EP0421047B1 - Load control apparatus - Google Patents

Load control apparatus Download PDF

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Publication number
EP0421047B1
EP0421047B1 EP90105631A EP90105631A EP0421047B1 EP 0421047 B1 EP0421047 B1 EP 0421047B1 EP 90105631 A EP90105631 A EP 90105631A EP 90105631 A EP90105631 A EP 90105631A EP 0421047 B1 EP0421047 B1 EP 0421047B1
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EP
European Patent Office
Prior art keywords
control element
driving dog
driver
shifting clutch
clutch
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 - Lifetime
Application number
EP90105631A
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German (de)
French (fr)
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EP0421047A1 (en
Inventor
Manfred Pfalzgraf
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Mannesmann VDO AG
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Mannesmann VDO AG
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Publication of EP0421047A1 publication Critical patent/EP0421047A1/en
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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

  • Such a load adjustment device is known from JP-A-59153945. It is intended to prevent accidental acceleration of a vehicle, which can occur as a result of a fault in the electric actuator or in the electronic control device.
  • a control circuit for example, abnormal differences between the setpoint specification and the actual position of the actuator can be recognized and the power supply to the clutch can be interrupted, whereby the shaft of the actuator is mechanically coupled to the accelerator pedal and emergency driving operation can be maintained.
  • friction clutches are required, which must be switchable at any relative angular position of the components to be coupled, because the error possibilities mentioned must be reacted to immediately or because the dangers associated with unintentional acceleration become greater the longer the error state lasts.
  • no clutch is provided between the driver and the control element.
  • Driver and control element are coupled by means of a coupling spring and the control element is biased in the direction of a stop of the driver.
  • the position of the driver is determined by the setpoint acquisition element and that of the control element is represented by the actual value detection element and the values detected by the two elements are passed on to the electronic control device which controls the control element interacting with the actuator according to the control characteristic predetermined between the two elements via the electric actuator.
  • the coupling spring ensures that in the event of diverging movements of the driver and control elements, failure of the electronic control device always leads to a change in the load setting to a power level corresponding to the size of the accelerator pedal.
  • the load adjustment device mentioned has proven itself in practice in principle. Nevertheless, it is conceivable in these operating states in which, when the electric actuator is activated, the control element must also move the driver and this even counteracts restoring forces acting on the driver. This requires a more powerful design of the electric actuator and an electromagnetic switching clutch downstream of it, for example, and non-reactive operation of the control element and thus of the actuator is not guaranteed in all operating states of the load adjustment device.
  • the invention has for its object to further develop the load adjustment device of the latter type so that when the electric actuator is actuated, a movement of the control element which has no reaction with respect to the driver is ensured.
  • this can be achieved with a clutch according to JP-A-59153945, unless it is at the same time required that between the driver and control undefined relative angular positions should be avoided.
  • the object is achieved in that one half of the second clutch is connected to the driver and the other half to the control element and that both halves can only be positively coupled if the angular position of the control element and driver coincides.
  • the second clutch is designed as an electromagnetic clutch.
  • the actuation of the actuator takes place exclusively on the accelerator pedal side via the form-fit switchable coupling, while when the electric actuator is ready for operation, the accelerator pedal side is completely separated from the control element or actuator.
  • the second clutch is also expediently designed as an encodable clutch.
  • the clutch can for this purpose be connected, for example, in the area of one coupling half with a shoulder and in the area of the other coupling half with a recess, which only engage in the defined relative position of the coupling halves when the driver and control element rotate the same applies to each other.
  • the purpose of the encodable clutch is to ensure that a force transmission from the driver and the control element and thus influence on the actuator occurs only in positions which are compatible with the operation, that is to say positions of the driver and control element which represent the same driving conditions.
  • the actuator and thus also the control element in a speed limit control are in full load position while the setpoint is being specified corresponds to an idle position by the accelerator pedal. If the electric actuator were de-energized and the clutch closes in this driving state, the positions of the driver and control element would not correlate with each other. In this case, the codable clutch allows connection of the driver and the control element, but without a frictional connection, which takes place only when the positions of the driver and control element correlate with one another. A preferred position is given when both the driver and the control element have reached their idle position. In order to bring the control element into the idle position, it is necessary that it is pretensioned with a separate return spring in the idle position.
  • a particular embodiment of the invention provides that the driver has a freewheel element with which the driver side of the clutch interacts, and the driver and the control element are biased in their idling direction by means of the return springs, and further that the control element has a one acting in full load direction Idle spring is biased in an idle position.
  • the driver side of the clutch can be moved relative to the freewheel element in the specified dimensions, so that, according to the specified direction of action of the idling emergency spring, which advantageously acts against a stop, the reaction-free arrangement of the control element and Ensure carriers.
  • the electric actuator interacts directly with the control element via a clutch, in particular an electromagnetic clutch.
  • the return spring assigned to the control element must therefore after switching off the electrical Actuator do not move the control element into the idle position against the force of the actuator, rather it is sufficient to decouple the electrical actuator and the control element via the electromagnetic clutch.
  • At least one safety contact for monitoring a defined operating position of the driver or control element is advantageously assigned to the driver and the control element.
  • the driver-side safety contact expediently monitors the idle position of the driver and the control-side safety contact the idle emergency position of the control element.
  • the function of the load adjustment device according to the invention is essentially based on the load adjustment device described in DE 38 15 734 A1, so that reference is made to the description there.
  • FIG. 1 shows an accelerator pedal 1, to which a linkage or a Bowden cable 2 is connected, which engages on a driver part 3a of a two-part driver.
  • a linkage or a Bowden cable 2 By means of the accelerator pedal 1 there is the possibility, via the linkage or the Bowden cable 2, of moving the driver part 3a in the full-load direction up to the full-load stop 4; a return spring 5 thus biases the driver part 3a against an idling stop 6.
  • the driver part 3a is connected to a setpoint detection element 7, which detects its position, in the manner of a grinder of a potentiometer.
  • a safety contact 8 interacts with the driver part 3a, which is activated when the driver part 3a rests against the idling stop 6.
  • the driver part 3a finally has a freewheel element designed as a freewheel hook 9, with which the second driver part 3b of the driver 3 interacts.
  • This driver part 3b is connected to a coupling half 10a of an electromagnetically acting, encodable clutch 10.
  • a control element 11 is connected to the other coupling half 10b of the clutch 10, which serves for the direct adjustment of an actuator in the form of a throttle valve 12 or a fuel injection.
  • the position of the control element 11 is represented by means of an actual value detection element 13 which is designed in the manner of a potentiometer with a grinder in accordance with the set value detection element 7.
  • An electronic control device 14 interacts with the setpoint detection element 7 and the actual value detection element 13 and controls, among other things, an electric servomotor 15 and an electromagnetic switching clutch 16, the electric servomotor 15 being operatively connected to the control element 11 via the electromagnetic switching clutch 16.
  • a return spring 17 engages the control element 11, and an idling emergency spring 18 tensions the control element 11 in the full-load direction against an adjustable stop 19 in the idle emergency position.
  • the idle emergency position of the control element 11 is monitored by a safety contact 20 which interacts with it.
  • the load adjustment device described so far enables control of the throttle valve 12 directly on the accelerator pedal side via the driver 3, furthermore when the driver 3 is decoupled and the electric actuator 15 is activated and the electromagnetic clutch 16 is simultaneously switched directly via the control element 11.
  • the throttle valve 12 is thus provided is actuated in the usual driving operation via the accelerator pedal 1 and the driver 3, with the codable clutch 10 closed and the electromagnetic clutch 16 open, with the electric servomotor 15 possibly being switched off at the same time.
  • the accelerator pedal 1 thus acts on the first driver part 3 a and the freewheel hook 9 associated therewith second driver part 3b and non-positively via the clutch 10 on the control element 11 which adjusts the throttle valve 12.
  • the second driver part 3b comes into contact with a leg of the freewheel hook 9 which projects into the path of movement of this driver part and is carried in the full load direction.
  • the other leg of the freewheel hook 9 comes into contact with the second driver part 3b.
  • the electric servomotor 15 is activated and the electromagnetic clutch 16 is closed, while the codable clutch 10 is opened.
  • the driver 3 is thus completely separated from the control element 11, so that now the control of the throttle valve 12 exclusively via the electric servomotor 15 takes place.
  • Only the return spring 17 acts on these as spring elements and in the range from minimal idle position to the idle emergency position, the idle emergency spring 18, which, in order to be able to perform its function, must have a greater compressive force than the tensile force of the return spring 17.
  • FIG. 2 shows the two coupling halves 10a and 10b for a linear movement of the second driver part 3b and the control element 11, whereby the driver-side coupling half 10a is provided with a central recess 21, whereas the control element-side coupling half 10a is provided with a central elevation 22 designed according to the recess.
  • the closing force of a spring 23 acts on both coupling halves 10a and 10b.
  • One coupling half 10a is designed, for example, as an electromagnet, whereas the other coupling half 10b is designed as a permanent magnet; when the electromagnetic switching clutch 10 is in the energized state, the two coupling halves 10a and 10b are pressed apart, on the other hand, they lie in the de-energized state of the clutch 10, with each other, as can be seen from the illustration b.) in FIG. 2, with non-correlating positions of the second driver part 3b and control element 11, no positive connection between the elevation 22 and the recess 21 is possible because these parts of the coupling halves 10a and 10b are displaced relative to one another.
  • the rotary movement is introduced into the driver-side coupling half 10a via a lever extension 24 which is connected directly or indirectly to the linkage 2 , while the coupling half 10b is directly connected to the throttle valve 12 via the control element 11.
  • the coupling half 10 is provided with a corresponding recess 21, the other coupling half 10b with an elevation 22.
  • FIG. 3 illustrates that the two coupling halves 10a and 10b can only be positively connected to one another via the recess 21 or elevation 22 in the position of the coupling halves shown in this figure.

