GB2186024A - Automotive engine output control linkage with a wheel slip override - Google Patents
Automotive engine output control linkage with a wheel slip override Download PDFInfo
- Publication number
- GB2186024A GB2186024A GB08701013A GB8701013A GB2186024A GB 2186024 A GB2186024 A GB 2186024A GB 08701013 A GB08701013 A GB 08701013A GB 8701013 A GB8701013 A GB 8701013A GB 2186024 A GB2186024 A GB 2186024A
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- GB
- United Kingdom
- Prior art keywords
- pedal
- lever
- control
- ofthe
- levers
- 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
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
- B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle
- B60K28/16—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle responsive to, or preventing, skidding of wheels
- B60K28/165—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle responsive to, or preventing, skidding of wheels acting on elements of the vehicle drive train other than the propulsion unit and brakes, e.g. transmission, clutch, differential
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
- B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle
- B60K28/16—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle responsive to, or preventing, skidding of wheels
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- 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
- F02D11/04—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by mechanical control linkages
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
A control pedal 1 is connected to the output determining member, e.g. throttle valve 5, through levers 6,7 or discs having respective stops 9,10 urged into engagement by a spring 8. A device 11 responsive to wheel spin is connected to the lever 7 or disc to provide relative movement between the levers or discs when wheel slip is detected in order to reduce engine output. One of the levers (19, Fig. 2) may form an extension of the pedal lever (1') and a kick-down switch (31, Fig. 4) and a cruise control (32) may be permanently coupled to the pedal to be unaffected by and not affect the override. A freewheel between the lever 7 and the device 11 prevents the device from stopping pedal initiated power output reduction. <IMAGE>
Description
SPECIFICATION
Device for automotive vehicles with traction control
This invention relates to a device for automotive vehicles with traction control, which device is for controlling the drive power of a vehicle drive motor during a control period in dependence on the rotational behaviour of the driven wheels, and comprises a transmission device interposed into the path of force transmission from a drive control pedal, for example an accelerator pedal or a control lever, to a control member of an engineofthevehicle,forex- amplethethrottle-flap of an internal-combustion engine, the adjusting leverofaspark-ignition engine or the like, at which transmission device a traction control unit is engaging.
Traction cdntrol devices are used in order to pre ventspinning of the driven wheels of a vehicle as a consequence of an excessive drive force. This situ ation mayoccuronslipperyroadsurfaceswhendep- ressing the accelerator pedal only a little. This is because in the presence of an excessive traction slip, the adherence between tyres and road surface is lost, whereby starting or accelerating becomes impos- sible and from which may ensue loss of driving st abilityandlorsteerability,this depending on the type of drive the vehicle has.
It has already been proposed fortraction control to activate the brakes of the driven wheels when an excessive traction slip occurs and to subsequently or simultaneouslytherewith intervene in the path of torquetransmission from the accelerator pedalto the control member of the drive motor by means of a traction control unit which is controlled in dependence on the rotational behaviour of the driven wheels. In the ideal case, the engine power output is modulated to adopt a value which results in an optimum traction slip.
Acombination of anti-lock brake systemswith traction control devices is advisable because highcost components, namely wheel sensors, electronic circuits, auxiliary-pressure supply systems etc., can be used both for brake slip control and fortraction control. West German published patentapplication 3021116 describes a traction control device, wherein a controllable drag link is arranged in the rod assembly between the accelerator pedal and the throttle-flap of an internal-combustion engine. This drag link contains a piston guided in a cylinder and displaceable by the introduction of auxiliary pressure.This has the result that the rod assembly is shortened and, thereby, there is a resetting ofthe throttle-flap and thus a reduction of the drive power ofthe vehicle engine. However, it may not be accomplished thereby that the accelerator pedal is disengaged completelyfrom the engine's adjusting member. Moreover, the effort required for manu- facture is rather high.
Besides, it has already been proposed to arrange an adjusta bl e stop at the accelerator pedal of a vehicle (West German published patent application 31 37 664). This stop is composed of either a bellows or a lever at a piston guided in a hydraulic cylinder. The accelerator pedal and thus the throttle-flap ofthe drive motor coupled to the pedal can be reset by these means by the introduction of auxiliary pressure. Herein, too, a complete disengagement between accelerator pedal and control member during control actions cannot be accomplished despite the relatively great expenditure.
