EP0279908A1 - Méthode et dispositif de montage pour amortir des oscillations d'un véhicule - Google Patents

Méthode et dispositif de montage pour amortir des oscillations d'un véhicule Download PDF

Info

Publication number
EP0279908A1
EP0279908A1 EP87115558A EP87115558A EP0279908A1 EP 0279908 A1 EP0279908 A1 EP 0279908A1 EP 87115558 A EP87115558 A EP 87115558A EP 87115558 A EP87115558 A EP 87115558A EP 0279908 A1 EP0279908 A1 EP 0279908A1
Authority
EP
European Patent Office
Prior art keywords
setpoint
increase
rate
actuator
output
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
EP87115558A
Other languages
German (de)
English (en)
Other versions
EP0279908B1 (fr
Inventor
Peter Säger
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
Application filed by Mannesmann VDO AG filed Critical Mannesmann VDO AG
Publication of EP0279908A1 publication Critical patent/EP0279908A1/fr
Application granted granted Critical
Publication of EP0279908B1 publication Critical patent/EP0279908B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/045—Detection of accelerating or decelerating state
    • 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
    • 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
    • F02D2011/101—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 characterised by the means for actuating the throttles
    • F02D2011/102—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 characterised by the means for actuating the throttles at least one throttle being moved only by an electric actuator

