EP0237837B1 - Dispositif de commande du papillon principal, en tant que partie d'un carburateur ou d'un système d'injection - Google Patents

Dispositif de commande du papillon principal, en tant que partie d'un carburateur ou d'un système d'injection Download PDF

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Publication number
EP0237837B1
EP0237837B1 EP87102606A EP87102606A EP0237837B1 EP 0237837 B1 EP0237837 B1 EP 0237837B1 EP 87102606 A EP87102606 A EP 87102606A EP 87102606 A EP87102606 A EP 87102606A EP 0237837 B1 EP0237837 B1 EP 0237837B1
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EP
European Patent Office
Prior art keywords
diaphragm
main throttle
depression
valve
space
Prior art date
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Expired - Lifetime
Application number
EP87102606A
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German (de)
English (en)
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EP0237837A3 (en
EP0237837A2 (fr
Inventor
Günter Härtel
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Pierburg GmbH
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Pierburg GmbH
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Publication of EP0237837A3 publication Critical patent/EP0237837A3/de
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    • 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
    • F02D11/08—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 pneumatic type

Definitions

  • the invention relates to a device according to the preamble of claim 1.
  • the space formed by membrane box parts is connected via a hose and a valve device to an adjustment path point with the engine intake pipe downstream of the main throttle and from there and then to a vacuum container.
  • the main throttle thus follows the accelerator pedal; it cannot be controlled with a delayed retardation of the accelerator pedal as required by the engine.
  • the diaphragm can be moved as part of the transmission member with it, so that a movable vacuum connection to the engine intake pipe is required.
  • the present invention has for its object to provide a device of the type mentioned in the preamble according to the invention that it allows a simple and reliable construction an air flow rate and depending on other operating parameters adjustment of the maximum opening condition of the main throttle in such a way that the opening process depends on the speed only as far as is necessary for a good filling of the cylinders.
  • a device of the type mentioned in the preamble is characterized according to the invention by the features listed in the characterizing part of claim 1.
  • the membranes and the parts of the transmission member that are movable with them are movable, while the membrane box itself is stationary and can therefore be connected to the engine intake pipe much more easily.
  • the negative pressure in the space between the membranes is so great that the two membranes are in mutual contact with one another and the main throttle follows the movement of the accelerator pedal.
  • the area of the lower full load i.e.
  • the main throttle largely open and at a relatively low speed of, for example, less than 2500 rpm, the negative pressure prevailing in the gap between the diaphragms is not sufficient so that the diaphragm connected to the main throttle counteracts the spring force of the accelerator pedal connected membrane follows, the mutual membrane system contact is canceled, which corresponds to an operating parameter-dependent limitation of the maximum opening angle or an air flow-dependent opening of the main throttle. In this way, even when the accelerator pedal is operated unfavorably, the main throttle is prevented from reaching unfavorable opening areas under the corresponding operating conditions.
  • a minimized dead space of the diaphragm space preferred according to claim 2 brings about a pneumatically rigid system contact (gas spring).
  • a damped actuation of the main throttle and the diaphragm connected to it can be achieved by a throttled vacuum connection, which also applies in particular in connection with a throttled ventilation of the associated diaphragm space to be explained.
  • the forces arising on the membranes due to negative pressure are of the same magnitude and opposite, so that they cannot have an external effect. If there is sufficient vacuum in the diaphragm space for the diaphragms to rest, so that the diaphragms are in mutual contact with one another, there are no significant differences in terms of the accelerator pedal actuation force (with the spring preloads appropriately dimensioned) or the sequence of movements between the accelerator pedal and the main throttle to conventional equipment, which is also desirable in normal operation.
  • a preferred negative pressure limitation according to claims 4 and 5 makes it possible for the negative pressure in the membrane interspace to be set only to a value which normally ensures mutual contact of the membranes. There is therefore normally a slight excess of force due to negative pressure compared to the pretension of the main throttle, so that when the negative pressure drops a largely delay-free cancellation of the contact of the diaphragms is possible.
