GB2188372A - Liquid dispenser - Google Patents

Abstract

Push-button operation means for a liquid applicator comprising a push-button member and an inner stem together with resilient means within an outer stem, wherein a cam groove comprising a narrow groove portion and a wide groove portion with an aligned common side, is formed on an inner surface of the outer stem; a protrusion is provided on the push-button member or an outer surface of the inner stem and the resilient means serves to urge the push-button member and/or the inner stem to a position such that the protrusion is within the narrow groove. <IMAGE>

Description

SPECIFICATION A device for regulating an internal-combustion engine in a motor vehicle The invention relates to a device for regulating an internal-combustion engine in a motor vehicle, including an electrical desired-value transmitter adjustable, in operation, between an idling position and a full-load position via an accelerator pedal, with an actuator and an engine regulating member coupled mechanically thereto, the set position of the desired valuetransmitter being transmissibleon the one hand to the actuator via electrical transmission means, via which signals can be entered via further regulating variables, and on the other hand to there- gulating member via a mechanical transmission element operatively connected to the desired-value transmittervia a connecting lever.

A device of this type is known from German Offenl egungsschrift 3,307,968. In this known device the position ofthe connecting lever and the part ofthe mechanical transmission element connected fixedly to this is directly dependent on the position ofthe desired-value transmitter and therefore of the accelerator pedal.Consequently, although an emergency running property is ensured in the event of failure ofthe electrical transmission means, nevertheless, despite lost motion in the mechanical transmission element, it is possible to enter additional functions to only a limited extent, whilst the lost motion elements make it impossibleforthe position of the regulating memberto be returned accuratelyto the region of the desired-value transmittervia the mechanical transmission element, so that signals which are dependent on the position ofthe regulating memberandwhich are necessaryforoperating the internal-combustion engine orthe vehicle cannot be picked up in the region of the desired-value transmitter.

The object on which the invention is based isto develop the known device so that, without impairing the emergency running properties and the input of additional functions, it becomes possible to provide in the region of the desired-value transmitter a signal dependent on the position of the regulating member and intended for controlling the operation ofthein- ternal-combustion engine or of the motor vehicle.

According to the invention there is provided, a device for regulating an internal-combustion engine in a motor vehicle, including an electrical desired-value transmitter adjustable, in operation, between an idl ing position and a full-load position via an accelerator pedal, with an actuator and an engine regulating member coupled mechanically thereto, the set position of the desired-value transmitter being trans missible on the one hand to the actuator via electrical transmission means, via which signals can be ente red via further regulating variables, and on the other hand to the regulating membervia a mechanical transmission element operatively connected to the desired-value transmitter via a connecting lever, wherein, by means of a pivotable lever in the connection between the accelerator pedal and the desiredvaue transmitter and mounted on the latter or on a part connected fixedly thereto, the connecting lever is adapted to be entrained by the said pivotal lever during the adjustment ofthe latter in the direction of full load, whereas the connecting lever, between its full-load position and with the pivotal lever in posi tions less than its full load position is adjustable independently ofthe latter, a signal output for activating a powertransmission between the internal-combustion engine and the vehicle drive being connected to the connecting lever.

By means ofthe device according to the invention it is possible to control the internal-combustion en gine under emergency running conditions via the mechanical transmission element, without the input and transmission of additional functions to theregulating member being disturbed by the latter.

Furthermore, the device according to the invention offers the advantage that, under specific operating conditions, for example when the vehicle runs at a fixed driving speed, during which the position of the accelerator pedal differs from the position ofthe regulating member and during which the latter is criti cal for controlling vehicle units,for examplethe gear shift of an automatic transmission, the signal forthis control at the connecting lever is available at the desired-value transmitter.Thus, when the desired-value transmission is in an appropriate position, on vehicles in which either the device according to the invention or a purely mechanical linkage for regulating the internal-combustion engine is installed, the signal for controlling the vehicle unit is available in the same place and in the same form so that both the linkage between the acclerator pedal and the desired-value transmitter and the transmission device for the signal can have a completely identical design in both types of regulation thus resulting in a considerabe simplification in constructional terms.

If a gear-change circuit of an automatictransmission oracluthofa manual transmission is controllable via the said signal output, it becomes possible to control special parts in the power transmission ofthe motor vehicle.