Definitions

  • the invention relates to a method for preventing vibrations of the motor vehicle with an engine, an actuator controlling the power of the engine and a setpoint generator, and a circuit arrangement for carrying out the method.
  • vibrations can occur when the gas is jerky. These are supported by the fact that the driver is pressed into the seat when the accelerator is suddenly jerked and thus unconsciously removes the foot from the accelerator pedal. This in turn has the consequence that the motor vehicle is noticeably decelerated and the driver slips forward. He steps on the accelerator pedal again. This is repeated several times until either the driver accelerates, disengages or takes his foot off the accelerator.
  • the object of the present invention is to prevent these vibrations without the acceleration capability of the motor vehicle suffering as a result.
  • the method according to the invention is characterized in that within a predetermined time after an increase in the target value, which occurs faster than with a predetermined rate of increase, it is checked whether there is a drop in the target value, which occurs faster than with a predetermined rate of decay, and if there is If the setpoint falls faster, the rate of increase of the setpoint supplied to the actuator is temporarily limited.
  • the process according to the invention has the advantage that the vibrations mentioned at the outset are prevented without the increase in engine power being delayed after the gas is suddenly stepped on. Even if the accelerator is suddenly removed, the engine output is reduced without delay. This also takes place within the time window within which the slew rate is limited.
  • the threshold of the rate of rise or fall is chosen below the value at which the so-called load change shock occurs.
  • the method according to the invention is suitable for gasoline engines with carburetor or injection as well as for diesel engines.
  • the time constants of the respective motor vehicle which are relevant for the vibrations must be taken into account.
  • a further development of the method according to the invention is that the rate of change of the setpoint is compared with a predetermined positive and a predetermined negative value, that a signal of a constant duration begins when the predetermined values are exceeded or undershot, and that when the values coincide Signals the rate of rise of the setpoint supplied to the actuator is limited.
  • the rate of increase of the setpoint value supplied to the actuator is limited according to a parabolic function. This avoids a jerk when accelerating again quickly, but without delaying the entire climb too much. This is achieved irrespective of the exact point in time at which the accelerator is accelerated in that the parabolic function is started by an increase in the setpoint value given by the setpoint generator.
  • a transition to the unrestricted supply of the setpoint to the actuator takes place in that the sequence of the parabolic function is started after a predetermined time without increasing the setpoint.
  • the method according to the invention can be carried out with a so-called e-gas system in which the position of the accelerator pedal is electrically transmitted to the actuator.
  • the method according to the invention can also be carried out with systems which provide a mechanical connection between the accelerator pedal and the actuator, but in which there is an intervention to limit or reduce the engine power by electrical means.
  • a hard-wired circuit arrangement or a correspondingly programmed microprocessor can be provided. In the latter case there is the possibility of having the execution of the method according to the invention carried out by a microprocessor in addition to other control or regulating tasks.
  • An advantageous circuit arrangement for carrying out the method according to the invention is that an ascent rate limiter is connected between the setpoint generator and the actuator, that the ascent rate limiter has a control signal input, that the input of a differentiator is connected to the setpoint generator, the output of which is connected to a window comparator, that the window comparator has two outputs, at which signals are present depending on whether the input voltage of the window comparator exceeds a positive threshold and falls below a negative threshold, that the outputs of the window comparator are each connected to the inputs of an AND circuit via a timing element, their output via a bistable circuit, an integra Tor and a pulse width modulator is connected to the control input of the slew rate limiter.
  • the slew rate limiter can include a further integrator.
  • 1a shows the time course of the accelerator pedal position, a control voltage which transmits the accelerator pedal position to the actuator and the position of the actuator, for example the throttle valve itself.
  • the control voltage represents the setpoint for the throttle valve position and is generated by a setpoint generator coupled to the accelerator pedal. Approximately two periods of a Bonanza oscillation are shown, the throttle valve being moved from the idle position to the full load position and back to the idle position, where it remains until the next period begins.
  • a signal representing the setpoint is fed from a setpoint generator 2 connected to an accelerator pedal 1 via a slew rate limiter 3 to a control circuit 4 which controls a throttle valve 5 of an internal combustion engine (not shown) in accordance with the setpoint.
  • the slew rate limiter 3 is by nature a low-pass filter, which is, however, only effective when the setpoint increases and only as a function of a control voltage supplied to the input 6. A drop in the setpoint is transmitted without delay, as is an increase if there is a corresponding control voltage at input 6.
