EP0140208B1 - Apparatus for limiting or preventing driving wheel slip at lorries - Google Patents

Apparatus for limiting or preventing driving wheel slip at lorries Download PDF

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Publication number
EP0140208B1
EP0140208B1 EP84111925A EP84111925A EP0140208B1 EP 0140208 B1 EP0140208 B1 EP 0140208B1 EP 84111925 A EP84111925 A EP 84111925A EP 84111925 A EP84111925 A EP 84111925A EP 0140208 B1 EP0140208 B1 EP 0140208B1
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EP
European Patent Office
Prior art keywords
slip
stop
combustion engine
internal combustion
performance
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.)
Expired
Application number
EP84111925A
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German (de)
French (fr)
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EP0140208A2 (en
EP0140208A3 (en
Inventor
Christian Dietrich
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.)
Bayerische Motoren Werke AG
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Bayerische Motoren Werke AG
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Publication date
Application filed by Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP0140208A2 publication Critical patent/EP0140208A2/en
Publication of EP0140208A3 publication Critical patent/EP0140208A3/en
Application granted granted Critical
Publication of EP0140208B1 publication Critical patent/EP0140208B1/en
Expired 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/20—Control lever and linkage systems
    • Y10T74/20528—Foot operated
    • Y10T74/20534—Accelerator

Definitions

  • the invention relates to a device according to the preamble of patent claim 1.
  • the invention has for its object to provide a device of the type mentioned, which ensures effective slip prevention in all cases in which undesirable high slip occurs. An intervention in the transmission path between the power control element and the power control element should be avoided.
  • the driver Due to the direct effect of the stop on the power control element, even if the motor vehicle is accelerated negatively, the driver himself receives information about an inadmissible slip of the driven wheels which may occur. Since the stop indicates the point at which the slip just has the maximum permissible value, the driver can then set the power output of the internal combustion engine to the extremely possible value in each traffic situation. The motor vehicle can thus always be operated with the optimal propulsion or with the optimal deceleration.
  • the design of the invention can be different.
  • the stop can also be actuated hydraulically. This has the advantage that relatively high forces can be transmitted to the power control element without any problems even with long-term use.
  • the power control element can be adjusted both in the direction of a reduction in power and an increase in power of the internal combustion engine. This is achieved, for example, with the aid of a double-acting cylinder that is non-positively connected to the power control element.
  • the stop can also be overridden. In terms of design, this can be achieved, for example, with the aid of a resilient mounting of the stop, which allows the stop to be overpressed.
  • the device shown in FIG. 1 contains, as an essential element, a stop 1 for the accelerator pedal 2 of a schematically shown internal combustion engine 3, which has a control element in the form of a throttle valve 4.
  • a schematically illustrated transmission linkage 5 converts the position of the accelerator pedal 2 serving as a power control element into a corresponding position of the throttle valve 4.
  • the stop 1 consists of a bellows 6, which is connected via a valve 7 and a feed line 8 to a reservoir 9 for hydraulic oil.
  • the memory 9 is part of a cylinder 10 in which a piston 11 can be displaced on both sides by a drive, not shown.
  • the drive for the piston 11 and the valve 7 are controlled as a function of the slip of the driven wheels of the motor vehicle.
  • the speed of a non-driven wheel 13, for example on the front axle and a driven wheel 14 on the rear axle is compared in a comparator 12 and control signals for the drive of the piston 11 and the valve 7 are output at a predetermined speed difference that is typical of a slip.
  • the piston 11 is moved to the right in the figure.
  • the bellows 6 is filled via the valve 7 in the position shown and adjusts the accelerator pedal 2, which is deflected against the force of a conventional return spring 15, in the direction in which the throttle valve 4 reduces the performance of the internal combustion engine 3. This adjustment takes place until the slip is below its limit value.
  • the comparator 12 then controls the valve 7 to the other position and switches the drive of the piston 11 so that the bellows 6 is now emptied under its own spring action and the piston 11 is moved in the opposite direction.
  • the throttle valve 4 can now be adjusted in the sense of increasing the power of the internal combustion engine 3. If excessive slip now occurs again, the process described above is triggered again and the accelerator pedal 2 is reset using the stop 1.
  • the device according to FIG. 2 is only modified in two ways compared to that of FIG. 1.
  • the stop 1 ' only acts on the accelerator pedal with the aid of a piston, i. H. the self-restoring force is missing.
  • this can be achieved by controlling the drive for the piston 11 in the figure to the left following the reduction of the slip.
  • the piston 16 is mounted elastically.
  • a kick-down spring 17 is used for this purpose, which exerts a smaller force on the accelerator pedal 2 than the piston of the cylinder 16. This makes it possible to override the stop 1 '.
  • FIG. 3 shows a device in which slip limitation is ensured even in overrun mode.
  • a double-acting cylinder 19, non-positively connected to the accelerator pedal 2 is used, with the aid of which a defined movement of the accelerator pedal can be generated both in the sense of reducing the power of the internal combustion engine when the drive torque is too great and in the sense of increasing the power when the brake torque is too great.
  • the cylinder 19 is controlled with the aid of a valve 20.
  • the piston 11 is driven in such a way that a force is applied to it when an impermissible slip occurs. Depending on the cause of the slippage, this force is transmitted to one or the other side of the piston 21 in the cylinder 19.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Description

