EP0413082A1 - Dispositif de réglage de charge - Google Patents

Dispositif de réglage de charge Download PDF

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Publication number
EP0413082A1
EP0413082A1 EP90102632A EP90102632A EP0413082A1 EP 0413082 A1 EP0413082 A1 EP 0413082A1 EP 90102632 A EP90102632 A EP 90102632A EP 90102632 A EP90102632 A EP 90102632A EP 0413082 A1 EP0413082 A1 EP 0413082A1
Authority
EP
European Patent Office
Prior art keywords
control element
actuator
element part
idle
adjustment device
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
EP90102632A
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German (de)
English (en)
Other versions
EP0413082B1 (fr
Inventor
Helmut Westenberger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mannesmann VDO AG
Original Assignee
Mannesmann VDO AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
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Application filed by Mannesmann VDO AG filed Critical Mannesmann VDO AG
Publication of EP0413082A1 publication Critical patent/EP0413082A1/fr
Application granted granted Critical
Publication of EP0413082B1 publication Critical patent/EP0413082B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • 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 invention relates to a load adjustment device with a control element which can be acted on by an actuator determining the performance of an internal combustion engine, which cooperates with a driver coupled to an accelerator pedal and can additionally be controlled by means of an electric actuator interacting with an electronic control device.
  • load adjustment devices Of particular importance in load adjustment devices is the mastery of the load state of idling, in which the internal combustion engines only deliver a minimal power, but this can be opposed, in particular in motor vehicles, to consumers who require high power, such as fans, rear window heating, air conditioning, etc. To take account of these eventual performance requirements, regulation of the load adjustment device between a maximum and a minimum idle position is necessary. If the control fails, the actuator or control element is in an idle emergency position ensure.
  • load adjustment devices of the type mentioned are generally used where the accelerator pedal and the actuator are electronically linked.
  • the accelerator pedal is coupled to the driver and this to the control element.
  • a setpoint detection element assigned to the driver and an actual value detection element interacting with it and acting on the electric actuator are provided, the electric actuator being controllable by the electronic control device as a function of the detected values.
  • the electrical link between the accelerator pedal and the actuator with the electronic control device connected in between makes it possible to use the accelerator pedal and the driver coupled to it to set predetermined setpoint positions in relation to the actual values reproduced by the position of the control element and the actuator and to provide for existing or missing plausibility conditions check so that in the presence or absence of certain plausibility conditions there is the possibility of acting via the electronic control device by controlling the electric actuator to correct the actuator, which can be designed, for example, as a throttle valve or injection pump.
  • an intervention by the electronic control device to avoid wheel slip when starting due to excessive power input by the accelerator pedal can be provided.
  • Other automatic interventions in the load adjustment device are conceivable, for example, in the case of automatic switching operations of a transmission, a speed limit control or in the idle control of the internal combustion engine previously discussed.
  • the object is achieved in that the travel path of the driver in the idling direction is limited by an idling stop and when the driver contacts the idling stop, the control element can be moved in its idling control range relative to the driver by means of the actuator, the control element having a first control element part interacting with the driver , on which an idle spring biases this in the direction of the minimal idle position over the entire idle control range, and has a second control element part which can be actuated by means of the actuator, on which an emergency spring biasing this in the direction of the maximum idle position into an idle emergency position and one of these control element parts in the direction of the minimal idle position via the Auxiliary spring prestressing the entire idle control range, with the first control element part also on the side of the second control assigned to the maximum idle position erelement part protrudes in its travel and a translation of the actuator-side movement takes place within the second control element part.
