EP0081630A2 - Pédale d'accélérateur électrique - Google Patents

Pédale d'accélérateur électrique Download PDF

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Publication number
EP0081630A2
EP0081630A2 EP82107426A EP82107426A EP0081630A2 EP 0081630 A2 EP0081630 A2 EP 0081630A2 EP 82107426 A EP82107426 A EP 82107426A EP 82107426 A EP82107426 A EP 82107426A EP 0081630 A2 EP0081630 A2 EP 0081630A2
Authority
EP
European Patent Office
Prior art keywords
end position
accelerator pedal
time
pedal according
electric
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
EP82107426A
Other languages
German (de)
English (en)
Other versions
EP0081630A3 (en
EP0081630B2 (fr
EP0081630B1 (fr
Inventor
Manfred Pfalzgraf
Kurt Probst
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
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Application filed by Mannesmann VDO AG filed Critical Mannesmann VDO AG
Publication of EP0081630A2 publication Critical patent/EP0081630A2/fr
Publication of EP0081630A3 publication Critical patent/EP0081630A3/de
Application granted granted Critical
Publication of EP0081630B1 publication Critical patent/EP0081630B1/fr
Publication of EP0081630B2 publication Critical patent/EP0081630B2/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
    • F02D11/106—Detection of demand or actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/16—End position calibration, i.e. calculation or measurement of actuator end positions, e.g. for throttle or its driving actuator

