EP0488016A2 - Dispositif de commande de la puissance d'un moteur à combustion interne notamment pour véhicule automobile - Google Patents

Dispositif de commande de la puissance d'un moteur à combustion interne notamment pour véhicule automobile Download PDF

Info

Publication number
EP0488016A2
EP0488016A2 EP91119680A EP91119680A EP0488016A2 EP 0488016 A2 EP0488016 A2 EP 0488016A2 EP 91119680 A EP91119680 A EP 91119680A EP 91119680 A EP91119680 A EP 91119680A EP 0488016 A2 EP0488016 A2 EP 0488016A2
Authority
EP
European Patent Office
Prior art keywords
throttle valve
stop
internal combustion
combustion engine
electrical
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
EP91119680A
Other languages
German (de)
English (en)
Other versions
EP0488016A3 (en
EP0488016B1 (fr
Inventor
Heinrich Berglar
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.)
Hella GmbH and Co KGaA
Original Assignee
Hella KGaA Huek and Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hella KGaA Huek and Co filed Critical Hella KGaA Huek and Co
Publication of EP0488016A2 publication Critical patent/EP0488016A2/fr
Publication of EP0488016A3 publication Critical patent/EP0488016A3/de
Application granted granted Critical
Publication of EP0488016B1 publication Critical patent/EP0488016B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/107—Safety-related aspects
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0404—Throttle position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/08—Redundant elements, e.g. two sensors for measuring the same parameter

