EP0341659B1 - Appareil de commande pour le papillon de la soupape d'admission d'air dans un moteur à combustion - Google Patents

Appareil de commande pour le papillon de la soupape d'admission d'air dans un moteur à combustion Download PDF

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Publication number
EP0341659B1
EP0341659B1 EP19890108321 EP89108321A EP0341659B1 EP 0341659 B1 EP0341659 B1 EP 0341659B1 EP 19890108321 EP19890108321 EP 19890108321 EP 89108321 A EP89108321 A EP 89108321A EP 0341659 B1 EP0341659 B1 EP 0341659B1
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EP
European Patent Office
Prior art keywords
throttle valve
motor
stator
pedal
integral
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
EP19890108321
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German (de)
English (en)
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EP0341659A1 (fr
Inventor
Jean-Bernard Filleau
Michel André Pournain
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Siemens AG
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Siemens AG
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Publication date
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Publication of EP0341659A1 publication Critical patent/EP0341659A1/fr
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Publication of EP0341659B1 publication Critical patent/EP0341659B1/fr
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
    • 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
    • F02D11/105—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 function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0261—Arrangements; Control features; Details thereof having a specially shaped transmission member, e.g. a cam, specially toothed gears, with a clutch
    • 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
    • F02D2011/103—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 alternatively mechanically linked to the pedal or moved by an electric actuator