Definitions

  • the invention relates to an electric accelerator pedal for motor vehicles, with a setpoint generator, from which an electronic setpoint signal can be fed to an electronic controller unit, with an actuator which can be controlled by electrical signals from the controller unit and is adjustable in a maximum possible setpoint setting range limited by a first and a second end position , by means of which an adjustment device adjustable in an actual setting range limited by a first and a second end position can be mechanically actuated via a transmission unit for controlling the motor power.
  • Such an electric accelerator pedal is known. If such a motor is installed in a motor vehicle or if parts, in particular mechanical transmission parts, are exchanged on an already installed unit, manual adjustment of the entire unit is always necessary due to the manufacturing tolerances. This also applies if there is no longer an optimal setting due to changes in the game after long driving.
  • the maximum possible target setting range is greater than the actual setting range, that in the first end position and in the second end position of the adjusting device, the position of the actuator can be detected by an adjusting device and can be stored as an effective target setting range in the controller unit.
  • any mechanical adjustment work can be completely dispensed with, since in the fully installed unit the lower and upper end positions actually present on the adjusting device are defined and sin-programmed as an effective target setting range in the controller unit.
  • the controller unit then only works in the effective setpoint range.
  • the actuator can consist of an electric motor mechanically coupled to the adjusting device and an actual value generator generating an electrical signal corresponding to the current position of the adjusting device.
  • the adjustment can be carried out in a simple manner in that the electric motor can be driven into the one end position of the adjusting device and a signal corresponding to this end position from the actual value transmitter can be generated, and that the electric motor can then be driven into the second end position of the adjusting device and an electrical signal corresponding to this end position can be generated by the actual value transmitter.
  • the actual value transmitter is a potentiometer and the electrical signal is a voltage signal.
  • the effective target setting range can be recorded and saved within a certain setting time.
  • This preferably consists of a lower response time for recording and storing the first end position and an upper response time for recording and storing the second end position.
  • the response time can include a start time and reset time following the upper response time for resetting the electric motor to its lower end position.
  • the electric motor can be driven into the first or second end position for a time which corresponds to at least the maximum adjustment time required to adjust the actuator from one end position to the other. This ensures that, with all conceivable tolerances and from every conceivable position of the adjustment device, the electric motor actually travels to the position of the adjustment device in its two absolute end positions.
  • the counting time can consist of an effective counting time and a safety time and the counting time can be longer than the maximum possible effective counting time.
  • the adjusting device can e.g. be a stationary device which can be connected to corresponding connections of the controller unit for adjustment. Such a stationary device can then be present at the motor vehicle manufacturer and at repair shops.
  • the adjusting device is arranged fixedly in the motor vehicle and the electrical regulator unit is connected to the setpoint generator. Since only an integrated circuit is required for the conventional system, this requires little installation space.
  • the setting device can be switched on by the ignition switch of the motor vehicle, an adjustment is carried out automatically with each starting process, which can be completed within one to two seconds.
  • the switch-on of the adjusting device can preferably be blocked during engine operation.
  • the controllability of the electronic controller unit can be blocked by the setpoint device.
  • the switchability of the starter for the motor of the motor vehicle can preferably be blocked during the adjustment time.
  • FIG. 1 there is a setpoint generator 1 designed as a potentiometer, which can be adjusted by an accelerator pedal 2.
  • An electrical setpoint signal can be fed from the setpoint generator 1 to an electronic controller unit 3.
  • the controller unit 3 controls an actuator 4 1, through which an adjusting device for controlling the motor power can be mechanically actuated via a transmission unit 5.
  • the adjusting device is a throttle valve 6.
  • the throttle valve 6 can be pivoted in an actual setting range, the first end position of which is fixed by a stop 7 and the second end position of which is fixed by a stop 8.
  • the pivot lever 9 of the actuator 4, which drives the transmission unit 5, can be adjusted between a first and a second end position I and II, which are shown by the dash-dotted lines, in a desired setting range.
  • the maximum possible setting range is greater than the actual setting range of the throttle valve 6.
  • This actual setting range is shown with broken lines both on the throttle valve 6 and on the swivel lever 9.
  • the target setting range of the pivot lever 9 shown by the dash-dotted lines is so large that even taking into account all possible tolerances on the pivot lever 9, transmission unit 5, throttle valve 6 and the stops 7 and 8, the pivot range of the pivot lever 9 represented by the broken line is always within of the target setting range shown in broken lines.
  • FIG. 1 there is also an ignition switch 10 and an adjusting device 11 enclosed by a broken line.
  • One input of an AND element 12 can be connected to the positive pole 13 of a battery via the ignition switch 10.
  • the second input of the AND gate 12 is negated and connected to an engine speed sensor 14. If the engine speed is 0, a signal is applied to the AND gate 12 from the engine speed sensor 14 due to the negation. If the ignition switch 10 is also closed, the AND gate 12 emits an output signal which is fed to a timing element 15.
  • the timer 15 controls a further timer 16 and a control unit 17 for a lower response time a.
  • the control unit 17 then controls a positioner 18 of the actuator 4, which drives the drive 19 of the actuator 4 in the direction. its first end position I drives.