Die Erfindung bezieht sich auf eine Vorrichtung nach dem Oberbegriff des Patentanspruchs 1.The invention relates to a device according to the preamble of patent claim 1.

Bei einer derartigen, aus der US-A-3 776 355 bekannten Vorrichtung wird das direkt bedienbare Leistungsstellorgan bei Auftreten von anormalem Schlupf aus der vorgewählten Lage im Sinne einer Leistungsverminderung verstellt. Damit aber berücksichtigt die bekannte Vorrichtung nur die Fälle einer positiven Beschleunigung des Kraftfahrzeugs. Bei einer Verzögerung des Kraftfahrzeugs ist die bekannte Vorrichtung unwirksam. In diesem Fall, beim sog. "Gaswegnehmen" kann ebenfalls der Kraftschluß zwischen Reifen und Fahrbahn verlorengehen. Die angetriebenen Räder des Kraftfahrzeugs gehen dabei ebenfalls in unerwünscht hohen Schlupf über.In such a device known from US-A-3 776 355, the directly operable power control element is adjusted from the preselected position in the sense of a reduction in performance when abnormal slippage occurs. However, the known device only takes into account the cases of positive acceleration of the motor vehicle. If the motor vehicle is decelerated, the known device is ineffective. In this case, the so-called "accelerating" can also lose the frictional connection between the tire and the road. The driven wheels of the motor vehicle also go into undesirably high slip.

Der Erfindung liegt die Aufgabe zugrunde, eine Vorrichtung der eingangs genannten Art zu schaffen, die in sämtlichen Fällen, bei denen unerwünscht hoher Schlupf auftritt, eine wirksame Schlupfverhinderung gewährleistet. Dabei soll ein Eingriff in den Übertragungsweg zwischen Leistungsstellorgan und dem LeistungsSteuerorgan vermieden sein.The invention has for its object to provide a device of the type mentioned, which ensures effective slip prevention in all cases in which undesirable high slip occurs. An intervention in the transmission path between the power control element and the power control element should be avoided.

Die Erfindung löst diese Aufgabe durch die kennzeichnenden Merkmale des Patentanspruchs 1.The invention solves this problem by the characterizing features of patent claim 1.

