemented in three embodiments:
the first form of implementation is characterized by

• - That in the adjusting unit a return spring element and an opposing, opening spring element non-positively with the throttle valve shaft element connected,
• - That the return spring element on a stop element strikes and is excited when the throttle valve shaft lenelement by the servomotor unit in the direction of Full throttle is turned and
• - That the opening spring strikes the stop element and is cocked when the throttle shaft member  by the servomotor unit in the idle position is held
• - So that the throttle valve element in the event of failure Servomotor unit takes a position that one such air flow ensures that the vehicle is movable.

This ensures that the throttle valve by both spring elements in case of failure of the servomotor unit is brought into such an open position, which in particular a moving out of the vehicle a danger zone. In addition, ge ensures that the driver with this throttle valve can drive the vehicle to a workshop. Of Another advantage is that the springs act that they do not interfere with normal drive-by-wire operation other. The servomotor unit is functional effortlessly able to overcome both spring forces and so the engine towards full throttle, d. H. Full load or idle.

The second variant is characterized by this from that the emergency running air control device out so forms is

• - That a valve unit arranged on the housing element with a force leading through the housing element Fabric vapor recess with the second air flow hollow space is connected and
• - that the valve unit is on if the servomotor fails unit can be controlled such that a tank or the air throughput for a Movement of the vehicle is guaranteed.

The valve unit itself has the task of starting from the tank given fuel vapors targeted another Ver application. Through targeted control of the The valve unit takes over if the servomotor fails unit the task, the air flow cavity so much  To provide air that is sufficient ignitable mixture is available to the driver allows you to target your vehicle from the To move the danger zone or to another location.

The third solution is characterized by that the emergency air control device is designed in this way is

• - That in the adjustment unit at least one reset spring unit is arranged and
• - That the servomotor unit as a unidirectional motor is formed, the motor movement of a spring movement of the return spring unit opposite is
• - So that the throttle valve element in the event of failure Unidirectional motor ensures air flow, that the vehicle is movable. Under a Unidirectional engine generally becomes an engine understood, the torque preferably only in one Direction of rotation, d. H. clockwise or counterclockwise Clockwise works.

A working against a return spring unit as Torque motor trained device motor provides for the fact that the Throttle valve element can be adjusted accordingly can. However, if the servomotor unit fails, press the return spring unit the throttle valve in one such a position that sufficient air flow is guaranteed.

It is advantageous if the throttle valve element is then stable in the following positions:

• a) above the idle position in a first limp Home point,
• b) below the throttle valve closed position in one second limp home point,  
• c) above full throttle in a third limp Home point.

This z. B. achieved that the vehicle engine reaches a speed between 1000 and 2000 rpm and exerts such a moment of force that the vehicle is operable.

It is advantageous if the spring torque of the reset spring element is greater than that of the opening spring mentions. The fact that the return spring element is a size res moment as the opening spring element has ensured that the throttle valve failed Actuator unit always moves to the position in which the spring stop is located. Reaching a defined opening angle, which is determined by the limp Home points is defined, is ge from any location ensures. It is therefore necessary to restart the engine also possible. Both springs can also be the same Have strength.

Reali around the second and third limp home point the torque motor can turn a wheel tion related to the throttle valve element from full throttle to throttle valve lock or from the throttle valve closed position to Has full throttle.

It is advantageous if the reset and the break contact spring element and the return spring unit (s) as Spiral springs are formed. This will create a Rotational movement of the shaft element reached. Self ver there are also other energy-storing elements can be used which have a resilient effect, e.g. B. fluid, gas storage or the like.

It is advantageous if the control unit in the housing cover element or is arranged in the housing element.  

This ensures that the corresponding tax signals can be transmitted immediately.

The valve unit can be actuated electromagnetically res valve, which is a substantially annular Magnetic coil includes one in the axial direction and movable magnetic armature made of metallic work encloses the material, the magnetic armature on the End face facing the valve seat with a sealing body is closed from elastomeric material and the Magnetic armature and the sealing body with each other who are connected.