  • an adjustment time b which corresponds at least to the maximum adjustment time required to adjust the actuator 4 from the second end position II to the first end position I, does the timing element 16 controlled by the timing element 15 transmit a signal to a pulse counter 20
  • the frequency of its pulses is converted into a voltage in a frequency / voltage converter 21 and stored in a correction memory 22.
  • the correction memory 22 then forwards its storage value to an adder 23.
  • a further value is fed to this adder 23 and added to the stored value.
  • This further value is supplied by a position indicator 24 of the actuator 4 and corresponds to the distance from the second end position II to the position into which the actuator 4 can be moved closest to the first end position I.
  • This total value is stored as a fixed value in a fixed value memory 25 and is present at one input of a comparator 26. If the output value of the adder 23 present at the second input of the comparator reaches the value of the read-only memory 25, the comparator 26 emits a signal.
  • This signal acts on the pulse counter 20 and stops it.
  • the final memory value of the correction memory 22 is thus also fixed and is supplied by the latter via a connection 49 to the electronic controller unit 3 and stored there as the lower end position of the effective setpoint adjustment range.
  • the output signal of the comparator 26 is also fed to an input of an AND gate 27.
  • a second negated input of the AND gate 27 is connected to the output of a comparator 28, which has the same function as the comparator 26 and does not yet emit a signal at this time.
  • the output of the timing element 15 is connected to a third negated input of the AND element 27.
  • the timer 15 After the setting time a, the timer 15 no longer emits a signal, so that then at the two negated inputs of the und- Link 27 no signals and a signal from comparator 26 is present.
  • the AND gate 27 emits a signal and sets a timer 29 in motion for a response time a '.
  • a control unit 30 and a timer 31 are connected to the timer 29.
  • the control unit 30 then controls the position controller 18 of the actuator 4, which drives the drive 19 of the actuator 4 in the direction of its second end position II.
  • This pulse counter 32, a correction memory 34 adjoining it via a frequency / voltage converter 33 and an adder 35 work with a read-only memory 36 and the comparator 28 in the same way as pulse counter 20, frequency / voltage converter 21, correction memory 22, adder 23, read-only memory 25 and comparator 26.
  • the value determined at the correction memory 34 is fed via the connection 37 to the electronic controller unit 3 and is stored there as the upper end position of the effective target setting range.
  • the output signal of the comparator 28 not only stops the pulse counter 32, but also acts on the one negated input of the AND gate 27, so that it is blocked.
  • the output signal of the comparator 28 is also present at an input of an AND gate 38.
  • a second input of the AND gate 38 is connected to the output of the AND gate 12, a third negated input connected to the output of the timing element 15 and a fourth also negated input connected to the output of the timing element 29.
  • a timer 39 is actuated by this.
  • the timing element 39 sends a signal to a control unit 40, the output 41 of which controls the positioner in such a way that the control element 4 moves into its lower end position determined in the correction memory 22. This position corresponds to the idle position of setpoint generator 1.
  • the output signal of the timing element 39 continues to apply an input to an AND element 42.
  • the second input of the AND gate 42 is connected to the ignition switch 10 and is thus subjected to a signal.
  • the output signal of the timing element 39 likewise emits a signal from the AND element 42 and feeds it to a timing element 43, the input of which is negated.
  • the timer 43 does not emit an output signal for a reset time e ".
  • This reset time e " is shorter than the start time e '. However, it is so long that the actuator 4 has definitely moved into the lower end position before it expires.
  • the timer 43 gives a signal to a starter lock switch 44.
  • the starter lock switch 44 receives another from an engine speed sensor 45 at a speed of 0 Signal and switches a starter 46 of the engine upon presentation of these two signals so that it is started.
  • the starter switch 44 receives a signal of an existing engine speed from the engine speed sensor 45 and switches off the starter 46.
  • An input of an AND element 47 is also acted upon by the output signal of the timing element 43.
  • the signal from the setpoint generator 1 present and previously blocked at the second input of the AND element 47 is thus fed to the electronic controller unit 3 via the output of the AND element 47.
  • the effective setpoint adjustment range is stored in the controller unit, which corresponds exactly to the actual adjustment range actually present on the drive 19 of the adjustment device for controlling the motor power.
  • the system of the electric accelerator pedal is thus readjusted with every starting process. A separate manual adjustment when installing such a system is no longer necessary.
  • the position of the actuator 9 of the electric accelerator pedal from FIG. 1 is plotted over time in a diagram in FIG. From this it can be seen that after closing the ignition switch 10, the setting time a for determining the lower limit of the effective target setting range of the control unit 3 and the setting time b begin. During the adjustment time b, the actuator 9 is moved from any initial position towards its first end position I. After the adjustment time b has elapsed, the counting process is carried out on the pulse counter 20 during the effective counting time c. A subsequent safety time d ensures that the counting process is completed with certainty, be before the setting time a for determining the upper limit of the effective target setting range of the controller unit 3 begins. In principle, the procedure is the same.
  • the actuator 9 moves from its lowest position closest to the end position I to the position closest to the end position II.
  • the adjustment time b ' is followed by a counting time c', while the counting process takes place on the pulse counter 32, and a safety time d '.
  • both the reset time e "and the start time e' begin to run.
  • the actuator moves back to its lowest position next to the end position I, so that the actuator does not move in one position during the subsequent starting process Full throttle position found.

