EP0412237B1 - Throttle valve - Google Patents

Throttle valve Download PDF

Info

Publication number
EP0412237B1
EP0412237B1 EP90102060A EP90102060A EP0412237B1 EP 0412237 B1 EP0412237 B1 EP 0412237B1 EP 90102060 A EP90102060 A EP 90102060A EP 90102060 A EP90102060 A EP 90102060A EP 0412237 B1 EP0412237 B1 EP 0412237B1
Authority
EP
European Patent Office
Prior art keywords
stop
throttle flap
throttle valve
throttle
extension
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
EP90102060A
Other languages
German (de)
French (fr)
Other versions
EP0412237A1 (en
Inventor
Josef Büchl
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.)
Audi AG
Original Assignee
Audi AG
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 Audi AG filed Critical Audi AG
Publication of EP0412237A1 publication Critical patent/EP0412237A1/en
Application granted granted Critical
Publication of EP0412237B1 publication Critical patent/EP0412237B1/en
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

Definitions

  • the invention relates to a throttle valve for an internal combustion engine according to the preamble of claim 1.
  • Such a throttle valve is described in DE-A 37 11 779.
  • This known throttle valve is controlled by an actuator between the fully closed position (0 ° position) and the maximum open position, which is specified by a mechanical encoder.
  • the mechanical transmitter specifies the full closed position of the throttle valve, so the safety of a mechanical accelerator pedal is achieved when the possibilities of regulating an electronic accelerator pedal are exercised.
  • the maximum stop point for the opening of the throttle valve is mechanically predetermined, while the electronically controlled Servomotor keeps the opening angle of the throttle valve smaller than mechanically specified due to an association between the opening angle and the accelerator pedal position.
  • the stop pin assigned to the throttle valve an extension of the shaft that supports the throttle valve, can only come into contact with the stop point when emergency operation is activated. According to the invention it is provided that when the system is reached the parts are mechanically connected to one another, for example locked, and then the throttle valve is moved directly mechanically by the cable and is no longer set by the servomotor.
  • a spring is provided as an example of the snap-in connection mentioned above, but any other snap-in connections from the prior art are also possible.
  • a connection via magnets is also conceivable.
  • the first stop plate is known from EP-A 389649 mentioned above. When pressurized, it limits the mechanical resetting of the throttle valve to approximately 10-11 °, corresponding to a mixture throughput of approximately 60 kg / h. In the range between 0 and 11 °, the throttle valve is controlled solely by the servomotor. B. an idle charge control possible.
  • a second stop actuator which in the normal case has retracted its stop when pressure is applied and thus does not define a stop, ie it has no task.
  • the first stop actuator is deactivated and retracted due to a lack of pressure, so that the throttle valve is mechanical can also close below the 10-11 °, while the second stop actuator extends due to a lack of pressure and limits the closing angle of the throttle valve to an emergency running gap of approximately 5 °, corresponding to a pressure rate of approximately 15 kg / h. Mechanical idling is thus maintained, and at the same time there is contact and locking of the parts of the attachment point at this point.
  • the reference numeral 10 denotes a throttle valve which is installed in an intake manifold of an internal combustion engine, which in the illustration provided here would have to run vertically.
  • the throttle valve 10 is shown in the open state, it can be pivoted about a shaft 12, wherein a pivoting in the direction of arrow 100 would bring the throttle valve 10 into its open position.
  • the shaft 12 is bent at one end at an angle to a radial extension 16 which is positively connected in terms of movement to the throttle valve 10, in the continuation of its axis 14 the shaft of an actuating element 18 is provided coaxially, which has a drive lever 22 and an output lever 28.
  • the pivoting of the actuating part 18 is set via the drive lever 22, the output lever 28 transmits this pivoting in a manner to be described to the extension 16 which is positively connected in terms of movement to the throttle valve 10.
  • a return spring 24 also acts, the other end of which is articulated at point 26 on the motor side, this return spring 24, which is designed as a double spring for safety reasons, acts on the throttle valve 10 in its closed position.
  • the output lever 28 has a driving pin 30 which runs parallel to the axis 14 and is in contact with the extension 16.
  • a servomotor 42 is provided for regulating or controlling the throttle valve opening.
  • This servomotor 42 is controlled by electronics. This can be a slip control, for example.
  • the driving electronics further takes into account consumption-optimized characteristic curves and thus keeps the opening angle of the throttle valve 10 smaller than is mechanically possible, as will be explained in detail in connection with FIG. 2.
  • the electric motor 42 is activated. It actuates a shaft 40 which rotates in the opposite direction of the arrow 100.
  • a driver 38 is in abutment with a radial pin 36 and also rotates the shaft 12 in the direction of arrow 100.
  • the radial pin 36 and the driver 38 are connected to one another via a spring 32, which in normal operation contacts the pin 36 with the driver 38 holds.
  • the spring 32 can expand accordingly; this emergency operation is explained further below.
  • the spring 32 has a smaller spring force characteristic than the return spring 24, that is, it is softer.
  • An extension 50 of the output lever 28 of the actuator 18 has at its end 58 an adjustable stop screw 82, which comes into contact with a stop actuator bolt 56 of a stop actuator 54 during normal operation when the accelerator pedal is not actuated and thus limits the pivoting of the actuating part 18 in the closing direction of the throttle valve 10.
  • the stop actuator 54 can be designed as an electric motor or as a pressure can, its bottom 56 is extended when activated.
  • the actuating lever 18 is rotated in the direction of the open position of the throttle valve 10, that is to say in the direction of rotation of the arrow 100, by a pivot part 60 which can be pivoted by actuating a cable 20 which is connected to an accelerator pedal (not shown).
  • the shaft 12 of the throttle valve 10 the axis of rotation of the adjusting part 18 and the axis of rotation of the pivoting part 60 are aligned coaxially with one another.
  • a counter arm which is designed as an actuating lever 64, can be pivoted about this axis 14 with the aid of a pulley 62 which is engaged by the cable 20.
  • the actuating lever 64 has a driver 66 which presses on one side of the drive lever 22 of the actuating part 18 and thus moves this actuating part 18 in the direction of the open position.
  • a return spring 70 is provided which ensures that when the accelerator pedal is not actuated and thus when the cable 20 is loose, the pivoting part 60 is moved into its zero position.
  • a setpoint generator 72 which, as a sensor, emits an electrical signal that is representative of the load request that is generated by the driver when the accelerator pedal is actuated.
  • An actual value transmitter 68 which determines the actual degree of closure of the throttle valve 10, is assigned to either the shaft 12 or the shaft 40 and provides a value for the actual degree of throttle valve opening.
  • a disadvantage of this arrangement is that in emergency operation the servomotor must work against a strong return spring that maintains the system between the extension 16 and the driving pin 30.
  • the extension 16 is connected at one end to an extension arm 106, which comes into contact with the extended setting pin 104 of a second stop actuator 102.
  • the bolt 56 of the stop actuator 54 is extended and the bolt 104 of the stop actuator 102 is retracted, for example by hydraulic control.
  • the bolt 56 of the stop actuator 54 is retracted and the bolt 104 of the stop actuator 102 is extended.
  • extension 16 On its other side at the attachment point 90, the extension 16 carries a detent spring 101 which locks with the driver pin 30 when it comes into contact with the extension 16. Thus, extension 16 and driver pin 30 are connected to each other.
  • the first stop actuator 54 is deactivated, so that the output lever 28 could move to a position that corresponds to a throttle valve opening angle of 0 °.
  • the servomotor 42 is brought into its open position, it is not supplied with current.
  • the throttle valve 10 is now closed mechanically by releasing the accelerator pedal and moving the cable 20 and actuating the spring 24, the extension 16 and the driving pin 30 come into contact with one another at the attachment point 90, and the detent spring 101 wedges the two components.
  • the throttle valve is now pivoted purely mechanically through the now rigid connection in the attachment point 90 in the range between approximately 5 ° throttle valve angle (caused by the stop divider 102) and 90 ° throttle valve shaft angle (with the accelerator pedal fully depressed), the servomotor is no longer active.
  • the servomotor 42 sets the throttle valve 10 as a function of parameters between 0 ° and the angle specified by ⁇ 10.
  • the respective specifications apply to normal operation, that is to say extended stop plate 54 and retracted stop plate 102.
  • the output lever 28 is lifted off the bolt 56, the setting angle setting via the rope pulley 62, which is recorded via the setpoint potentiometer 72, corresponds to the angular position of the intermediate part 18. According to the predetermined characteristic curves, the actual position of the throttle valve 10 remains below this Angular value.
  • the actual opening angle ⁇ 10 of the throttle valve is in the range below 11 ° and is predetermined by the electronics.