Description

Die Erfindung betrifft eine Lastverstelleinrichtung für eine Brennkraftmaschine, enthaltend

  • ein Steuerelement, das
    • = auf ein die Leistung der Brennkraftmaschine bestimmendes Stellglied einwirkt,
    • = mit einem mit dem Fahrpedal gekoppelten Mitnehmer zusammenwirkt und
    • = zusätzlich über eine erste Schaltkupplung mittels eines elektrischen Stellantriebs bewegbar ist,
  • ein Sollwerterfassungselement, das
    • = ein der Position des Mitnehmers entsprechendes Signal erzeugt,
  • ein Istwerterfassungselement, das
    • = ein der Position des Stellelements entsprechendes Signal erzeugt,
  • wobei der elektrische Stellantrieb in Abhängigkeit von den erzeugten Signalen von einer elektronischen Regeleinrichtung ansteuerbar ist und zwischen Mitnehmer und Steuerelement eine zweite Schaltkupplung vorgesehen ist, die beim Aktivieren des elektrischen Stellantriebs geöffnet und beim Deaktivieren geschlossen wird.
The invention relates to a load adjustment device for an internal combustion engine, comprising
  • a control that
    • = acts on an actuator determining the performance of the internal combustion engine,
    • = interacts with a driver coupled to the accelerator pedal and
    • = can also be moved via a first clutch using an electric actuator,
  • a setpoint acquisition element that
    • = generates a signal corresponding to the position of the driver,
  • an actual value acquisition element that
    • = generates a signal corresponding to the position of the control element,
  • wherein the electric actuator can be controlled as a function of the generated signals by an electronic control device and a second clutch is provided between the driver and the control element, which is opened when the electric actuator is activated and closed when it is deactivated.

Eine derartige Lastverstelleinrichtung ist aus JP-A-59153945 bekannt. Sie soll das unbeabsichtigte Beschleunigen eines Fahrzeugs verhindern, was infolge eines Fehlers im elektrischen Stellantrieb oder in der elektronischen Regeleinrichtung auftreten kann. Mittels einer Kontrollschaltung können beispielsweise abnorme Unterschiede zwischen der Sollwertvorgabe und der Ist-Stellung des Stellglieds erkannt und die Stromzufuhr zur Kupplung unterbrochen werden, wodurch die Welle des Stellglieds mechanisch mit dem Fahrpedal gekoppelt ist und ein Notfahrbetrieb aufrechterhalten werden kann.Such a load adjustment device is known from JP-A-59153945. It is intended to prevent accidental acceleration of a vehicle, which can occur as a result of a fault in the electric actuator or in the electronic control device. By means of a control circuit, for example, abnormal differences between the setpoint specification and the actual position of the actuator can be recognized and the power supply to the clutch can be interrupted, whereby the shaft of the actuator is mechanically coupled to the accelerator pedal and emergency driving operation can be maintained.