  • the device according to claims 14 and 15 preferably allows a position feedback regarding the degree of opening of the main throttle, this enables precise, fast and economical control.
  • control unit can automatically ensure that the idle position of the main throttle is adjusted as required by appropriately setting the negative pressure in the intermediate space between the membranes, so that the idle speed assumes a (stored) value specified by the control unit.
  • control unit is informed electrically when the accelerator pedal is not actuated or released and additionally at what speed (rate of change) the accelerator pedal is placed in which position for quick detection of the driver's request, e.g. accelerate quickly in the event of a hazard.
  • control unit can once again set the idle position of the main throttle and, in addition, the fast, demand-oriented positioning of the main throttle according to the driver's wishes.
  • FIG. 1 there is a flap-shaped main throttle 2 within an engine intake pipe 1, which is rigidly connected to a throttle lever 3.
  • a pivoting of the throttle lever accordingly leads to larger or smaller degrees of opening of the main throttle 2, with a closing spring 4 biasing the main throttle 2 in its closing direction.
  • an accelerator pedal (not shown) is depressed, a train is transmitted in the direction of arrow A to a movable diaphragm guide rod 6 on the input side of a stationary diaphragm socket 5. Normally, this movement is transmitted to a movable diaphragm guide rod 7 on the output side, which in turn is connected to the throttle lever 3 or the main throttle 2 .
  • a movable diaphragm 8 which is connected to the diaphragm guide rod 6 via a diaphragm cup 56 and which is prestressed in the closing direction of the main throttle 2 by a compression spring 9.
  • the diaphragm 8 is opposite a movable diaphragm 11 connected to the diaphragm guide rod 7 via a diaphragm cup 57, and a diaphragm space 18 delimited by these diaphragms 8, 11 is connected via a flow connection 17 to a vacuum connection 10 on the engine intake pipe 1 downstream of the main throttle 2.
  • the membrane 8 delimits a membrane space 13 containing the compression spring 9, which has a ventilation 15.
  • the membrane 11 in turn delimits a membrane space 14 with a ventilation 16.
  • the two membranes 8, 11 or the membrane pots 56, 57 can come into contact with one another in the case of a sufficient negative pressure in the intermediate membrane space 18 at a contact area 12.
  • the diaphragm guide rod 6 and the diaphragm 8 are moved in the direction of arrow A against the force of the compression spring 9, the diaphragm 11 can only follow this movement if in the diaphragm space 18 via the vacuum connection 10, optionally also via a throttle 28, a sufficient negative pressure is established so that the system contact in the system area 12 is maintained.
  • the effective areas of the diaphragms for compensating the forces acting outside preferably being of the same size to get voted.
  • An electromagnetic valve arrangement 29 in the form of an electromagnetic 2/3-way valve connects the flow connection 17 to the vacuum connection 10.
  • This valve arrangement 29 has a linearly movable valve body 31 which is under the influence of a compression spring 30 and which, in the idle state, closes a ventilation 32 due to the spring as well as enables a connection between the vacuum connection 10 and the flow connection 17.
  • a solenoid 33 When a solenoid 33 is energized, the valve body 31 is displaced against the action of the compression spring 30 in such a way that the connection mentioned is interrupted and instead the flow connection 17 is vented via a throttle 34.
  • valve arrangement 29 can, depending on the control, provide for a vacuum or ventilation, so that the pressure in the membrane space 18 can be controlled or regulated to any pressure between the atmospheric pressure and the vacuum in the engine intake manifold 1.
  • the respective degree of opening of the main throttle 2 is detected by a rotary potentiometer 35 which is connected to an input of an electronic control unit 36 which can influence the solenoid 33 of the valve arrangement 29 on the output side.
  • a stop 37 on the membrane guide star 6 also present in the device from FIG. 1 is used in the embodiment from FIG. 2 to influence a switch button 39 of a switch 38 connected to the electronic control unit 36 when the accelerator pedal is unconfirmed.
  • the electromagnetic valve arrangement 29 shown in FIG. 1 is replaced by two individual electromagnetic open-close valves 40, 41, which are connected on the output side to the flow connection 17 and are coupled on the input side to the ventilation 32 or the vacuum connection 10. The solenoid coils of both valves are connected to the electronic control unit 36.
  • FIGS. 1 and 2 allow the opening damping to be adapted to the operating parameters of an engine. These embodiments are particularly advantageous in the case of electronically controlled / regulated mixture formation systems. There are usually a number of engine operating variables prepared in an electronic control unit, such as speed, position of the throttle valve, engine temperature. So you can only with a little extra effort Represent a range of functions or better solve them.