  • the output voltage of the setpoint generator is also fed to a differentiator 7, the output of which is connected to a window comparator 8, which in turn has two outputs 9, 10, each of which is connected to an input of a monostable multivibrator 11, 12.
  • a window comparator 8 which in turn has two outputs 9, 10, each of which is connected to an input of a monostable multivibrator 11, 12.
  • One output each of the monostable multivibrators 11, 12 is connected to the inputs of an AND circuit 13.
  • the output voltage of the differentiator 7 corresponds to the rate of change of the setpoint.
  • a negative pulse occurs, while releasing the accelerator pedal results in a positive pulse.
  • the two monostable multivibrators 11, 12 are brought into the unstable state, so that the pulses shown in Fig. 1c) and d) are present at the outputs, which have a predetermined width and with their rising edges from the time of Depending on the occurrence of the respective movement of the accelerator pedal.
  • the width of the output pulse of the monostable multivibrator 11 is approximately 200 ms, while the other output pulse has a smaller width.
  • the combination of the two pulses with the aid of the AND circuit 13 results in the following: With slow movements of the accelerator pedal, the thresholds in the window comparator 8 are not exceeded or undershot, so that no output signals occur there. If a rapid step occurs, the monostable multivibrator 11 is set. If the accelerator pedal is suddenly withdrawn within the duration of the output pulse of the monostable multivibrator 11, the monostable multivibrator 12 is also set within this time, so that for a certain time both pulses are applied to the inputs of the AND circuit 13 and an output pulse is produced. If the accelerator pedal is suddenly released later, there is no coincidence and thus no limitation of the rate of increase of the setpoint.
  • the output signal of the AND circuit 13 is fed to a set input of a flip-flop 14, the reset input of which is connected to the output of the differentiator 7.
  • the output signal (FIG. 1e)) of the flip-flop 14 controls an integrator 15, the output signal of which in turn modulates a triangular voltage supplied at 16 with the aid of a pulse width modulator 17.
  • the pulse width modulated pulses are fed to the control input 6 of the slew rate limiter 3.
  • the flip-flop 14 serves to put the circuit arrangement into an idle state every time the driver accelerates, even if it does not occur so quickly that a bonanza oscillation is excited.
  • the slew rate limiter 3 is only controlled with the aid of the integrator 15 and the pulse width modulator 17 in such a way that the setpoint increases slowly according to a predetermined function even if the gas is suddenly accelerated shortly thereafter, only for a predetermined time after a sudden acceleration and a sudden decrease in the acceleration.
  • FIG. 3 shows a more detailed circuit diagram of the circuit arrangement shown in FIG. 2 as a block diagram.
  • the input 21 is connected to the output of the setpoint generator 2 (FIG. 2), while the output 22 is connected to the control circuit 4 (FIG. 2).
  • the input voltage is fed to the inverting input of an operational amplifier 23, the output of which is connected to the inverting input of a further operational amplifier 29 via a resistor 24 with a positive operating voltage and via two series circuits each made up of a diode 25, 26 and a resistor 27, 28.
  • a transistor 34 is inserted into the branch formed by the diode 26 and the resistor 28 and is controlled via a resistor 30 by a control voltage supplied at 6.
  • the operational amplifier 29 is connected to the capacitor 31 as an integrator, a constant voltage being supplied to the non-inverting input via a voltage divider 32, 33.
  • the output of the operational amplifier 29 forms the output 22 and is connected to the operating voltage via a resistor 36 and to ground potential via a capacitor 35.
  • the non-inverting input of operational amplifier 23 is connected to the output of operational amplifier 29. This negative feedback ensures that the output 22 follows the voltage at the input 21, but depending on the integration time constant, the rate of change is reduced.
  • the circuit is now designed such that when the setpoint falls, the output voltage follows so quickly that there is no noticeable delay in accelerating.
  • An increase in the setpoint is also transmitted practically without delay if the transistor 34 is conductive - that is, a voltage is supplied to the input 6 which is less than the voltage at the inverting input of the operational amplifier 29 minus the base-emitter voltage of the transistor 34 and the voltage drop at resistor 30.
  • control voltage supplied at 6 is greater - for example U + - the transistor 34 is blocked and the voltage at the output 22 remains in spite of the increasing setpoint.
  • intermediate values can be obtained can be set for the rate of change of the output voltage.
  • the differentiator 7 (FIG. 2) is formed in the circuit arrangement according to FIG. 3 by an operational amplifier 41, the inverting input of which is connected to the input 21 via a series circuit comprising a resistor 42 and a capacitor 43.
  • the non-inverting input receives a voltage which corresponds to half the positive operating voltage and is generated with the aid of a voltage divider 44, 45.
  • the operational amplifier 41 is fed back with the aid of a resistor 46 and a capacitor 47.
  • a negative voltage arises during an increase in the setpoint value and a positive voltage, based on the potential at the non-inverting input, during a decrease.