Für derartige Anwendungszwecke benötigt man kraftschlüssige Kupplungen, die bei beliebiger relativer Winkellage der zu koppelnden Bauteile schaltbar sein muß, weil auf die angesprochenen Fehlermöglichkeiten unverzüglich reagiert werden muß bzw. weil die mit einer unbeabsichtigten Beschleunigung verbundenen Gefahren umso größer werden, je länger der Fehlerzustand anhält.For such applications, friction clutches are required, which must be switchable at any relative angular position of the components to be coupled, because the error possibilities mentioned must be reacted to immediately or because the dangers associated with unintentional acceleration become greater the longer the error state lasts.

Bei der aus der DE-A-38 15 374 bekannten Lastverstelleinrichtung ist zwischen Mitnehmer und Steuerelement keine Schaltkupplung vorgesehen. Mitnehmer und Steuerelement sind mittels einer Koppelfeder gekoppelt und das Steuerelement ist in Richtung eines Anschlages des Mitnehmers vorgespannt. Die Position des Mitnehmers wird durch das Sollwerterfassungselement und die des Steuerelementes durch das Istwerterfassungselementes dargestellt und die von den beiden Elementen erfaßten Werte an die elektronische Regeleinrichtung weitergegeben, die das mit dem Stellglied zusammenwirkende Steuerelement entsprechend der zwischen den beiden Elementen vorgegebenen Regelcharakteristik über den elektrischen Stellantrieb steuert. Die Koppelfeder stellt dabei sicher, daß bei divergierenden Bewegungen von Mitnehmer und Steuerelementen ein Ausfall der elektronischen Regeleinrichtung immer zu einer Änderung der Lasteinstellung in eine der Größe des Fahrpedals entsprechende Leistungsgröße führt.In the load adjustment device known from DE-A-38 15 374, no clutch is provided between the driver and the control element. Driver and control element are coupled by means of a coupling spring and the control element is biased in the direction of a stop of the driver. The position of the driver is determined by the setpoint acquisition element and that of the control element is represented by the actual value detection element and the values detected by the two elements are passed on to the electronic control device which controls the control element interacting with the actuator according to the control characteristic predetermined between the two elements via the electric actuator. The coupling spring ensures that in the event of diverging movements of the driver and control elements, failure of the electronic control device always leads to a change in the load setting to a power level corresponding to the size of the accelerator pedal.

Die genannte Lastverstelleinrichtung hat sich in der Praxis prinzipiell bewährt. Dennoch sind bei dieser Betriebszustände denkbar, bei denen bei aktiviertem elektrischen Stellantrieb das Steuerelement den Mitnehmer mitbewegen muß und dies sogar entgegen auf den Mitnehmer einwirkender Rückstellkräfte. Dies erfordert eine leistungstärkere Auslegung des elektrischen Stellantriebes und einer diesem beispielsweise nachgeschalteten elektromagnetischen Schaltkupplung, ferner ist ein rückwirkungsfreier Betrieb des Steuerelementes und damit des Stellgliedes nicht in allen Betriebszuständen der Lastverstelleinrichtung gewährleistet.The load adjustment device mentioned has proven itself in practice in principle. Nevertheless, it is conceivable in these operating states in which, when the electric actuator is activated, the control element must also move the driver and this even counteracts restoring forces acting on the driver. This requires a more powerful design of the electric actuator and an electromagnetic switching clutch downstream of it, for example, and non-reactive operation of the control element and thus of the actuator is not guaranteed in all operating states of the load adjustment device.

Der Erfindung liegt die Aufgabe zugrunde, die Lastverstelleinrichtung der letztgenannten Art so weiterzubilden, daß bei einer Ansteuerung des elektrischen Stellantriebs eine bezüglich des Mitnehmers rückwirkungsfreie Bewegung des Steuerelementes gewährleistet ist. Dies ist im Prinzip mit einer Schaltkupplung gemäß JP-A-59153945 erreichbar, sofern nicht gleichzeitig gefordert wird, daß zwischen Mitnehmer und Steuerelement undefinierte relative Winkellagen vermieden werden sollen.The invention has for its object to further develop the load adjustment device of the latter type so that when the electric actuator is actuated, a movement of the control element which has no reaction with respect to the driver is ensured. In principle, this can be achieved with a clutch according to JP-A-59153945, unless it is at the same time required that between the driver and control undefined relative angular positions should be avoided.

Die Aufgabe wird dadurch gelöst, daß die eine Hälfte der zweiten Schaltkupplung mit dem Mitnehmer und die andere Hälfte mit dem Steuerelement verbunden ist und daß beide Hälften nur bei übereinstimmender Winkellage von Steuerelement und Mitnehmer formschlüssig kuppelbar sind.The object is achieved in that one half of the second clutch is connected to the driver and the other half to the control element and that both halves can only be positively coupled if the angular position of the control element and driver coincides.

Gemäß einer besonderen Ausführungsform der Erfindung ist vorgesehen, daß die zweite Schaltkupplung als elektromagnetische Schaltkupplung ausgebildet ist. Bei Ausfall des elektrischen Stellantriebs oder der elektronischen Regeleinrichtung erfolgt die Ansteuerung des Stellgliedes ausschließlich fahrpedalseitig über die formschlüssig schaltbare Kupplung, während bei betriebsbereitem elektrischem Stellantrieb die Fahrpedalseite vollständig vom Steuerelement bzw. Stellglied abgetrennt ist. Zweckmäßig ist die zweite Schaltkupplung darüber hinaus als codierbare Schaltkupplung ausgebildet .According to a special embodiment of the invention it is provided that the second clutch is designed as an electromagnetic clutch. In the event of failure of the electric actuator or the electronic control device, the actuation of the actuator takes place exclusively on the accelerator pedal side via the form-fit switchable coupling, while when the electric actuator is ready for operation, the accelerator pedal side is completely separated from the control element or actuator. The second clutch is also expediently designed as an encodable clutch.

