EP0543965B1 - Regulateur pour moteurs a combustion interne - Google Patents

Regulateur pour moteurs a combustion interne Download PDF

Info

Publication number
EP0543965B1
EP0543965B1 EP92911473A EP92911473A EP0543965B1 EP 0543965 B1 EP0543965 B1 EP 0543965B1 EP 92911473 A EP92911473 A EP 92911473A EP 92911473 A EP92911473 A EP 92911473A EP 0543965 B1 EP0543965 B1 EP 0543965B1
Authority
EP
European Patent Office
Prior art keywords
additional
stop
control edge
internal combustion
full
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
EP92911473A
Other languages
German (de)
English (en)
Other versions
EP0543965A1 (fr
Inventor
Siegfried Ruthardt
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0543965A1 publication Critical patent/EP0543965A1/fr
Application granted granted Critical
Publication of EP0543965B1 publication Critical patent/EP0543965B1/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
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/08—Transmission of control impulse to pump control, e.g. with power drive or power assistance
    • F02D1/10—Transmission of control impulse to pump control, e.g. with power drive or power assistance mechanical
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/447—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston means specially adapted to limit fuel delivery or to supply excess of fuel temporarily, e.g. for starting of the engine

Definitions

  • the invention relates to a speed controller for internal combustion engines according to the preamble of claim 1.
  • a speed controller for internal combustion engines is already known from DE-PS 19 00 675.
  • This speed controller has a centrifugal force adjuster which generates an actuating force corresponding to the engine speed and which acts via a control linkage on a control rod serving for quantity control.
  • a tab is arranged between the control rod and the control linkage, which ends with a control lever.
  • a pushbutton is spring-mounted and swivel-mounted. This pushbutton interacts with a full load stop.
  • the sensing element scans a cam whose contour is modeled on the fuel consumption of the internal combustion engine.
  • the tab transmits this movement to the control rod. As a result, a full-load delivery rate corresponding to the desired torque curve of the internal combustion engine is achieved.
  • the sensing element is brought into a position via the control linkage which enables it to pivot under the full load stop, as a result of which the control rod comes into the starting position.
  • the starting quantity emitted by the fuel injection pump when starting is above the full-load delivery quantity, since condensation losses in the combustion chambers of the cold internal combustion engine are taken into account.
  • the metered starting quantity is overdimensioned due to no longer occurring condensation losses, the excess fuel fraction is burned incompletely and repelled as a soot cloud. This so-called warm start smoke burst is to be prevented because of the high demands that are placed on the exhaust gas quality today.
  • a speed controller for internal combustion engines with the features of the preamble of claim 1 is known from WO 87/03647.
  • the speed controller according to the invention with the characterizing features of claim 1 has the advantage that a temperature-dependent starting quantity and a full load quantity of the speed and the torque curve of the internal combustion engine can be directly assigned via an additional control edge of an additional stop and a sensing element influencing the quantity control element of the internal combustion engine. As a result, low-emission emissions values can be achieved during a warm start and the specific performance of the internal combustion engine in terms of its fuel consumption can be increased.
  • FIG. 1 shows a simplified illustration of a speed controller and FIG. 2 shows a partial section of the speed controller with stops for fuel metering in full-load operation and an actuator.
  • FIG. 1 the essential parts of an all-speed controller are shown.
  • the speed controller is attached to a fuel injection pump, of which only the housing 10, a camshaft 11 and a control rod 12 serving as a quantity control element are shown here.
  • the camshaft 11 is driven at a speed proportional to the number of revolutions of the internal combustion engine and drives a flyweight adjuster 13.
  • the centrifugal weight adjuster 13 has two centrifugal weights 14 which move under the effect of the centrifugal forces increasing with increasing rotational speed against the forces of regulating springs 16 and actuate a regulating sleeve 18 via angled lever 17.
  • the regulator sleeve 18 is provided with an annular groove 19 into which, as part of a regulator linkage 21, a regulating lever 22 engages with one end, while the other end of the regulating lever 22 is connected to a tab 23 of the regulating rod 12.
  • the control rod 12 is displaceable in the adjustment direction 24 indicated by a double arrow, a shift to the left resulting in an increasing injection quantity (+) and a shift to the right resulting in a decreasing injection quantity (-).
  • An additional support 28 is pivotally attached to the basic support 26 by means of an axle 29 fastened to the basic support 26. The pivotal movement of the additional support 28 is limited by two adjoining stops which are mounted next to one another in the cover 20, on the one hand by an actuator 31 and on the other hand by an adjusting screw 32 which, relative to the axis 29, is opposite the actuator 31.
  • the additional support 28 has, based on the full load stop 27, an additional stop 33 which is also designed as a cam and which is mounted on a bolt 34 in a bore 36 which is arranged at right angles to the axis 29 and on the other hand to the actuator 31 and to the adjusting screw 32 is.
  • Control edges are formed on the full-load stop 27 and on the additional stop 33 on the end face, facing away from the bore 36, on the one hand a full-load control edge 37 and on the other hand an additional control edge 38.