  • the operational amplifiers 51 and 52 form a window comparator, for which purpose constant voltages of different magnitudes are supplied to the inverting input of the operational amplifier 51 and the non-inverting input of the operational amplifier 52 via a voltage divider 48, 49, 50.
  • the differentiated setpoint value is fed from the output of the operational amplifier 41 to the non-inverting input of the operational amplifier 51 and the inverting input of the operational amplifier 52.
  • a positive level is denoted by H and a negative or a ground level by L.
  • the output voltage of the operational amplifier 52 assumes the level H if the slew rate is greater than the predetermined value. If the setpoint falls faster than a predetermined speed, the output signal of the operational amplifier 51 assumes the H level.
  • These signals are used to set two monostable multivibrators in the unstable state, which in the exemplary embodiment shown are implemented with the aid of an integrated circuit of type 45 28. With the help of the RC elements 54, 55 and 56, 57, the duration of the pulses occurring at the outputs Q1 and Q2 is determined.
  • a network of resistors 58, 59, 60 together with the operational amplifier 61 and a voltage divider 62, 63 serves as an AND circuit 13 (FIG. 2).
  • a differentiator consisting of a capacitor 64 and a resistor 65 is connected to the AND circuit.
  • the pulse thus differentiated, controls the non-inverting input of an operational amplifier 67 via a resistor 66 in such a way that its output assumes the H level, as a result of which the diode 68 becomes conductive and maintains this state, for which operating voltage is supplied via a resistor 69.
  • the inverting input of the operational amplifier 67 receives a bias voltage, which is half the operating voltage, via a voltage divider 70, 71.
  • the operational amplifier 67 fulfills the function of a flip-flop, which is set by the supplied pulses.
  • a reset is carried out by a further operational amplifier 72, its inverting one Input receives a bias voltage via a voltage divider 73, 74 and its non-inverting input is acted upon by the differentiated setpoint.
  • the operational amplifiers 67 and 72 have so-called open collector outputs, which has the effect that the level H is only present at both when the two operational amplifiers are controlled accordingly.
  • a positive voltage corresponding to the level H is fed via the resistor 75 to the base of a transistor 76, the emitter-collector path of which is connected in series with a resistor 77 between the inverting input and the output of an operational amplifier 78.
  • a capacitor 79 is arranged in this negative feedback branch, so that the operational amplifier 78 works as an integrator.
  • a fixed potential is supplied to the non-inverting input via a voltage divider 80, 81, while the inverting input is connected to ground potential via a resistor 82.
  • the voltage at the output of the integrator strives for a final value which corresponds to the voltage potential of the supply voltage. If this end value is fed to the inverting input of the operational amplifier 85 and a triangular voltage is fed to the non-inverting input with such a DC voltage component that the triangular voltage is always more negative than the output voltage of the operational amplifier 78, the transistor 34 is conductive. A rapid change in the setpoint value supplied to the actuator 5 (FIG. 2) is possible.
  • the transistor 76 By controlling the output of the operational amplifier 67 to the H level, however, the transistor 76 becomes conductive and thus the integrator is set to a certain initial value.
  • the voltage at the inverting input of operational amplifier 85 is continuously more negative than the triangular voltage, so that a level H is present at the output of operational amplifier 85, which causes transistor 34 to be blocked.
  • the transistor 76 When the gas is subsequently applied, the transistor 76 is controlled into the non-conductive state by the output level L of the operational amplifier 72, so that the output voltage of the integrator rises linearly to the greatest possible positive potential. It passes through the voltage range of the triangular signal, so that 85 pulses are generated at the output of the operational amplifier, the width of which increases linearly in time. The period of the triangular voltage is small compared to the other time constants of the system, so that a pulse-shaped control of the transistor 34 is only noticeable continuously with increasing pulse width. Assuming a sudden increase in the voltage at the input 29, the time-linear increase in the pulse-width-like activation of the transistor 34 through the action of the integrator, which is formed by the operational amplifier 29, becomes the parabolic function shown in FIG. 1b). The rate of increase of the setpoint value supplied to the actuator is thus initially limited more and then less.
  • the integration process is also triggered via a diode 86, which is connected between the output Q2 of the one-way multivibrator and the base of the transistor 76 if there is no accelerating again within a specified time. Thereafter, the slew rate is not limited unless the transistor 76 is turned on by suddenly accelerating and then depressurizing, and the integrator is thus set to the initial value.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Feedback Control In General (AREA)
EP87115558A 1987-02-12 1987-10-23 Méthode et dispositif de montage pour amortir des oscillations d'un véhicule Expired - Lifetime EP0279908B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3704316 1987-02-12
DE19873704316 DE3704316A1 (de) 1987-02-12 1987-02-12 Verfahren und schaltungsanordnung zum verhindern von schwingungen eines kraftfahrzeugs