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)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
  • Controls For Constant Speed Travelling (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Position Or Direction (AREA)
EP82107426A 1981-12-12 1982-08-16 Pédale d'accélérateur électrique Expired - Lifetime EP0081630B2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3149361A DE3149361C2 (de) 1981-12-12 1981-12-12 Elektrisches Gaspedal
DE3149361 1981-12-12

Publications (4)

Publication Number Publication Date
EP0081630A2 true EP0081630A2 (fr) 1983-06-22
EP0081630A3 EP0081630A3 (en) 1984-07-18
EP0081630B1 EP0081630B1 (fr) 1986-07-30
EP0081630B2 EP0081630B2 (fr) 1991-05-08

Family

ID=6148615

Family Applications (1)

Application Number Title Priority Date Filing Date
EP82107426A Expired - Lifetime EP0081630B2 (fr) 1981-12-12 1982-08-16 Pédale d'accélérateur électrique

Country Status (4)

Country Link
US (1) US4506642A (fr)
EP (1) EP0081630B2 (fr)
JP (1) JPS58110329A (fr)
DE (1) DE3149361C2 (fr)

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0171641A1 (fr) * 1984-08-16 1986-02-19 Robert Bosch Gmbh Pédale d'accélération pour un véhicule motorisé
DE3610052A1 (de) * 1985-03-26 1986-10-09 Nissan Motor Co., Ltd., Yokohama, Kanagawa Vorrichtung zur drosselklappensteuerung
DE3618594A1 (de) * 1985-06-04 1986-12-04 Nissan Motor Co., Ltd., Yokohama, Kanagawa Vorrichtung zur drosselklappensteuerung
WO1991000957A1 (fr) * 1989-07-07 1991-01-24 Robert Bosch Gmbh Systeme pour la commande d'un moteur a combustion interne
EP0556873A2 (fr) * 1989-04-17 1993-08-25 Lucas Industries Public Limited Company Système de commande de papillon de moteur
EP0572951A2 (fr) * 1992-06-01 1993-12-08 Nippondenso Co., Ltd. Dispositif pour déterminer une position de référence d'un actuateur à commande asservie
GB2444891B (en) * 2005-09-30 2010-07-21 Joshua Coombs Vehicle interface
US8099200B2 (en) 2005-09-30 2012-01-17 Coombs Joshua D Vehicle interface based on the weight distribution of a user
WO2016012148A1 (fr) * 2014-07-23 2016-01-28 Robert Bosch Gmbh Procédé de commande et/ou de régulation de la puissance d'un moteur
DE102017007153A1 (de) 2017-07-27 2019-01-31 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Verfahren zum optimierten Ansteuern eines Motors eines Kraftfahrzeugs