  • control element moving the actuator can be moved independently of the driver in the idle control range by means of the electric actuator, while it is coupled to the driver outside the idle control range and the driver can move the control element and thus the actuator.
  • the control element with the two control element parts, the first control element part, which interacts directly with the actuator, on the one hand the connection to the driver, and on the other hand via the second control element part Connection to the electric actuator.
  • the idle spring serves to reset the first control element part and, in an elevated idle position of the second control element part, also resets the second control element part due to the overlap of the travel of the two control element parts, while the emergency running spring interacts exclusively with the second control element part in the opposite direction of action.
  • the subdivision of the control element into the first and the second control element part ensures that the movement of the driver in the part-load / full-load operation of the internal combustion engine can take place independently of the elements assigned to the electric actuator and this only against the direction of action of a spring in the form of the idle spring .
  • the auxiliary spring biases the second control element part in the direction of the minimal idle position over the entire idle control range and within the second control element part there is a translation of the actuator-side movement.
  • the actuator is designed as a throttle valve, it is only necessary to regulate the idle speed of the internal combustion engine by pivoting the throttle valve within a small swivel range, which is generally below 10 angular degrees.
  • Such small swiveling ranges cannot be achieved by means of electric actuators, in particular if they are to be designed as electric motors of comparatively small design, or can only be achieved with a great deal of control effort.
  • the invention makes it possible to use electric actuators with low output torque, the output movement of which extends over a relatively large swiveling or rotating range is converted into a movement of the throttle valve in the said small swiveling range.
  • the auxiliary spring supports the resetting of the throttle valve.
  • the restoring force is to be dimensioned such that it counteracts the second control element part in the event of a failure of the electronic control device or the electric actuator transferred to the idle emergency position against the friction / cogging torque of the actuator.
  • the spring force of the emergency running spring is to be dimensioned such that it can overcome not only the force of the idling spring, but also that of the auxiliary spring and other forces acting in the system, which, for example, when the actuator is designed as a throttle valve which is eccentrically mounted for safety reasons these negative forces acting in the closing direction can be caused in the intake manifold.
  • the auxiliary spring it is advantageous that it is assigned to the second control element part and the two control element parts are decoupled from one another in the partial-load / full-load range, so that in these operating states the first control element part by means of the driver does not additionally counter the force of the auxiliary spring must be moved.
  • a transmission gear is connected to the actuator with an actuator-side transmission input shaft, a transmission intermediate shaft and an actuator-side transmission output shaft.
  • the transmissions from the transmission drive shaft to the transmission intermediate shaft and the transmission intermediate shaft to the transmission output shaft should be approximately the same.
  • the translation from actuator to actuator should advantageously be 50 to 200, in particular 70 to 100.
  • the translation within a transmission with intermediate gear shaft is advisable for reasons of space. In principle, the movement between the electric actuator and the actuator can be translated in any way.
  • the emergency running spring is expediently arranged in the area of the transmission output shaft and the auxiliary spring in the area of the transmission input shaft.
  • the two springs are also advantageously designed as spiral springs that enclose the gear shafts assigned to them. Beyond that provided that the emergency running spring is biased against an emergency stop or has a freewheel in the range from the idling emergency position to the maximum idling position.
  • FIG. 1 shows an accelerator pedal 1 with which a lever 2 can be displaced between an idle stop LL and a full load stop VL.
  • the lever 2 is able to move a driver 4, which is movable between a further idle stop LL and a further full load stop VL, in the direction of the full load stop VL associated therewith via a throttle cable 3 and is biased in the idle direction by means of a return spring 5 acting on the throttle cable 3.
  • the driver 4 When the throttle cable 3 is not acted on, the driver 4 thus bears against the idle stop LL assigned to it.