Publications (2)

Publication Number Publication Date
EP0279908A1 true EP0279908A1 (fr) 1988-08-31
EP0279908B1 EP0279908B1 (fr) 1990-01-17

Family

ID=6320798

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87115558A Expired - Lifetime EP0279908B1 (fr) 1987-02-12 1987-10-23 Méthode et dispositif de montage pour amortir des oscillations d'un véhicule

Country Status (4)

Country Link
US (1) US4852008A (fr)
EP (1) EP0279908B1 (fr)
JP (1) JPS63198752A (fr)
DE (2) DE3704316A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0631897A1 (fr) * 1993-06-26 1995-01-04 Robert Bosch Gmbh Procédé et dispositif pour commander une unité de propulsion d'un véhicule
GB2316189A (en) * 1996-08-07 1998-02-18 Denso Corp Electronically-controlled throttle system

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4928652A (en) * 1987-09-17 1990-05-29 Mazda Motor Corporation Engine control system for suppressing car body vibration
DE3831105C1 (fr) * 1988-09-13 1990-03-22 Daimler-Benz Aktiengesellschaft, 7000 Stuttgart, De
JPH02119658A (ja) * 1988-10-26 1990-05-07 Mazda Motor Corp エンジンの制御装置
DE3838502C1 (en) * 1988-11-12 1990-04-26 Daimler-Benz Aktiengesellschaft, 7000 Stuttgart, De Device for the damping of longitudinal drive vibrations of a motor vehicle
US5127495A (en) * 1990-09-28 1992-07-07 Allied-Signal Inc. Parking brake and method therefor
US5148894A (en) * 1990-10-11 1992-09-22 Allied-Signal Inc. Disk brake/parking brake with threaded piston rod and motor
US5222787A (en) * 1990-11-20 1993-06-29 Allied-Signal Inc. Electro-hydraulic braking system
US6565479B2 (en) 2001-07-05 2003-05-20 Delphi Technologies, Inc. Apparatus and method for smoothing of vehicle drivelines
DE10328234B4 (de) * 2002-12-17 2005-09-15 Koenig & Bauer Ag Verfahren zur Temperierung sowie Vorrichtung zur Temperierung
KR101494030B1 (ko) * 2010-07-02 2015-02-16 엘에스산전 주식회사 전기자동차용 인버터

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2839478A1 (de) * 1978-09-11 1980-03-20 Vdo Schindling Einrichtung zum regeln der fahrgeschwindigkeit eines kraftfahrzeugs
GB2117136A (en) * 1982-03-16 1983-10-05 Porsche Ag A circuit arrangement for the actuation of the throttle valve of a motor vehicle internal combustion engine

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1362964A (en) * 1971-07-27 1974-08-14 Mullard Ltd Anti-lock vehicle brake systems
GB2135745B (en) * 1983-02-26 1987-01-07 Bosch Gmbh Robert Circuit for controlling the brake pressure in anti-lock vehicle brake systems
DE3345729A1 (de) * 1983-12-17 1985-06-27 Alfred Teves Gmbh, 6000 Frankfurt Verfahren und schaltungsanordnung zur unterdrueckung unerwuenschter regelvorgaenge in schlupfgeregelten bremsanlagen
DE3440244A1 (de) * 1984-11-03 1986-05-07 Wabco Westinghouse Fahrzeugbremsen GmbH, 3000 Hannover Antiblockiersystem

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2839478A1 (de) * 1978-09-11 1980-03-20 Vdo Schindling Einrichtung zum regeln der fahrgeschwindigkeit eines kraftfahrzeugs
GB2117136A (en) * 1982-03-16 1983-10-05 Porsche Ag A circuit arrangement for the actuation of the throttle valve of a motor vehicle internal combustion engine

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN, Band 8, Nr. 210 (M-328)(1647) 26. September 1984; & JP-A-59 099 045 (NISSAN JIDOSHA) 07.06.1984 *
PATENT ABSTRACTS OF JAPAN, Band 8, Nr. 96 (M-294)(1533) 4. Mai 1984; & JP-A-59 010 750 (TOYO KOGYO) 20.01.1984 *

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0631897A1 (fr) * 1993-06-26 1995-01-04 Robert Bosch Gmbh Procédé et dispositif pour commander une unité de propulsion d'un véhicule
KR100303756B1 (ko) * 1993-06-26 2001-11-22 클라우스 포스, 게오르그 뮐러 차량구동유니트를제어하기위한방법및장치
GB2316189A (en) * 1996-08-07 1998-02-18 Denso Corp Electronically-controlled throttle system
US5899830A (en) * 1996-08-07 1999-05-04 Denso Corporation Electronically-controlled throttle system
GB2316189B (en) * 1996-08-07 2000-10-11 Denso Corp Electronically-controlled throttle system