As a result of lengthy trials, it was found that for the realization of an emergency running position of the air Flow rate between 20 and 80 kg air / h, preferably 40 kg air / h.

The invention is described below with reference to the drawing explained in more detail. Here are the advantages of inventions Solution according to the invention supplemented by further versions. Show it:

FIG. 1 shows a throttle device with an emergency running dynamics air control device in a schemati rule sectional representation,

Fig. 2 is a runflat controller with an on hammer member in a full throttle position in a schematic side view,

Fig. 3 is a runflat control means in a neutral position in a schematic view Seitenan,

Fig. 4 is a runflat control device in a limp-home point position in a schematic side view,

Fig. 5 and 6, a throttle device having another run-flat air control means in difference integrated solution variants,

Fig. 7a and 7b device accommodating a variant of a control,

8b is a functional representation of the air flow klappenanstellwinkel Fig. 8a and Fig., Depending on the throttle,

Fig. 9 is a throttle valve device with a wide ren emergency air control device in a schematic sectional view and

Fig. 10 is a throttle valve device of Figure 9 in a further illustration of Fig..

In Fig. 1, part of a drive-by-wire system is provided.

It consists of

• - A throttle valve unit 1 and
• - an adjustment unit 11 .

The throttle valve unit 1 and the adjustment unit 11 are located in a common housing element 4 . In the housing element 4 , a Drosselklappenwel lenelement 3 is arranged rotatably throughout. Connected to him is a throttle valve element 2 of the throttle valve unit 1 .

The adjustment unit 11 comprises the following parts:

• - A motor unit 5 , which are non-positively connected to the throttle valve element 3 and
• - A return spring element 8 and
• - An opening spring element 9 .

With continued reference to FIGS. 2 to 4 show, the restoring spring element 8 and the Öffnerfederelement 9 likewise non-positively on the throttle valve shaft element 3 arranged. Both spring elements 8 and 9 are spiral springs that act in opposite directions. The same if with the throttle valve shaft element 3 , a stop lever element 6 is connected. It strikes on one side on an adjusting screw element 7 with which an idle position MS can be adjusted.

The mode of operation of the emergency air control device according to FIGS. 1 to 4 is explained:
If the accelerator pedal is fully depressed, the servomotor unit 5 moves the throttle valve shaft element 2 into a full throttle position VL, as shown in FIG. 2. The throttle valve element 2 is wide open. An equivalent for its opening angle is the position of the stop lever element 6 , which represents the opening angle of the throttle valve element 2 . The return spring element 8 is fully deflected and tensioned. It bears against a stop lever element 6 with its bent end. The position of the throttle valve element opposite the full throttle position VL is the idle position MS. Here, the Stellmo gate unit 5 moves the throttle valve element 2 in such a position that the engine can be moved while idling. In this case, the opening spring element 9 strikes with its end on the stop lever element 6 and is tensioned.

Since the vehicle can no longer be moved in the idle position MS, it must be ensured that if the motor unit 5 fails, the driver still has sufficient performance which enables him to reach a workshop or the vehicle from a danger move zone. The throttle valve element is brought by the return spring element 8 from the full load setting VL and from the idle position by the further, but opposing opening spring element in the direction of a stop element 10 . A limp home point LHP1 is hereby achieved. The fact that the return spring element 8 has a greater moment than the opening spring element 9 is now ensured that the throttle valve is always moved to the angular position in the de-energized state, in which the stop element 10 is located. As a result, the throttle valve element is brought into a position which brings the engine to such a speed above the idle position MS. This ensures that if the engine unit 5 fails, the limp home point is always reached. Since by that the stop lever member 6 does not abut against a fixed stop in the limp-home point, it is also ensured that this point is reached from any position of the Dros selklappenelements. 5 It is also achieved that by the provision of a defined limp home point LHP1, which is defined by the point of the stop element 10 , a perfect interaction of the throttle valve unit 1 and the servomotor unit 5 is guaranteed during normal operation.