It is an object of the present invention to overcome the described disadvantages ofthe known traction control systems and to develop a device of the type initially referred to which can be realised with little effort and which disengages the drive control pedal from the engine's control member such that during the control action even a still further depression of the pedal is ad missi ble without having effect on the traction control. Besides, there is the demand that, in each control period, a resetting of the drive control pedal will lead instantaneously to a corresponding reaction, that means to a partial or complete resetting ofthe control member.
Systems are frequently desired for automotive vehicles wherein subsystems engage atthetransmission device which transmits the actuating force from the drive control pedal to the engine's control member, the said subsystems being for instance cruise control arrangements maintaining the speed constant, kick-down switches or the like. There may occur problems since these subsystems partly countract the traction control or have adverse effects thereon in any other fashion. Likewise such difficu Ities are to be overcome with structurally simple means by a special embodiment of this invention.
According to the present invention there is provided a device for automotive vehicles with traction control,which device is for controlling the drive power of a vehicle drive motor during a control period in dependence on the rotational behaviour of the driven wheels, and comprises a transmission device interposed into the path of force transmission from a drive control pedal to a control memberofan engine ofthevehicle, at which transmission device a traction control unit is engaging, characterised in that the transmission device comprises two pivotably supported levers which are coupled by spring force in the actuating direction of the pedal and by mutual stops in the resetting direction, one ofthe levers being in engagement with the drive control pedal, while the second lever is engaged with the control member as well as with the traction control unit, the said second lever during control action being adapted to be pivoted underthe action ofthe traction control unit in opposition to the direction for force transmission on pedal actuation.
It has thus proved that the above demands can be satisfied in a surprisingly simple and technically advanced manner.
Consequently, the present invention affords to obtain the demanded complete disengagement during control action by a constructively very simple device comprising as essential components merely two levers coupled in a defined manner, while it is ensured nevertheless that resetting ofthe pedal will have immediate effect on the engine's adjusting (control) member.
Should vehicles with the subsystems described above be concerned, it is proposed to articulate at least part of the subsystems at the transmission device between the drive control pedal and the lever engaged with this pedal. It will be achieved thereby that e.g. high forces caused by a kick-down switch need not be received bythe spring which couples the two levers. The force generated by the traction control unit and acting uponthesecond lever as well as the feedbackforce at the accelerator pedal will be reduced considerably thereby. If the kick-down switch were articulated at a throttle-flap, the kick-down signal would be removed in a traction slip control action as soon as the traction control unit shuts off the throttle-flap.This would have as a consequence a shift-up ofgearwith a correspondingly strong torque reduction at the wheel. This would terminate the traction slip control action and releasethethrottleflap again which would lead to a backshiftofthegear due to the kick-down signal and to a periodicshiftto and fro of the automatic gear during the control action. Difficulties of this type are eliminated by the invention.
Another advantage of the inventive solution resides in that, despite the fact that a cruise control maintaining the speed constant is performed independently ofthe traction control, the cruise control is not able to put the traction control influencing the engine out offunction when both controls are effected simultaneously. In the device according to the invention, the spring coupling the two levers is but required to compensate the throttle-flap resetting spring and possible frictions in the system. Resulting therefrom is a considerably reduced adjusting force and a markedly reduced pedal position feedback. The kickdown switch remains switched as along as the driver requires the throttle fully open so that periodic shifting is avoided during the traction control.In the event of simultaneous operation of cruise control and traction control influencing the engine, therewill be obtained cruise control 'governed by traction control'.
Another favourable embodiment of this invention consists in that, on actuation of the drivge control pedal, a tractive force is transmittable via the transmission device onto the control member of the vehicle engine, with the pedal force acting directly upon the one lever ofthetransmission device, from the one levervia a coupling spring upon the second lever and from the second lever upon the control member, and wherein on pedal resetting both levers move into engagement via the mutual stops and return the control member entirely or partially into the initial position irrespective of the instantaneous position ofthetraction control unit.
On the other hand, the actuating force ofthe drive control pedal can likewise be transmitted by means of presure, that means via a rod assembly or hydraulically, onto the one lever of the transmission device directly coupled to the pedal and from said one lever via a decoupling spring onto the second lever. From the second lever, now the actuating force can be supplied further on to the control member either by pull or push- depending on the design of the path of transmission.