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)
  • Lift Valve (AREA)
  • Fluid-Driven Valves (AREA)

Description

Die Erfindung betrifft eine Drosselklappe für eine Brennkraftmaschine gemäß dem Oberbegriff des Anspruchs 1.The invention relates to a throttle valve for an internal combustion engine according to the preamble of claim 1.

Eine derartige Drosselklappe ist in der DE-A 37 11 779 beschrieben. Diese bekannte Drosselklappe wird über einen Stellmotor zwischen der vollkommeh geschlossenen Stellung (0°-Stellung) und der maximalen Öffnungsstellung, die durch einen mechanischen Geber vorgegeben wird, gesteuert. Bei nicht betätigtem Gaspedal gibt der mechanische Geber die vollständige Schließstellung der Drosselklappe vor, es wird also die Sicherheit eines mechanischen Gaspedals bei Wahrnehmung der Möglichkeiten der Regelung eines elektronischen Gaspedals erreicht.Such a throttle valve is described in DE-A 37 11 779. This known throttle valve is controlled by an actuator between the fully closed position (0 ° position) and the maximum open position, which is specified by a mechanical encoder. When the accelerator pedal is not actuated, the mechanical transmitter specifies the full closed position of the throttle valve, so the safety of a mechanical accelerator pedal is achieved when the possibilities of regulating an electronic accelerator pedal are exercised.

In der nicht vorveröffentlichten EP-A- 389649 ist eine Fortbildung der Drosselklappe nach der DE-A 37 11 779 beschrieben, die die Integration eines Leerlauffüllungsreglers, einer Geschwindigkeitsregelanlage und einer Antischlupfregelung ermöglicht.In the unpublished EP-A-389649 a further development of the throttle valve according to DE-A 37 11 779 is described, which enables the integration of an idle charge controller, a speed control system and an anti-slip control.

Wünschenswert ist es, die Sicherheit der gattungsgemäßen Drosselklappe bei Ausfällen der Elektronik zu erhöhen und insbesondere einen komfortablen Notlaufbetrieb zu ermöglichen.It is desirable to increase the safety of the generic throttle valve in the event of electronics failure and, in particular, to enable comfortable emergency operation.

Die Aufgabe wird gelöst durch den kennzeichnenden Teil des Anspruchs 1.The object is achieved by the characterizing part of claim 1.

Erfindungsgemäß ist vorgesehen, daß der maximale Anschlagpunkt für die Öffnung der Drosselklappe mechanisch vorgegeben wird, während der elektronisch angesteuerte Stellmotor aufgrund einer Zuordnung zwischen dem Öffnungswinkel und der Gaspedalstellung den Öffnungswinkel der Drosselklappe geringer hält als mechanisch vorgegeben.According to the invention it is provided that the maximum stop point for the opening of the throttle valve is mechanically predetermined, while the electronically controlled Servomotor keeps the opening angle of the throttle valve smaller than mechanically specified due to an association between the opening angle and the accelerator pedal position.

Nur bei Aktivierung des Notlaufbetriebs kann dementsprechend der der Drosselklappe zugeordnete Anschlagstift, ein Fortsatz der Welle, die die Drosselklappe lagert, in Anlage an den Anschlagpunkt kommen. Erfindungsgemäß ist vorgesehen, daß mit Erreichen der Anlage die Teile mechanisch miteinander verbunden, beispielsweise verrastet werden, und daraufhin die Drosselklappe unmittelbar mechanisch durch den Seilzug bewegt wird und nicht mehr durch den Stellmotor eingestellt wird.Accordingly, the stop pin assigned to the throttle valve, an extension of the shaft that supports the throttle valve, can only come into contact with the stop point when emergency operation is activated. According to the invention it is provided that when the system is reached the parts are mechanically connected to one another, for example locked, and then the throttle valve is moved directly mechanically by the cable and is no longer set by the servomotor.