  • the two control edges 37, 38 can be non-positively acted upon by a sensing element 39, one end area of which is arranged approximately at right angles to the alignment of the control edges 37, 38 and the other end area of which is connected to the control lever 22.
  • the position of the sensing element 39 influences the position of the control lever 22 and thus indirectly the fuel injection quantity.
  • the additional stop 33 can be brought into a position by displacing the bolt 34 in the bore 36, in which it determines the position of the sensing element 39 instead of the full-load control edge 37 with its additional control edge 38.
  • the additional stop 33 is guided here by an adapter unit 41 fastened to the controller housing 25, the actuating movement of which is transmitted as a function of the charge air pressure of the internal combustion engine via an intermediate lever 42 to a pivot pin 43 on the additional stop 33.
  • the base support 26, which is fastened to the cover 20 by means not shown, is positioned vertically by spacer plates 46 inserted between the controller housing 25 and the cover 20, which serve to compensate for tolerances, while the horizontal positioning takes place via dowel pins, not shown.
  • the actuator 31 is designed as a temperature-controlled expansion element and, on the end, resting on the base support 26, has a plunger 47 which transmits the vertical actuating movement of the actuator 31.
  • the additional carrier 28 follows the actuating movements of the actuator 31 against the restoring force of a spring 48 which, relative to the axis 29, lies opposite the plunger 47.
  • the spring 48 is received in a bore 49 of the cover 20 and in a recess 50 of the additional carrier 28 lying in alignment with the bore 49.
  • the pivoting movement of the additional carrier 28 against the actuating force of the spring 48 is limited by the stop of the adjusting screw 32 on a base 51 of the recess 50.
  • the adjusting screw 32 is designed as a lockable adjusting screw and is used for the vertical positioning of the additional control edge 38 during the starting process, which is based on a cold operating temperature located internal combustion engine. This so-called cold start, which takes place at temperatures below the freezing point, is associated with a vertical displacement of the plunger 47 against the direction of the arrow 52. As a result, the additional support 26 pivots counterclockwise until the set screw 32 bears against the base 51. This position is referred to as a cold start lock.
  • the additional scanning surface 38 is displaced vertically in the direction of arrow 52 in such a way that it is outside the detection range of the sensing element 39, which is only shown schematically in FIG , limited starting position from a starting quantity stop, not shown. This process is called start approval.
  • the additional stop 33 is drawn in the two possible end positions.
  • the additional stop 33 is in the position shown in dash-dotted lines and is in the closest approximation to the position of the feeler element 39. Since the full-load fuel quantity is matched to the boost pressure in supercharged engines, the boost pressure is low in the lower speed range and therefore the weight of the air filling in the engine cylinders is low. The full load quantity must therefore also be adapted to the reduced air weight in the appropriate ratio.
  • the contour of the additional control edge 38 serves this purpose.
  • a warm start If the internal combustion engine is warmed up to operating temperature after the cold start and if the internal combustion engine is started again after a brief shutdown, this is referred to as a warm start.
  • the plunger 47 is displaced in the direction of the arrow 52 and the additional stop 33 is pivoted under the action of the spring 48 so that the additional control edge 38 lies in the detection range of the sensing element 39 and the sensing element 39 comes into contact with the additional sensing surface 35.
  • This position is referred to as the suction control position, in which there is no boost pressure and results in a reduced starting quantity compared to the cold start, which is measured so that all metered fuel can be burned and the emission of incompletely burned fuel is avoided with the formation of a so-called warm start smoke burst.
  • the additional control edge 38 has an auxiliary control edge 54 for these motors. This is shown in dotted lines in FIG. 2 and is set back so far with respect to the additional control edge 38 that during the warm start the sensing element 39 comes into a position which results in an increased fuel metering compared to the suction control position, the dimensioning of which allows these engines to be started.
  • the additional stop 33 can be adjusted by the adapter unit 41 under high load, corresponding to a high boost pressure, to such an extent that its additional control edge 38, based on the pushbutton 39, retracts to such an extent that the pushbutton 39 comes into contact with the stationary full-load control edge 37 of the full-load stop 27 and the course of the full-load control edge 37 determines the full-load delivery rate in this operating state of the fuel injection pump.
  • the actuator 31 is replaced by the spring 48 in a second exemplary embodiment and a memory spring is used instead of the original spring 48.
  • the memory spring has the property that its spring constant changes depending on the temperature. Different force ratios are possible with respect to the spring 48 replacing the actuator 31. In the cold start, the spring force of the spring 48 is greater than the spring force of the memory spring. The situation is reversed during a warm start. Depending on the temperature, this leads to different pivoting positions of the additional stop 33 and enables the same adjustment processes as in the embodiment shown.
  • a memory spring is used in the same way, but no adaptation unit 41 is used as in the illustrated exemplary embodiment.
  • This arrangement enables the same setting processes described above, but without the boost pressure function of the adaptation unit 41.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)