A particularly simple embodiment of this invention results from that the transmission device is structurally united with the drive control pedal,with the pedal and the levers of the transmission device being pivotable about a joint axis. The drive control pedal and the one lever of the transmission device, namely that one directly coupled with the pedal, can likewise be designed integrally or can be interconnected rigidly.
The traction control unit can be brought into en gagementwith the second leverthrough a Bowden cable our a rod assembly which, when the pedal is reset, allows resetting irrespective of the instantaneous position ofthetraction control unit.
Another embodiment of the invention is such that the traction control unit is coupled with the second lever via a gearbox with a free-wheeling device which admits a resetting ofthe second lever and thus of the engine's control member when the pedal is reset.
Expediently, a resetting spring engages at the transmission device, in particular at the engine's control member.
In another embodiment of the invention, the pivot ablysupported levers are arranged atan acute angle to each other in their stop position. It is possible to design the pivotably supported levers in the form of concentrically supported discs, wherein in each case the levers are represented by the radial connection between the fulcrum point and the point of application of the coupling spring and the rod assembly and the Bowden cables, respectively.
Embodiments ofthe invention will now be described with reference to the accompanying drawings, in which Figure lisa schematic, simplified view ofthe most important components of a device according tothe invention in connection with thethrottle-fiap of an internal-combustion engine,
Figure2 is a schematic, simplified view of an embodiment comprising a lever assembly structurally integrated in the accelerator pedal,
Figure 3 is a schematic, simplified view of an embodiment wherein the traction control unit is via a gear in engagement with the leveradaptedto be decoupled, and
Figure 4 is a schematic, simplified view of a device comprising subsystems.
According to Figure 1, the device is substantially composedofa drive-control pedal 1, namely the ac celeratorpedal of an automotivevehicle, of Bowden cables or rod assemblies 2, 3forforcetransmission, of a control (adjusting) member 4 of an internalcombustion engine, of which on ly the throttle-flap 5 arranged in an intake manifold is symbolically illustrated, as well as of a pedal-side lever 6 and a decoupling lever 7. The levers 6,7 are positioned relative to one another buy a coupling spring 8 and by stops 9, 10. Moreover, the device includes a traction control unit 11 which is able to entirely or partially resetthe decoupling lever 7, the adjusting member4andthus the throttle-flap 5 into the inactive position in opposition to the adjusting direction initiated on actuation ofthe pedal 1. Thetwo levers 6 and 7 are supported pivotably about a joint axis 12. Finally, there is provided a resetting spring 13 which turns the throttle- flap 5 back into the inactive position after release of the accelerator pedal 1 or relief of the Bowden cable 3 transmitting the tractive force from the decoupling lever 7 to the control member4.
The traction control unit 11 communicates with a non-illustrated, preferably electric or hydraulic auxiliary energy source and is driven as soon as the traction slip of a driven wheel is too high.The information requiredfor governing the traction control unit 11 is obtained, for instance, by means of sensors monitoring the rotational behaviour of the wheels, and is transformed into control signals orcontrol commands by means of hard-wired or programmed electric circuits.
In the embodiment according to Figure 1, thetrac- tion control unit 11 is composed of a rotor 14driven by the auxiliary-energy source and adapted to be brought into engagementwith an actuating leverl6 through a clutch 15. The actuating lever 16 is operatively connected with the decoupling lever7 via a drawbar 17. Afreewheeling device (not illustrated) is disposed between the rotor 14 and the clutch 15 our a corresponding guidance ofthe drawbar 17 atthe pointofapplication 18 ofthe actuating lever 16and ensures that when the accelerator pedal 1 is released the decoupling lever 7 is reset from any position whatsoever until thethrottle4lap 5 closes.As long as the traction control unit 11 is not in operation, furthe rmore,theactuating lever 16 and/orthe drawbarl7 are not to inhibit torsion ofthe decoupling lever7to the left and thus opening ofthethrottle-flap5.
The device according to Figure 1 operates as follows:
When the accelerator pedal 1 is depressed, the pedal-side lever 6 is drawn to the left via the Bowden cableorthe rod assembly 2. Asthetwo levers are coupled through the spring 8, the decoupling lever7 followsthis movement and opensthethrottle-flap 5.
Thetwo levers 6 and 7 continue to rest against one another.
Should nowthetraction slip exceed a maximum value, the traction control unit 11 will intervene. The actuating lever 16 will be swivelled to the right by an angle calculated by the (non-illustrated) electronics.