  • the driver 4 can also move an automatic train 7 of an automatic transmission, not shown.
  • the driver 4 interacts directly with a first control element part 8a, which serves to adjust an actuator of the internal combustion engine designed as a throttle valve 9.
  • a first control element part 8a which serves to adjust an actuator of the internal combustion engine designed as a throttle valve 9.
  • the end of the first control element part 8a facing the driver 4 is provided with a recess 10 which engages behind an extension 11 of the driver 4.
  • An idle spring 12a is arranged between the control element part 8a and a fixed point 29, which acts on the control element part 8a in the idle direction over the entire idle control range (LL min to LL max ).
  • the load adjustment device has a second control element part 8b which is connected to an electric motor 14.
  • torque converters 30a and 30b which are to be described in more detail in terms of their construction, are used to translate the movement on the servomotor side.
  • auxiliary spring 31 Between the torque converter 30b and the electric motor 14 one end engages an auxiliary spring 31 on the second control element part 8b, the other end with a wide one ren fixed point 32 is connected.
  • the auxiliary spring 31 biases the second control element part 8b in the direction of the minimal idle position over the entire idle control range.
  • the second control element part 8b has an attachment 15, the first control element 8a on the side of the attachment 15 facing the maximum idle position in its actuating path and thus the actuating path of the second control element part 8b protrudes, a movement of the second control element part 8b in the LL max or full load direction or LL min direction leads to the attachment of the shoulder 15 on the first control element part 8a, which is then moved by means of the electric motor 14 against the force of the spring 12a in the direction of the maximum idle position or but can be moved against the force of an emergency running spring 20 but a plunger 23 against a stop 22 in the LL min position.
  • the adjustment path of the second control element part 8b and thus also the adjustment path of the first control element part 8a in the direction of the maximum idle position is caused by a protruding into the path of the second control element part 8b at the position of the maximum idle speed LL max Stop 16 limited.
  • a limitation of the second control element part 8b in the position of the minimal idle position is not necessary, since either the first control element part 8a in this position rests against the shoulder 11 of the driver 4 or the second control element part 8b comes to a limit on a stationary sleeve 21.
  • the load adjustment device is controlled by means of an electronic control device 17.
  • an actual value detection device 18 which is assigned to the second control element part 8b and determines the respective position of the first control element part 8a and is arranged between the two torque converters 30a and 30b, interacts.
  • the electronic control device 17 also detects signals from an idle contact 19, which is activated whenever the driver 4 bears against the idle stop LL assigned to it.
  • external state variables relating to the internal combustion engine or generally relating to the motor vehicle equipped with the latter are entered into and retrieved from the control electronics 17 and transferred from the control electronics to the electric motor 14 acting on the second control element part 8b.
  • the electronic control device 17 thus serves in conjunction with the actual value detection device 18 and the idle contact 19 as well as the external reference values for the purpose of building up a safety logic relating to the control of the first and second control element parts 8a and 8b and drivers. If the lever 2 interacting with the accelerator pedal 1 is in its idle position LL and thus also the driver 4 at the idle stop LL, contact is made with the idle contact 19. When there are plausibility conditions, the electric motor 14 is activated via the electronic control device 17, with which the actuator 9 , as desired by the control electronics 17, is regulated in the idle range between the minimum and a maximum idle position. Plausibility conditions are verified, among other things, by means of the actual value detection device 18, with which the entire idle control range of the internal combustion engine can be represented.
  • the path-limited emergency running spring 20 which is biased in the direction of the maximum idling position, causes the second control element part 8b to be brought into the idling emergency position LL Not.
  • the force of the emergency running spring 20 must be so great that it overcomes not only the force of the idling spring 12a, but also also that of the auxiliary spring 31 and the negative pressure forces acting on the throttle valve 9 in the closing direction in the intake manifold, since Usually the throttle valve is mounted off-center, so that a negative pressure always loads the throttle valve in the closing direction.