Abstract

Dans des régulateurs centrifuges de tous régimes qui commandent en fonction de la pression d'admission la pleine charge de la pompe correspondante d'injection de carburant, il faut réduire l'admission de démarrage à des températures élevées de fonctionnement du moteur à combusion interne afin d'éviter l'émission soudaine de fumée lors du démarrage à chaud. A cet effet, le régulateur de régime comprend outre un support de base (26) un support supplémentaire (28). Le support supplémentaire (28) est monté rotatif sur le support de base (26) et peut pivoter entre deux butées de régulation (31, 32). Outre une butée de pleine charge (27) située sur le support de base (26), le support supplémentaire (28) comprend une butée supplémentaire (33) déplacée transversalement au sens de rotation du support de base (26) en fonction de la pression d'admission par une unité d'adaptation (41). La butée de régulation (31) forme un organe de régulation (31) à commande thermique qui place la butée supplémentaire (33) de sorte qu'un organe capteur (39) dont la position est déterminante pour le dosage de carburant pousse la butée supplémentaire (33) hors de la zone de détection de l'organe capteur (39) à des températures réduites de fonctionnement du moteur à combustion interne, ce qui permet d'admettre les doses élevées requises de carburant, alors qu'en cas de démarrage à chaud, la butée supplémentaire (33) pénètre dans la zone de détection de l'organe capteur (39), limitant les doses de carburant et empêchant l'émission soudaine de fumée lors du démarrage à chaud.