Definitions

  • the invention relates to a device for controlling the power output of an internal combustion engine, in particular for motor vehicles, with an accelerator pedal that is mechanically operatively connected to an electrical setpoint generator, with a throttle valve that influences the power output of the internal combustion engine, which is rotatably arranged in a throttle valve neck and by a return spring is loaded against the open position, with an electrical actuator that is mechanically operatively connected to the throttle valve and with an electrical control unit to which the electrical signals of the setpoint generator are fed as input signals and that, depending on the input signals, generate an output signal that is fed to the electrical actuator .
  • Such a device is previously known from DE-PS 27 14 113.
  • the device there enables the synchronous transmission of motion between the accelerator pedal and the throttle valve without mechanical means such as a linkage, a Bowden cable or the like.
  • the device In order to ensure that in the event of a failure of the device, the throttle valve is not pivoted into a full throttle position or, if it is in the full throttle position, remains in this position, the device there has a coupling which provides the mechanical operative connection between the throttle valve and the electrical actuator interrupts if the device has an error. This measure is intended to pivot the throttle valve back into its rest position by means of spring force, as a result of which the engine falls back to its idling speed.
  • the idle position of the throttle valve in the previously known device does not correspond to the fully closed position of the throttle valve in the throttle valve connector, so that the internal combustion engine actually runs in idle position when the throttle valve is idle, the other problem arises that with the previously known device the control quality normally required today is not can be achieved. That is, if the throttle valve cannot be fully closed, additional functions that are commonly used today in such devices, such as, for. B. the idle speed control of the internal combustion engine, not feasible.
  • the coupling required in the known device between the actuator and the throttle valve is a mechanically complex part, which makes the known device expensive to manufacture and cost.
  • the present invention has for its object to provide a device for controlling the power output of an internal combustion engine, in particular for motor vehicles, in which a purely electrical connection between the accelerator pedal and the Throttle valve is provided and which allows a safe emergency operation of the internal combustion engine even in the event of a malfunction of the device according to the invention in a simple and inexpensive manner.
  • the throttle valve is arranged in the throttle valve neck that it can rotate beyond the fully closed position that a stop element is provided which is mechanically operatively connected to the throttle valve, and that a stop is provided with which the stop element can be brought into contact in such a way that the throttle valve is in an emergency running position beyond the fully open position beyond the normal open position.
  • the throttle valve is arranged in the throttle valve neck in such a way that it can turn beyond the fully closed position ensures that the control device can adjust the throttle valve according to further functions in addition to the throttle valve adjustment proportional to the position of the accelerator pedal. These functions may include e.g. B. to idle speed control or traction control. If necessary, the throttle valve can be moved into the fully closed position, so that the power output of the internal combustion engine can be reduced to almost 0 without further measures.
  • a stop element which is mechanically operatively connected to the throttle valve and in that a stop is provided with which the stop element can be brought into contact in such a way that the Throttle valve is in an emergency running position beyond the fully closed position beyond the normal opening position.
  • the throttle valve is not in a rest position which corresponds to the fully closed position of the throttle valve, as in the prior art, but in an emergency running position which differs from the fully closed position and which is in the direction of rotation beyond the normal open position of the throttle valve.
  • a predetermined minimum air throughput of the internal combustion engine is guaranteed, which, for. B. may correspond to an increased idle speed of about 1200 revolutions / minute.
  • This minimum air flow is z. B. achieved by an open position of the throttle valve in the emergency running position of about 5 degrees.
  • Another advantage of the device according to the invention is that the possible turning of the throttle valve beyond the fully closed position prevents the throttle valve from jamming or biting during operation of the device according to the invention.
  • the throttle valve is also moved into the emergency running position by the return spring, so that even when the internal combustion engine is switched off, the throttle valve is in a predetermined position which enables the intake tract of the internal combustion engine to be ventilated, so that no gasoline vapors can possibly remain there when restarting the Internal combustion engine can lead to malfunctions of the internal combustion engine.
  • the device according to the invention is simple and inexpensive to manufacture and mountable in the motor vehicle since, as in the prior art, it is not necessary to provide a complex coupling arrangement, but rather a simple stop arrangement is sufficient.
  • control unit controls the actuator in both directions of rotation of the throttle valve in such a way that the throttle valve moves in a normal function range against the force of the return spring when the encoder is functioning properly emotional.
  • This normal function range is then limited by the fully closed position of the throttle valve and by one of the two fully open positions of the throttle valve, which is in the opposite direction to the emergency running position. The throttle valve is then moved beyond the fully closed position into the emergency running position only when the device according to the invention is in emergency operation.
  • the stop has a stop spring, the spring force of which is directed opposite the return spring and the spring force of which when the stop element is in contact the attack is greater than the spring force of the return spring.
  • the control unit controls the actuator in a direction of rotation of the throttle valve in the event of a malfunction of one or more sensors the throttle valve is moved in an emergency function area against the force of the stop spring. That is, if such a malfunction of one or more sensors is determined by the control device, the control device is not completely switched off, but rather the control device controls the actuator only in one direction of rotation of the throttle valve, namely in the normal closing direction of the throttle valve.
  • the throttle valve can then be moved beyond the emergency position against the force of the stop spring by means of the actuator, so that the throttle valve can be opened further in this emergency function area.
  • a second electrical setpoint generator or an idle switch may also be provided on the accelerator pedal, which are still functional if one setpoint generator fails. Even if all electrical setpoint transmitters except for the If the idle switch is to be defective, the control unit can still use the idle switch to determine whether the accelerator pedal is in the idle position or not.
  • the control unit can then actuate the actuator in a predetermined manner in order to open the throttle valve further beyond the emergency running position and to increase the speed of the internal combustion engine.
  • the throttle valve can be adjusted at an angle of 10 to 15 degrees, which then corresponds to an idle speed of the internal combustion engine of around 3500 to 4000 revolutions and is not only a makeshift but also almost comfortable driving of the motor vehicle, even in the case of partially defective ones , device according to the invention.