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JPS59190445A (ja) * 1983-04-11 1984-10-29 Nissan Motor Co Ltd 車両用アクセル制御装置
DE3408002A1 (de) * 1984-03-03 1985-09-12 Vdo Adolf Schindling Ag, 6000 Frankfurt Einrichtung zur herabsetzung von fahrzeuglaengsdynamik-instabilitaeten
US4592322A (en) * 1984-05-30 1986-06-03 Nissan Motor Company, Limited Apparatus for throttle valve control
US4580535A (en) * 1985-06-03 1986-04-08 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Engine idling speed controlling system
USRE33027E (en) * 1984-06-08 1989-08-22 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Engine idling speed controlling system
US4637361A (en) * 1984-06-13 1987-01-20 Chrysler Motors Corporation Non-adjustable throttle position indicator
DE3428879A1 (de) * 1984-08-04 1986-02-13 Robert Bosch Gmbh, 7000 Stuttgart Einrichtung zur messwerterfassung in kraftfahrzeugen
US4602653A (en) * 1984-11-01 1986-07-29 Bear Medical Systems, Inc. Electronically-controlled gas blending system
DE3538232A1 (de) * 1985-10-28 1987-05-07 Vdo Schindling Elektrischer sollwertgeber
DE3722528A1 (de) * 1987-07-08 1989-01-19 Vdo Schindling Reglereinheit
DE3830534A1 (de) * 1987-10-01 1989-04-20 Steyr Daimler Puch Ag Regelverfahren zum verstellen eines stellgliedes
JPH0625545B2 (ja) * 1987-12-28 1994-04-06 株式会社日立製作所 内燃機関の電子スロツトル制御装置
DE3803078C2 (de) * 1988-02-03 2000-11-02 Bosch Gmbh Robert Verfahren und Einrichtung zur Positionsüberwachung eines elektrischen Ist-Positionsgebers
JP2759957B2 (ja) * 1988-03-09 1998-05-28 株式会社日立製作所 エンジン制御方法
US4975844A (en) * 1988-04-29 1990-12-04 Chrysler Corporation Method of determining the throttle angle position for an electronic automatic transmission system
JP2577967B2 (ja) * 1988-08-05 1997-02-05 日立建機株式会社 エンジンの遠隔制御装置
DE3909905A1 (de) * 1989-03-25 1990-09-27 Bosch Gmbh Robert Verfahren zur bestimmung wenigstens einer endstellung einer verstelleinrichtung in einem kraftfahrzeug
US5033431A (en) * 1990-07-02 1991-07-23 General Motors Corporation Method of learning gain for throttle control motor
US5529193A (en) * 1991-04-11 1996-06-25 Hytoenen; Kimmo Crane control method
DE4135913C2 (de) * 1991-10-31 2003-09-18 Bosch Gmbh Robert Einrichtung zur Steuerung einer Verstelleinrichtung in einem mit einer Antriebseinheit ausgestatteten Fahrzeug
DE4221768C2 (de) * 1992-07-02 2002-11-07 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Verstelleinrichtung in einem Fahrzeug
DE4411531B4 (de) * 1994-04-02 2004-08-19 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung eines Stellelements einer Antriebseinheit in einem Fahrzeug
DE19624788A1 (de) * 1996-06-21 1998-01-02 Hella Kg Hueck & Co Verfahren zur Toleranzminimierung bei einem Fahrpedalgeber für ein Kraftfahrzeug
US5950668A (en) * 1996-10-09 1999-09-14 Fisher Controls International, Inc. Control valve positioners having improved operating characteristics
DE19725672B4 (de) * 1997-06-18 2007-02-01 Bayerische Motoren Werke Ag Verfahren zur Füllstandsbestimmung für einen Flüssigkeits-Vorratsbehälter in Fahrzeugen
US6196188B1 (en) 1999-07-15 2001-03-06 Cummins Engine Co Inc System and method for maintaining a constant throttle deadband
ATE442620T1 (de) 2007-06-08 2009-09-15 Elster Kromschrider Gmbh Verfahren zum automatischen kalibrieren einer stelleinrichtung für eine regelbare fluidzuführung

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2385553A1 (fr) * 1977-03-30 1978-10-27 Vdo Schindling Dispositif de regulation de la vitesse d'un vehicule
DE2719209A1 (de) * 1977-04-29 1978-11-09 Guenther Zankl Vorrichtung zur begrenzung des kraftstoffverbrauchs bei einem kraftfahrzeug
US4288730A (en) * 1978-09-25 1981-09-08 General Motors Corporation Proportional and integral solenoid armature positioning control system
FR2483012A1 (fr) * 1980-05-22 1981-11-27 Daimler Benz Ag Dispositif de commande d'un moteur a combustion interne