  • the opening speed of the throttle valve can be limited according to set curves. In particular, it is necessary to limit the course of the main throttle opening over time depending on the current engine speed, so that on the one hand a rapid, but on the other hand a largely vibration-free torque build-up is achieved. It is also possible to take into account other operating parameters, such as engine temperature and knock tendency, in the specification of target curves.
  • the embodiments from FIGS. 1 and 2 also enable further functions, such as a delayed closing of the main throttle in the area close to idling (dashpot), an adjustment of the main throttle depending on operating parameters and an electronic control of the filling at start and warm-up.
  • the stop 37 on the diaphragm guide rod 6 is arranged axially so that when the gas is withdrawn, the throttle valve angle comes to about 25 degrees before reaching the idle position on the housing of the diaphragm box 5. This makes it possible with the aid of the position control loop to move to any desired position of the main throttle in the area between the idle stop (not shown) and the system area 12 by actuating the electromagnetic valve arrangement.
  • the embodiment from FIG. 2 which has two open-close valves has the advantage that no constant clocking with a frequency of more than 10 Hertz is necessary, since both valves remain closed if the target and actual values match.
  • the control vacuum is formed, there is no constant addition of air into the engine intake manifold 1.
  • the control function can be optimized by freely selecting the dimensions of the throttle points, since the leakage air quantity does not have to be taken into account.
  • the electronic control unit 36 can recognize whether the accelerator pedal is actuated. If this is not the case, the stop 37 bears against the housing, so that the switch button 39 is actuated and the electronic control unit 36 is supplied with a switching pulse. This enables the control unit to release the idle speed control function, which is largely known from the so-called ECOTRONIC system.
  • the devices according to FIGS. 1 and 2 also enable the functions of an e-gas system, specifically in the range of approximately 25 degrees opening angle of the throttle valve without gas actuation by the driver and in the range of approximately 25 to 90 degrees opening angle of the main throttle by gas actuation by the driver.
  • FIGS. 3 and 4 additionally enable the function of the electronic control or regulation of the position of the main throttle in its full opening range.
  • FIGS. 3 and 4 differ only in details from those according to FIG. 2. Therefore, only the differences in this regard are explained below.
  • the membrane space 13 is basically ventilated in the embodiments from FIGS. 1 and 2, this membrane space in the embodiments from FIGS. 3 and 4 can be optionally ventilated or subjected to negative pressure.
  • the membrane space 13 has a connection 42 which is connected to the output of an electromagnetic valve arrangement which, depending on the control, establishes a connection with the free atmospheric pressure or with negative pressure.
  • the valve arrangement has an electromagnetic 2/3-way valve 44 which is connected to the electronic device 36 via a control line 43.
  • An inlet of this valve is connected via a throttle 50 to a vacuum tank 45, which in turn is connected via a vacuum line 46 and a check valve 48 to a vacuum tapping point 47 in the area of the engine intake pipe 1 downstream of the main throttle 2.
  • a further inlet of the valve is represented by a ventilation 49.
  • a double valve arrangement with two electromagnetic open-close valves 51, 52 is provided, which are connected via corresponding control lines 53, 54 are connected to the electronic control unit 36. While the open-close valve 51 is connected to the vacuum container 45 via the throttle 50, the open-close valve 52 provides ventilation with the free atmospheric pressure when controlled accordingly.
  • Control unit 36 has a corresponding input signal via an input (not designated in any more detail), so that the electromagnetic valve arrangement with the 2/3 directional valve 44 or the open-close valve 51 switches through to the vacuum container 45.
  • Sufficient negative pressure is created in this, thanks to the non-return valve tils 48 is retained even if the vacuum in the engine intake manifold 1 briefly decreases (pressure increase in engine intake manifold 1).
  • the diaphragm 8 is fixed in the stop position by negative pressure against the force of the compression spring 9, the full stroke is available for all regulating and control processes of the main throttle 2 through the diaphragm 11.
  • the e-gas function can be canceled by pressing the brake pedal.
  • a switching contact located on the braking device supplies a signal to the control device 36 via an input, which is not specified in any more detail, as a result of which the electromagnetic valve arrangement cancels the connection to the vacuum container 45 and provides ventilation for the diaphragm space 13.