  • an idle switch which is mechanically operatively connected to the accelerator pedal
  • a second setpoint generator can be provided, which is mechanically operatively connected to the accelerator pedal. If one of the two setpoint transmitters malfunctions, the other setpoint transmitter is still functional and is able to forward the driver's request to the control unit.
  • the function of the transmitters can be controlled by the control unit when the internal combustion engine is switched off be checked.
  • the throttle valve can be rotated by the control device into a predetermined rotational position for this functional test in order to check whether the measured sensor signals correspond to predetermined target values.
  • the control device has an overload protection for the actuator.
  • an accelerator pedal (1) is spring-loaded by an accelerator pedal return spring (19) in the direction of the idle position shown.
  • the accelerator pedal (1) points a first electrical setpoint generator (2) and a second electrical setpoint generator (3).
  • the accelerator pedal (1) is mechanically operatively connected to an idle switch (4) which, as shown in FIG. 1, is open when the accelerator pedal (1) is in the idle position shown.
  • the idle switch (4) is closed.
  • the first electrical setpoint generator (2), the second electrical setpoint generator (3) and the idle switch (4) are electrically conductively connected to an electrical control unit (14) which is connected via further inputs (17), e.g. B. for the purpose of traction control, receives further input signals.
  • the electrical control unit (14) is connected to a further motor control unit (15) for control, e.g. B. the ignition or gasoline injection, the internal combustion engine to which the first control unit (14), for. B. the currently measured throttle valve position for control purposes, whereas the second control unit (15) to the first control unit (14), z. B. a control signal for switching on the idle speed and the idle charge control.
  • a malfunction of parts of the device according to the invention or of the entire device according to the invention can be indicated to the operator of the motor vehicle via an error indicator lamp (16). This error can be via an output (18) for diagnostic purposes, e.g. B. in a motor vehicle workshop, for the purpose of correcting the error.
  • the electrical control unit (14) generates an output signal depending on the input signal mentioned, which is fed to an electrical actuator (7) which, for. B. can be designed as an actuator.
  • This electrical actuator (7) is mechanically operatively connected to a throttle valve (5) which is rotatably arranged in a throttle valve connector (6).
  • the throttle valve (5) is on the other hand mechanically operatively connected to a first electrical actual value transmitter (8) and a second electrical actual value transmitter (9), the electrical signals of which are also fed to the electrical control unit (14) for the purpose of position control of the throttle valve (5).
  • the throttle valve (5) is spring-loaded by a return spring (10) in the direction opposite to the normal open position of the throttle valve (5). If the servomotor (7) is in its de-energized state, the throttle valve (5) is connected by the force of the return spring (10) with a stop element (11), which can be designed as a lever and is mechanically operatively connected to the throttle valve (5) , pressed against a stop (12) which has a stop spring (13).
  • the currentless state of the electrical actuator is shown in FIG.
  • the actuator (7) can, for. B. be de-energized because either the internal combustion engine not shown in FIG. 1 is switched off or because an error in the device according to FIG. 1 has been determined.
  • FIG. 2 the same or equivalent device parts as in FIG. 1 are provided with the same reference numerals.
  • the fully closed position of the throttle cap (5) is marked with 0 degrees, in which the stop element (11) does not rest on the stop (12).
  • the fully open position of the throttle valve (5 ') is shown in FIG. 2, in which, due to the geometry selected in FIG. 2, the stop element (11') is located on the 0 degree line.
  • the two functional positions of the throttle valve (5, 5 ') shown in FIG. 2 define the normal function range or the normal range of rotation of the throttle valve by the throttle valve (5) moves against the force of the return spring (10) when the device according to the invention and its individual parts function properly.
  • the stop element (11) does not come into contact with the stop (12) in this normal function range, so that the stop element (11), the stop (12) and the stop spring (13) are without any function in this normal function range.
  • FIG. 3 the same or equivalent device parts as in FIGS. 1 and 2 are provided with the same reference numerals.
  • the emergency running position (5 '') of the throttle valve is shown, in which the stop element (11 '') would come to rest on the stop (12).
  • FIG. 3 shows an emergency function position of the throttle valve (5 '' '), in which the stop element (11' '') rests on the stop (12) and, due to the force exerted by the electrical actuator, the stop spring (13) compresses.
  • the throttle valve (5 '') When the stop element (11 '') is in normal contact with the stop (12) without the servomotor (7) being energized, the throttle valve (5 '') has an opening angle (W1) which is approximately 5 degrees and an increased one Idle speed of the internal combustion engine corresponds to about 1200 rpm. In the case in which the servomotor (7) is fully energized, the throttle valve (5 '' ') has a rotational position that the throttle valve encloses an angle of approximately 10 to 15 degrees to the fully closed position, which means an idle speed of the operating warning internal combustion engine of approximately Corresponds to 3500 to 4000 revolutions.
  • the function of the device according to the invention in the event of a malfunction, e.g. B. of the two setpoints (2, 3) is as follows: First, when the malfunction is detected by the electrical control unit, the electrical actuator (7) is switched off. By switching off the electrical actuator (7) by the restoring force of the return spring (10), the throttle valve (5 '') is rotated so far against the direction of the opening that the stop element (11) bears against the stop (12). Since the restoring force of the restoring spring (10) is less than the oppositely directed force of the stop spring (13), the throttle valve (5 '') remains in the position shown in FIG. 3 as long as the servomotor (7) is not energized. As soon as the servomotor (7) is energized because z. B.
  • the electrical control unit (14) the closing of the idle switch (4) and thus the actuation of the accelerator pedal (1) from the idle position out, the energization takes place only in the direction of the normal closing direction of the throttle valve (5), so that by the force exerted by the electric actuator (7), the throttle valve is moved into the position (5 ''') shown in FIG. 3 against the force of the stop spring (13).
  • the accelerator pedal (1) As soon as the driver releases the accelerator pedal (1), the accelerator pedal (1) is moved back into the idle position by the force of the accelerator pedal return spring (19), so that the idle switch (4) opens. Now the opening state of the idle switch (4) is detected by the control device (14), which leads to the electrical actuator (7) being de-energized, so that the throttle valve moves into the position (5 ′′) shown in FIG. 3, due to the force of the stop spring (13) is moved back.
  • a similar emergency function can also be carried out if the idle switch and a setpoint generator (2, 3) are defective, but the second setpoint generator (2 or 3) is still functional.
  • a continuous adjustment of the throttle valve angle would in principle still be possible depending on the electrical signal of the respective setpoint generator (2 or 3).
  • the driver should be informed at least via the fault indicator lamp (16) that the device according to the invention has a defect.