Claims (8)

  1. Régulateur de vitesse de rotation pour des moteurs à combustion interne comprenant :
    - un régulateur centrifuge (13) muni de masselottes centrifuges (14) servant à la régulation de la vitesse de rotation, agissant contre la force développée par des ressorts de régulation (16) et créant une course de réglage d'un manchon de régulation (18) en fonction de la vitesse de rotation,
    - une liaison, prévue entre un organe de commande de quantité (12) et le manchon de régulation (18), permettant une modification quelconque de la quantité injectée, avec un levier de régulation (22) à variation de point d'appui par un levier de réglage,
    - une butée de pleine charge (27) de l'organe de commande de quantité (12) étant reliée à un boîtier de régulation (25), en étant montée sur un support de base (26), cette butée étant détectée par un organe de détection (39) relié au levier de régulation (22),
    - un support complémentaire (28) avec une butée complémentaire (33), le support (28) pivotant autour d'un axe (29) porté par le support de base (26) sous l'effet d'un organe de réglage (31) modifiant sa position en fonction de la température et qui peut être coulissé longitudinalement par une unité d'adaptation (41), transversalement à la direction de pivotement,
    - la butée de pleine charge (27) et une arête de commande complémentaire (38) de la butée complémentaire (33) étant détectées par un organe de détection (39) agissant sur l'organe de commande de quantité (12), l'arête de commande complémentaire (38) étant coulissée, à une température de démarrage à froid, par l'organe de régulation (31), hors de la zone d'action de l'organe de détection (39) et, à des températures supérieures à la température de démarrage à froid, lors du démarrage du moteur à combustion interne, l'arête de commande complémentaire (38) limite le mouvement de l'organe de détection (39) en direction d'une butée de quantité de démarrage,
    caractérisé en ce que
    le support de base (26) est bloqué verticalement, directement sur le boîtier de régulateur (25) par des plaques d'écartement (46) et horizontalement par des clavettes, la butée complémentaire (33) étant coulissante longitudinalement sur le support complémentaire (28), perpendiculairement à la direction de réglage de l'organe de réglage (31), et il est réglé directement par l'unité d'adaptation (41) en fonction de la pression d'alimentation du moteur à combustion interne.
  2. Régulateur de vitesse de rotation selon la revendication 1,
    caractérisé en ce qu'
    à la température de démarrage à froid, l'organe de détection (39) peut basculer en dessous de l'arête de commande complémentaire (38), et la limitation de l'attribution de la quantité de carburant, augmentée, liée à ce mouvement, est assurée par une butée de quantité de démarrage.
  3. Régulateur de vitesse de rotation selon la revendication 2,
    caractérisé en ce que
    la température de démarrage à froid est de préférence une température égale ou inférieure à la température de congélation de l'eau.
  4. Régulateur de vitesse de rotation selon la revendication 3,
    caractérisé en ce que
    la butée complémentaire (33) peut coulisser longitudinalement par l'intermédiaire d'un goujon (34) monté dans le support complémentaire (28), de préférence perpendiculairement à la direction de réglage de l'organe de réglage (31).
  5. Régulateur de vitesse de rotation selon l'une des revendications précédentes,
    caractérisé en ce que
    l'unité d'adaptation (41) transmet un mouvement de réglage à la butée complémentaire (33).
  6. Régulateur de vitesse de rotation selon la revendication 5,
    caractérisé en ce que
    l'unité d'adaptation (41) déplace la butée complémentaire (33) en fonction de la pression d'alimentation en air du moteur à combustion interne et, pour une faible pression d'alimentation en air, l'arête de commande complémentaire (38) prend une position décalée par rapport à l'arête de commande de pleine charge (37) et ainsi l'arête de commande complémentaire (38) se trouve dans la zone d'action de l'organe de détection (39) à la place de l'arête de commande de pleine charge (37).
  7. Régulateur de vitesse de rotation selon la revendication 3,
    caractérisé en ce que
    l'arête de commande complémentaire (38) comporte une arête de commande auxiliaire (54) permettant à l'organe de détection (39), lorsqu'il vient en butée contre l'arête de commande auxiliaire (54), de prendre une position de pivotement autorisant un dosage de carburant plus important.
  8. Régulateur de vitesse de rotation selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    l'organe de régulation (31) est un ressort à mémoire dépendant de la température.
EP92911473A 1991-06-19 1992-06-10 Regulateur pour moteurs a combustion interne Expired - Lifetime EP0543965B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4120352 1991-06-19
DE4120352A DE4120352C2 (de) 1991-06-19 1991-06-19 Drehzahlregler für Brennkraftmaschinen
PCT/DE1992/000480 WO1992022739A1 (fr) 1991-06-19 1992-06-10 Regulateur pour moteurs a combustion interne