Hierunter wird eine solche Schaltkupplung verstanden, die zwar dann, wenn der elektrische Stellantrieb Spannungslos wird, schließt, aber erst in einer definierten Position von Mitnehmer und Steuerelement diese kraftschlüssig miteinander verbindet. Bei einer linearen Relativbewegung von Mitnehmer und Steuerelement kann die Schaltkupplung hierzu beispielsweise im Bereich einer Kupplungshälfte mit einem Ansatz und im Bereich der anderen Kupplungshälfte mit einer Ausnehmung verbunden sein, die nur in der genannten definierten Relativstellung der Kupplungshälften einrasten, bei einer Drehbewegung von Mitnehmer und Steuerelement relativ zueinander gilt entsprechendes. Zweck der kodierbaren Schaltkupplung ist es sicherzustellen, daß eine Kraftübertragung von Mitnehmer und Steuerelement und damit Einwirkung auf das Stellglied nur bei betriebsverträglichen Positionen, das heißt gleiche Fahrzustände repräsentierenden Positionen von Mitnehmer und Steuerelement erfolgt. So ist es beispielsweise denkbar, daß sich das Stellglied und damit auch das Steuerungselement bei einer Geschwindigkeitsbegrenzungsregelung in Vollaststellung befindet, während die Sollwertvorgabe durch das Fahrpedal einer Leerlaufstellung entspricht. Würde in diesem Fahrzustand der elektrische Stellantrieb spannungslos und die Schaltkupplung schließen, ergäben sich nicht miteinander korrelierende Positionen von Mitnehmer und Steuerelement. Die kodierbare Schaltkupplung gestattet in diesem Fall zwar eine Verbindung von Mitnehmer und Steuerelement, jedoch ohne Kraftschluß, der erst bei miteinander korrelierenden Positionen von Mitnehmer und Steuerelement erfolgt. Eine bevorzugte Position ist dabei dann gegeben, wenn sowohl der Mitnehmer als auch das Steuerelement ihre Leerlaufstellung erreicht haben. Um die Überführung des Steuerelementes in die Leerlaufstellung zu bewirken, ist es erforderlich, daß dieses mit einer separaten Rückstellfeder in Leerlaufstellung vorgespannt ist. In diesem Zusammenhang sieht eine besondere Ausführungsform der Erfindung vor, daß der Mitnehmer ein Freilaufelement aufweist, mit dem die Mitnehmerseite der Schaltkupplung zusammenwirkt, sowie der Mitnehmer und das Steuerelement mittels der Rückstellfedern in deren Leerlaufrichtung vorgespannt sind, ferner daß das Steuerelement über eine in Vollastrichtung wirkende Leerlaufnotfeder in einer Leerlaufnotstellung vorgespannt ist. In diesem Fall erfolgt keine starre Kopplung zwischen Mitnehmer und Steuerelement, vielmehr ist die Mitnehmerseite der Schaltkupplung in den vorgegebenen Abmessungen des Freilaufelementes relativ zu diesem bewegbar, um so, entsprechend der vorgegebenen Wirkrichtung der zweckmäßig gegen einen Anschlag wirkenden Leerlaufnotfeder, die rückwirkungsfreie Anordnung von Steuerelement und Mitnehmer zu gewährleisten.This is understood to mean such a clutch that, when the electric actuator is de-energized, closes, but does not connect them to one another until the driver and control element are in a defined position. In the case of a linear relative movement of the driver and control element, the clutch can for this purpose be connected, for example, in the area of one coupling half with a shoulder and in the area of the other coupling half with a recess, which only engage in the defined relative position of the coupling halves when the driver and control element rotate the same applies to each other. The purpose of the encodable clutch is to ensure that a force transmission from the driver and the control element and thus influence on the actuator occurs only in positions which are compatible with the operation, that is to say positions of the driver and control element which represent the same driving conditions. For example, it is conceivable that the actuator and thus also the control element in a speed limit control are in full load position while the setpoint is being specified corresponds to an idle position by the accelerator pedal. If the electric actuator were de-energized and the clutch closes in this driving state, the positions of the driver and control element would not correlate with each other. In this case, the codable clutch allows connection of the driver and the control element, but without a frictional connection, which takes place only when the positions of the driver and control element correlate with one another. A preferred position is given when both the driver and the control element have reached their idle position. In order to bring the control element into the idle position, it is necessary that it is pretensioned with a separate return spring in the idle position. In this context, a particular embodiment of the invention provides that the driver has a freewheel element with which the driver side of the clutch interacts, and the driver and the control element are biased in their idling direction by means of the return springs, and further that the control element has a one acting in full load direction Idle spring is biased in an idle position. In this case, there is no rigid coupling between the driver and the control element, rather the driver side of the clutch can be moved relative to the freewheel element in the specified dimensions, so that, according to the specified direction of action of the idling emergency spring, which advantageously acts against a stop, the reaction-free arrangement of the control element and Ensure carriers.

Um die auf das Steuerelement einwirkenden Federkräfte möglichst gering halten zu können, ist vorgesehen, daß der elektrische Stellantrieb unmittelbar über eine Schaltkupplung, insbesondere elektromagnetische Schaltkupplung mit dem Steuerelement zusammenwirkt. Insbesondere die dem Steuerelement zugeordnete Rückstellfeder muß damit nach dem Abschalten des elektrischen Stellantriebs das Steuerelement nicht gegen die Kraft des Stellantriebes in die Leerlaufstellung überführen, es reicht vielmehr aus, den elektrischen Stellantrieb und das Steuerelement über die elektromagnetische Schaltkupplung zu entkoppeln.In order to keep the spring forces acting on the control element as low as possible, it is provided that the electric actuator interacts directly with the control element via a clutch, in particular an electromagnetic clutch. In particular, the return spring assigned to the control element must therefore after switching off the electrical Actuator do not move the control element into the idle position against the force of the actuator, rather it is sufficient to decouple the electrical actuator and the control element via the electromagnetic clutch.