The decoupling lever7followsthis movementand, thereby, resets the control member 4 and the throttle-flap 5, by a defined amount. As a result, the output ofthe drive motor will be reduced con tinuouslystep by step to arrive atthe value admis- sible in viewoftraction slip.
The pedal-side lever 6 maintains the position it had prior to commencement of the control. The two stops 9 and 10 are spaced apart. Aforce opposing the pedal actuation is transmitted via the coupling spr- ing 8, thus the driver is informed about the com mencement oftraction control. A possible increase of the pedal-actuating force is received by the coupling spring 8 and does not affect the position of the throttle-flap 5 in this control period.
When the pedal 1 is released, the levers 6,7 reassume their abutment position. The decoupling lever7isresetsofaruntilthethrottle-flap5closes again underthe influence ofthe resetting spring 13 and, that is to say, irrespective ofthe instantaneous position of the traction control unit 1 1 andtheactuating lever 16, respectively.
The unit shown in Figure 2 in principle has the same mode offunction. Since in this examplethe pedal 1' is designed integrally with a lever 19 and said lever 19 is via a decoupling spring 20 in engagement with a decoupling lever 21, the control member 4' and thethrottle4lap 5' will be pivoted in the direction of an increase of the engine output immediately an actuating force is applied on the pedal 1'. Thetraction control unit 11' is similartothe unit 11 according to Figure 1. In the unit according to Figure 2, solely theforcecontrollingtheenginetorque istransmitted via a drawbar or via a Bowden cable 22 directly onto the control member 4' of the throttle-flap 5'.As the adjusting lever ofthe control member 4' is in engagementwith the decoupling lever 21 via a Bowden cable or a rod assembly 23, in the traction control period thetwo stops 24,25 ofthe levers 19,21 will be spaced apart so that only the decoupling spring 20 transmits a throttle-flap resetting force initiated by thetraction control unit 11' onto the pedal 1'. Release or resetting ofthe pedal 1' ' again, results in abutment ofthe two stops 24,25 on each other and, underthe influence of the resetting spring 13' at the control member 4', in partial or complete closure ofthe throttle-flap 5' - depending on the magnitude ofthe residual pedal force.
The embodiment of Figure 3 is similarto the described embodiment according to Figure 1, with the exception that in this case the traction control unit 27 is in engagement with the decoupling lever7 via a gearbox comprising gears 28, 29,30. Intermediate the gears 29 and 30, a freewheeling device is inserted which allows the decoupling lever7 to pivotthe right, that means in the direction of closure ofthe throttle-flap 5, when the pedal 1 is relieved.
Finally, Figure 4 displays an embodimentwherein subsystems, namely a kick-down switch 31 and a cruise control 32, engage at the transmission device.
Said subsystems 31 and 32 are articulated at the pedal-side lever 34 via their actuating elements 43, 44,45.
Again,the accelerator-pedal actuating force is transmitted via a Bowden cable or a drawbar 33 onto the pedal-side lever 34 and from it via a coupling spring 35 onto a decoupling lever 36 which supplies this tractive force further on via a rope or a rod assembly 37 to an adjusting mem ber 38 and a th rottle-flap 39.
The throttle-flap 39 is disposed in the intake manifold of an internal-combustion engine 40 illustrated only symbolically. The traction control unit 41 (only indicated schematically) applies an adjusting force on the decoupling lever36 via a Bowdencableora drawbar42.
The mode offunction ofthe device, apart from its influence on the subsystems 31,32, corresponds to the mode offriction of the embodiment of Figure 1.
In the normal case, i.e. in the absence of any traction control action, the actuating force applied on the pedal 1 istransmitted onto the throttle-flap 39 inthe manner described above. Since the kick-down switch 31 engages at the lever 34, the marked increase of the force of the Bowden cable which is caused by the switch will have effect only in thefirst partofthetransmission path; a Bowden cable force increased by the kick-down switch 31 will occur only in the Bowden cable and in the drawbar 33, respectively.
On commencement of traction control, the traction control unit 41 exerts a tractive force on the Bowden cable orthe drawbar42. The throttle-flap 39 will be closed partiallyorcompletelyas a result. In this arrangement, the kick-down switch 31 remains switched as long as the driver requires the throttle to be fullyopen so that periodic shifting is avoided during traction control. The cruise control 32, too, is uncoupled duetothisarrangementfromtheforceexer- ted bythetraction control unit41 and transmitted onto the decoupling lever 36so that the traction control influencing the engine cannot be put out offunc- tion by the cruise control.