Bevorzugte Ausführungsformen sind in den Unteransprüchen beschrieben. Als Beispiel für die oben erwähnte Rastverbindung ist eine Feder vorgesehen, es sind jedoch auch beliebige andere Rastverbindungen aus dem Stand der Technik möglich. Auch eine Verbindung über Magnete ist denkbar.Preferred embodiments are described in the subclaims. A spring is provided as an example of the snap-in connection mentioned above, but any other snap-in connections from the prior art are also possible. A connection via magnets is also conceivable.

In einer bevorzugten Ausführungsform sind zwei Anschlagsteller vorgesehen. Der erste Anschlagsteller ist aus der oben genannten EP-A 389649 bekannt. Er begrenzt bei Druckbeaufschlagung die mechanische Rückstellung der Drosselklappe auf etwa 10-11°, entsprechend einem Gemischdurchsatz von etwa 60 kg/h. In dem Bereich zwischen 0 · und 11° wird die Drosselklappe allein über den Stellmotor geregelt, auf diese Weise ist z. B. eine Leerlauffüllungsregelung möglich.In a preferred embodiment, two stop plates are provided. The first stop plate is known from EP-A 389649 mentioned above. When pressurized, it limits the mechanical resetting of the throttle valve to approximately 10-11 °, corresponding to a mixture throughput of approximately 60 kg / h. In the range between 0 and 11 °, the throttle valve is controlled solely by the servomotor. B. an idle charge control possible.

Erfindungsgemäß ist ein zweiter Anschlagsteller vorgesehen, der im Normalfall bei Druckbeaufschlagung seinen Anschlag eingefahren hat und somit keinen Anschlag definiert, also keine Aufgabe hat. Im Notlauffall wird der erste Anschlagsteller durch fehlenden Druck deaktiviert und eingefahren, so daß die Drosselklappe mechanisch auch unter die 10-11° sich schließen kann, während der zweite Anschlagsteller durch fehlenden Druck ausfährt und den Schließwinkel der Drosselklappe auf einen Notlaufspalt von etwa 5°, entsprechend einem Drucksatz von etwa 15 kg/h, begrenzt. Damit ist ein mechanischer Leerlauf aufrechterhalten, und gleichzeitig ist in dieser Stelle eine Berührung und Verrastung der Teile des Anschlagpunktes gegeben.According to the invention, a second stop actuator is provided, which in the normal case has retracted its stop when pressure is applied and thus does not define a stop, ie it has no task. In the event of an emergency, the first stop actuator is deactivated and retracted due to a lack of pressure, so that the throttle valve is mechanical can also close below the 10-11 °, while the second stop actuator extends due to a lack of pressure and limits the closing angle of the throttle valve to an emergency running gap of approximately 5 °, corresponding to a pressure rate of approximately 15 kg / h. Mechanical idling is thus maintained, and at the same time there is contact and locking of the parts of the attachment point at this point.

Im folgenden wird die Erfindung anhand der Figuren erläutert, es zeigen:

Fig. 1
den Aufbau der Drosselklappe, und
Fig. 2
das Verhältnis zwischen der Gaspedalstellung und dem Öffnungswinkel der Drosselklappe.
The invention is explained below with reference to the figures, in which:
Fig. 1
the construction of the throttle valve, and
Fig. 2
the ratio between the accelerator pedal position and the throttle valve opening angle.

In der Figur 1 ist mit dem Bezugszeichen 10 eine Drosselklappe bezeichnet, die in ein Saugrohr einer Brennkraftmaschine eingebaut wird, das in der hier vorgesehenen Darstellung senkrecht verlaufen müßte. Die Drosselklappe 10 ist im geöffneten Zustand dargestellt, sie ist um eine Welle 12 schwenkbar, wobei ein Schwenk in Pfeilrichtung 100 die Drosselklappe 10 in ihre Öffnungsstellung bringen würde.In FIG. 1, the reference numeral 10 denotes a throttle valve which is installed in an intake manifold of an internal combustion engine, which in the illustration provided here would have to run vertically. The throttle valve 10 is shown in the open state, it can be pivoted about a shaft 12, wherein a pivoting in the direction of arrow 100 would bring the throttle valve 10 into its open position.

Die Welle 12 ist an ihrem einen Ende winkelig zu einem radialen, bewegungsmäßig mit der Drosselklappe 10 zwangsverbundenen Fortsatz 16 abgebogen, in der Fortsetzung ihrer Achse 14 ist die Welle eines Stellteiles 18 koaxial angeordnet vorgesehen, das einen Antriebshebel 22 sowie einen Abtriebshebel 28 aufweist. Über den Antriebshebel 22 wird die Verschwenkung des Stellteiles 18 eingestellt, der Abtriebshebel 28 überträgt diese Verschwenkung in einer noch zu beschreibenden Weise auf den bewegungsmäßig mit der Drosselklappe 10 zwangsverbundenen Fortsatz 16. Am Antriebshebel 22 oder, wie hier dargestellt, am Abtriebshebel 28, greift weiterhin eine Rückholfeder 24 an, deren anderes Ende am Punkt 26 motorseitig angelenkt ist, diese Rückholfeder 24, die aus Sicherheitsgründen als Doppelfeder ausgeführt ist, beaufschlagt die Drosselklappe 10 in ihre Schließstellung.The shaft 12 is bent at one end at an angle to a radial extension 16 which is positively connected in terms of movement to the throttle valve 10, in the continuation of its axis 14 the shaft of an actuating element 18 is provided coaxially, which has a drive lever 22 and an output lever 28. The pivoting of the actuating part 18 is set via the drive lever 22, the output lever 28 transmits this pivoting in a manner to be described to the extension 16 which is positively connected in terms of movement to the throttle valve 10. On the drive lever 22 or, as shown here, on the output lever 28, a return spring 24 also acts, the other end of which is articulated at point 26 on the motor side, this return spring 24, which is designed as a double spring for safety reasons, acts on the throttle valve 10 in its closed position.