Vorteilhaft sind schließlich dem Mitnehmer und dem Steuerelement jeweils mindestens ein Sicherheitskontakt zur überwachung eine definierten Betriebsstellung von Mitnehmer bzw. Steuerelement zugeordnet. Zweckmäßig überwacht hierbei der mitnehmerseitige Sicherheitskontakt die Leerlaufstellung des Mitnehmers und der steuerelementseitige Sicherheitskontakt die Leerlaufnotstellung des Steuerelements.Finally, at least one safety contact for monitoring a defined operating position of the driver or control element is advantageously assigned to the driver and the control element. The driver-side safety contact expediently monitors the idle position of the driver and the control-side safety contact the idle emergency position of the control element.

Weitere Merkmale der Erfindung sind in der Beschreibung der Figuren dargestellt.Further features of the invention are shown in the description of the figures.

In den Figuren ist eine grundsätzliche Ausführungsform der Erfindung mit zwei unterschiedlichen Kupplungsvarianten dargestellt, ohne auf diese beschränkt zu sein. Es stellt im einzelnen dar:

Figur 1
ein Blockschaltbild zur Verdeutlichung des Grundprinzips der erfindungsgemäßen Lastverstelleinrichtung,
Figur 2
die schematische Darstellung der Wirkungsweise der kordierbaren Schaltkupplung bei einer Linearbewegung von Mitnehmer und Steuerelement und
Figur 3
eine Figur 2 entsprechende Darstellung der Kupplung für eine Drehbewegung zwischen Mitnehmer und Steuerelement.
In the figures, a basic embodiment of the invention is shown with two different coupling variants, without being limited to these. It shows in detail:
Figure 1
2 shows a block diagram to illustrate the basic principle of the load adjustment device according to the invention,
Figure 2
the schematic representation of the operation of the cordable clutch with a linear movement of driver and control and
Figure 3
a representation corresponding to Figure 2 of the clutch for a rotary movement between the driver and the control element.

Die erfindungsgemäße Lastverstelleinrichtung basiert in ihrer Funktion im wesentlichen auf der in der DE 38 15 734 A1 beschriebenen Lastverstelleinrichtung, so daß insoweit auf die dortige Beschreibung Bezug genommen wird.The function of the load adjustment device according to the invention is essentially based on the load adjustment device described in DE 38 15 734 A1, so that reference is made to the description there.

In der Figur 1 ist ein Fahrpedal 1 gezeigt, mit dem ein Gestänge bzw. ein Bowdenzug 2 verbunden ist, der an einem Mitnehmerteil 3a eines zweiteiligen Mitnehmers angreift. Mittels des Fahrpedales 1 besteht über das Gestänge bzw. den Bowdenzug 2 die Möglichkeit, das Mitnehmerteil 3a in Vollastrichtung bis zum Vollastanschlag 4 zu bewegen, eine Rückstellfeder 5 spannt damit das Mitnehmerteil 3a gegen einen Leerlaufanschlag 6 vor. Das Mitnehmerteil 3a ist mit einem dessen Position erfassenden Sollwerterfassungselement 7 in Art eines Schleifers eines Potentiometers verbunden. Mit dem Mitnehmerteil 3a wirkt schließlich ein Sicherheitskontakt 8 zusammen, der dann aktiviert ist, wenn das Mitnehmerteil 3a am Leerlaufanschlag 6 anliegt.FIG. 1 shows an accelerator pedal 1, to which a linkage or a Bowden cable 2 is connected, which engages on a driver part 3a of a two-part driver. By means of the accelerator pedal 1 there is the possibility, via the linkage or the Bowden cable 2, of moving the driver part 3a in the full-load direction up to the full-load stop 4; a return spring 5 thus biases the driver part 3a against an idling stop 6. The driver part 3a is connected to a setpoint detection element 7, which detects its position, in the manner of a grinder of a potentiometer. Finally, a safety contact 8 interacts with the driver part 3a, which is activated when the driver part 3a rests against the idling stop 6.

Das Mitnehmerteil 3a weist schließlich ein als Freilaufhaken 9 ausgebildetes Freilaufelement auf, mit dem das zweite Mitnehmerteil 3b des Mitnehmers 3 zusammenwirkt. Dieses Mitnehmerteil 3b ist mit einer Kupplungshälfte 10a einer elektromagnetisch wirkenden, kodierbaren Schaltkupplung 10 verbunden. Mit der anderen Kupplungshälfte 10b der Schaltkupplung 10 ist ein Steuerelement 11 verbunden, das dem unmittelbaren Verstellen eines Stellgliedes in Form einer Drosselklappe 12 oder einer Kraftstoffeinspritzung dient. Die Stellung des Steuerelementes 11 wird mittels eines Istwerterfassungselementes 13 dargestellt, das entsprechend dem Sollwerterfassungselement 7 in Art eines Potentiometers mit Schleifer ausgebildet ist. Mit dem Sollwerterfassungselement 7 und dem Istwerterfassungselement 13 wirkt eine elektronische Regeleinrichtung 14 zusammen, die unter anderem einen elektrischen Stellmotor 15 und eine elektromagnetische Schaltkupplung 16 steuert, wobei der elektrische Stellmotor 15 über die elektromagnetische Schaltkupplung 16 in Wirkverbindung mit dem Steuerelement 11 bringbar ist. Eine Rückstellfeder 17 greift am Steuerelement 11 an, ferner spannt eine Leerlaufnotfeder 18 das Steuerelement 11 in Vollastrichtung gegen einen verstellbaren Anschlag 19 in Leerlaufnotstellung vor. Die Leerlaufnotstellung des Steuerelementes 11 wird durch einen mit diesem zusammenwirkenden Sicherheitskontakt 20 überwacht.The driver part 3a finally has a freewheel element designed as a freewheel hook 9, with which the second driver part 3b of the driver 3 interacts. This driver part 3b is connected to a coupling half 10a of an electromagnetically acting, encodable clutch 10. A control element 11 is connected to the other coupling half 10b of the clutch 10, which serves for the direct adjustment of an actuator in the form of a throttle valve 12 or a fuel injection. The position of the control element 11 is represented by means of an actual value detection element 13 which is designed in the manner of a potentiometer with a grinder in accordance with the set value detection element 7. An electronic control device 14 interacts with the setpoint detection element 7 and the actual value detection element 13 and controls, among other things, an electric servomotor 15 and an electromagnetic switching clutch 16, the electric servomotor 15 being operatively connected to the control element 11 via the electromagnetic switching clutch 16. A return spring 17 engages the control element 11, and an idling emergency spring 18 tensions the control element 11 in the full-load direction against an adjustable stop 19 in the idle emergency position. The idle emergency position of the control element 11 is monitored by a safety contact 20 which interacts with it.