  • a contact switch 24 is provided on the accelerator pedal 1, by means of which such a maladjustment can be determined.
  • the frame 28 in FIG. 1 shows that the parts enclosed by it form a structural unit.
  • the additional dashed frame 28a is intended to illustrate that the return drive of the driver 4 represented by the springs 6a and 6b can also be part of the structural unit.
  • Fig. 2 illustrates the interaction of driver 4 and the two control element parts 8a and 8b, further the basic structure of the torque converter 30a and 30b and the arrangement of the springs acting on the two control element parts 8a and 8b springs 12a, 20 and 31.
  • the figure first shows the Driver 4, which consists essentially of a pivotable about the Y-coordinate bearing axis 4a, a lever 4b firmly connected to this and a spaced from this also firmly connected to the bearing axis 4a plate 4c. In the position shown in FIG. 2, the driver 4 rests with its lever 4b on the idling stop LL.
  • the end of the lever 4b facing away from the bearing axis 4a is provided with a ball pin 4d for connection to the throttle cable 3 (not shown in more detail).
  • the plate 4c has essentially the shape of a triangle. In the corners of the plate 4c remote from the bearing axis 4a, two bolts 4e extending in the Y direction are connected to it, which, according to the arrangement of the projection 11 and the adjacent thickening of the driver 4 as shown in FIG. 1, provide a freewheel for the first Form control element part 8a.
  • the lever 82a biases the idle spring 12a in the idle direction of the actuator 9, which, in contrast to the illustration according to FIG. 1, acts on a bearing journal 4f of the driver 4 remote from the bearing axis in the schematic diagram according to FIG. 2.
  • the idle spring 12a can be attached to a fixed point instead of to the bearing journal 4f.
  • the second control element part 8b with the torque converters 30a and 30b integrated in this is essentially formed by the motor shaft of the electric motor 14, which acts as the transmission drive shaft 81b and is arranged in the direction of the Y coordinate, the transmission intermediate shaft 82b and the throttle valve-side transmission output shaft 83b, furthermore by a the gear drive shaft 81b connected pinion 84b, which cooperates with a gear 85b connected to the transmission intermediate shaft 85b.
  • a pinion 86b which is also connected to this shaft, cooperates with a wheel 87b connected to the transmission output shaft 83b.
  • the end of the transmission output shaft 83b facing the throttle valve 9 has a lever 88b which projects into the actuator on the side of the bolt 84a associated with the minimum idle position.
  • the transmission output shaft 83b surrounds the emergency running spring 20, which is designed as a spiral spring. This engages with its inner end on a bolt 89b which is connected to the wheel 87b at a distance from the transmission output shaft 83b.
  • the outer end of the emergency running spring 20 is connected to a fixed point 33.
  • the emergency running spring 20 tensions the transmission output shaft 83b and thus the second control element part 8b as a whole in the direction maximum idle position in the idle emergency position. In this, the coil spring is either relaxed, or a separate stop is provided with which the bolt 89b comes into contact with a slightly pre-tensioned spring.
  • the transmission drive shaft 81b encloses the auxiliary spring 31, which is likewise designed as a spiral spring and which engages with its inner end on a lever 80b which is connected in a rotationally fixed manner to the transmission drive shaft 81b and with its outer end at the fixed point 32.
  • the auxiliary spring 31 prestresses the transmission drive shaft 81b and thus the second control element part 8b overall in the direction of the minimal idle position over the entire idle control range.
  • the movements of the electric motor 14 are translated approximately the same via the two torque converters 30a and 30b. It is envisaged that the two torque converters each have a gear ratio 10, which results in a total gear ratio of 100. Assuming that the throttle valve 9 between the operating positions LL min and LL max can be adjusted by an electric motor in an angular range of 8 °, this means that the motor shaft and thus the transmission drive shaft 81b can be pivoted by 800 °.
  • the auxiliary spring 31 ensures that in the event of a defect in the electronic control device 17 or the electric motor 14, the friction / cogging torque of the currentless electric motor 14 is overcome in every position, so that the return of the throttle valve 9 is ensured with the aid of the idling spring 12a.
  • the actual value detection device 18 is advantageously arranged in the area of the intermediate gear shaft 82b, which results in a significantly improved resolving power of the actual value detection device 18.