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CH538056A (de) * 1970-11-10 1973-06-15 Knorr Bremse Gmbh Aus mehreren übereinandergeschichteten Platten bestehendes Strömungselement und Verfahren zu seiner Herstellung
JPS5825853B2 (ja) * 1975-05-23 1983-05-30 カブシキガイシヤ ニツポンジドウシヤブヒンソウゴウケンキユウシヨ 内燃機関のスロツトル弁制御装置
DE2637122A1 (de) * 1976-08-18 1978-02-23 Bosch Gmbh Robert Stellglied zur beeinflussung einer regelstrecke
DE2714113C2 (de) * 1977-03-30 1983-01-13 Vdo Adolf Schindling Ag, 6000 Frankfurt Einrichtung zum Regeln der Fahrgeschwindigkeit eines Kraftfahrzeugs
JPS5675935A (en) * 1979-11-26 1981-06-23 Nippon Denso Co Ltd Speed governor for automobile
US4392468A (en) * 1981-01-23 1983-07-12 Toyota Jidosha Kogyo Kabushiki Kaisha Method and apparatus for controlling the idling speed of an engine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2385553A1 (fr) * 1977-03-30 1978-10-27 Vdo Schindling Dispositif de regulation de la vitesse d'un vehicule
DE2719209A1 (de) * 1977-04-29 1978-11-09 Guenther Zankl Vorrichtung zur begrenzung des kraftstoffverbrauchs bei einem kraftfahrzeug
US4288730A (en) * 1978-09-25 1981-09-08 General Motors Corporation Proportional and integral solenoid armature positioning control system
FR2483012A1 (fr) * 1980-05-22 1981-11-27 Daimler Benz Ag Dispositif de commande d'un moteur a combustion interne

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0171641A1 (fr) * 1984-08-16 1986-02-19 Robert Bosch Gmbh Pédale d'accélération pour un véhicule motorisé
DE3610052A1 (de) * 1985-03-26 1986-10-09 Nissan Motor Co., Ltd., Yokohama, Kanagawa Vorrichtung zur drosselklappensteuerung
DE3618594A1 (de) * 1985-06-04 1986-12-04 Nissan Motor Co., Ltd., Yokohama, Kanagawa Vorrichtung zur drosselklappensteuerung
EP0556873A3 (fr) * 1989-04-17 1994-03-23 Lucas Ind Plc
EP0556873A2 (fr) * 1989-04-17 1993-08-25 Lucas Industries Public Limited Company Système de commande de papillon de moteur
WO1991000957A1 (fr) * 1989-07-07 1991-01-24 Robert Bosch Gmbh Systeme pour la commande d'un moteur a combustion interne
EP0572951A2 (fr) * 1992-06-01 1993-12-08 Nippondenso Co., Ltd. Dispositif pour déterminer une position de référence d'un actuateur à commande asservie
EP0572951A3 (en) * 1992-06-01 1997-01-29 Nippon Denso Co Apparatus for detecting reference position of servo-controlled member
GB2444891B (en) * 2005-09-30 2010-07-21 Joshua Coombs Vehicle interface
US8099200B2 (en) 2005-09-30 2012-01-17 Coombs Joshua D Vehicle interface based on the weight distribution of a user
US8620494B2 (en) 2005-09-30 2013-12-31 Joshua D. Coombs Vehicle interface based on the weight distribution of a user
WO2016012148A1 (fr) * 2014-07-23 2016-01-28 Robert Bosch Gmbh Procédé de commande et/ou de régulation de la puissance d'un moteur
DE102017007153A1 (de) 2017-07-27 2019-01-31 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Verfahren zum optimierten Ansteuern eines Motors eines Kraftfahrzeugs

Also Published As

Publication number Publication date
US4506642A (en) 1985-03-26
DE3149361C2 (de) 1986-10-30
JPS58110329A (ja) 1983-06-30
EP0081630A3 (en) 1984-07-18
JPS63252B2 (fr) 1988-01-06
DE3149361A1 (de) 1983-06-16
EP0081630B2 (fr) 1991-05-08
EP0081630B1 (fr) 1986-07-30

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