Der Abtriebshebel 28 weist einen parallel zur Achse 14 verlaufenden Mitnehmerstift 30 auf, der mit dem Fortsatz 16 in Berührung steht. Zur Regelung oder Steuerung der Drosselklappenöffnung ist ein Stellmotor 42 vorgesehen. Dieser Stellmotor 42 wird angesteuert von einer Elektronik. Dabei kann es sich beispielsweise um eine Schlupfregelung handeln. Die ansteuernde Elektronik berücksichtigt weiterhin verbrauchsoptimierte Kennlinien und hält somit den Öffnungswinkel der Drosselklappe 10 kleiner als mechanisch möglich, wie im Zusammenhang mit Fig. 2 noch im einzelnen zu erläutern sein wird.The output lever 28 has a driving pin 30 which runs parallel to the axis 14 and is in contact with the extension 16. A servomotor 42 is provided for regulating or controlling the throttle valve opening. This servomotor 42 is controlled by electronics. This can be a slip control, for example. The driving electronics further takes into account consumption-optimized characteristic curves and thus keeps the opening angle of the throttle valve 10 smaller than is mechanically possible, as will be explained in detail in connection with FIG. 2.

Soll die Drosselklappe in Richtung ihrer Schließstellung beaufschlagt werden, wird der Elektromotor 42 angesteuert. Er betätigt eine Welle 40, die sich entgegen der Richtung des Pfeiles 100 dreht. Ein Mitnehmer 38 ist in Anschlag mit einem radialen Zapfen 36 und dreht die Welle 12 ebenfalls in Richtung des Pfeiles 100. Der Radialzapfen 36 und der Mitnehmer 38 sind über eine Feder 32 miteinander verbunden, die im Normalbetrieb den Zapfen 36 in Anlage an den Mitnehmer 38 hält. Wird jedoch die Drosselklappe 10 in ihre Öffnungsrichtung mechanisch entgegen der Anlagestellung zwischen Zapfen 36 und Mitnehmer 38 beaufschlagt, kann sich die Feder 32 entsprechend dehnen, dieser Notfallbetrieb wird weiter unten erläutert.If the throttle valve is to be actuated in the direction of its closed position, the electric motor 42 is activated. It actuates a shaft 40 which rotates in the opposite direction of the arrow 100. A driver 38 is in abutment with a radial pin 36 and also rotates the shaft 12 in the direction of arrow 100. The radial pin 36 and the driver 38 are connected to one another via a spring 32, which in normal operation contacts the pin 36 with the driver 38 holds. However, if the throttle valve 10 is mechanically loaded in its opening direction against the contact position between the pin 36 and the driver 38, the spring 32 can expand accordingly; this emergency operation is explained further below.

Wesentlich dabei ist, daß die Feder 32 eine kleinere Federkraftkennlinie als die Rückstellfeder 24 besitzt, also weicher ist.It is essential that the spring 32 has a smaller spring force characteristic than the return spring 24, that is, it is softer.

Eine Verlängerung 50 des Abtriebshebels 28 des Stellteils 18 besitzt an ihrem Ende 58 eine verstellbare Anschlagschraube 82, die im Normalbetrieb bei nicht betätigtem Gaspedal in Anlage an einen Anschlagstellerbolzen 56 eines Anschlagstellers 54 kommt und somit die Verschwenkung des Stellteiles 18 in Schließrichtung der Drosselklappe 10 begrenzt. Der Anschlagsteller 54 kann als Elektromotor oder als Druckdose ausgeführt sein, sein Boden 56 ist bei Aktivierung ausgefahren.An extension 50 of the output lever 28 of the actuator 18 has at its end 58 an adjustable stop screw 82, which comes into contact with a stop actuator bolt 56 of a stop actuator 54 during normal operation when the accelerator pedal is not actuated and thus limits the pivoting of the actuating part 18 in the closing direction of the throttle valve 10. The stop actuator 54 can be designed as an electric motor or as a pressure can, its bottom 56 is extended when activated.

Der Stellhebel 18 wird in Richtung Öffnungsstellung der Drosselklappe 10, also in der Drehrichtung des Pfeiles 100, durch ein Schwenkteil 60 verdreht, das sich durch Betätigung eines Seilzuges 20, der mit einem nicht dargestellten Gaspedal verbunden ist, verschwenken läßt.The actuating lever 18 is rotated in the direction of the open position of the throttle valve 10, that is to say in the direction of rotation of the arrow 100, by a pivot part 60 which can be pivoted by actuating a cable 20 which is connected to an accelerator pedal (not shown).

In der Figur 1 sind die Welle 12 der Drosselklappe 10, die Drehachse des Stellteiles 18 sowie die Drehachse des Schwenkteiles 60 koaxial zueinander ausgerichtet.In FIG. 1, the shaft 12 of the throttle valve 10, the axis of rotation of the adjusting part 18 and the axis of rotation of the pivoting part 60 are aligned coaxially with one another.

Um diese Achse 14 läßt sich mit Hilfe einer Seilscheibe 62, an der der Seilzug 20 angreift, ein Gegenarm, der als Stellhebel 64 ausgebildet ist, verschwenken. Der Stellhebel 64 besitzt einen Mitnehmer 66, der auf die eine Seite des Antriebshebels 22 des Stellteiles 18 drückt und dieses Stellteil 18 somit in Richtung Öffnungsstellung bewegt.A counter arm, which is designed as an actuating lever 64, can be pivoted about this axis 14 with the aid of a pulley 62 which is engaged by the cable 20. The actuating lever 64 has a driver 66 which presses on one side of the drive lever 22 of the actuating part 18 and thus moves this actuating part 18 in the direction of the open position.

Eine Rückholfeder 70 ist vorgesehen, die dafür Sorge trägt, daß bei nicht betätigtem Gaspedal und somit bei lockerem Seilzug 20 das Schwenkteil 60 in seine Nullage bewegt wird.A return spring 70 is provided which ensures that when the accelerator pedal is not actuated and thus when the cable 20 is loose, the pivoting part 60 is moved into its zero position.