Claims (14)
1. A device for automotive vehicles with traction control, which device is for controlling the drive power of a vehicle drive motor during a control period in dependence on the rotational behaviour of the driven wheels, and comprises a transmission device interposed into the path of force transmission from a drive control pedal to a control member of an engine of the vehicle, at which transmission device a traction control unit is engaging, characterised in that the transmission device comprises two pivotably supported levers (6,7,19,21,34,36) which are coupled by spring force in the actuating direction of the pedal and by mutual stops in the resetting direction, one (6,9,34) of the levers being in engagement with the drive control pedal (1, 1'), while the second lever (7,21,36) is engaged with the control member (4,5,38,39,4',5') as well as with the traction control unit (11,11', 27,41), the said second lever (7,21,36) during control action being adapted to be pivoted underthe action ofthetraction control unit (11,11', 27,41) in opposition to the direction forforcetransmission on pedal actuation.
2. A device as claimed in claim 1, wherein the drive control pedal comprises an accelerator pedal oracontrol lever and/orwherein the control member comprises a throttle-flap of an internal combustion engine or an adjusting leverofa spark-ignition en- gine.
3. Adevice as claimed in claim 1, characterised in that, on actuation ofthe drive control pedal (1,1'), a tractive force is transmittable via the transmission device onto the control member (4,5,4', 5', 38,39) of the vehicle engine (40), with the pedal force acting directly upon the one lever (6,9,34) ofthetransmission device, and from the one lever via a coupling spring (8,20,35) upon the second lever (7,21,36) and from the second lever upon the control member (4,5, 4', 5', 38, 39), and wherein on pedal resetting both levers move into engagement via the mutual stops (9, 10,24,25) and return the control member entirely or partially into the initial position irrespective ofthe instantaneous position of the traction control unit (11,11',27,41).
4. A device as claimed in claim 1, characterised in that, on actuation of the drive control pedal (1, '), a tractive force or compressive force can be transmitted onto the one lever (6, 19,34) ofthe transmission device directly engaged with the pedal and from said one lever via a decoupling spring (8,20,35) onto the second lever (6,21,36).
5. A device as claimed in any one of claims 1 to4, characterised inthatthetransmission device isstructurally united with the drive control pedal (1 '),with the pedal and the levers (19,21) of the transmission device being pivotable about a joint axis.
6. A device as claimed in claim 5, characterised in thatthe drive control pedal (1') and the one lever(19) ofthe transmission device are designed integrally or are interconnected rigidly.
7. A device as claimed in any one of claims 1 to 6, characterised in that the traction control unit (11, 11', 27,41) is in engagement with the second lever (7,21, 36) ofthetransmission device through a Bowden cableora rod assembly(16, 17, 18,22,42)which, when the pedal is reset, allows resetting irrespective ofthe instantaneous position ofthetraction control unit(11,11',27,41).
8. A device as claimed in any one of claims 1 to 6, characterised in thatthetraction control unit (27) is coupled with the second lever (7) via a gearbox(28, 29,30) with a freewheeling device which admits resetting ofthe second lever (7) and thus of the control member (5) when the pedal is reset.
9. A device as claimed in any one of claims 1 to 8, wherein subsystems are engaged atthetransmission device, characterised in that at least part ofthe subsystems (31,32) is articulated atthetransmission device intermediate the drive control pedal (1) and the one lever (34) directly engaged with the pedal (1).
10. A device as claimed in claim 9, wherein the subsystems comprise a cruise control and/or a kickdown switch.
11. A device as claimed in any one of claims 1 to 10, characterised in that a resetting spring (13,13') engages at the engine's control member (4,4', 5,5', 38,39).
12. A device as claimed in any one of claims 1 to 11,characterised in that the pivotably supported levers (6,7; 19,21; 34,36), in their position ofabut- ment, are arranged relative to one another at an acute angle.
13. A device as claimed in any one of claims 1 to 12, characterised in that the pivotably supported levers (6,7, 19,21,34,36) are comprised by con centrically supported discs.