Publications (2)

Publication Number Publication Date
EP0543965A1 EP0543965A1 (fr) 1993-06-02
EP0543965B1 true EP0543965B1 (fr) 1996-12-18

Family

ID=6434357

Family Applications (1)

Application Number Title Priority Date Filing Date
EP92911473A Expired - Lifetime EP0543965B1 (fr) 1991-06-19 1992-06-10 Regulateur pour moteurs a combustion interne

Country Status (5)

Country Link
US (1) US5307775A (fr)
EP (1) EP0543965B1 (fr)
JP (1) JPH06500616A (fr)
DE (2) DE4120352C2 (fr)
WO (1) WO1992022739A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR0147257B1 (ko) * 1993-12-24 1998-08-17 오오다 유다까 연료분사펌프 및 그 프리스트로우크 제어장치
US10865477B2 (en) 2016-02-08 2020-12-15 Illinois Tool Works Inc. Method and system for the localized deposit of metal on a surface
RU2696725C1 (ru) * 2018-05-11 2019-08-05 Игорь Владимирович Леонов Регулятор подачи топлива дизеля с турбонаддувом

Family Cites Families (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2213683A (en) * 1936-07-17 1940-09-03 Borg Warner Fuel feeding mechanism
US2902018A (en) * 1956-08-14 1959-09-01 Bosch Gmbh Robert Injection pump control arrangement
US3572304A (en) * 1968-09-27 1971-03-23 Bendix Corp Fuel injection pump
AT298880B (de) * 1968-10-17 1972-05-25 Bosch Gmbh Robert Fliehkraftregler für Drehzahlregelung von Brennkraftmaschinen
DE1900675C3 (de) * 1969-01-08 1975-06-12 Robert Bosch Gmbh, 7000 Stuttgart Fliehkraftregler zur Drehzahlregelung von Einspritzbrennkraftmaschinen
GB1328805A (en) * 1970-01-06 1973-09-05 Lucas Industries Ltd Fuel control apparatus for an engine fuel injection system
DE2003927A1 (de) * 1970-01-29 1971-08-12 Bosch Gmbh Robert Regeleinrichtung fuer das Kraftstoffluftgemisch bei mit Fremdzuendung arbeitenden Einspritzbrennkraftmaschinen
US3640259A (en) * 1970-06-12 1972-02-08 Alfa Romeo Spa Regulator for gasoline injection pumps
FR2194235A5 (fr) * 1972-07-26 1974-02-22 Sigma
DE2639961A1 (de) * 1976-09-04 1978-03-09 Bosch Gmbh Robert Drehzahlregler fuer einspritzbrennkraftmaschinen
JPS54112425A (en) * 1978-02-23 1979-09-03 Nippon Denso Co Ltd Internal combustion engine centrifugal governor
DE2814146A1 (de) * 1978-04-01 1979-10-11 Bosch Gmbh Robert Steuereinrichtung zur begrenzung der foerdermenge einer kraftstoffeinspritzpumpe fuer brennkraftmaschinen
DE2847572C2 (de) * 1978-11-02 1986-07-10 Robert Bosch Gmbh, 7000 Stuttgart Verteilerkraftstoffeinspritzpumpe für aufgeladene Dieselmotoren
JPS5958147A (ja) * 1982-09-24 1984-04-03 Diesel Kiki Co Ltd 分配型燃料噴射ポンプの噴射量補正装置
DE3439277A1 (de) * 1984-10-26 1986-04-30 Robert Bosch Gmbh, 7000 Stuttgart Drehzahlregler fuer kraftstoffeinspritzpumpen
WO1987003647A1 (fr) * 1985-12-06 1987-06-18 Robert Bosch Gmbh Regulateur de vitesse centrifuge pour moteurs a combustion interne
DE3731241C2 (de) * 1987-09-17 1995-05-18 Volkswagen Ag Nockensteueranordnung für einen Rollenstößel