In the Limp Home Point LHP1, a load reversal takes place on the throttle valve shaft element on the engine side. However, this load deflection has only a very slight influence on the dynamics of the motor, since the servo unit 5 designed as a stepping motor, DC motor or the like is not controlled in a load-dependent manner but in an angle-dependent manner.

In Fig. 5 a further part is shown of a drive-by-wire system.

It consists of

• - A throttle valve unit 51 and
• - an adjusting unit 61 .

The throttle valve unit 51 and the adjusting unit 61 are also here in a common housing element 54 . In the housing element, a throttle valve shaft element 53 is arranged, which holds a throttle valve element 52 .

The adjustment unit 51 consists of the following parts:

• - A torque motor (device motor) 55 , which is non-positively connected to the throttle valve element 52 and
• - a return spring unit (s) 58 .

As shown in Fig. 5, the throttle valve member through the return spring unit (s) performs a circular Federbe movement F, which is directed clockwise. The torque motor 55 as a unidirectional motor rotates counterclockwise with its motor movement M and thus counteracts the spring movement M. If the torque motor 55 is driven to its end position, the throttle valve element 52 assumes a throttle valve closing position DS. In this case, an air throughput cavity 62 is created above the throttle valve element and an air throughput cavity 63 on the vehicle engine side is created below the throttle valve element. If the force exerted by the torque motor 55 decreases in accordance with the driver's request (full load position), the spring movement F is greater than the motor movement M and the throttle valve element 52 moves through 90 ° into a vertical position, ie into a full throttle position VL.

FIG. 6 shows a drive-by-wire system which is constructed similarly to that of FIG. 5.

It consists of

• - A throttle valve unit 51 and
• - an adjusting unit 61 .

In a housing element 54 'are the throttle valve unit 51 ' and the adjusting unit 61 '. In Ge housing element 54 'is a Drosselklappenwel lenelement 53 ' rotatably arranged, with which a throttle valve element 2 is connected.

The adjustment unit 61 'comprises the following parts:

• - A torque motor 55 ', which is non-positively connected to the throttle valve element 53 ', and
• - A return spring unit (s) 58 '.

The torque motor 55 'as a unidirectional motor performs a motor movement M, which is directed clockwise. The return spring unit (s) 58 ', in contrast, has a spring movement F, which is directed counterclockwise. Through an interaction of the torque motor 55 ', an adjustment of the throttle valve element from the throttle valve closing position DS to the full load position VL is also possible. In the throttle valve closed position there is an air flow cavity 62 'above the throttle valve element and below an air flow cavity 63 ' on the vehicle engine side. At full throttle VL both cavities 62 'and 63 ' are also connected to each other.

The operation of the emergency running air control device according to FIGS. 5 and 6 is explained:
The torque motor 55 moves, as shown in FIG. 5, the throttle valve element during normal operation in the range from the throttle valve closed position DS (mini painter air flow) to full throttle position VL (maxi painter air flow). During this movement, the torque of the torque motor 55 is increased or decreased by changing the power supply in such a way that it completely overcomes, neutralizes or is less than the spring force of the return spring unit (s) 58 . If the power supply to the torque motor 55 fails or if the torque motor is switched off, the Rückstellfe dereinheit (en) 58 rotates the throttle valve element 52 so that it is rotated beyond the full throttle position VL to a limp home point LHP2 and there strikes accordingly. The throttle valve element 52 encloses an angle α + with respect to the throttle valve closed position DS.

In the variant shown in Fig. 6, the throttle valve element moves during normal operation in the range from the throttle valve closed position DS (mini painter air flow) to full throttle position VL (maximum air flow). In the event of a power failure of the torque motor or when the motor is switched off, the return spring unit (s) 58 ′ rotates the throttle valve element beyond the throttle valve closed position DS to a limp home point LHP3 and thus closes in relation to the throttle valve closed position an angle α-.

In Fig. 8a and 8b, the air flow is shown as a function of throttle angle α.