14. A device for controlling automotive vehicles with traction control substantially as herein described with reference to and as illustrated in Figure 1,
Figure 2, Figure 3 or Figure 4 ofthe accompanying drawings.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE3602793 | 1986-01-30 | ||
| DE3602862 | 1986-01-31 | ||
| DE19863608751 DE3608751A1 (en) | 1986-01-30 | 1986-03-15 | DEVICE FOR MOTOR VEHICLES WITH DRIVE CONTROL |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| GB8701013D0 GB8701013D0 (en) | 1987-02-18 |
| GB2186024A true GB2186024A (en) | 1987-08-05 |
| GB2186024B GB2186024B (en) | 1989-12-20 |
Family
ID=27193958
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB8701013A Expired GB2186024B (en) | 1986-01-30 | 1987-01-19 | Device for automotive vehicles with traction control |
Country Status (3)
| Country | Link |
|---|---|
| DE (1) | DE3608751A1 (en) |
| FR (1) | FR2597418A1 (en) |
| GB (1) | GB2186024B (en) |
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0359405A1 (en) * | 1988-09-12 | 1990-03-21 | General Motors Corporation | Vehicle traction control apparatus and method |
| EP0369178A2 (en) * | 1988-11-17 | 1990-05-23 | Robert Bosch Gmbh | Device to influence the position of a command organ of a combustion engine |
| WO1990012701A1 (en) * | 1989-04-21 | 1990-11-01 | Robert Bosch Gmbh | Device for motor vehicles, with forward-drive control and constant-travel-speed control |
| US4972817A (en) * | 1988-09-23 | 1990-11-27 | Robert Bosch Gmbh | Apparatus having a control motor for intervention into a transmission device |
| US5020496A (en) * | 1989-10-18 | 1991-06-04 | Robert Bosch Gmbh | Apparatus having a control motor for intervention into a force transmission device |
| US5065722A (en) * | 1989-10-18 | 1991-11-19 | Robert Bosch Gmbh | Apparatus having a control motor for intervention into a force transmission device |
| US5107811A (en) * | 1989-10-18 | 1992-04-28 | Robert Bosch Gmbh | Apparatus having a control motor for intervention into a force transmission device |
| US5172667A (en) * | 1990-09-29 | 1992-12-22 | Robert Bosch Gmbh | Apparatus for controlling the power drive of a vehicle |
| WO1994029138A1 (en) * | 1993-06-09 | 1994-12-22 | Automotive Products Plc | Fuel supply control |
| FR2751441A1 (en) * | 1996-07-16 | 1998-01-23 | Peugeot | Pedal linkage mechanism for controlling vehicle accelerator and cable |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01111540A (en) * | 1987-10-26 | 1989-04-28 | Nissan Motor Co Ltd | Constant speed running device for vehicle |
| DE4003293A1 (en) * | 1990-02-03 | 1991-08-08 | Bayerische Motoren Werke Ag | Limiting power output of vehicle engine - involves adjustable stop to limit opening of throttle |
| DE4111644C2 (en) * | 1991-04-10 | 2003-01-30 | Bayerische Motoren Werke Ag | Method for controlling the gear change of a motor vehicle automatic transmission |
| DE4126770A1 (en) * | 1991-08-13 | 1993-02-18 | Bayerische Motoren Werke Ag | Control linkage with motor-driven override for IC engine throttle - has self-restricting worm drive coupling two setting elements for common or individual movement |
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| GB1080809A (en) * | 1964-03-17 | 1967-08-23 | Stanley Williams Deane | Apparatus for the remote electronic control of vehicle speeds |
| US4531489A (en) * | 1979-05-04 | 1985-07-30 | Sturdy Truck Equipment, Inc. | Engine governor with reference position for throttle limiter |
| US4532901A (en) * | 1979-05-04 | 1985-08-06 | Sturdy Truck Equipment, Inc. | Engine governor with fast reference positioning and slow opening and closing movement of throttle limiter |
| EP0174662A1 (en) * | 1984-09-13 | 1986-03-19 | Nippondenso Co., Ltd. | Vehicle running control system |
| EP0176283A1 (en) * | 1984-09-12 | 1986-04-02 | Sturdy Truck Equipment, Inc. | Cable transfer device with lost motion coupling for governors |