Die insoweit beschriebene Lastverstelleinrichtung ermöglicht eine Ansteuerung der Drosselklappe 12 unmittelbar fahrpedalseitig über den Mitnehmer 3, ferner bei Entkoppelung des Mitnehmers 3 und Aktivierung des elektrischen Stellantriebes 15 bei gleichzeitiger Schaltung der elektromagnetischen Schaltkupplung 16 unmittelbar über das Steuerelement 11. So ist vorgesehen, das die Drosselklappe 12 im üblichen Fahrbetrieb über das Fahrpedal 1 und den Mitnehmer 3 angesteuert wird, bei geschlossener kodierbarer Schaltkupplung 10 und geöffneter elektromagnetischer Schaltkupplung 16 bei gegebenenfalls gleichzeitig abgeschaltetem elektrischen Stellmotor 15. Das Fahrpedal 1 wirkt damit über das erste Mitnehmerteil 3a und dem diesem zugeordneten Freilaufhaken 9 auf das zweite Mitnehmerteil 3b und kraftschlüssig über die Schaltkupplung 10 auf das Steuerelement 11 das die Drosselklappe 12 verstellt. Bei einer Bewegung des ersten Mitnehmerteiles 3a in Vollastrichtung gelangt dabei das zweite Mitnehmerteil 3b in Anlage mit einem in den Bewegungsweg dieses Mitnehmerteiles ragenden Schenkel des Freilaufhakens 9 und wird in Vollastrichtung mitgeführt. Bei einer Bewegung in Leerlaufrichtung über die Leerlaufnotstellung hinaus gelangt der andere Schenkel des Freilaufhakens 9 in Anlage mit dem zweiten Mitnehmerteil 3b. Bei bestimmten Fahrzuständen, beispielsweise der Leerlaufregelung der Brennkraftmaschine, einer Antischlupfregelung oder einer Geschwindigkeitsbegrenzungsregelung wird der elektrische Stellmotor 15 aktiviert und die elektromagnetische Schaltkupplung 16 geschlossen, bei gleichzeitigem Öffnen der kodierbaren Schaltkupplung 10. Der Mitnehmer 3 ist damit vollständig vom Steuerelement 11 getrennt, so daß nunmehr die Ansteuerung der Drosselklappe 12 ausschließlich über den elektrischen Stellmotor 15 erfolgt. Auf diesen wirken als Federelemente nunmehr nur noch die Rückstellfeder 17 und im Bereich minimaler Leerlaufstellung bis zur Leerlaufnotstellung die Leerlaufnotfeder 18, die um ihre Funktion ausüben zu können, eine größere Druckkraft aufweisen muß wie die Zugkraft die Rückstellfeder 17.The load adjustment device described so far enables control of the throttle valve 12 directly on the accelerator pedal side via the driver 3, furthermore when the driver 3 is decoupled and the electric actuator 15 is activated and the electromagnetic clutch 16 is simultaneously switched directly via the control element 11. The throttle valve 12 is thus provided is actuated in the usual driving operation via the accelerator pedal 1 and the driver 3, with the codable clutch 10 closed and the electromagnetic clutch 16 open, with the electric servomotor 15 possibly being switched off at the same time. The accelerator pedal 1 thus acts on the first driver part 3 a and the freewheel hook 9 associated therewith second driver part 3b and non-positively via the clutch 10 on the control element 11 which adjusts the throttle valve 12. When the first driver part 3a moves in the full load direction, the second driver part 3b comes into contact with a leg of the freewheel hook 9 which projects into the path of movement of this driver part and is carried in the full load direction. When moving in the idling direction beyond the idling emergency position, the other leg of the freewheel hook 9 comes into contact with the second driver part 3b. In certain driving conditions, for example the idle control of the internal combustion engine, an anti-slip control or a speed limit control, the electric servomotor 15 is activated and the electromagnetic clutch 16 is closed, while the codable clutch 10 is opened. The driver 3 is thus completely separated from the control element 11, so that now the control of the throttle valve 12 exclusively via the electric servomotor 15 takes place. Only the return spring 17 acts on these as spring elements and in the range from minimal idle position to the idle emergency position, the idle emergency spring 18, which, in order to be able to perform its function, must have a greater compressive force than the tensile force of the return spring 17.