Durch die direkte Wirkung des Anschlags auf das Leistungsstellorgan erhält der Fahrer auch bei einer negativen Beschleunigung des Kraftfahrzeugs selbst die Information über einen ggf. auftretenden unzulässigen Schlupf der angetriebenen Räder. Da der Anschlag jeweils die Stelle angibt, bei der der Schlupf gerade den maximal zulässigen Wert besitzt, kann der Fahrer dann jeweils in jeder Verkehrssituation die Leistungsabgabe der Brennkraftmaschine auf den jeweils extrem möglichen Wert einstellen. Das Kraftfahrzeug kann somit stets mit dem optimalen Vortrieb bzw. mit der optimalen Verzögerung betrieben werden.Due to the direct effect of the stop on the power control element, even if the motor vehicle is accelerated negatively, the driver himself receives information about an inadmissible slip of the driven wheels which may occur. Since the stop indicates the point at which the slip just has the maximum permissible value, the driver can then set the power output of the internal combustion engine to the extremely possible value in each traffic situation. The motor vehicle can thus always be operated with the optimal propulsion or with the optimal deceleration.

Zwar ist es bekannt, direkt auf das Leistungsstellorgan einzuwirken. Zum einen erfolgt dies, um den Fahrer bei einer Störung der Brennkraftmaschine bzw. des Kraftfahrzeugs zu warnen (DE-AS-2 344 863 und DE-OS-2 555 429). Zum anderen erfolgt dies zu dem Zweck, eine vorgegebene Geschwindigkeit einzuhalten bzw. deren Überschreiten zu verhindern (DE-PS-2 442 511 und DE-OS-2 630 071). In beiden Fällen fehlt jedoch jeder Zusammenhang mit dem jeweils vorliegenden bzw. zulässigen Antriebs- bzw. Verzögerungsmoment der Brennkraftmaschine.It is known to act directly on the power control element. On the one hand, this is done to warn the driver in the event of a malfunction of the internal combustion engine or the motor vehicle (DE-AS-2 344 863 and DE-OS-2 555 429). On the other hand, this is done for the purpose of maintaining a predetermined speed or preventing it from being exceeded (DE-PS-2 442 511 and DE-OS-2 630 071). In both cases, however, there is no connection with the present or permissible drive or deceleration torque of the internal combustion engine.

Darüber hinaus ist es bekannt, bei unzulässig hohem Schlupf (insbesondere im Falle einer positiven Beschleunigung des Kraftfahrzeugs) das Leistungsstellorgan vom Leistungssteuerorgan mechanisch zu entkoppeln (US-A-3 947 073 und FR-A-2 151885). In diesem Fall erhält der Fahrer keinerlei Information über einen ggf. auftretenden unzulässigen Schlupf der angetriebenen Räder.In addition, it is known to mechanically decouple the power control element from the power control element in the event of impermissibly high slip (in particular in the event of positive acceleration of the motor vehicle) (US Pat. Nos. 3,947,073 and FR-A-2,151,585). In this case, the driver does not receive any information about any possible impermissible slippage of the driven wheels.

Die konstruktive Ausführung der Erfindung kann verschieden sein. Neben der an sich aus der DE-PS-2442 511 bekannten Ausführung eines elektrisch verstellbaren Anschlags kann der Anschlag auch hydraulisch betätigt sein. Dies bietet den Vorteil, daß relativ hohe Kräfte auch bei Langzeitigem Einsatz störungsfrei auf das Leistungsstellorgan übertragen werden können. Wie bei den bekannten Anschlag kann dabei das Leistungsstellorgan sowohl in Richtung einer Leistungsverminderung als auch einer Leistungsvergrößerung der Brennkraftmaschine verstellt werden. Dies wird beispielsweise mit Hilfe eines doppelt wirkenden, kraftschlüssig mit dem Leistungsstellorgan verbundenen Zylinder erreicht.The design of the invention can be different. In addition to the design of an electrically adjustable stop known from DE-PS-2442 511, the stop can also be actuated hydraulically. This has the advantage that relatively high forces can be transmitted to the power control element without any problems even with long-term use. As with the known stop, the power control element can be adjusted both in the direction of a reduction in power and an increase in power of the internal combustion engine. This is achieved, for example, with the aid of a double-acting cylinder that is non-positively connected to the power control element.