  • the compression spring 9 can close off the main throttle 2 via the membrane 11, unless the accelerator pedal is actuated.
  • the rest position of the electromagnetic valve arrangement is selected so that the membrane space 13 is ventilated.
  • the connection between the membrane space 13 and the electromagnetic valve arrangement should be sufficiently dimensioned to ensure fast closing processes.
  • the throttle 50 between the valve arrangement and the vacuum container 45 serves the purpose that the movement of the membrane 8 when the E-gas function is switched on is not inadvertently transmitted to the membrane 11.
  • two open-close valves 51 and 52 are used for the electromagnetic valve arrangement, it is possible to move the diaphragm 11 to the stop position in the plant area 12 when the E-gas function is switched on, and to operate the control function by actuating the valves mentioned perform the membrane 8, the membrane strokes are perceived with the foot on the accelerator pedal.
  • Fig. 5 shows an alternative to the limit switch 37, 38, 39 of Figure 2 arranged position feedback, designed as a slide potentiometer 55, through which the control unit 36 receives information about the actuating speed and positioning of the accelerator pedal for quick detection of the driver's request, for example, accelerating quickly in the event of danger.
  • control unit 36 can once again effect the setting of the idle position of the main throttle already described and, in addition, rapid, demand-oriented positioning of the main throttle according to the driver's wish, based on characteristic values stored in the control unit 36.
  • the device according to the invention accordingly enables a plurality of functions in a relatively simple manner, which help to avoid sweeping over unfavorable operating points and furthermore improve handling and driving comfort.
  • the vacuum limiter 19 is designed in the form of a membrane box with a movable membrane 20 which carries a valve closing body 21 and is under the pretension of a compression spring 22.
  • the membrane 20 separates a space which is connected to the free atmosphere via a ventilation 23 from a membrane space 24 which can be connected to the vacuum connection 10 and in which the valve closing body 21 and the compression spring 22 are located and which is connected to the flow connection 17. Accordingly, while the compression spring 22 acts in the opening direction, the valve closing body 21 moves with increasing negative pressure in the closing direction of the negative pressure connection 10. This ensures that only a limited negative pressure can be set in the intermediate membrane space 18, which ensures that the membranes 8 and 11 are in mutual contact Contact area 12 is sufficient, so there is some excess force compared to the closing spring 4.
  • the membrane space 14 is connected to the free atmosphere via a throttle 25. Atmospheric pressure is therefore stationary in membrane space 14, as in FIG. However, this throttling is necessary in order to enable the diaphragms 8, 11 or the diaphragm pots 56, 57 in the contact area 12 to be released in the event of a rapid depression of the accelerator pedal and to open the main throttle more slowly so that no operational shocks occur.
  • the accelerator pedal actuation counteracts not only the force of the springs 9 and 4 but also, above all, the force from the pressure difference between the membrane spaces 13 and 14.
  • the diaphragm 11 can only follow to the extent that air flows into the diaphragm space 14 via the throttle 25 and fills the volume released by the stroke movement.
  • a differently high negative pressure is established in the membrane space 18 and the membrane space 14.
  • the device from FIG. 6 also contains a differential pressure valve 26 which is connected to the membrane space 18 and can temporarily vent it as soon as the differential pressure between the membrane space 18 and the free atmosphere reaches a certain one Limit exceeds. This is determined by a compression spring 27, which prestresses a valve closing body (not shown) in the closing direction of the differential valve 26. Because of this at schnel len gas bursts occurring ventilation of the membrane space 18, the membrane 8 can be moved largely undamped and without much more pedal force, and the membrane 11 can perform the travel path largely independent of the gas actuation.
  • the diaphragm space 18 has a sufficient reduction in the vacuum when the accelerator pedal is depressed rapidly and the differential pressure valve 26 opens, the magnitude of the vacuum in the diaphragm space 18 influenced by the gas pedal is limited.
  • the main throttle 2 can thus be opened at a uniform speed, because the increased volume enclosed in the diaphragm space 18 must flow out via the throttle 28 with the pressure difference specified by the pressure limiter 19 and, at the same time, the volume compensation in the diaphragm space 14 must take place via the throttle 25. It is not absolutely necessary for both chokes 25 and 28 to be used simultaneously.