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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)
  • Turbine Rotor Nozzle Sealing (AREA)
EP90102632A 1989-08-16 1990-02-10 Dispositif de réglage de charge Expired - Lifetime EP0413082B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3927043 1989-08-16
DE3927043A DE3927043A1 (de) 1989-08-16 1989-08-16 Lastverstelleinrichtung

Publications (2)

Publication Number Publication Date
EP0413082A1 true EP0413082A1 (fr) 1991-02-20
EP0413082B1 EP0413082B1 (fr) 1994-03-16

Family

ID=6387226

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90102632A Expired - Lifetime EP0413082B1 (fr) 1989-08-16 1990-02-10 Dispositif de réglage de charge

Country Status (4)

Country Link
US (1) US5038733A (fr)
EP (1) EP0413082B1 (fr)
JP (1) JP2503101B2 (fr)
DE (2) DE3927043A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0557770A1 (fr) * 1992-02-10 1993-09-01 Matsushita Electric Industrial Co., Ltd. Actionneur de papillon
US5367997A (en) * 1992-02-10 1994-11-29 Matsushita Industrial Co., Ltd. Throttle actuator
WO1997037116A1 (fr) * 1996-03-30 1997-10-09 Robert Bosch Gmbh Dispositif de commande pour assurer la commande de la puissance d'un moteur entrainement
WO1998051918A1 (fr) * 1997-05-13 1998-11-19 Mannesmann Vdo Ag Systeme de regulation de charge

Families Citing this family (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3934738A1 (de) * 1989-10-18 1991-04-25 Bosch Gmbh Robert Vorrichtung ii mit einem stellmotor zum eingriff in eine uebertragungseinrichtung
DE4033803A1 (de) * 1990-10-24 1992-04-30 Vdo Schindling Arretierungsvorrichtung
DE4034575A1 (de) * 1990-10-31 1992-05-07 Vdo Schindling Lastverstelleinrichtung
DE4100381A1 (de) * 1991-01-09 1992-07-16 Vdo Schindling Lastverstelleinrichtung fuer eine drosselklappengeregelte brennkraftmaschine
DE4126368A1 (de) * 1991-08-09 1993-02-11 Vdo Schindling Lastverstelleinrichtung zur steuerung der leistung einer brennkraftmaschine unter verwendung zweier drosselklappen
DE4129960C2 (de) * 1991-09-10 2000-11-16 Hella Kg Hueck & Co Einrichtung zum Einstellen der Fahrgeschwindigkeit eines Kraftfahrzeuges
DE4206523A1 (de) * 1992-03-02 1993-09-09 Vdo Schindling Vorrichtung zur verstellung einer drosselklappe
DE19622141A1 (de) * 1996-06-01 1997-12-04 Mannesmann Vdo Ag Lastverstellvorrichtung
US20030236537A1 (en) * 1999-08-09 2003-12-25 Applied Medical Resources Corporation Surgical instruments with improved traction
US6070852A (en) * 1999-01-29 2000-06-06 Ford Motor Company Electronic throttle control system
US6095488A (en) * 1999-01-29 2000-08-01 Ford Global Technologies, Inc. Electronic throttle control with adjustable default mechanism
US6155533C1 (en) * 1999-01-29 2002-07-30 Visteon Global Tech Inc Default mechanism for electronic throttle control system
US6244565B1 (en) 1999-01-29 2001-06-12 Ford Global Technologies, Inc. Throttle body shaft axial play control
US6299545B1 (en) 1999-05-03 2001-10-09 Visteon Global Tech., Inc. Rotating shaft assembly
US6173939B1 (en) 1999-11-10 2001-01-16 Ford Global Technologies, Inc. Electronic throttle control system with two-spring failsafe mechanism
US6267352B1 (en) 1999-11-11 2001-07-31 Ford Global Technologies, Inc. Electronic throttle return mechanism with default and gear backlash control
US6253732B1 (en) 1999-11-11 2001-07-03 Ford Global Technologies, Inc. Electronic throttle return mechanism with a two-spring and two-lever default mechanism
US6286481B1 (en) 1999-11-11 2001-09-11 Ford Global Technologies, Inc. Electronic throttle return mechanism with a two-spring and one lever default mechanism
DE102008053570B4 (de) * 2008-10-15 2010-07-08 Bühler Motor GmbH Stellantrieb, insbesondere zur Betätigung eines Abgasrückführventils