Um nach einer elektromotorischen Ansteuerung des Steuerelementes 11 eine definierte Zuordnung von Mitnehmer 3 und Steuerelement 11 sicherzustellen, weisen die Kupplungshälften 10a und 10b der kodierbaren Schaltkupplung 10 Rastelemente auf, die nur dann ineinandergreifend wirksam werden, wenn die Sollwertposition des Mitnehmers 3 mit der Istwertposition des Steuerelementes 11 übereinstimmt, insbesondere wenn sowohl Mitnehmer 3 als auch Steuerelement 11 sich in Leerlaufposition befinden. Figur 2 zeigt für eine Linearbewegung des zweiten Mitnehmerteiles 3b und des Steuerelementes 11 die beiden Kupplungshälften 10a und 10b, wobei die mitnehmerseitige Kupplungshälfte 10a mit einer mittigen Vertiefung 21 versehen ist, hingegen die steuerelementseitige Kupplungshälfte 10a mit einer mittigen, entsprechend der Vertiefung ausgebildeten Erhebung 22. Auf beide Kupplungshälften 10a und 10b wirkt die Schließkraft einer Feder 23. Die eine Kupplungshälfte 10a ist beispielsweise als Elektromagnet ausgebildet, hingegen die anderen Kupplungshälfte 10b als Permanentmagnet, in bestromten Zustand der elektromagnetischen Schaltkupplung 10 sind die beiden Kupplungshälften 10a und 10b auseinandergedrückt, hingegen liegen sie in stromlosem Zustand der Schaltkupplung 10 aneinander, wobei, wie der Darstellung b.) der Figur 2 zu entnehmen ist, bei nicht korrelierenden Positionen von zweitem Mitnehmerteil 3b und Steuerelement 11 keine formschlüssige Verbindung zwischen der Erhebung 22 und der Vertiefung 21 möglich ist, da diese Teile der Kupplungshälften 10a und 10b zueinander verschoben sind. Erst wenn die Positionen der beiden Kupplungshälften 10a und 10b wie in a.) der Figur 2 dargestellt korrelieren, kann die Feder 23 die beiden Kupplungshälften 10a und 10b in ihre vollständig aneinanderliegende Position überführen, in der, wie unter c.) in Figur 2 gezeigt, die Erhebung 22 der Kupplungshälfte 10b die Vertiefung 21 der Kupplungshälfte 10a durchsetzt. Für den Fall, daß der Mitnehmer 3 und das Steuerelement 11 zueinander eine Drehbewegung vollführen, bietet sich eine Ausbildung der kodierbaren Schaltkupplung 10 gemäß der Darstellung in Figur 3 an. Diese zeigt nur den grundsätzlichen Aufbau der elektromagnetischen Kupplung 10, ohne das die Kupplungshälfte 10a und 10b gegeneinander entgegen der Magnetkraft vorspannende Federelement 23. So wird die Drehbewegung in die mitnehmerseitige Kupplungshälfte 10a über einen direkt oder indirekt mit dem Gestänge 2 in Verbindung stehenden Hebelansatz 24 eingeleitet, während die Kupplungshälfte 10b unmittelbar über das Steuerelement 11 in Verbindung mit der Drosselklappe 12 steht. Die Kupplungshälfte 10 ist mit einer entsprechenden Vertiefung 21, die andere Kupplungshälfte 10b mit einer Erhebung 22 versehen. Die Figur 3 verdeutlicht, daß die beiden Kupplungshälften 10a und 10b nur in der in dieser Figur gezeigten Stellung der Kupplungshälften miteinander über die Vertiefung 21 bzw. Erhebung 22 formschlüssig verbunden werden können.In order to ensure a defined assignment of driver 3 and control element 11 after an electromotive control of control element 11, coupling halves 10a and 10b of encodable clutch 10 have latching elements which only become effective when the setpoint position of driver 3 and the actual value position of the control element 11 coincides, especially if both driver 3 and control element 11 are in the idle position. FIG. 2 shows the two coupling halves 10a and 10b for a linear movement of the second driver part 3b and the control element 11, whereby the driver-side coupling half 10a is provided with a central recess 21, whereas the control element-side coupling half 10a is provided with a central elevation 22 designed according to the recess. The closing force of a spring 23 acts on both coupling halves 10a and 10b. One coupling half 10a is designed, for example, as an electromagnet, whereas the other coupling half 10b is designed as a permanent magnet; when the electromagnetic switching clutch 10 is in the energized state, the two coupling halves 10a and 10b are pressed apart, on the other hand, they lie in the de-energized state of the clutch 10, with each other, as can be seen from the illustration b.) in FIG. 2, with non-correlating positions of the second driver part 3b and control element 11, no positive connection between the elevation 22 and the recess 21 is possible because these parts of the coupling halves 10a and 10b are displaced relative to one another. Only when the positions of the two coupling halves 10a and 10b correlate as shown in a.) Of Figure 2, the spring 23 can the two coupling halves Transfer 10a and 10b to their completely adjacent position, in which, as shown under c.) In FIG. 2, the elevation 22 of the coupling half 10b passes through the recess 21 of the coupling half 10a. In the event that the driver 3 and the control element 11 perform a rotary movement with respect to one another, a design of the encodable clutch 10 as shown in FIG. 3 is appropriate. This only shows the basic structure of the electromagnetic clutch 10, without the spring element 23 biasing the coupling halves 10a and 10b against each other against the magnetic force. Thus, the rotary movement is introduced into the driver-side coupling half 10a via a lever extension 24 which is connected directly or indirectly to the linkage 2 , while the coupling half 10b is directly connected to the throttle valve 12 via the control element 11. The coupling half 10 is provided with a corresponding recess 21, the other coupling half 10b with an elevation 22. FIG. 3 illustrates that the two coupling halves 10a and 10b can only be positively connected to one another via the recess 21 or elevation 22 in the position of the coupling halves shown in this figure.

BezugszeichenlisteReference list

11
FahrpedalAccelerator pedal
22nd
Gestänge/BowdenzugLinkage / Bowden cable
33rd
MitnehmerCarrier
3a3a
MitnehmerteilDriver part
3b3b
MitnehmerteilDriver part
44th
VollastanschlagFull load stop
55
RückstellfederReturn spring
66
LeerlaufanschlagIdle stop
77
SollwerterfassungselementSetpoint detection element
88th
SicherheitskontaktSafety contact
99
FreilaufhakenFreewheel hook
1010th
SchaltkupplungClutch
10a10a
KupplungshälfteCoupling half
10b10b
KupplungshälfteCoupling half
1111
SteuerelementControl
1212th
Drosselklappethrottle
1313
IstwerterfassungselementActual value acquisition element
1414
elektronische Regeleinrichtungelectronic control device
1515
elektrischer Stellmotorelectric servomotor
1616
SchaltkupplungClutch
1717th
RückstellfederReturn spring
1818th
LeerlaufnotfederIdle spring
1919th
Anschlagattack
2020th
SicherheitskontaktSafety contact
2121
Vertiefungdeepening
2222
ErhebungSurvey
2323
Federfeather
2424th
HebelansatzLever approach

Claims (7)