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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 Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Claims (23)

1. Dispositif pour commander le papillon principal en tant que partie d'un carburateur et respectivement d'un système d'injection de moteurs à combustion interne au moyen d'un organe de transmission reliant le papillon principal à une pédale d'accélération,
a) l'organe de transmission comportant une boîte à membrane (5) reliée, en aval du papillon principal (2) à la tubulure d'aspiration (1) du moteur et réduisant, lors de l'augmentation de la dépression, la longueur efficace de l'organe de transmission,
b) la boîte à membrane (5) comprenant deux parties de boîte à membrane disposées en face l'une de l'autre, délimitant un espace intermédiaire (18) pouvant être soumis à la dépression d'aspiration et déplaçables l'une par rapport à l'autre par la dépression d'aspiration,
c) l'une des parties de boîte à membrane étant précontrainte dans le sens de fermeture du papillon principal (2), en particulier précontrainte par ressort, et reliée à l'accélérateur,
d) l'autre partie de boîte à membrane étant reliée au papillon principal (2) précontraint, notamment précontraint par ressort, dans le sens de la fermeture, et
e) un dimensionnement adapté existant entre la précontrainte du papillon principal (2) dans le sens de fermeture, une surface efficace de la boîte à membrane et la dépression d'aspiration dans l'espace intermédiaire, caractérisé en ce
f) que les éléments de la boîte à membrane (5) sont conformés en deux membranes (8, 11) mobiles dont les bords sont rattachés à la boîte à membrane (5), ce qui définit l'espace intermédiaire (18) et deux espaces à membrane (13, 14) entre respectivement une membrane (8, 11) et une partie de la boîte à membrane (5),
g) que les espaces à membrane (13, 14) délimitant l'espace intermédiaire (18) peuvent être mis sous pression atmosphérique,
h) que les membranes (8, 11), du fait du dimensionnement adapté, sont appliquées l'une contre l'autre en service normal, c'est-à-dire lorsque le déplacement de la pédale d'accélération se fait de manière que le déplacement du papillon principal peut s'effectuer directement sans répercussions nuisibles sur le fonctionnement du moteur,
i) que l'espace intermédiaire (18) entre les membranes (8, 11) est raccordé à un système de soupapes électromagnétiques (29, 40, 41) commandées et respectivement réglées en fonction des paramètres de service pour permettre, au choix, la ventilation ou la mise en dépression à partir de la tubulure d'aspiration (1) du moteur, et k) qu'il est prévu un appareil de commande électronique (36) avec plusieurs entrées de paramètres de service relié au système de soupapes (29, 41, 42).
2. Dispositif selon la revendication 1, caractérisé par une disposition des membranes (8, 11) minimisant l'espace mort de l'espace intermédiaire (18) entre les membranes, sur respectivement un pot de membrane (56, 57) dont le fond dépasse dans l'espace intermédiaire (18) entre les membranes.
3. Dispositif selon l'une des revendications 1 ou 2, caractérisé en ce que les surfaces efficaces des membranes (8,11) sont d'égales dimensions.
4. Dispositif selon la revendication 3, caractérisé en ce qu'il comporte un limiteur de dépression (19) dans la liaison d'écoulement entre l'espace intermédiaire (18) entre les membranes et la tubulure d'aspiration (1) du moteur.
5. Dispositif selon la revendication 4, caractérisé en ce que le limiteur de dépression (19) est conformé en boîte à membrane avec une membrane (20) précontrainte par ressort et soumise à la dépression à limiter et avec un corps de fermeture de soupape (21) relié à la membrane.
6. Dispositif selon l'une des revendications 1 à 5, caractérisé par une ventilation réduite de l'espace à membrane (14) qui est contigu à la membrane (11) rattachée au papillon principal (2).
7. Dispositif selon l'une des revendications 1 à 6, caractérisé en ce qu'il comprend une soupape (26) assurant la mise à l'air temporaire de l'espace intermédiaire (18) entre les membranes lors d'un actionnement de l'accélérateur dans le sens d'une ouverture rapide.
8. Dispositif selon la revendication 7, caractérisé en ce que la soupape (26) est conformée en soupape de pression différentielle établissant la liaison avec l'atmosphère.