Preferably, the transmission element comprises a connecting rod which in the pulling direction has no play and which in the pushing direction is adapted to be shortened against a resistance increasing in steps. By this design of the mechanical transmission element as part of the device according to the invention there is a rigid connection between the regulating member and the connecting lever, insofar as the latter is not adjusted further in the direction offull load than the regulating member, whilst it allows this differing adjustment to be made under normal driving conditions and at the same time makes it possible to transmit the adjustment under emergency running conditions.

Preferably, the connecting lever is mounted outside a regulating shaft ofthe desired-value transmit- ter and is connected to a regulating lever connected fixedly in terms of rotation to the regulating shaft. By this design,the regulating shaft, which on one hand hasto be mounted with permanentaccuracybe- cause of its direct interaction with the electrical parts ofthe desired value transmitter and on the other hand is difficult to mount because of the short length of the desired value transmitter, is relieved of all the forces exerted by the regulating devices.

Preferably, the desired-value transmitter, together with the connected levers, is fastened to the internal combustion engine orto a part connected fixedly to the latter. This design has the advantage that the entire regulating linkage between the accelerator pedal and the internal-combustion engine, togetherwith its transmission ratios, free plays, resistances andre- storing forces, can have the same design, irrespect ive ofwhether a purely mechanical regulating linkage or an electrical regulating system, as in the invention, is installed.

An embodiment of the invention will now be described byway of example with reference to the drawing in which: Figure 1 shows a plan view of a regulating device for an internal-combustion engine installed in a motor vehicle, and Figure 2 shows a side view ofthe device of Figure 1.

An accelerator pedal 2 mounted in a body part 1 of the motor vehicle actuates a longitudinal shaft3 which is mounted rotatable on the one hand in a body part 4 and on the other hand on the internalcombustion engine 5 shown diagrammatically. A rotation of the longitudinal shaft 3 is transmitted, via a lever6 and a rod 7, to a pivotal lever8which is mounted on a desired-value transmitter9 fastened to the internal-combustion engine 5. Fashioned in the pivotal lever 8 is a slot 10, into which engages a roller 11, preferably produced from plastic, which is fastened to one end of a regulating lever 12 connected at its other end fixedly in terms of rotation to a regulating shaft 13.By means ofthe regulating shaft 13, an electrical signal is generated in a known way within the desired-valuetransmitter9 as a function of its rotational position and is fed by means of the cable 14 as an electrical transmission means, via an electronicunit 15, to an actuator designed as aservomotor 16. This adjusts a regulating member designed as a throttle flap 19 by means of a rod 17 and an adjusting lever 18.

Via the electronic unit 15, it is possible to enter further control variables which are indicated by arrows 20 and which vary or replace completelythe regulating signal transmitted from the accelerator pedal 2 to the servo-motor 16. These control variables can be, for example, automatic speed regulation forthe vehicle or slip regulation for the vehicle wheels.

Furthermore, a mechanical connection can be made between the pivotal lever 8 and the adjusting lever 18 and consists of a connecting lever 21 and of a transmission element designed as a connecting rod 22. The connecting lever 21 is mounted rotatably on the regulating shaft 13 and rests by means of a plastic roller 23 attached to one of its ends against a guide track 24 of the pivotal lever 8.

The connecting rod 22, which is fastened to the connecting lever 21 near the roller 23, is of variable length, its maximum length corresponding to the distance between its fastening points on the connecting lever 21 and on the adjusting lever 18 in their idling position. Thus, if the adjusting lever 18 is shifted in the direction of full load than the pivotal lever 8,theconnecting lever 21 is taken up by the connecting rod 22, the roller 23 moving away from the guide track 24. Within the connecting rod 22, two compression springs 25 and 26 with greatly differing spring forces are arranged in series, so that the connecting rod 22 offers a resistance increasing in steps to a shortening of its length.The spring excursion ofthe weaker compression spring 25 is such that the strong compression spring 26 is only compressed when the connecting lever 21 reaches approximately half its full-load adjustment, with the adjusting lever 18 in the idling position.

Moreover, Bowden pull wire 27 leads from the connecting lever 21 to a shift lever 28 which belongs to an automatic trnnsmission 29 and via which a signal is entered in the transmission 29 for shift control via the position of the throttle flap 19 and con sequentlyvia the load of the internal combustion engine 5.