Wie an sich ebenfalls aus der DE-PS-2 442 511 bekannt, kann der Anschlag auch übersteuerbar sein. Konstruktiv läßt sich dies beispielsweise mit Hilfe einer federnden Lagerung des Anschlags erreichen, die ein Überdrücken des Anschlags erlaubt.As also known per se from DE-PS-2 442 511, the stop can also be overridden. In terms of design, this can be achieved, for example, with the aid of a resilient mounting of the stop, which allows the stop to be overpressed.

Die Erfindung ist anhand der Zeichnung Fig. 3 weiter erläutert.The invention is further explained with reference to the drawing in FIG. 3.

Es zeigt

  • Fig. 1 eine Vorrichtung zur Schlupfbegrenzung bzw. -verhinderung der angetriebenen Räder eines Kraftfahrzeugs im Falle eines zu großen Vortriebs,
  • Fig. 2 eine Modifizierung der Vorrichtung von Fig. 1 und
  • Fig. 3 eine Modifizierung der Vorrichtung von Fig. 1, die auch bei einem zu großen Bremsmoment der Brennkraftmaschine wirksam ist.
It shows
  • 1 shows a device for limiting or preventing slip of the driven wheels of a motor vehicle in the event of excessive propulsion,
  • Fig. 2 shows a modification of the device of Fig. 1 and
  • Fig. 3 shows a modification of the device of Fig. 1, which is effective even when the braking torque of the internal combustion engine is too great.

Die in Fig. 1 gezeigte Vorrichtung enthält als wesentliches Element einen Anschlag 1 für das Gaspedal 2 einer schematisch gezeigten Brennkraftmaschine 3, die ein Steuerorgan in Form einer Drosselklappe 4 besitzt. Ein schematisch dargestelltes Übertragungsgestänge 5 setzt die Stellung des als Leistungsstellorgan dienenden Gaspedals 2 in eine entsprechende Stellung der Drosselklappe 4 um.The device shown in FIG. 1 contains, as an essential element, a stop 1 for the accelerator pedal 2 of a schematically shown internal combustion engine 3, which has a control element in the form of a throttle valve 4. A schematically illustrated transmission linkage 5 converts the position of the accelerator pedal 2 serving as a power control element into a corresponding position of the throttle valve 4.

Der Anschlag 1 besteht aus einem Balg 6, der über ein Ventil 7 und eine Zuleitung 8 mit einem Speicher 9 für Hydrauliköl verbunden ist. Der Speicher 9 ist Bestandteil eines Zylinders 10, in dem ein Kolben 11 durch einen nicht dargestellten Antrieb beidseitig verschiebbar ist.The stop 1 consists of a bellows 6, which is connected via a valve 7 and a feed line 8 to a reservoir 9 for hydraulic oil. The memory 9 is part of a cylinder 10 in which a piston 11 can be displaced on both sides by a drive, not shown.

Die Steuerung des Antriebs für den Kolben 11 und des Ventils 7 erfolgt abhängig vom Schlupf der angetriebenen Räder des Kraftfahrzeugs. Hierzu wird in einem Vergleicher 12 die Drehzahl eines nicht angetriebenen Rades 13, beispielsweise an der Vorderachse und eines angetriebenen Rades 14 an der Hinterachse verglichen und bei einer vorgegebenen, für einen Shlupf typischen Drehzahldifferenz Steuersignale für den Antrieb des Kolbens 11 und des Ventils 7 ausgegeben.The drive for the piston 11 and the valve 7 are controlled as a function of the slip of the driven wheels of the motor vehicle. For this purpose, the speed of a non-driven wheel 13, for example on the front axle and a driven wheel 14 on the rear axle, is compared in a comparator 12 and control signals for the drive of the piston 11 and the valve 7 are output at a predetermined speed difference that is typical of a slip.