9. Dispositif selon l'une des revendications 1 à 8, caractérisé en ce que le système de soupapes (29) est conformé en soupape électromagnétique à 2/3 voies.
10. Dispositif selon la revendication 9, caractérisé en ce que la soupape à 2/3 voies comprend des raccords étranglés pour la pression atmosphérique ainsi que pour la dépression et un corps de soupape (31) libérant alternativement lesdits raccords.
11. Dispositif selon la revendication 10, caractérisé en ce que le corps de soupape est précontraint par ressort dans le sens de fermeture de la ventilation et qu'il peut être déplacé de manière électromagnétique dans le sens d'ouverture.
12. Dispositif selon l'une des revendications 1 à 8, caractérisé en ce que le système de soupapes (40, 41) est réalisé sous la forme de deux soupapes électromagnétiques par tout ou rien pouvant être commandées alternativement.
13. Dispositif selon la revendication 12, caractérisé en ce que les soupapes par tout ou rien reliées du côté sortie constituent des liaisons d'écoulement étranglées avec l'atmosphère ainsi qu'avec la dépression.
14. Dispositif selon l'une des revendications 1 à 13, caractérisé en ce que l'appareil de commande (36) est relié à un répétiteur de position (35) qui détecte la position respective du papillon principal (2).
15. Dispositif selon la revendication 14, caractérisé en ce que le répétiteur de position (35) est un potentiomètre rotatif relié au papillon principal (2).
16. Dispositif selon la revendication 15, caractérisé en ce que l'appareil de commande (36) est relié à un interrupteur de fin de course (37, 38, 39) détectant l'actionnement de l'accélérateur.
17. Dispositif selon la revendication 15, caractérisé en ce que l'appareil de commande (36) est relié à un répétiteur de position (55) qui détecte la position respective de la pédale d'accélération.
18. Dispositif selon l'une des revendications 1 à 17, caractérisé en ce qu'il comprend un moyen pour commander et respectivement pour régler la pression dans l'espace à membrane (13) délimité par la membrane (8) reliée à la pédale d'accélération en fonction des paramètres de service.
19. Dispositif selon la revendication 18, caractérisé en ce que le moyen comprend une chambre à dépression (45) raccordée à la tubulure d'aspiration (1) du moteur, en aval du papillon principal (2), et un système de soupapes électromagnétiques (44, 51, 52) raccordé à l'appareil de commande (36) et assurant la mise en dépression ou la ventilation de l'espace à membrane (13) en fonction des paramètres de service.
20. Dispositif selon la revendication 19, caractérisé en ce que le système de soupapes (44, 51, 52) est relié à la chambre à dépression (45) par l'intermédiaire d'un étranglement (50).
21. Dispositif selon l'une des revendications 19 ou 20, caractérisé en ce que le système de soupapes (44) comprend une soupape électromagnétique à 2/3 voies.
22. Dispositif selon l'une des revendications 19 ou 20, caractérisé en ce que le système de soupapes (51, 52) comprend deux soupapes électromagnétiques par tout ou rien.
EP87102606A 1986-03-06 1987-02-24 Dispositif de commande du papillon principal, en tant que partie d'un carburateur ou d'un système d'injection Expired - Lifetime EP0237837B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19863607315 DE3607315A1 (de) 1986-03-06 1986-03-06 Einrichtung zum steuern der hauptdrossel eines vergasers bzw. einer einspritzung
DE3607315 1986-03-06

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EP0237837A2 EP0237837A2 (fr) 1987-09-23
EP0237837A3 EP0237837A3 (en) 1988-11-02
EP0237837B1 true EP0237837B1 (fr) 1990-12-19

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EP87102606A Expired - Lifetime EP0237837B1 (fr) 1986-03-06 1987-02-24 Dispositif de commande du papillon principal, en tant que partie d'un carburateur ou d'un système d'injection

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DE19718692C2 (de) * 1997-05-02 2001-02-15 Jungheinrich Ag Vorrichtung zur Begrenzung der Drehzahl von Brennkraftmaschinen

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Publication number Publication date
DE3607315A1 (de) 1987-09-10
EP0237837A3 (en) 1988-11-02
EP0237837A2 (fr) 1987-09-23
DE3766729D1 (de) 1991-01-31

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