Zugeordnet zu dem Schwenkteil 60 ist ein Sollwertgeber 72, der als Sensor auf elektrischem Wege ein Signal abgibt, das repräsentativ ist für die Lastanforderung, wie sie aufgrund der Betätigung des Gaspedales vom Fahrer erzeugt wird.Associated with the swivel part 60 is a setpoint generator 72 which, as a sensor, emits an electrical signal that is representative of the load request that is generated by the driver when the accelerator pedal is actuated.

Ein Istwertgeber 68, der den tatsächlichen Schließgrad der Drosselklappe 10 feststellt, ist entweder der Welle 12 oder der Welle 40 zugeordnet und liefert einen Wert für den tatsächlichen Drosselklappen-Öffnungsgrad.An actual value transmitter 68, which determines the actual degree of closure of the throttle valve 10, is assigned to either the shaft 12 or the shaft 40 and provides a value for the actual degree of throttle valve opening.

Die Funktion dieser Anordung ist in der EP-A- 389649 ausführlich beschrieben, auf diese Anmeldung wird deshalb, Bezug genommen.The function of this arrangement is described in detail in EP-A-389649, which is why reference is made to this application.

Nachteilig bei dieser Anordnung ist jedoch, daß im Notlauf der Stellmotor gegen eine starke Rückholfeder arbeiten muß, die die Anlage zwischen dem Fortsatz 16 und dem Mitnehmerstift 30 aufrechthält.A disadvantage of this arrangement, however, is that in emergency operation the servomotor must work against a strong return spring that maintains the system between the extension 16 and the driving pin 30.

Zur Überwindung dieses Nachteiles ist in der in Fig. 1 dargestellten Ausführungsform der Fortsatz 16 an seinem einen Ende mit einem Ausleger 106 verbunden, der an den ausgefahrenen Stellstift 104 eines zweiten Anschlagstellers 102 in Anlage kommt.To overcome this disadvantage, in the embodiment shown in FIG. 1, the extension 16 is connected at one end to an extension arm 106, which comes into contact with the extended setting pin 104 of a second stop actuator 102.

Im Normalbetrieb ist der Bolzen 56 des Anschlagstellers 54 ausgefahren und der Bolzen 104 des Anschlagstellers 102 eingefahren, beispielsweise durch hydraulische Ansteuerung. Im Notbetrieb, bei deaktivierten Anschlagstellern 54 und 102, ist der Bolzen 56 des Anschlagstellers 54 eingefahren und der Bolzen 104 des Anschlagstellers 102 ausgefahren.In normal operation, the bolt 56 of the stop actuator 54 is extended and the bolt 104 of the stop actuator 102 is retracted, for example by hydraulic control. In emergency operation, with the stop actuators 54 and 102 deactivated, the bolt 56 of the stop actuator 54 is retracted and the bolt 104 of the stop actuator 102 is extended.

An seiner anderen Seite im Anschlagpunkt 90 trägt der Fortsatz 16 eine Rastfeder 101, die mit dem Mitnehmerstift 30 verrastet, wenn dieser in Anlage an den Fortsatz 16 kommt. Damit sind Fortsatz 16 und Mitnehmerstift 30 miteinander verbunden.On its other side at the attachment point 90, the extension 16 carries a detent spring 101 which locks with the driver pin 30 when it comes into contact with the extension 16. Thus, extension 16 and driver pin 30 are connected to each other.

Selbstverständlich sind auch andere Möglichkeiten zur Verrastung als die Rastfeder 101 möglich, wesentlich für die Erfindung ist das Prinzip, daß mit der Anlage zwischen dem Mitnehmerstift 30 und dem Fortsatz 16 die beiden Teile miteinander verrasten.Of course, other options for locking than the detent spring 101 are possible, essential for the invention is the principle that with the system between the driving pin 30 and the extension 16, the two Lock parts together.

Wird nun ein Notfall erkannt, wird der erste Anschlagsteller 54 deaktiviert, somit könnte sich der Abtriebshebel 28 bis zu einer Stellung bewegen, die einem Drosselklappen-Öffnungswinkel von 0° entspricht.If an emergency is now recognized, the first stop actuator 54 is deactivated, so that the output lever 28 could move to a position that corresponds to a throttle valve opening angle of 0 °.

Dies wird jedoch verhindert durch den zweiten Anschlagsteiler 102, der im deaktivierten Zustand und seinen Anschlagstift 104 ausfährt und somit für den Fortsatz 16 einen Anschlag bildet, der Drosselklappenwinkel < 5° nicht mehr zuläßt, so daß der Leerlauf sichergestellt bleibt.However, this is prevented by the second stop divider 102, which extends in the deactivated state and its stop pin 104 and thus forms a stop for the extension 16, which no longer permits throttle valve angle <5 °, so that idling remains ensured.

Der Stellmotor 42 ist in seine Öffnungsstellung gebracht, er wird nicht mit Strom versorgt.The servomotor 42 is brought into its open position, it is not supplied with current.

Sobald jetzt die Drosselklappe 10 mechanisch durch ein Loslassen des Gaspedals und eine entsprechende Bewegung über den Seilzug 20 und die Beaufschlagung der Feder 24 geschlossen wird, kommen Fortsatz 16 und Mitnehmerstift 30 im Anschlagpunkt 90 miteinander in Berührung, und die Rastfeder 101 verkeilt die beiden Bauteile. Damit wird jetzt die Drosselklappe in dem Bereich zwischen etwa 5° Drosselklappenwinkel (hervorgerufen durch den Anschlagsteiler 102) und 90° Drosselklappenwellenwinkel (bei voll durchgetretenem Gaspedal) rein mechanisch durch die nunmehr starre Verbindung im Anschlagpunkt 90 verschwenkt, der Stellmotor ist nicht mehr aktiv.As soon as the throttle valve 10 is now closed mechanically by releasing the accelerator pedal and moving the cable 20 and actuating the spring 24, the extension 16 and the driving pin 30 come into contact with one another at the attachment point 90, and the detent spring 101 wedges the two components. The throttle valve is now pivoted purely mechanically through the now rigid connection in the attachment point 90 in the range between approximately 5 ° throttle valve angle (caused by the stop divider 102) and 90 ° throttle valve shaft angle (with the accelerator pedal fully depressed), the servomotor is no longer active.