Landscapes

  • 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)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP91119680A 1990-11-26 1991-11-19 Dispositif de commande de la puissance d'un moteur à combustion interne notamment pour véhicule automobile Expired - Lifetime EP0488016B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4037502A DE4037502A1 (de) 1990-11-26 1990-11-26 Einrichtung zur steuerung der leistungsabgabe einer brennkraftmaschine, insbesondere fuer kraftfahrzeuge
DE4037502 1990-11-26

Publications (3)

Publication Number Publication Date
EP0488016A2 true EP0488016A2 (fr) 1992-06-03
EP0488016A3 EP0488016A3 (en) 1993-07-14
EP0488016B1 EP0488016B1 (fr) 1995-03-01

Family

ID=6418901

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91119680A Expired - Lifetime EP0488016B1 (fr) 1990-11-26 1991-11-19 Dispositif de commande de la puissance d'un moteur à combustion interne notamment pour véhicule automobile

Country Status (3)

Country Link
EP (1) EP0488016B1 (fr)
DE (2) DE4037502A1 (fr)
ES (1) ES2069178T3 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2706971A1 (fr) * 1993-06-24 1994-12-30 Weber Srl
WO1995035440A2 (fr) * 1994-06-18 1995-12-28 Ab Elektronik Gmbh Dispositif de clapet de carburateur

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4218541C2 (de) * 1992-06-05 2003-02-13 Bosch Gmbh Robert System zur Ansteuerung eines Stellelements in einem Kraftfahrzeug
US6652579B1 (en) 2000-06-22 2003-11-25 Advanced Cardiovascular Systems, Inc. Radiopaque stent

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1988002064A1 (fr) * 1986-09-13 1988-03-24 Robert Bosch Gmbh Systeme pour le dosage regule d'air de combustion dans un moteur a combustion interne
EP0300479A2 (fr) * 1987-07-22 1989-01-25 Mitsubishi Denki Kabushiki Kaisha Système de commande de papillon d'accélérateur
EP0306769A1 (fr) * 1987-08-26 1989-03-15 Mitsubishi Denki Kabushiki Kaisha Appareil de commande de papillon avec limitation de déplacement relatif

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3620890A1 (de) * 1986-06-21 1987-12-23 Hella Kg Hueck & Co Drosselklappenstutzen
DE3712927A1 (de) * 1987-04-16 1988-11-03 Audi Ag Anordnung von drosselklappen im saugrohr einer brennkraftmaschine
DE3828687A1 (de) * 1987-09-03 1989-03-23 Volkswagen Ag Leerlauffuellungsregelung fuer eine brennkraftmaschine
DE3909396A1 (de) * 1989-03-22 1990-10-04 Bayerische Motoren Werke Ag Vorrichtung zur bemessung der leerlaufluft von brennkraftmaschinen

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1988002064A1 (fr) * 1986-09-13 1988-03-24 Robert Bosch Gmbh Systeme pour le dosage regule d'air de combustion dans un moteur a combustion interne
EP0300479A2 (fr) * 1987-07-22 1989-01-25 Mitsubishi Denki Kabushiki Kaisha Système de commande de papillon d'accélérateur
EP0306769A1 (fr) * 1987-08-26 1989-03-15 Mitsubishi Denki Kabushiki Kaisha Appareil de commande de papillon avec limitation de déplacement relatif

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2706971A1 (fr) * 1993-06-24 1994-12-30 Weber Srl
WO1995035440A2 (fr) * 1994-06-18 1995-12-28 Ab Elektronik Gmbh Dispositif de clapet de carburateur
WO1995035440A3 (fr) * 1994-06-18 1996-02-29 A B Elektronik Gmbh Dispositif de clapet de carburateur
US5752484A (en) * 1994-06-18 1998-05-19 Ab Elektronik Gmbh Throttle valve device