Definitions

  • the present invention relates to a control device for the air-intake throttle valve of an internal-combustion engine used for the propulsion of a motor vehicule and, more particularly, to such a device comprising an actuator for selectively reducing the opening angle of the throttle valve in relation to that obtained as a result of the sole action of the vehicle driver on an accelerator pedal.
  • Actuators for modifying the position of the throttle valve are used to this effect, and for safety reasons in the event of the breakage of the pedal/throttle-valve connection, these actuators are interposed between this pedal and a restoring spring of the air-intake throttle valve.
  • the effect of modifying the position of the throttle valve and therefore the restoring force of the spring by means of the actuator is to give rise to an unpleasant reaction on the accelerator control for the vehicle driver.
  • Document EP 174,662 makes known a device for regulating the speed of a vehicle and for preventing the skidding of the wheels of this vehicle, which comprises a throttle-valve actuator controlled both by an electronic control unit and by an accelerator pedal, in order to act on a mechanical assembly comprising the throttle valve, two arms and two springs associated with this throttle valve.
  • the actuator comprises an electric motor, a clutch, a reducer, two arms and a lever, all forming a device which is complex and therefore costly.
  • a reduction of the opening of the throttle valve controlled by the electronic control unit only some compensation of the resulting unpleasant reaction on the accelerator pedal for the driver is obtained by means of mechanical members.
  • This reaction is eliminatied completely by means of another solution which involves placing a second throttle valve in series with the main throttle valve in the air-intake pipe of the engine.
  • the accelerator pedal acts in the main throttle valve whilst, to obtain a substantial reduction in the opening of the intake pipe, the second throttle valve is actuated by means of an electronic control unit.
  • this solution has various disadvantages: mechanical complexity, an increase in the pressure losses in the air-intake pipe and complexity in the strategies for the controlling of the opening of the second throttle valve which result from interactions between the relative positions of the thwo throttle valves.
  • a device for actuating the air-intake throttle is known, the actuator being a kind of moving coil instrument whereby the throttle valve is fixed to the moving coil and the accelerator pedal is acting on the stator part.
  • the actuator being a kind of moving coil instrument whereby the throttle valve is fixed to the moving coil and the accelerator pedal is acting on the stator part.
  • a device of this kind can only increase the air-intake throttle opening, it exhibits drawbacks in respect of the safety of the vehicle driver.
  • the air-intake throttle position can be maintained only if the throttle control remains continuously on. A control failure may result either in a fierce deceleration of the vehicle or, worse, in a fierce uncontrollable acceleration.
  • An object of the present invention is, therefore to provide a control device for the air-intake throttle valve for an internal-combustion engine propelling a motor vehicle, comprising means for automatically reducing the opening of the throttle valve under the control of a control unit, this device being simple, reliable and of low production cost.
  • Another object of the present invention is to provide such a device, by means of which no unpleasant reaction is transmitted to the accelerator pedal during a reduction of the opening of the throttle valve controlled by the control unit.
  • a further object of the present invention is to provide such a device which, in insuring the stability of the air throttle position in case of a control failure, reduces the hazards for the vehicle driver.
  • a control device for the air-intake throttle valve of an internal-combustion engine of the type comprising an accelerator pedal for normally controlling the opening angle of the throttle valve, a spring for returning this pedal towards an inactive position, an actuator installed between the pedal and the throttle valve in order selectively to reduce this opening angle in relation to that which would be obtained as a result of the sole action of the pedal, the actuator consisting of a motor comprising a stator movable in terms of rotation relative to the supporting structure of the throttle valve and coupled to the return spring and to the accelerator pedal which controls its angular position, and a rotor coupled in terms of rotation to the throttle valve, said device being characterized by frictional coupling means provided between the throttle valve and the stator for maintaining their relative angular position in case of feed power cut of the motor, generating a frictional torque higher than that necessary for driving the throttle valve in rotation and lower that that exerted by the return spring of the pedal on the stator, and also by possessing means for
  • Stops limit the relative movements of the throttle valve and of the stator of the motor in relation to the supporting structure of the device on the one hand and of the throttle valve in relation to the stator on the other hand.
  • the motor is a mechanically non-reversible two-way geared motor.
  • the rotor of the motor is coupled to a rotary axle of the throttle valve by means of the frictional coupling member generating a frictional torque higher than that necessary for driving the throttle valve in rotation and lower than that exerted by the return spring of the pedal on the stator.
  • the motor is a mechanically reversible two-way geared motor.
  • the rotor of the motor is fixed to the axle of the throttle valve.