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GB2113298A (en) * 1982-01-05 1983-08-03 Bosch Gmbh Robert I.c.engine throttle valve bypass control
US4526060A (en) * 1982-09-28 1985-07-02 Ford Motor Company Carburetor throttle valve actuator
EP0208222A2 (fr) * 1985-07-12 1987-01-14 VDO Adolf Schindling AG Dispositif de commande de la vitesse de ralenti pour moteur à allumage commandé, plus particulièrement pour véhicule
DE3641244A1 (de) * 1986-12-03 1988-06-09 Vdo Schindling Anordnung fuer ein kraftfahrzeug
US4829959A (en) * 1987-04-23 1989-05-16 Aisin Seiki Kabushiki Kaisha Device for controlling a throttle valve

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JPS59122742A (ja) * 1982-12-28 1984-07-16 Mazda Motor Corp エンジンのスロツトル弁制御装置
US4791902A (en) * 1986-07-16 1988-12-20 Honda Giken Kogyo Kabushiki Kaisha Throttle valve control system for an internal combustion engine
JPH086611B2 (ja) * 1987-03-26 1996-01-29 日産自動車株式会社 車載エンジン制御装置
US4809656A (en) * 1987-04-14 1989-03-07 Nippon Cable System Inc. Actuator for automatic cruising system
DE3815734A1 (de) * 1987-07-23 1989-02-02 Vdo Schindling Lastverstelleinrichtung
KR920000991B1 (ko) * 1987-09-22 1992-02-01 미쯔비시 덴끼 가부시끼가이샤 드로틀 작동기
DE3843056A1 (de) * 1987-12-23 1989-07-06 Mazda Motor Anordnung zur motorleistungssteuerung
JPH0646010B2 (ja) * 1988-07-14 1994-06-15 本田技研工業株式会社 スロットル制御装置
DE3837162A1 (de) * 1988-11-02 1990-05-03 Vdo Schindling Lastverstelleinrichtung
DE3901585A1 (de) * 1989-01-20 1990-07-26 Vdo Schindling Lastverstelleinrichtung

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2113298A (en) * 1982-01-05 1983-08-03 Bosch Gmbh Robert I.c.engine throttle valve bypass control
US4526060A (en) * 1982-09-28 1985-07-02 Ford Motor Company Carburetor throttle valve actuator
EP0208222A2 (fr) * 1985-07-12 1987-01-14 VDO Adolf Schindling AG Dispositif de commande de la vitesse de ralenti pour moteur à allumage commandé, plus particulièrement pour véhicule
DE3641244A1 (de) * 1986-12-03 1988-06-09 Vdo Schindling Anordnung fuer ein kraftfahrzeug
US4829959A (en) * 1987-04-23 1989-05-16 Aisin Seiki Kabushiki Kaisha Device for controlling a throttle valve

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 8, no. 244 (M-337) 09 November 1984, & JP-A-59 122742 (MAZDA K.K.) 16 Juli 1984, *

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0557770A1 (fr) * 1992-02-10 1993-09-01 Matsushita Electric Industrial Co., Ltd. Actionneur de papillon
US5367997A (en) * 1992-02-10 1994-11-29 Matsushita Industrial Co., Ltd. Throttle actuator
WO1997037116A1 (fr) * 1996-03-30 1997-10-09 Robert Bosch Gmbh Dispositif de commande pour assurer la commande de la puissance d'un moteur entrainement
WO1998051918A1 (fr) * 1997-05-13 1998-11-19 Mannesmann Vdo Ag Systeme de regulation de charge

Also Published As

Publication number Publication date
EP0413082B1 (fr) 1994-03-16
DE59004991D1 (de) 1994-04-21
US5038733A (en) 1991-08-13
DE3927043A1 (de) 1991-02-21
JPH03107544A (ja) 1991-05-07
JP2503101B2 (ja) 1996-06-05

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