The measurement curves were recorded under the following test conditions:
Throttle valve connector cylindrical: 40 mm diameter
Throttle valve: 40 mm diameter at 0 ° (cylindrical throttle valve) Negative pressure when the throttle valve is closed: 364 mm / Hg
Air mass at the Limp home point: 40 kg air / h.

The recorded measurement curve shows an inverted bell shaped shape. The lowest point is 0 ° and around 0 kg air / h and the highest air flow at 90 ° with about 480 kg air / h.

As a result of the tests and series of measurements carried out, it was surprisingly found that in order to realize an emergency running behavior of an engine, the emergency running position of the throttle valve element 52 or 52 'must be set such that an air throughput of about 40 kg air / h from the air throughput cavity 62 or 62 ' Air flow cavity 63 or 63 'must be given. At a throttle valve closed position DS of approximately 0 °, as shown in FIG. 8a, the throttle valve angle α + at the limp home point LHP2 of a system according to FIG. 5 is approximately 158 °. If the throttle valve is tilted forward by approximately 4 °, the Limp Home Point LHP2 is at a throttle valve angle of approximately 157 ° and at a front throttle angle of approximately 8 ° is at approximately 149 ° throttle valve angle. This ensures that the throttle valve element cannot jam or bite in the throttle valve closed position DS.

In a system according to FIG. 6, the limp home point LHP3 according to FIG. 8b is at a throttle valve angle α of approximately -21 ° throttle valve angle.

The relationship between a required air throughput in the limp home point of about 40 kg air / h and the throttle valve angle applies analogously to the system described in FIGS. 1 to 4. The Federele elements 8 and 9 are set so that they pull the throttle valve element 2 in a throttle valve angle of about 21 °, so that the necessary air flow is given.

A further part of a drive by wire system is shown in FIGS. 9 and 10.

It exposes itself

• - A throttle valve unit 90 and
• - an adjusting unit 107

together.

The throttle valve unit 90 and the adjustment unit 107 are located in a common housing element 98 . A throttle valve shaft element 99 is arranged in the housing element 98 . On the throttle valve shaft element 99 there is a throttle valve element 100 which, in a throttle valve closed position DS, separates an air flow cavity 91 from an air flow cavity 103 . With the throttle valve shaft element 99 , the adjustment unit 107 is connected. It consists of an actuator motor unit 91 which is connected to the throttle valve shaft element 99 via a rotor unit 97 . In the adjustment unit 107 , a reset mechanism is integrated, which ensures that the throttle valve element always returns to the throttle valve closed position DS after an adjustment in a throttle valve angle. This could be used for. B. a return spring. On the opposite side of the throttle valve shaft 99 , an angle sensor unit 93 is attached. It consists of a stationary unit 93.1 and a rotating unit 93.2 . The rotating unit 93.2 is connected to the throttle valve element, while the stationary unit is held in the throttle housing element 98 . The throttle valve housing element 98 also encloses, as shown in FIG. 10, a valve unit 95 . The valve unit 95 has a connecting piece 95.1 for a rubber hose. It is by a force extractor recess 102 is connected to the interior of the gas mixture cavity 103rd The valve unit 95 has the task, in particular to control the gasoline vapors coming from the tank or activated carbon filter of the tank ventilation accordingly. It is an electromagnetically actuated valve (AKF valve), comprising a ring-shaped magnet coil which encloses a magnet armature made of metallic material which can be moved back and forth in the axial direction of the magnet coil, the magnet armature having a sealing body on the end face facing the valve seat elastomeric material is provided. The magnet armature and the sealing body are positively connected to one another. The electromagnetically actuated valve is a complete component which is described in detail in EP 06 23 772 A2 in particular.

A central plug unit 96 is arranged opposite the valve unit 95 . A conduit 101 is provided in the housing element. The housing element 98 also includes a throttle valve control unit 106 . It is according to Fig. 9 is positioned immediately downstream of the servomotor unit 91.