Under normal fault-free operating conditions, an adjustment ofthe acclerator pedal 2 is transmitted, via the pivotal lever 8 and the regulating lever 12, to the regulating shaft 13 which generates in the desired-value transmitter 9 an electrical signal fed via the cable 1 4to the servo-motor 16 which adjusts the throttle flap 19 via the adjusting lever 18. The connecting lever 21 and the connecting rod 22 are dragged along bythe pivotal lever 8 and adjusting lever 18, so that the load signal transmitted to the automatictransmission 29 by the Bowden puil wire 27 corresponds to the position of the throttle flap.

In the event of a fault, when the electrical reguiating system fails, emergency running is possible. If the servo-motor 16 is dead, when the acclerator pedal 2 is actuated, the connecting lever 21 is drag- ged along by the pivotal lever 8 and consequently rod 22 compressed, until the adjusting lever 18 and consequently the throttle flap 19 are adjusted as a result of the spring force ofthe strong compression spring 26. Driving at upto approximately halfthe load ofthe internal combustion engine is therefore possible.

When the vehicle is operating with automatic speed regulation, a signal is entered in the electronic unit 15 according to one ofthe arrows 20, and the throttle flap 19 is adjusted according to the signal by the servo-motor 16 via the adjusting lever 18. Since, under these operating conditions, the accelerator pedal 2 is conventionally held in the idling position or in a low-load position, the connecting lever 21, which is connected via the connecting rod 22 to the adjusting lever 18so asto befee of play in the pulling direction, comes away from the pivotal lever and assumes a position corresponding to the position of the throttle flap 19. The automatic transmission 29, too, is consequently shifted according to the actual load ofthe internal-combustion engine. Ifthe driver intervenes in the speed regulation by adjusting the acclerator pedal 2 further in the direction offull load than corresponds to the signal for automatic speed regulation, the connecting lever 21 is taken up both by the pivotal lever 8 and by the connecting rod 22, and the signal for the automatic transmission 29 is consequently also adapted.

Ifthe vehicle has automatic slip regulation for the vehicle wheels, in the event of excessive slip of a par ticularwheel, a signal corresponding to an arrow 20 is entered in the electronic unit 15 which causes the servo-motor 16 independently of the position ofthe accelerator pedal 2, the connecting rod 22 being compressed. As long as at the same time only the weak compression spring 25 takes effect, the restoring force exerted on the accelerator pedal 2 is only slight, but with an increasing difference between the position of the accelerator pedal and that of the throttle flap the restoring force exerted by the compressed connecting rod 22 increases, in such a way thatthe driver is obliged to ease off from the accelerator pedal 2 and thus adapt its position to that of the throttle flap 19. The shifting of the transmission 29, possibly not adapted to the position of the throttle flap underthese operating conditions, at least has no adverse influence on the driving behaviourofthe vehicle.

Claims (6)

1. A device for regulating an internal-combustion engine in a motor vehicle, including an electrical desired-value transmitter adjustable, in operation, between an idling position and a full-load position via an accelerator pedal, with an actuator and an engine regulating member coupled mechanicallythereto, the set position ofthe desired-value transmitter being transmissible on the one hand to the actuator via electrical transmission means, via which signals can be entered via further regulating variables, and on the other hand to the regulating member via a mechanical transmission element operatively connected to the desired-value transmitter via a connecting lever, wherein, by means of a pivotable lever in the connection between the acclerator pedal and the desired-value transmitter and mounted on the latter or on a part connected fixedly thereto, the connect- ing lever is adapted to be entrained by the said pivotal lever during the adjustment of the latter in the direction of a full load, whereas the connecting lever, between its full-load position and with the pivotal lever in positions less than its full load position is adjustable independently of the latter, a signal output for activating a powertransmission between the internal-combustion engine and the vehicle drive being connected to the connecting lever.

2. A device according to claim 1, wherein a gearchange circuit of an automatic transmission or a clutch of a manual transmission is controllable via the said signal output.

3. Adevice according to claim 1 or2,whereinthe transmission element comprises a connecting rod which in the pulling direction has no play and which in the pushing direction is adapted to be shortened against a resistance increasing in steps.

4. A device according to any one of claims 1 to 3, wherein the connecting lever is mounted outside a regulating shaft of the desired-value transmitter and is connected to a regulating lever connected fixedly in terms of rotation to the regulating shaft.

5. A device according to any one of claims 1 to 4, wherein the desired-value transmitter, together with the connected levers, is fastened to the internalcombustion engine orto a part connected fixediyto the latter.

6. A device for regulating an internal-combustion engine in a motor vehicle su bsta ntially as described herein with reference to, and as illustrated in, the ac- companying drawings.