Von Bedeutung dabei ist jedoch, daß im Normalfall die Abhängigkeit der Drosselklappenöffnung von der Gaspedalstellung in ihrer Kennlinie so eingestellt wird, daß kein linearer Zusammenhang besteht, sondern daß, wie in Fig. 2 dargestellt, der über den Stellmotor 42 eingestellte Öffnungswinkel der Drosselklappe 10 kleiner ist als aufgrund der mechanischen Vorgabe möglich. Ein derartiges Verhalten ist ohnehin für sparsamere Verbrauchswerte erwünscht, es wird gleichzeitig im Zusammenhang mit der vorliegenden Erfindung ausgenutzt, da im Normalfall somit der Fortsatz 16 mit dem Mitnehmerstift 90 nicht in Berührung kommen kann, da der Stellmotor die Drosselklappe 10 so weit geschlossen hält, daß stets ein Abstand zwischen Fortsatz 16 und Mitnehmerstift 30 verbleibt. Erst im Notlaufbetrieb können diese beiden Teile miteinander in Anschlag kommen.It is important, however, that in the normal case the dependency of the throttle valve opening on the accelerator pedal position is set in its characteristic curve in such a way that there is no linear relationship, but that, as shown in FIG. 2, the opening angle of the throttle valve 10 set via the servomotor 42 is smaller is possible due to the mechanical specification. Such behavior is anyway for more economical consumption values desired, it is used simultaneously in connection with the present invention, since in the normal case the extension 16 cannot come into contact with the driving pin 90, since the servomotor keeps the throttle valve 10 closed so that there is always a distance between the extension 16 and driving pin 30 remains. These two parts can only come into contact with one another in emergency operation.

In Fig. 2 ist in der Abszisse der Weg des Gaspedals aufgetragen, in der Ordinate die zugehörigen Öffnungswinkel. Die mit α 72 bezeichnete Kurve gibt die Abhängigkeit des Auslenkwinkels der Seilscheibe von der Gaspedalstellung an, die Kurve α 18 den Auslenkwinkels des Zwischenhebels, und die Kurve α 10 die maximale, der jeweiligen Gaspedalstellung zugeordnete Öffnungsstellung der Drosselklappe. Der Stellmotor 42 stellt die Drosselklappe 10 abhängig von Parametern ein zwischen 0° und dem durch α 10 vorgegebenen Winkel. Die jeweiligen Angaben gelten für den Normalbetrieb, also ausgefahrener Anschlagsteller 54 und eingefahrener Anschlagsteller 102.2 the path of the accelerator pedal is plotted in the abscissa, the associated opening angle is plotted in the ordinate. The curve labeled α 72 indicates the dependence of the deflection angle of the rope pulley on the accelerator pedal position, curve α 18 the deflection angle of the intermediate lever, and curve α 10 the maximum opening position of the throttle valve associated with the respective accelerator pedal position. The servomotor 42 sets the throttle valve 10 as a function of parameters between 0 ° and the angle specified by α 10. The respective specifications apply to normal operation, that is to say extended stop plate 54 and retracted stop plate 102.

Im Bereich größeren Gaspedalweges ist der Abtriebshebel 28 vom Bolzen 56 abgehoben, die Stellwinkelvorgabe über die Seilscheibe 62, die über das Sollwertpotentiometer 72 erfaßt wird, stimmt überein mit der Winkelstellung des Zwischenteiles 18. Entsprechend den vorgegebenen Kennlinien bleibt die tatsächliche Stellung der Drosselklappe 10 unterhalb dieses Winkelwertes.In the area of greater accelerator pedal travel, the output lever 28 is lifted off the bolt 56, the setting angle setting via the rope pulley 62, which is recorded via the setpoint potentiometer 72, corresponds to the angular position of the intermediate part 18. According to the predetermined characteristic curves, the actual position of the throttle valve 10 remains below this Angular value.

Im Bereich kleiner Gaspedalwege kommt der Abtriebshebel 28 in Anlage an den Bolzen 56, das Zwischenstück 18 behält einen Mindestauslenkwinkel von, wie oben erwähnt, ca. 11° bei. Die Seilscheibe schließt jedoch weiter, diese Sollvorgabe wird durch das Potentiometer 72 erfasst.In the area of small accelerator pedal travel, the output lever 28 comes into contact with the bolt 56, the intermediate piece 18 maintains a minimum deflection angle of, as mentioned above, approximately 11 °. However, the rope sheave continues to close, this target setting is detected by potentiometer 72.

Der tatsächliche Öffnungswinkel α 10 der Drosselklappe liegt im Bereich unterhalb 11° und ist durch die Elektronik vorgegeben.The actual opening angle α 10 of the throttle valve is in the range below 11 ° and is predetermined by the electronics.

Wichtig ist, daß über den Gesamtbereich die Kurve α 18 immer über der Kurve α 10 liegt, also der Mitnehmerstift 30 und der Fortsatz 16 nicht in Anlage kommen können. Erst im Notbetrieb ist die 11° Limitierung im Bereich kleiner Gaspedalwege für die Kurve α 18 aufgehoben, sie kann jetzt linear auf kleinere Werte abfallen. Die Kurve α 10 hingegen wird nunmehr durch den ausgefahrenen Bolzen 104 auf mindestens 5° beschränkt, somit können Fortsatz 16 und Mitnehmerstift 30 miteinander verrasten. Von diesem Augenblick an wird die Drosselklappe 10 im in Abhängigkeit von der Gaspedalstellung entsprechend der Linie α 72 bewegt.It is important that the curve α 18 is always above the curve α 10 over the entire area, that is to say the driving pin 30 and the extension 16 cannot come into contact. The 11 ° limitation in the area of small accelerator pedal travel for curve α 18 is only lifted in emergency operation; it can now drop linearly to smaller values. The curve α 10, however, is now limited by the extended bolt 104 to at least 5 °, so extension 16 and driver pin 30 can lock together. From this moment on, the throttle valve 10 is moved in accordance with the line α 72 depending on the accelerator pedal position.