Another way of housing a control unit is shown in FIGS. 7a and 7b. Here, a throttle valve control unit is arranged inside a housing cover member 65 . It is essential that in both cases the control unit 66 or 106 is a direct component of the throttle valve unit, protected from external influences. Control lines to be laid within the housing element can be routed in a protected manner into the line channel 101 and routed centrally to the outside via the central plug unit 96 . In order to position a temperature sensor unit 94 also protected from external influences, it is arranged inside the central plug unit 96 .

The operation of the emergency air control device, as shown in FIGS. 9 and 10, is explained:
If the accelerator pedal is actuated, its position signal is transmitted to the throttle valve control unit 106 . The servomotor unit 91 with the rotor unit 97 ensures that the throttle valve angle is adjusted accordingly from the throttle valve closed position DS to the full throttle position VL. This ensures an air throughput that is required for the provision of an appropriate mixture. With the help of the angle sensor unit 93 , the corresponding throttle valve angle is measured and made available for further processing.

If the servomotor unit 91 fails, the throttle valve element 100 is moved back into the throttle valve closed position DS by corresponding reset elements. The valve unit is then activated with an emergency position signal. The emergency position signal leads to a permanent opening of the valve unit 95 , namely the opening is set so far that an air throughput of about 40 kg air / h is guaranteed. This air is supplied from the tank or via the activated carbon filter of the tank ventilation to the air throughput cavity 103 . The amount of air supplied in this way, as already described, is sufficient to move the vehicle out of a danger zone or to drive it to a workshop to repair the damage. The control of the valve unit 95 should be carried out so that it is independent of the control signals usually used. It must be ensured that, even if the control unit or the power supply to the throttle valve unit 90 fails, the valve unit 95 is actuated separately.

Reference list

1 throttle valve unit
2 throttle valve element
3 throttle shaft element
4 housing element
5 servomotor unit
6 stop lever element
7 adjusting screw element
8 return spring element
9 opening spring element
10 stop element
11 adjustment unit
51 , 51 ′ throttle valve unit
52 , 52 ′ throttle valve element
53 , 53 ′ throttle valve shaft element
54 , 54 ' housing element
55 , 55 ′ torque motor (unidirectional motor)
58 , 58 ′ return spring unit (s)
61 , 61 ′ adjustment unit
62 , 62 ′ air flow cavity
63 , 63 ′ air flow cavity
65 housing cover element
66 Throttle valve control unit
90 throttle valve unit
91 servomotor unit
92 air flow cavity
93 angle sensor unit
93.1 stationary unit
93.2 rotating unit
94 Temperature sensor unit
95 valve unit
95.1 Connection piece
96 central plug unit
97 rotor unit
98 housing element
99 throttle shaft element
100 throttle valve element
101 conduit
102 fuel vapor recess
103 air flow cavity
106 Throttle valve control unit
107 adjustment unit
LHP1 Limp Home Point
LHP2 Limp Home Point
LHP3 Limp Home Point
VL full throttle
MS idle position
DS Throttle valve closed position
M motor movement
F spring movement
L air flow
α throttle angle.

Claims (11)

1. Throttle valve device consisting of

• - a housing element ( 4 ; 54 ; 54 '; 98 ),
• - A throttle valve shaft element ( 3 ; 53 ; 53 '; 99 ), on which one in the housing element ( 4 ; 54 ; 54 '; 98 ) between a first air flow cavity ( 62 ; 62 '; 92 ) and a second leading to a vehicle engine Air flow cavity ( 63 , 63 '; 103 ) arranged throttle valve element ( 2 ; 52 ; 52 '; 100 ) is adjustable in at least one closed position (DS), an idle position (MS) and a full throttle position (VS), and
• - An adjusting unit ( 11; 61; 61 '; 107 ), which contains at least one servomotor unit ( 5 ; 55 ; 55 '; 91 ) and which is connected to the throttle valve shaft element ( 3 ; 53 ; 53 '; 99 ), characterized in that in that the second air flowthrough chamber (63; 63 '; 103) with a run-air control device (2, 3, 8, 9, 10, LHP1; 52, 55, 58, LHP2; 52', 55 ', 58', LHP3; 95, 102 ) is connected, with which so much air can be supplied that a vehicle can be moved if the servomotor unit ( 5 ; 55 ; 55 '; 91 ) fails.