  1. Load adjusting device for an internal combustion engine, containing
    - a control element (11) which
    = acts on a final controlling element (12) which determines the power of the internal combustion engine,
    = cooperates with a driving dog (3) coupled to the accelerator pedal (1) and
    = in addition can be moved via a first shifting clutch (16) by means of an electric final control drive (15),
    - a nominal value measuring element (7) which
    = generates a signal corresponding to the position of the driving dog (3),
    - an actual value measuring element (13) which
    = generates a signal corresponding to the position of the final control element (11),
    - the electric final control drive (15) being adapted to be triggered by an electronic controller (14) in dependence on the generated signals and there being provided between the driving dog (3) and the control element (11) a second shifting clutch (10) which opens when the electric final control drive (15) is activated and closes when the latter is deactivated,
    characterised in that one half (10a) of the second shifting clutch (10) is connected to the driving dog (3) and the other half (10b) to the control element (11) and that both halves (10a and 10b) can only be positively coupled together when the angular position of the control element (11) and the driving dog (3) coincide.
  2. Load adjusting device according to claim 1, characterised in that the second shifting clutch (10) is an electromagnetic shifting clutch.
  3. Load adjusting device according to claim 1 or 2, characterised in that the driving dog (3) is constructed in two parts,
    - a first driving dog part (3a) which
    = is coupled to the accelerator pedal (1),
    = is pretensioned by means of a return spring (5) in the direction of closure of the final control element (11) and
    = incorporates a free wheel element (9),
    - and a second driving dog part (3b) which
    = is connected to one half (10a) of the second shifting clutch (10) and
    = engages in the free wheel element (9) of the first driving dog part (3a).
  4. Load adjusting device according to any of claims 1 to 3, characterised in that the control element (11)
    - is connected to the other half (10b) of the second shifting clutch (10),
    - is pretensioned by means of a return spring (17) in the direction of closure of the final control element (11) and
    - is pretensioned by means of an idle emergency spring (18) as far as an idle emergency setting in the direction of opening of the final control element (11).
  5. Load adjusting device according to any of claims 1 to 4, characterised in that at least one safety contact (8, 20) is associated respectively with the driving dog (3) and the control element (11) to monitor a defined operating setting of the driving dog and control element.
  6. Load adjusting device according to claim 5, characterised in that the safety contact (8) on the driving dog side monitors the idle setting of the driving dog (3) and the safety contact (20) on the control element side monitors the idle emergency setting of the control element (11).
  7. Load adjusting device according to any of claims 1 to 6, characterised in that the electric final control drive (15) cooperates with the control element (11) directly via the first shifting clutch, more particularly an electromagnetic shifting clutch (16).
EP90105631A 1989-10-06 1990-03-24 Load control apparatus Expired - Lifetime EP0421047B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3933446 1989-10-06
DE3933446A DE3933446A1 (en) 1989-10-06 1989-10-06 LOAD ADJUSTMENT DEVICE

Publications (2)

Publication Number Publication Date
EP0421047A1 EP0421047A1 (en) 1991-04-10
EP0421047B1 true EP0421047B1 (en) 1994-04-13

Family

ID=6390987

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90105631A Expired - Lifetime EP0421047B1 (en) 1989-10-06 1990-03-24 Load control apparatus

Country Status (5)

Country Link
US (1) US5134979A (en)
EP (1) EP0421047B1 (en)
JP (1) JP2588991B2 (en)
DE (2) DE3933446A1 (en)
ES (1) ES2051402T3 (en)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2810266B2 (en) * 1991-07-23 1998-10-15 株式会社日立製作所 Throttle actuator for internal combustion engine
US5201291A (en) * 1991-08-21 1993-04-13 Aisan Kogyo Kabushiki Kaisha Throttle valve controller
DE4129928A1 (en) * 1991-09-10 1993-03-11 Hella Kg Hueck & Co Actuator with multi-stage geared electric motor - has electromagnetic clutch between gearing and output shaft acting on setting element
DE4206523A1 (en) * 1992-03-02 1993-09-09 Vdo Schindling DEVICE FOR ADJUSTING A THROTTLE VALVE
US5381770A (en) * 1993-09-22 1995-01-17 Cummins Engine Company, Inc. Breakover throttle lever

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2476652A (en) * 1942-11-03 1949-07-19 Honeywell Regulator Co Automatic manifold pressure regulator
JPS5820948A (en) * 1981-07-29 1983-02-07 Mikuni Kogyo Co Ltd Fuel supplying system for internal-combustion engine
JPS59153945A (en) * 1983-02-21 1984-09-01 Nissan Motor Co Ltd Apparatus for controlling throttle valve
JPS59190445A (en) * 1983-04-11 1984-10-29 Nissan Motor Co Ltd Accelerator controller for vehicle
DE3326460A1 (en) * 1983-07-22 1985-02-07 Westfälische Metall Industrie KG Hueck & Co, 4780 Lippstadt DEVICE FOR ADJUSTING THE SPEED OF A MOTOR VEHICLE
US4523565A (en) * 1984-03-30 1985-06-18 Aisin Seiki Kabushiki Kaisha Control system and method for a fuel delivery system
JPS62139726A (en) * 1985-12-13 1987-06-23 Mitsubishi Electric Corp Actuator for constant speed cruising device
JPS63251331A (en) * 1987-04-06 1988-10-18 Mitsubishi Electric Corp Throttle valve control device
DE3719323A1 (en) * 1987-06-10 1988-12-29 Bosch Gmbh Robert DEVICE FOR ACTUATING THE THROTTLE VALVE OF AN INTERNAL COMBUSTION ENGINE
DE3815734A1 (en) * 1987-07-23 1989-02-02 Vdo Schindling LOAD ADJUSTMENT DEVICE
DE3919093A1 (en) * 1989-06-10 1990-12-13 Vdo Schindling LOAD ADJUSTMENT DEVICE

Also Published As

Publication number Publication date
EP0421047A1 (en) 1991-04-10
JP2588991B2 (en) 1997-03-12
DE3933446A1 (en) 1991-04-18
US5134979A (en) 1992-08-04
ES2051402T3 (en) 1994-06-16
DE59005345D1 (en) 1994-05-19
JPH03134234A (en) 1991-06-07

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