Ist das Antriebsmoment der Brennkraftmaschine zu groß, so wird der Kolben 11 in der Fig. nach rechts bewegt. Über das in der gezeichneten Stellung stehende Ventil 7 wird der Balg 6 befüllt und verstellt das entgegen der Kraft einer üblichen Rückstellfeder 15 ausgelenkte Gaspedal 2 in die Richtung, in der die Drosselklappe 4 eine Leistungsverminderung der Brennkraftmaschine 3 bewirkt. Diese Verstellung erfolgt soweit, bis der Schlupf unter seinem Grenzwert liegt. Die Vergleichseinrichtung 12 steuert dann das Ventil 7 in die andere Stellung und schaltet den Antrieb des Kolbens 11 um, so daß der Balg 6 nunmehr unter seiner eigenen Federwirkung entleert und der Kolben 11 in der entgegengesetzten Richtung bewegt wird.Is the drive torque the Internal combustion engine too large, the piston 11 is moved to the right in the figure. The bellows 6 is filled via the valve 7 in the position shown and adjusts the accelerator pedal 2, which is deflected against the force of a conventional return spring 15, in the direction in which the throttle valve 4 reduces the performance of the internal combustion engine 3. This adjustment takes place until the slip is below its limit value. The comparator 12 then controls the valve 7 to the other position and switches the drive of the piston 11 so that the bellows 6 is now emptied under its own spring action and the piston 11 is moved in the opposite direction.

Mit Hilfe des Gaspedals 2 kann nunmehr die Drosselklappe 4 im Sinne einer Leistungserhöhung der Brennkraftmaschine 3 verstellt werden. Tritt nunmehr erneut ein zu großer Schlupf auf, so wird der vorhin beschriebene Vorgang erneut ausgelöst und das Gaspedal 2 mit Hilfe des Anschlags 1 erneut zurückgestellt.With the help of the accelerator pedal 2, the throttle valve 4 can now be adjusted in the sense of increasing the power of the internal combustion engine 3. If excessive slip now occurs again, the process described above is triggered again and the accelerator pedal 2 is reset using the stop 1.

Die Vorrichtung nach Fig. 2 ist gegenüber der von Fig. 1 lediglich in zweifacher Weise modifiziert. Zum einen wirkt der Anschlag 1' nur mehr mit Hilfe eines Kolbens auf das Gaspedal, d. h. es fehlt die selbstrückstellende Kraft. Diese kann jedoch durch Steuerung des Antriebs für den Kolben 11 in der Fig. nach links im Anschluß an die Reduzierung des Schlupfes erreicht werden. Zum anderen ist der Kolben 16 elastisch gelagert. Hierzu dient eine Kick-Down-Feder 17, die auf das Gaspedal 2 eine kleinere Kraft als der Kolben des Zylinders 16 ausübt. Damit ist es möglich, den Anschlag 1' zu übersteuern.The device according to FIG. 2 is only modified in two ways compared to that of FIG. 1. Firstly, the stop 1 'only acts on the accelerator pedal with the aid of a piston, i. H. the self-restoring force is missing. However, this can be achieved by controlling the drive for the piston 11 in the figure to the left following the reduction of the slip. On the other hand, the piston 16 is mounted elastically. A kick-down spring 17 is used for this purpose, which exerts a smaller force on the accelerator pedal 2 than the piston of the cylinder 16. This makes it possible to override the stop 1 '.