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| AT292474B (en) * | 1968-03-25 | 1971-08-25 | Daimler Benz Ag | Device for preventing driven vehicle wheels from spinning, in particular for motor vehicles |
| DE3021116A1 (en) * | 1980-06-04 | 1981-12-10 | Robert Bosch Gmbh, 7000 Stuttgart | DEVICE FOR CONTROLLING THE DRIVE IN A MOTOR VEHICLE WITH ANTI-BLOCKING PROTECTION SYSTEM |
| DE3337664A1 (en) * | 1983-10-17 | 1985-05-02 | Bayerische Motoren Werke AG, 8000 München | DEVICE FOR SLIP LIMITATION OR PREVENTION OF DRIVED WHEELS OF A MOTOR VEHICLE |
-
1986
- 1986-03-15 DE DE19863608751 patent/DE3608751A1/en not_active Withdrawn
-
1987
- 1987-01-19 GB GB8701013A patent/GB2186024B/en not_active Expired
- 1987-01-29 FR FR8701053A patent/FR2597418A1/en not_active Withdrawn
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1080809A (en) * | 1964-03-17 | 1967-08-23 | Stanley Williams Deane | Apparatus for the remote electronic control of vehicle speeds |
| US4531489A (en) * | 1979-05-04 | 1985-07-30 | Sturdy Truck Equipment, Inc. | Engine governor with reference position for throttle limiter |
| US4532901A (en) * | 1979-05-04 | 1985-08-06 | Sturdy Truck Equipment, Inc. | Engine governor with fast reference positioning and slow opening and closing movement of throttle limiter |
| EP0176283A1 (en) * | 1984-09-12 | 1986-04-02 | Sturdy Truck Equipment, Inc. | Cable transfer device with lost motion coupling for governors |
| EP0174662A1 (en) * | 1984-09-13 | 1986-03-19 | Nippondenso Co., Ltd. | Vehicle running control system |
| GB2168427A (en) * | 1984-12-13 | 1986-06-18 | Ae Plc | Fuel control connecting mechanism with speed-responsive override |
Cited By (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0359405A1 (en) * | 1988-09-12 | 1990-03-21 | General Motors Corporation | Vehicle traction control apparatus and method |
| US4972817A (en) * | 1988-09-23 | 1990-11-27 | Robert Bosch Gmbh | Apparatus having a control motor for intervention into a transmission device |
| EP0369178A2 (en) * | 1988-11-17 | 1990-05-23 | Robert Bosch Gmbh | Device to influence the position of a command organ of a combustion engine |
| US4944268A (en) * | 1988-11-17 | 1990-07-31 | Robert Bosch Gmbh | Apparatus for varying the position of a control device of an internal combustion engine |
| EP0369178A3 (en) * | 1988-11-17 | 1991-04-03 | Robert Bosch Gmbh | Device to influence the position of a command organ of a combustion engine |
| WO1990012701A1 (en) * | 1989-04-21 | 1990-11-01 | Robert Bosch Gmbh | Device for motor vehicles, with forward-drive control and constant-travel-speed control |
| US5020496A (en) * | 1989-10-18 | 1991-06-04 | Robert Bosch Gmbh | Apparatus having a control motor for intervention into a force transmission device |
| US5065722A (en) * | 1989-10-18 | 1991-11-19 | Robert Bosch Gmbh | Apparatus having a control motor for intervention into a force transmission device |
| US5107811A (en) * | 1989-10-18 | 1992-04-28 | Robert Bosch Gmbh | Apparatus having a control motor for intervention into a force transmission device |
| US5172667A (en) * | 1990-09-29 | 1992-12-22 | Robert Bosch Gmbh | Apparatus for controlling the power drive of a vehicle |
| WO1994029138A1 (en) * | 1993-06-09 | 1994-12-22 | Automotive Products Plc | Fuel supply control |
| GB2284019A (en) * | 1993-06-09 | 1995-05-24 | Automotive Products Plc | Fuel supply control |
| GB2284019B (en) * | 1993-06-09 | 1996-06-26 | Automotive Products Plc | Fuel supply control |
| FR2751441A1 (en) * | 1996-07-16 | 1998-01-23 | Peugeot | Pedal linkage mechanism for controlling vehicle accelerator and cable |
Also Published As
| Publication number | Publication date |
|---|---|
| GB2186024B (en) | 1989-12-20 |
| GB8701013D0 (en) | 1987-02-18 |
| FR2597418A1 (en) | 1987-10-23 |
| DE3608751A1 (en) | 1987-08-06 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 19930119 |