Drückt bei Beendigung des Notlaufbetriebes, ebenso wie beim Startvorgang, der Stellmotor 42 auf den Radialzapfen 36, wird die Rastverbindung 101 wieder gelöst, und das System geht in seinen elektronisch gesteuerten Normalzustand über.If the servo motor 42 presses the radial journal 36 when the emergency operation is ended, just as during the starting process, the latching connection 101 is released again and the system changes to its electronically controlled normal state.

Aufgrund der Erfindung ist es auch bei Ausfall der Elektronik und des Stellmotors 42 möglich, die Drosselklappe 10 in gewohnter Weise über ein Gaspedal mechanisch auf den gewünschten Auslenkungsgrad einzustellen.On account of the invention, it is also possible, in the event of a failure of the electronics and the servomotor 42, to mechanically adjust the throttle valve 10 to the desired degree of deflection in the usual way via an accelerator pedal.

Claims (4)

  1. Throttle flap (10) for an internal-combustion engine, with
    a) a shaft (12), on which the throttle flap (10) is mounted,
    b) a stop (30), which limits the opening movement of the throttle flap (10) in the direction of the open position and which cooperates with an extension (16) connected to the shaft (12),
    c) a device (18, 60) for shifting the stop (30) in the direction of the opening position in response to the actuation of a mechanical cord pull (20) via the accelerator pedal,
    d) a spring (32) for loading the throttle flap (10) in the direction of the stop (30),
    e) a servomotor (42), which adjusts the degree of opening of the throttle flap (10) between the closed position and the maximum opening position defined by the stop (30),
    f) a return device (24), which, when the mechanical cord pull (20) is slack, loads the stop (30) in the direction of the closed position of the throttle flap (10),
    g) the loading of the throttle flap (10) by the spring (32) in the direction of the stop (30) being lower than the loading by the return device (24),
    h) a desired-value transmitter (72) and an actual-value transmitter (68) for the throttle-flap position, the actual-value transmitter (68) being assigned to the servomotor (42) or to the shaft (12),
    i) during normal operation, the servomotor (42) keeping the opening angle of the throttle flap (10) smaller than that predetermined by the stop (30),
    characterized
    k) in that there is provided a coupling element (101), which, in the emergency-running mode, in the event of failure of the electronics and if the extension (16) bears against the stop (30), makes a positive connection between the stop (30) and the extension (16) for the mechanical guidance of the throttle flap (10).
  2. Throttle flap according to Claim 1, characterized in that the coupling element is a catch spring (101) which catches when the extension (16) bears against the stop (30).
  3. Throttle flap according to Claim 1 or 2, with a first stop adjuster (54) which, during normal operation, adjusts the stop (30) to a throttle-flap position corresponding to an angular position of approximately 11°, characterized in that a second stop adjuster (102), which is inoperative during normal operation, is provided.
  4. Throttle flap according to Claim 3, characterized in that, in the emergency-running mode, the first stop adjuster (54) and the second stop adjuster (102) adjust the closing angle of the throttle flap (10) to approximately 5°.
EP90102060A 1989-08-10 1990-02-02 Throttle valve Expired - Lifetime EP0412237B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3926424A DE3926424A1 (en) 1989-08-10 1989-08-10 THROTTLE
DE3926424 1989-08-10

Publications (2)

Publication Number Publication Date
EP0412237A1 EP0412237A1 (en) 1991-02-13
EP0412237B1 true EP0412237B1 (en) 1993-11-03

Family

ID=6386854

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90102060A Expired - Lifetime EP0412237B1 (en) 1989-08-10 1990-02-02 Throttle valve

Country Status (5)

Country Link
US (1) US5076231A (en)
EP (1) EP0412237B1 (en)
JP (1) JP2781049B2 (en)
DE (2) DE3926424A1 (en)
ES (1) ES2045587T3 (en)

Families Citing this family (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3936875A1 (en) * 1989-11-06 1991-05-08 Hella Kg Hueck & Co THROTTLE VALVE FOR AN INTERNAL COMBUSTION ENGINE
DE4015353A1 (en) * 1990-05-12 1991-11-14 Vdo Schindling IC engine throttle control for idling speed range - uses spring-biased levers to prevent torque jumps from flap setting by electric motor drive
DE4027578A1 (en) * 1990-08-31 1992-03-05 Bosch Gmbh Robert LOAD ADJUSTMENT DEVICE, IN PARTICULAR FOR A VEHICLE
DE4028702A1 (en) * 1990-09-10 1992-03-12 Bosch Gmbh Robert ACTUATOR
DE4034575A1 (en) * 1990-10-31 1992-05-07 Vdo Schindling LOAD ADJUSTMENT DEVICE
US5165298A (en) * 1991-10-08 1992-11-24 General Motors Corporation Throttle cable linkage
DE4243893C2 (en) * 1991-12-26 1996-03-28 Hitachi Ltd Device for controlling a throttle valve of an internal combustion engine
US5311849A (en) * 1992-07-14 1994-05-17 Gas Research Institute Carburetor assembly for an internal combustion gas engine
DE4333701A1 (en) * 1993-10-02 1995-04-06 Vdo Schindling Device for controlling the power of an internal combustion engine
JP3161342B2 (en) * 1996-10-22 2001-04-25 トヨタ自動車株式会社 Throttle valve control device
US6758180B2 (en) 2001-12-04 2004-07-06 Delphi Technologies, Inc. Pinless roller finger follower
US7086379B2 (en) * 2004-07-07 2006-08-08 Buell Motorcycle Company Power control device and method for a motorcycle
JP4671356B2 (en) * 2005-05-02 2011-04-13 ヤマハ発動機株式会社 Saddle type vehicle
US20090007884A1 (en) * 2007-07-02 2009-01-08 Bunne Jonathan M Dual throttle assembly with electronic override
US7490590B1 (en) * 2008-03-27 2009-02-17 Ford Global Technologies, Llc Electronic throttle
AT507282B1 (en) * 2008-08-29 2013-04-15 Blum Gmbh Julius AUTOMATIC FURNITURE LOCK DETECTION
DE102014115954A1 (en) 2014-11-03 2016-05-04 Ktm Ag Throttle valve device for an internal combustion engine and thus provided motorcycle
WO2018094001A1 (en) * 2016-11-18 2018-05-24 Briggs & Stratton Corporation Electronic governor