Also Published As

Publication number Publication date
DE4037502A1 (de) 1992-05-27
EP0488016A3 (en) 1993-07-14
DE59104780D1 (de) 1995-04-06
EP0488016B1 (fr) 1995-03-01
ES2069178T3 (es) 1995-05-01

Similar Documents

Publication Publication Date Title
DE3750462T2 (de) Drosselventil-Steuereinrichtung.
EP0389649B1 (fr) Papillon d'accélérateur
DE3720897C2 (fr)
DE4234117C2 (de) Regelvorrichtung mit einer Fehlfunktionserkennung zur Regelung einer Brennkraftmaschine
DE4430510A1 (de) Drosselvorrichtung für einen Verbrennungsmotor
DE68926459T2 (de) Überwachungssystem für ein fahrpedal-stellungssignal
DE69103002T2 (de) Drosselklappe.
DE3618594C3 (de) Vorrichtung zur Drosselklappensteuerung
DE4027066A1 (de) Vorrichtung zur regelung einer motorbetriebenen kraftfahrzeug-drosselklappe
EP0412237B1 (fr) Papillon
DE19725583B4 (de) Steuergerät zum Verhindern, daß eine Drosselklappe in ihrer voll geschlossenen Stellung blockiert
EP0269780B1 (fr) Dispositif de transmission de la position d'un élément de commande actionnable par le conducteur d'un véhicule
EP0427097A1 (fr) Soupape d'étranglement pour moteur à combustion interne
DE3813047A1 (de) Verstelleinrichtung fuer die drosselklappe einer gemischbildungseinrichtung fuer brennkraftmaschinen
DE3711779A1 (de) Drosselklappe
EP0488016B1 (fr) Dispositif de commande de la puissance d'un moteur à combustion interne notamment pour véhicule automobile
DE4411531B4 (de) Verfahren und Vorrichtung zur Steuerung eines Stellelements einer Antriebseinheit in einem Fahrzeug
EP0306641A1 (fr) Commande électrique de papillon pour moteur à combustion interne
DE4017045C2 (fr)
EP0523432A2 (fr) Dispositif de positionnement du papillon d'un moteur à combustion
EP0300153A2 (fr) Dispositif de réglage de charge
DE4129960C2 (de) Einrichtung zum Einstellen der Fahrgeschwindigkeit eines Kraftfahrzeuges
DE19721239A1 (de) Vorrichtung zur Betätigung der Drosselklappe eines Verbrennungsmotors
EP0454971B1 (fr) Positionneur de butée pour papillon des gaz
DE4442489C2 (de) Verfahren zur Überprüfung eines Antriebspotentiometers einer Vorrichtung zur Leistungsregelung einer Brennkraftmaschine

Legal Events

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

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): DE ES FR GB IT SE

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): DE ES FR GB IT SE

17P Request for examination filed

Effective date: 19931124

17Q First examination report despatched

Effective date: 19940812

ITF It: translation for a ep patent filed

Owner name: INTERPATENT ST.TECN. BREV.

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

RBV Designated contracting states (corrected)

Designated state(s): DE ES FR GB IT

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE ES FR GB IT

REF Corresponds to:

Ref document number: 59104780

Country of ref document: DE

Date of ref document: 19950406

REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2069178

Country of ref document: ES

Kind code of ref document: T3

GBT Gb: translation of ep patent filed (gb section 77(6)(a)/1977)

Effective date: 19950419

ET Fr: translation filed
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Effective date: 19951119

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

Ref country code: ES

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 19951120

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

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

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

26N No opposition filed
GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 19951119

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

Ref country code: FR

Payment date: 20001121

Year of fee payment: 10

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

Ref country code: DE

Payment date: 20011211

Year of fee payment: 11

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

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20020730

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

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

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20030603

REG Reference to a national code

Ref country code: ES

Ref legal event code: FD2A

Effective date: 19961213

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

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES;WARNING: LAPSES OF ITALIAN PATENTS WITH EFFECTIVE DATE BEFORE 2007 MAY HAVE OCCURRED AT ANY TIME BEFORE 2007. THE CORRECT EFFECTIVE DATE MAY BE DIFFERENT FROM THE ONE RECORDED.

Effective date: 20051119