Also Published As

Publication number Publication date
JPH06500616A (ja) 1994-01-20
DE59207719D1 (de) 1997-01-30
DE4120352A1 (de) 1992-12-24
DE4120352C2 (de) 1998-01-15
EP0543965A1 (fr) 1993-06-02
US5307775A (en) 1994-05-03
WO1992022739A1 (fr) 1992-12-23

Similar Documents

Publication Publication Date Title
DE4331201A1 (de) Drosselhebel-Positionssensor für einen Zweitaktmotor mit Kraftstoffeinspritzung
DE2358869A1 (de) Vergaser
DE2639961A1 (de) Drehzahlregler fuer einspritzbrennkraftmaschinen
DE2637520A1 (de) Regeleinrichtung fuer aufgeladene diesel-einspritzbrennkraftmaschinen
EP0249615B1 (fr) Regulateur de vitesse centrifuge pour moteurs a combustion interne
DE2656261C2 (de) Fliehkraftdrehzahlregler für Einspritzbrennkraftmaschinen
EP0543965B1 (fr) Regulateur pour moteurs a combustion interne
DE2757404C2 (fr)
EP0029019B1 (fr) Installation de régulation pour moteurs à combustion interne
DE3313632C2 (de) Leerlauf-Enddrehzahlregler für Einspritzpumpen an Brennkraftmaschinen
DE3242108C2 (fr)
EP0168586B1 (fr) Pompe d'injection de combustible
DE1751136A1 (de) Regeleinrichtung fuer die Kraftstoffoerderung bei Brennkraftmaschinen
DE3500341A1 (de) Drehzahlregler fuer kraftstoffeinspritzpumpen
DE3517974A1 (de) Kraftstoffeinspritzpumpe fuer brennkraftmaschinen
US20020053339A1 (en) Governor
EP0493399B1 (fr) Pompe d'injection de carburant pour moteurs a combustion interne
DE2428283A1 (de) Kraftstoffeinspritzpumpe fuer insbesondere fremdgezuendete brennkraftmaschinen
DE3322214A1 (de) Einspritzpumpe fuer brennkraftmaschinen
EP0385103B1 (fr) Régulateur pour moteurs à combustion interne
DE4209956A1 (de) Drehzahlregler für Kraftstoffeinspritzpumpen
EP0320617A2 (fr) Régulateur pour pompes à injection de combustible
DE4130379A1 (de) Treibstoffeinspritzeinrichtung
DE2449851C2 (de) Drehzahlregler für eine Kraftstoffeinspritzpumpen von Brennkraftmaschinen
AT390650B (de) Fliehkraftdrehzahlregler fuer brennkraftmaschinen mit automatischem regelstangenanschlag

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

17P Request for examination filed

Effective date: 19930121

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): DE FR GB IT

17Q First examination report despatched

Effective date: 19940429

GRAG Despatch of communication of intention to grant

Free format text: ORIGINAL CODE: EPIDOS AGRA

GRAH Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOS IGRA

GRAH Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOS IGRA

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR GB IT

ET Fr: translation filed
REF Corresponds to:

Ref document number: 59207719

Country of ref document: DE

Date of ref document: 19970130

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

Effective date: 19970602

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

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

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

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

Ref country code: GB

Payment date: 19980605

Year of fee payment: 7

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

Ref country code: GB

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

Effective date: 19990610

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 19990610

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

Ref country code: FR

Payment date: 20020622

Year of fee payment: 11

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

Ref country code: DE

Payment date: 20030725

Year of fee payment: 12

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: 20040227

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: 20050101

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: 20050610