Also Published As

Publication number Publication date
US4852008A (en) 1989-07-25
DE3761448D1 (de) 1990-02-22
DE3704316A1 (de) 1988-08-25
JPS63198752A (ja) 1988-08-17
EP0279908B1 (fr) 1990-01-17

Similar Documents

Publication Publication Date Title
DE2828678C2 (fr)
DE2623733C3 (de) Zündeinrichtung für eine Brennkraftmaschine
DE2801790A1 (de) Verfahren und einrichtung zur steuerung der kraftstoffzufuhr zu einer brennkraftmaschine
EP0015281B1 (fr) Methode et dispositif de reglage numerique de la vitesse de deplacement d'un vehicule automobile
EP0279908B1 (fr) Méthode et dispositif de montage pour amortir des oscillations d'un véhicule
DE2622727A1 (de) Automatische geschwindigkeitsregelschaltung fuer fahrzeug
DE2440785A1 (de) Verfahren zur vorprogrammierten stromsteuerung zum zwecke der beeinflussung der ansprechzeit eines einen erregbaren solenoiden enthaltenden elektromechanischen geraetes und vorrichtung hierzu
DE2819809A1 (de) Vorrichtung zur kraftstoffversorgung einer brennkraftmaschine
DE2814397C2 (fr)
DE3101477A1 (de) "vorrichtung und verfahren zur automatischen geschwindigkeitsregelung bei kraftfahrzeugen"
EP0246357B1 (fr) Procédé de contrôle d'un injecteur électromagnétique
DE2517697A1 (de) Verfahren und vorrichtung zur drehzahlbegrenzung bei brennkraftmaschinen
DE3302937A1 (de) Anordnung zum regeln der kritischen drehzahl einer elektromagnetkupplung
DE2453701C2 (de) Verfahren zur Begrenzung der Drehzahl einer Brennkraftmaschine
EP0250873B1 (fr) Dispositif pour ajuster la vitesse de déplacement d'un véhicule automobile
DE3030240C2 (de) Elektrische Schaltungsanordnung zur drehzahlabhängigen Unterbrechung der Kraftstoffzufuhr zu einer Brennkraftmaschine
DE3921329A1 (de) Verfahren und vorrichtung zur feststellung einer fehlfunktion einer einen stromregelkreis aufweisenden endstufe in einer leerlaufdrehzahlregelungsanordnung einer brennkraftmaschine
EP0953753A2 (fr) Méthode pour éviter les secousses lors d' accélérations de véhicules à moteur
DE2061242C3 (de) Kraftstoff-Einspritz vorrichtung für Brennkraftmaschinen
DE3425574C2 (fr)
DE3344665C2 (de) Geschwindigkeits-Begrenzungseinrichtung für ein Kraftfahrzeug
DE1214103B (de) Einrichtung zum Regeln und Begrenzen der Fahrgeschwindigkeit von Kraftfahrzeugen
DE1911828C3 (de) Elektronischer Regler für die Drehzahl einer Brennkraftmaschine, insbesondere eines Dieselmotores
DE2539147A1 (de) Vorrichtung zum steuern einer wandlungsueberbrueckungskupplung
DE2706436A1 (de) Vorrichtung zur stromgeregelten ansteuerung von elektromagnetischen schaltsystemen

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): DE FR GB SE

17P Request for examination filed

Effective date: 19880715

17Q First examination report despatched

Effective date: 19890118

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR GB SE

ET Fr: translation filed
REF Corresponds to:

Ref document number: 3761448

Country of ref document: DE

Date of ref document: 19900222

GBT Gb: translation of ep patent filed (gb section 77(6)(a)/1977)
PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 19900927

Year of fee payment: 4

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: SE

Payment date: 19901016

Year of fee payment: 4

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed
PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 19910906

Year of fee payment: 5

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Effective date: 19911023

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Effective date: 19911024

GBPC Gb: european patent ceased through non-payment of renewal fee
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Effective date: 19920630

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Effective date: 19930701

EUG Se: european patent has lapsed

Ref document number: 87115558.6

Effective date: 19920510