Family Cites Families (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3019562A1 (en) * 1980-05-22 1981-11-26 Daimler-Benz Ag, 7000 Stuttgart DEVICE FOR CONTROLLING AN INTERNAL COMBUSTION ENGINE
DE3046624A1 (en) * 1980-12-11 1982-07-08 Pierburg Gmbh & Co Kg, 4040 Neuss MIXING PICTURES FOR INTERNAL COMBUSTION ENGINES
US4526060A (en) * 1982-09-28 1985-07-02 Ford Motor Company Carburetor throttle valve actuator
US4470396A (en) * 1982-12-02 1984-09-11 Mikuni Kogyo Kabushiki Kaisha Internal combustion engine control system with means for reshaping of command from driver's foot pedal
US4523060A (en) * 1983-11-17 1985-06-11 Advanced Input Devices, Inc. Combination keyboard
JPS60163731A (en) * 1984-02-07 1985-08-26 Nissan Motor Co Ltd Car speed controlling device
US4523565A (en) * 1984-03-30 1985-06-18 Aisin Seiki Kabushiki Kaisha Control system and method for a fuel delivery system
US4718380A (en) * 1985-05-27 1988-01-12 Nissan Motor Company, Limited System and method for controlling the opening angle of a throttle valve according to the position of an accelerator for an automotive vehicle
GB8615117D0 (en) * 1986-06-20 1986-07-23 Lucas Elect Electron Syst Throttle body control arrangement
JPH0762450B2 (en) * 1986-06-26 1995-07-05 トヨタ自動車株式会社 Slot valve control device for internal combustion engine
US4787353A (en) * 1986-09-24 1988-11-29 Honda Giken Kogyo Kabushiki Kaisha Throttle valve control apparatus for an internal combustion engine mounted on a vehicle
DE3641275A1 (en) * 1986-12-03 1988-06-16 Vdo Schindling DEVICE FOR TRANSMITTING THE POSITION OF A CONTROL ELEMENT OPERATING BY A VEHICLE DRIVER
JPS63121737U (en) * 1987-02-03 1988-08-08
JPH086611B2 (en) * 1987-03-26 1996-01-29 日産自動車株式会社 In-vehicle engine control device
DE3711779A1 (en) * 1987-04-08 1988-10-20 Audi Ag Throttle valve
JPH057472Y2 (en) * 1987-06-03 1993-02-25
JPS643239A (en) * 1987-06-25 1989-01-09 Mitsubishi Motors Corp Drive by-wire type throttle valve control device with fail-safe mechanism
ES2051912T3 (en) * 1989-03-25 1994-07-01 Audi Ag GAS BUTTERFLY.

Also Published As

Publication number Publication date
US5076231A (en) 1991-12-31
ES2045587T3 (en) 1994-01-16
JP2781049B2 (en) 1998-07-30
DE59003310D1 (en) 1993-12-09
DE3926424A1 (en) 1991-02-14
JPH0370827A (en) 1991-03-26
EP0412237A1 (en) 1991-02-13

Similar Documents

Publication Publication Date Title
EP0412237B1 (en) Throttle valve
EP0389649B1 (en) Throttle valve
DE3720897A1 (en) REGULATING DEVICE FOR A THROTTLE VALVE IN AN INTERNAL COMBUSTION ENGINE
DE4011182A1 (en) THROTTLE
DE4027066A1 (en) DEVICE FOR REGULATING A MOTOR OPERATED MOTOR VEHICLE THROTTLE VALVE
EP0269780B1 (en) Transmission system for the position of a control element operable by the driver of a vehicle
EP0483448B1 (en) Load control apparatus
DE3936875A1 (en) THROTTLE VALVE FOR AN INTERNAL COMBUSTION ENGINE
DE3222363C2 (en)
DE3711779A1 (en) Throttle valve
EP0378737B1 (en) Load-adjusting device
EP0378736B1 (en) Load-adjusting device
DE4222457C2 (en) Device for controlling the opening angle of a throttle valve in an internal combustion engine
EP0456904B1 (en) Power output control apparatus
DE3628538C2 (en) Arrangement for a motor vehicle for engaging in the connection between an operating element and a control element which determines the output of the internal combustion engine of the motor vehicle
EP0421047B1 (en) Load control apparatus
DE4221768C2 (en) Method and device for controlling an adjusting device in a vehicle
EP0390961B1 (en) Positioning device for a throttle valve
EP0478884B1 (en) Load control apparatus
EP0454971B1 (en) Stop actuator for throttle valve
EP0540811B1 (en) Positioning device for throttle valve
DE4022345A1 (en) Regulator coupling for engine throttle control - has operation provided by mechanical and electromechanical system
DE4014555A1 (en) LOAD ADJUSTMENT DEVICE
DE19721239A1 (en) Choke flap actuating arrangement for internal combustion engines
DE4125766C2 (en) Actuating device for a power control element of a motor vehicle engine

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: 19900202

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): DE ES FR IT SE

17Q First examination report despatched

Effective date: 19920731

ITF It: translation for a ep patent filed

Owner name: DE DOMINICIS & MAYER S.R.L.

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE ES FR IT SE

REF Corresponds to:

Ref document number: 59003310

Country of ref document: DE

Date of ref document: 19931209

ET Fr: translation filed
REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2045587

Country of ref document: ES

Kind code of ref document: T3

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
EAL Se: european patent in force in sweden

Ref document number: 90102060.2

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

Ref country code: SE

Payment date: 20010221

Year of fee payment: 12

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

Ref country code: FR

Payment date: 20010222

Year of fee payment: 12

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

Ref country code: DE

Payment date: 20010309

Year of fee payment: 12

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

Ref country code: SE

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

Effective date: 20020203

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

Ref country code: ES

Payment date: 20020211

Year of fee payment: 13

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: 20020903

EUG Se: european patent has lapsed

Ref document number: 90102060.2

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: 20021031

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: ES

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

Effective date: 20030203

REG Reference to a national code

Ref country code: ES

Ref legal event code: FD2A

Effective date: 20030203

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: 20050202