  • the frictional member couples the rotor and the stator with a frictional torque higher than that necessary for driving the throttle valve in rotation an lower than the torque generated by the return spring on the stator.
  • the accelerator pedal can be coupled to the actuator by means of a cable passing over a winding shell carried by the periphery of the stator of the motor.
  • a movable stop 4 projects from the axle 3 in order to interact with a stationary counterstop 4′ integral with the supporting structure of the device, this counterstop 4′ defining the maximum closing position of the throttle valve 1 in the intake pipe 2.
  • the device can have an angular-position sensor 5 which serves for supplying a signal representing information on the angular position of the throttle valve in relation to the supporting structure to at least one control unit of the internal-combustion engine intended more particularly for the propulsion of a motor vehicle, as is well known in the art.
  • the other (right-hand) end of the axle 3 is coupled to an actuator 6 by means of a frictional coupling member 7.
  • This actuator 6 consists of a mechanically non-reversible two-way geared motor comprising a stator 8 and a rotor 9, the rotor of the motor being aligned with the rotary axle of the throttle valve, to which it is coupled by means of the frictional coupling member 7.
  • an electrical control alone can modify the relative position of the rotor and stator, in the two opposite directions of rotation.
  • the stator 8 is movable in terms of rotation about the axle of the rotor, and its angular position on this axle is controlled by an accelerator pedal 10 coupled mechanically to the stator by means of a connection indicated diagrammatically at 11.
  • an accelerator pedal 10 coupled mechanically to the stator by means of a connection indicated diagrammatically at 11.
  • depressing the accelerator pedal 10 adjusts the angular position of the stator 8.
  • a spring 12 is fastened at one end to the stator 8 and its other end to the supporting structure of the device, in order to exert a restoring torque on the stator 8 and, at the same time, on the accelerator pedal. When the spring 12 acts alone on the pedal 10, the latter occupies an initial inactive "high" position.
  • the device also possesses various stops and counterstops which limit the movements of the various above-mentioned members in relation to the supporting structure of the device or the movements of these members relative to one another.
  • a movable stop 13 which interacts with a movable counterstop 13′ projecting axially from the stator of the motor, in order to limit the opening position of the throttle valve 1, set by depressing the pedal 10, as regulated by the vehicle driver.
  • the interaction of the stops 4, 4′ and 13, 13′ respectively in the absence of any action on the accelerator pedal defines the "high" position of the pedal and the closed position of the throttle valve respectively.
  • a second movable counterstop 14 angularly distant from the counterstop 13′ projects axially from the stator, in order to limit the maximum angular deviation of the throttle valve in relation to that set by the movable counterstop 13′ when the motor acts on the throttle valve in order to reduce the opening angle of the latter, and for other purposes, as will be seen in detail later.
  • a movable stop 15 projects from the periphery of the stator 8 of the motor, in order to interact with a stationary counterstop 15′ integral with the supporting structure of the device, in order to define the full opening position of the throttle valve obtained as a result of the sole action of the pedal 10 on this throttle valve.
  • the device is completed by means (not shown) for feeding energy to the motor 6, these means being controlled by a control unit which determines the reduction in angular opening which the motor 6 is to impart to the throttle valve 1 in some situations, such as those mentioned above, for example to prevent a skidding of the wheels of a motor vehicle as the result of too high an engine torque exerted on the wheels of this vehicle, in view of the coefficient of friction of these on a particular road surface, or to limit the speed of the vehicle to a predetermined value which the vehicle must not exceed.
  • the frictional coupling member 7 consists of a disc 18 made of a frictional material, this disc being gripped between two mutually confronting coaxial ends 16 and 17 of the axle of the throttle valve 1 and of the output shaft of the rotor 9 of the motor 6 respectively.
  • the rotation of the rotor 9 of the motor is transmitted to the throttle valve by means of the frictional torque generated by this friction disc 16.
  • this frictional torque is below the torque exerted by the return spring 12 on the stator 8 of the motor, so that the latter torque can override the action of the preceding torque in order to allow a rapid return of the stator to the initial position when the pedal 10 returns to its inactive position, independently of a possible angular deviation brought about previously between the stator and the throttle valve 1.
  • this unit determines that the vehicle is in a situation where it is important to reduce the opening of the throttle valve in order to reduce the torque transmitted to the wheels of the vehicle by the engine, this unit commands the feeding of the motor 6, the effect of which is to free the rotation of the rotor 9 relative to the stator 8 in the anti-clockwise direction, looking at this rotor from the left-hand end of the rotary axle of the throttle valve 1 ( Figure 1), in order thereby to reduce the opening of the throttle valve by moving the stop 13 away from the counterstop 13′ integral with the stator of the motor 6. This is represented by the curve 22 of the graph of Figure 2.
  • the limiting action continues according to the curves 25 and 26 if the acceleration control defined by the pedal is reduced rapidly from the point 22′.