2. Device according to claim 1, characterized in that the emergency operation air control device is formed out,

• - That in the adjusting unit ( 11 ) a return spring element ( 8 ) and a counteracting action of the opening spring element ( 9 ) are non-positively connected to the throttle valve shaft element ( 3 ),
• - That the return spring element ( 8 ) strikes at an impact element ( 10 ) and is tensioned when the throttle valve shaft element ( 3 ) is rotated by the servomotor unit ( 5 ) in the direction of the full throttle position (VL) and
• - That the opening spring ( 9 ) abuts the stop element ( 11 ) and is tensioned when the throttle valve shaft element ( 3 ) by the servomotor unit ( 5 ) is held in the idle position (MS),
• - So that the throttle valve element ( 2 ) in the event of failure of the servomotor unit ( 5 ) takes a position (LHP1) that ensures such an air flow rate (L) that the vehicle is movable.

3. Device according to claim 1, characterized in that the emergency operation air control device is formed out,

• - That one on the housing element ( 98 ) arranged valve unit ( 95 ) with a through the housing element ( 98 ) leading fuel vapor recess ( 102 ) with the second air flow cavity ( 103 ) is connected and
• - That the valve unit ( 95 ) in the event of failure of the actuator motor unit ( 91 ) can be controlled such that from a tank or via a tank ventilation of the air throughput (L) is guaranteed for moving the vehicle.

4. The device according to claim 1, characterized in that the emergency operation air control device is formed out,

• - That in the adjusting unit ( 61 ; 61 ') at least one return spring unit ( 58 ; 58 ') is arranged and
• - That the servomotor unit is designed as a unidirectional motor ( 55 , 55 '), the motor movement (M) of which is opposite to a spring movement of the return spring unit ( 58 ; 58 '),
• - So that the throttle valve element ( 52 ; 52 ') in the event of the unidirectional motor ( 55 ; 55 ') the air flow rate (L) ensures that the vehicle is movable.

5. Apparatus according to claim 1 or 2, 1 or 3 or 1 or 4, characterized in that the Drosselklap penelement ( 2 ; 52 ; 52 ') in the following positions, which secure the air throughput in the event of failure of the servomotor unit or the device motor , is durable:

• a) above the idle position (MS) in a first limp home point (LHP1),
• b) below the throttle valve closed position (DS) in a second limp home point (LHP2),
• c) Above full throttle (VL) in a third limp home point (LHP3).

6. Device according to one of claims 1 to 5, characterized in that the spring torque of the return adjusting spring element ( 8 ) is greater than that of the opening spring element ( 9 ). 7. Device according to one of claims 1 to 6, characterized in that the torque motor ( 55 ; 55 ') a direction of rotation based on the throttle valve element ( 52 ; 52 ') from the full throttle position (VL) to the throttle valve closed position (DS) or from the throttle valve closed position (DS) to full throttle position (VL). 8. Device according to one of claims 1 to 7, characterized in that the return and the opening spring element ( 8 , 9 ) and the Rückstellfederein unit (s) ( 58 ; 58 ') are designed as coil springs. 9. Device according to one of claims 1 to 8, characterized in that the valve unit ( 95 ) is an electromagnetically actuated valve which comprises a substantially annular magnet coil which encloses a magnet armature made of metallic material which can be moved back and forth in the axial direction, wherein the magnet armature is closed on the end facing the valve seat with a sealing body made of elastomeric material and the magnetic armature and the sealing body are positively connected with one another. 10. Device according to one of claims 1 to 9, characterized in that the control unit ( 66 ; 106 ) in the housing cover element ( 65 ) or in the housing element ( 98 ) is arranged. 11. The device according to one of claims 1 to 10, there characterized in that the air flow rate (L) 20 up to 80 kg air / h, preferably 40 kg air / h.