Schließlich zeigt Fig. 3 eine Vorrichtung, bei der eine Schlupfbegrenzung auch im Schubbetrieb gewährleistet ist. Hierzu dient ein doppelt wirkender, kraftschlüssig mit dem Gaspedal 2 verbundener Zylinder 19, mit dessen Hilfe eine definierte Bewegung des Gaspedals sowohl im Sinne einer Leistungsreduzierung der Brennkraftmaschine bei einem zu großen Antriebsmoment als auch im Sinne einer Leistungsvergrößerung bei einem zu großen Bremsmoment erzeugt werden kann. Die Steuerung des Zylinders 19 erfolgt mit Hilfe eines Ventils 20. Der Antrieb des Kolbens 11 wird jeweils in der Weise vorgenommen, daß er bei Auftreten eines unzulässigen Schlupfes mit einer Kraft beaufschlagt wird. Je nach Ursache des Schlupfes wird diese Kraft auf die eine oder andere Seite des Kolbens 21 im Zylinder 19 übertragen. Handelt es sich um einen Schlupf infolge eines zu großen Bremsmoments, so wird die Oberseite des Kolbens 21 mit Druck beaufschlagt und das Gaspedal 2 und damit die Drosselklappe 4 im Sinne einer Leistungserhöhung der Brennkraftmaschine verstellt (untere Stellung des Ventils 20). Handelt es sich hingegen um einen Schlupf infolge eines zu großen Antriebsmoments, so wird die Unterseite es Kolbens 21 mit Druck beaufschlagt und eine Bewegung von Gaspedal 2 und Drosselklappe 4 im entgegengesetzten Sinne vorgenommen (obere Stellung des Ventils 20). Ist hingegen kein anormaler Schlupf vorhanden, steht das Ventil in seiner Mittelstellung. Das Gaspedal 2 und die Drosselklappe 4 sind dann entsprechend dem Fahrwunsch frei beweglich.Finally, FIG. 3 shows a device in which slip limitation is ensured even in overrun mode. For this purpose, a double-acting cylinder 19, non-positively connected to the accelerator pedal 2, is used, with the aid of which a defined movement of the accelerator pedal can be generated both in the sense of reducing the power of the internal combustion engine when the drive torque is too great and in the sense of increasing the power when the brake torque is too great. The cylinder 19 is controlled with the aid of a valve 20. The piston 11 is driven in such a way that a force is applied to it when an impermissible slip occurs. Depending on the cause of the slippage, this force is transmitted to one or the other side of the piston 21 in the cylinder 19. If there is a slip due to an excessive braking torque, pressure is applied to the top of the piston 21 and the accelerator pedal 2 and thus the throttle valve 4 are adjusted in the sense of an increase in performance of the internal combustion engine (lower position of the valve 20). If, on the other hand, there is a slip due to an excessive drive torque, the underside of the piston 21 is pressurized and the accelerator pedal 2 and the throttle valve 4 move in the opposite sense (upper position of the valve 20). However, if there is no abnormal slip, the valve is in its central position. The accelerator pedal 2 and the throttle valve 4 are then freely movable in accordance with the driving request.

Claims (3)

1. Apparatus for limiting or preventing slip of the driven wheels of a motor vehicle having an internal combustion engine controllable by a directly-operable performance-adjustment member, wherein an adjustable stop for the performance-adjustment member adjusts the latter from the preselected position into a position in which the wheels have the maximum permissible slip when an abnormal slip occurs, characterised in that the stop also adjusts the performance-adjustment member towards an increase in performance of the internal combustion engine when there is a slip as a result of too great a braking moment of the internal combustion engine.
2. Apparatus according to Claim 1, characterised in that the stop (1) is controlled hydraulically.
3. Apparatus according to Claim 1 or 2, characterised in that the stop (1') is capable of being overridden by means of an additional force.
EP84111925A 1983-10-17 1984-10-05 Apparatus for limiting or preventing driving wheel slip at lorries Expired EP0140208B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3337664 1983-10-17
DE19833337664 DE3337664A1 (en) 1983-10-17 1983-10-17 DEVICE FOR SLIP LIMITATION OR PREVENTION OF DRIVED WHEELS OF A MOTOR VEHICLE

Publications (3)

Publication Number Publication Date
EP0140208A2 EP0140208A2 (en) 1985-05-08
EP0140208A3 EP0140208A3 (en) 1986-04-02
EP0140208B1 true EP0140208B1 (en) 1988-08-31

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP84111925A Expired EP0140208B1 (en) 1983-10-17 1984-10-05 Apparatus for limiting or preventing driving wheel slip at lorries

Country Status (4)

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US (1) US4823904A (en)
EP (1) EP0140208B1 (en)
JP (1) JPS6099730A (en)
DE (2) DE3337664A1 (en)

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US4823904A (en) 1989-04-25
DE3473783D1 (en) 1988-10-06
JPS6099730A (en) 1985-06-03
DE3337664C2 (en) 1987-06-11
EP0140208A2 (en) 1985-05-08
EP0140208A3 (en) 1986-04-02
DE3337664A1 (en) 1985-05-02

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