  • the curve 25 corresponds to the rotation of the throttle valve 1 until the contact of the movable stop 4 on the stationary counterstop 4′.
  • the curve 26 corresponds to the action of the frictional coupling member 7 which slides in order to restore contact between the movable stop 13 and the counterstop 13′, without waiting for the return action of the rotor 9.
  • This function of the frictional coupling member 7 is very important because it makes it possible to obtain a rapid and complete return of the pedal 10 to its inactive position, without waiting for the return of the motor to its initial position.
  • the motor 6 makes it possible to obtain only an opening of the throttle valve which is less than that corresponding to the command given by the pedal. A modification in the position of the rotor causes no change in the tension of the return spring. This arrangement ensures that the force exerted on the pedal is not modified as a result of a variation in position of the throttle valve attributable to the motor 6. Thus, the driver then does not feel any unpleasant reaction on the accelerator pedal, in accordance with the aim pursued by the present invention.
  • the motor can control the opening of the throttle valve only between the position commanded by the pedal (or by the action of the return spring in the event of failure) and a closing position defined by the counterstop 4′ which regulates the opening of the throttle valve under idling conditions. Also, in case of a feed power cut of the motor 6, the angular relationship of the throttle valve with respect to the stator remains unchanged, thus preventing any fierce speed variation of the vehicle. The mechanical coupling between the stator and the output shaft of the geared motor 6 permits to obtain this feature which ensures the safety of the device.
  • the movable counterstop 14 projecting from the stator of the motor 6 serves for limiting the reduction of the opening of the throttle valve attributable to this motor when it is actuated.
  • This counterstop provides another advantageous result.
  • the counterstop 14 can be forced against the movable stop 13 as a result of a rotation in the clockwise direction (looking at the device axially from the left of Figure 1), in order at the same time to detach the movable stop 4 from the stationary counterstop 4′ and thereby release the throttle valve in a simple way and at low cost.
  • the maximum amount of angular correction is limited by the actuator to a value slightly below the maximum angular amount of rotation of the throttle valve.
  • the actuator thus controls the position of the throttle valve between the position required by the pedal and either the closing position of the throttle valve or the lower limit defined by the position of the counterstop 14 on the stator 8 of the motor 6.
  • FIGS 3A and 3B illustrate a second embodiment of the device according to the invention.
  • reference numerals identica to those used in Figure 1 denote members identical or similar to the corresponding members of the device of Figure 1.
  • the rotor 9 is integral with the rotary axle of the throttle valve 1.
  • the notched disc 30 is fastened coaxially on the rotary axle of the throttle valve 1 which thus also forms the rotor of the motor 6.
  • the sliding necessary for the rapid return of the accelerator pedal to the inactive position is then provided between the stator and the rotor of the motor 6 as a result of a mechanical reversibility of the geared motor used in this embodiment.
  • This embodiment of the invention also possesses a frictional coupling member 32 (represented by broken lines) between the stator 8 of the motor and a disc 30 integral with the rotor.
  • a frictional coupling member 32 represented by broken lines
  • contact between the stops 13 and 13′ is obtained by means of the frictional torque between the stator and the rotor.
  • the advantage of this arrangement is that it is not necessary to feed energy to the motor in this mode.
  • the frictional torque is lower than the torque generated by the return spring on the stator and higher than the torque necessary for driving the throttle valve in rotation.
  • FIG. 3A and 3B also differs from that of figure 1 in the use made of the notched disc 30 to define the stops 4 and 13 integral with the throttle valve 1 and their interaction with the counterstops 4′ and 13′.
  • the stops 4 and 13 are defined by radial ends of two peripheral notches cut out in the disc 30, the dimensions of these notches allowing a certain deflection of the counterstops 4′ and 13′ in relation to the stops 4 and 13 respectively.
  • the latter are thus integral with the rotor in this embodiment.
  • the counterstop 4′ remains integral with the supporting structure of the device according to the invention, whilst the stop 13′ projects from the stator of the motor 6, as in the embodiment described previously.
  • connection 11 between the pedal 10 and the stator 8 of the motor is made by a cable which passes along a groove 19 extending round the periphery of the stator of the motor 6, according to the various possible forms known for the winding shells of such a cable in conventional control devices for the opening of a throttle valve. This improves the compactness of the device according to the invention.
  • the various above-described embodiments of the control device for an air-intake throttle valve according to the invention make it possible to obtain a controlled reduction in the opening of the throttle valve as a function of certain circumstances, namely skidding of the wheels, exceeding a critical speed, etc., without this correction causing an unpleasant reaction force to be transmitted to the accelerator pedal, this being achieved by means of simple and reliable means inexpensive to put into practice.

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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 (14)

1. Un dispositif de commande pour le papillon d'accélérateur (1) de la tubulure d'admission d'air d'un moteur à combustion interne, du type comprenant une pédale d'accélérateur (10) destinée à commander normalement l'angle d'ouverture du papillon d'accélérateur (1), un ressort (12) destiné à ramener cette pédale vers une position inactive, et un actionneur (6) qui est installé entre la pédale (10) et le papillon d'accélérateur (1), dans le but de réduire sélectivement cet angle d'ouverture par rapport à l'angle qui serait obtenu sous l'effet de la seule action de la pédale, l'actionneur (6) consistant en un moteur (6) qui comprend un stator (8) mobile en rotation par rapport à la structure de support du papillon d'accélérateur (1), et accouplé au ressort de rappel (12) et à la pédale d'accélérateur (10) qui commande sa position angulaire, et un rotor (9) accouplé en rotation au papillon d'accélérateur (1), ce dispositif étant caractérisé en ce qu'il comprend des moyens d'accouplement à friction (7, 32) qui sont intercalés entre le papillon d'accélérateur (1) et le stator (8), pour maintenir leur position angulaire relative dans le cas de coupure de l'énergie d'alimentation du moteur (6), et qui génèrent un couple de friction supérieur à celui nécessaire pour entraîner en rotation le papillon d'accélérateur (1), et inférieur à celui que le ressort de rappel (12) de la pédale (10) exerce sur le stator (8);
et le dispositif possède également des moyens destinés à alimenter le moteur (6) dans le but de faire tourner sélectivement le rotor (9) et le papillon d'accélérateur (1) sur un angle prédéterminé, correspondant à une réduction désirée de l'angle d'ouverture du papillon d'accélérateur, sans que cette rotation n'exerce une réaction quelconque sur la pédale d'accélérateur (10) par l'intermédiaire du stator.
2. Dispositif selon la revendication 1, caractérisé en ce que le ressort de rappel (12) exerce un couple sur le stator (8) du moteur dans le but de ramener la pédale d'accélérateur (10) vers sa position inactive lorsque cette dernière n'est plus enfoncée.
3. Dispositif selon l'une quelconque des revendications 1 et 2, caractérisé en ce que le moteur (6) est un moteur équipé d'un réducteur à engrenages bidirectionnel, mécaniquement non réversible.
4. Dispositif selon la revendication 3, caractérisé en ce que le rotor (9) du moteur équipé du réducteur à engrenages (6) est accouplé à un axe tournant du papillon d'accélérateur (1) par l'intermédiaire des moyens d'accouplement à friction (7).
5. Dispositif selon la revendication 4, caractérisé en ce que le papillon d'accélérateur (1), l'arbre de sortie (9) du moteur équipé d'un réducteur à engrenages et les moyens d'accouplement (7) sont coaxiaux, les moyens d'accouplement (7) étant constitués par deux extrémités mutuellement en regard (16, 17) des axes tournants respectifs du papillon d'accélérateur (1) et du rotor (9), et par un élément (18) consistant en un matériau de friction, qui est intercalé entre ces deux extrémités (16, 17).
6. Dispositif selon l'une quelconque des revendications 1 et 2, caractérisé en ce que le moteur (6) est un moteur équipé d'un réducteur à engrenages bidirectionnel, mécaniquement réversible, dont le rotor (9) est accouplé au corps du stator (8) par les moyens d'accouplement à friction (32).
7. Dispositif selon la revendication 6, caractérisé en ce que le rotor (9) du moteur (6) est formé en une seule pièce avec l'axe du papillon d'accélérateur (1).
8. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce qu'il comporte une butée mobile (13) formée en une seule pièce avec le papillon d'accélérateur, et qui interagit avec une contre-butée mobile (13′) formée en une seule pièce avec le stator du moteur, dans le but de définir la position d'ouverture du papillon d'accélérateur, réglée par la pédale, lorsque l'actionneur est inactif.
9. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce qu'il comporte une contre-butée mobile (14) formée en une seule pièce avec le stator, et qui interagit si nécessaire avec la butée mobile (13), dans le but de définir la correction angulaire maximale qui est déterminée par l'actionneur.
10. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce qu'il comporte une butée mobile (4) formée en une seule pièce avec le papillon d'accélérateur, et qui interagit avec une contre-butée fixe (4′) qui est montée sur la structure de support du papillon d'accélérateur, dans le but de définir la position de fermeture maximale du papillon d'accélérateur.
11. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce qu'il comporte une butée mobile (15) formée en une seule pièce avec le stator, et qui interagit avec une contre-butée (15′) formée en une seule pièce avec la structure de support, dans le but de définir la position de pleine ouverture du papillon d'accélérateur.
12. Dispositif selon l'une quelconque des revendications 9 à 11, caractérisé en ce que les butées et les contre-butées sont disposées d'une manière telle que l'actionneur ne puisse pas ramener le papillon d'accélérateur dans une position de fermeture complète lorsque la pédale d'accélérateur est complètement enfoncée.
13. Dispositif selon l'une quelconque des revendications 1 à 7, caractérisé en ce qu'il comporte un disque (30), formé en une seule pièce avec l'axe tournant du papillon d'accélérateur, et comportant deux encoches définissant des butées (4, 13) qui interagissent respectivement avec une contre-butée fixe (4′) et avec une contre-butée mobile (13′), formées en une seule pièce respectivement avec la structure et avec le stator, dans le but de définir respectivement la position d'ouverture maximale du papillon d'accélérateur et la position d'ouverture du papillon d'accélérateur lorsque l'actionneur est inactif.
14. Dispositif selon l'une quelconque des revendications précédentes, caractérisé en ce que la pédale d'accélérateur est accouplée à l'actionneur au moyen d'un câble (11) qui passe sur un tambour d'enroulement qui est supporté par la périphérie du stator du moteur.
EP19890108321 1988-05-11 1989-05-09 Appareil de commande pour le papillon de la soupape d'admission d'air dans un moteur à combustion Expired EP0341659B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8806363A FR2631389B1 (fr) 1988-05-11 1988-05-11 Dispositif de commande du papillon d'admission d'air d'un moteur a combustion interne
FR8806363 1988-05-11

Publications (2)

Publication Number Publication Date
EP0341659A1 EP0341659A1 (fr) 1989-11-15
EP0341659B1 true EP0341659B1 (fr) 1991-07-24

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Application Number Title Priority Date Filing Date
EP19890108321 Expired EP0341659B1 (fr) 1988-05-11 1989-05-09 Appareil de commande pour le papillon de la soupape d'admission d'air dans un moteur à combustion

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Country Link
EP (1) EP0341659B1 (fr)
JP (1) JPH0261335A (fr)
DE (1) DE68900153D1 (fr)
ES (1) ES2024704B3 (fr)
FR (1) FR2631389B1 (fr)

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US11118688B2 (en) 2019-06-05 2021-09-14 Caterpillar Inc. Throttle with integrated fluid shutoff trigger mechanism

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FR2657735B1 (fr) * 1990-01-26 1995-06-02 Siemens Automotive Sa Dispositif de commande de l'alimentation electrique d'un moteur pas a pas et moteur pas a pas equipe d'un tel dispositif.
DE4033803A1 (de) * 1990-10-24 1992-04-30 Vdo Schindling Arretierungsvorrichtung
LU90555B1 (en) * 2000-03-23 2001-09-24 Delphi Tech Inc Method for generating a pedal output signal of an accelerator pedal
DE102006036427B4 (de) * 2006-08-04 2020-09-24 Bayerische Motoren Werke Aktiengesellschaft Einrichtung und Verfahren zur Betätigung einer Leistungssteuerungseinrichtung einer Brennkraftmaschine

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JPS5675935A (en) * 1979-11-26 1981-06-23 Nippon Denso Co Ltd Speed governor for automobile
FR2559209B1 (fr) * 1984-02-06 1987-01-09 Renault Actuateur electrique pour la commande du regime d'un moteur a combustion interne
DE3618982A1 (de) * 1986-06-05 1987-12-10 Bosch Gmbh Robert Stelleinrichtung fuer eine drosselklappe

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11118688B2 (en) 2019-06-05 2021-09-14 Caterpillar Inc. Throttle with integrated fluid shutoff trigger mechanism

Also Published As

Publication number Publication date
DE68900153D1 (de) 1991-08-29
FR2631389A1 (fr) 1989-11-17
FR2631389B1 (fr) 1993-05-28
EP0341659A1 (fr) 1989-11-15
JPH0261335A (ja) 1990-03-01
ES2024704B3 (es) 1992-03-01

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