EP0172349A2 - Device for improving the running behaviour of a vehicle and its internal combustion engine - Google Patents

Device for improving the running behaviour of a vehicle and its internal combustion engine Download PDF

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Publication number
EP0172349A2
EP0172349A2 EP85107389A EP85107389A EP0172349A2 EP 0172349 A2 EP0172349 A2 EP 0172349A2 EP 85107389 A EP85107389 A EP 85107389A EP 85107389 A EP85107389 A EP 85107389A EP 0172349 A2 EP0172349 A2 EP 0172349A2
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EP
European Patent Office
Prior art keywords
combustion engine
internal combustion
motor vehicle
fuel
pump
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP85107389A
Other languages
German (de)
French (fr)
Other versions
EP0172349B1 (en
EP0172349A3 (en
Inventor
Hermann Dr. Dipl.-Ing. Eisele
Gerhard Dipl.-Ing. Stumpp
Wolf Ing. Grad. Wessel
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Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0172349A2 publication Critical patent/EP0172349A2/en
Publication of EP0172349A3 publication Critical patent/EP0172349A3/en
Application granted granted Critical
Publication of EP0172349B1 publication Critical patent/EP0172349B1/en
Expired legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/04—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered by mechanical means dependent on engine speed, e.g. using centrifugal governors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/08—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined
    • F02M41/10—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor
    • F02M41/12—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor
    • F02M41/123—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor characterised by means for varying fuel delivery or injection timing
    • F02M41/125—Variably-timed valves controlling fuel passages
    • F02M41/126—Variably-timed valves controlling fuel passages valves being mechanically or electrically adjustable sleeves slidably mounted on rotary piston
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1015—Engines misfires

Definitions

  • the invention is based on a method for improving the running behavior, in particular for reducing the jerking of a motor vehicle according to the preamble of the main claim. It has been found that many motor vehicles start to jerky when the accelerator pedal is quickly depressed in order to accelerate or decelerate. Such an unpleasant, even dangerous driving behavior can be traced back to the drive train of the motor vehicle consisting of gears, shafts and wheels, which, like a spring, alternately absorbs and releases energy when the internal combustion engine changes torque. This interplay is stronger, the faster the torque of the internal combustion engine changes. In order to dampen the jerking of a motor vehicle, it is therefore desirable to dampen the vibration of the vehicle drive train when there are changes in torque.
  • the method according to the invention with the characterizing features of the main claim has the advantage that the motor vehicle is gently accelerated and decelerated by counter-coupling the relative movement of the internal combustion engine and the amount of fuel supplied to it, even when the accelerator pedal is jerkily moved to accelerate or decelerate, so that excessive storage of power in the drivetrain is omitted.
  • FIG. 1 shows an internal combustion engine arranged in a vehicle body with an injection pump in simplified front view
  • FIG. 2 shows the injection pump according to FIG. J in longitudinal section
  • FIG. 3 shows a mechanical actuating device for the injection pump according to FIG. 2 in plan view
  • FIG. 4 shows a hydraulic actuating device for the injection pump Figure 2 simplified in section
  • Figure 5 shows a second embodiment of a hydraulic actuator for the injection pump simplified in section.
  • An internal combustion engine 1 is mounted or suspended upright in the body 2 of a motor vehicle on flexible buffers 3, so that it can pivot within certain limits, in particular about its axis of rotation 4 in the event of rapid changes in load or torque.
  • the internal combustion engine 1 is supplied with fuel by an injection pump 5 attached to it and driven by it.
  • Such a fuel injection pump is shown and described for example in DE-PS 21 58 689.
  • a pump drive shaft 7 is mounted in the housing 6 of the injection pump 5 for a multi-cylinder internal combustion engine. This is coupled to an end cam disk 8, which carries as many cams 9 as the internal combustion engine has cylinders.
  • the track of the cam disc 8 rests on rollers, not shown, which are supported in a ring 10 which is inserted into the pump housing 6 and can be rotated about the axis of the drive shaft 7 by a pin 11 engaging in the ring 10 for setting the injection timing.
  • a pump and distributor element 12 is coupled to the end cam disk 8 in terms of drive.
  • the pump and distributor member 12 slides in a cylinder liner 17, which is seated firmly in the pump body 15. This is completed at the top by a screw cap 19 presses a valve seat body 20 against the end face of the cylinder liner 17.
  • a valve member 21 slides in the valve seat body 20 and is pressed in its closed position by a spring 22 against the valve seat body.
  • a rotating displacement pump which serves as a fuel supply pump 24 and feeds directly into the interior 26 of the housing 6.
  • a channel 27 branches off from the interior 26 and leads to an inlet channel 28 in the cylinder liner 17.
  • This channel 28 cooperates with longitudinal grooves 29 in the end section of the pump and distributor member 12. These grooves open into the pump work chamber 30, to which the pressure valve 20, 21 is also connected.
  • a channel 31 which lies in the valve seat body 20 and in the wall of the cylinder liner 17, branches off and opens into a radial channel 32. This works together with an annular channel 33 in the pump and distributor element 12.
  • a distributor groove 34 branches off from the annular channel 33 in the pump and distributor element 12 and cooperates with outlet channels 35, only one of which is shown. These outlet channels 35 are located radially in the cylinder liner 17 and inclined in the pump body 15 and open into outlet connection openings 36 which are used to connect the injection lines (not shown) to the injection nozzles (also not shown) of the internal combustion engine 1.
  • the longitudinal grooves 29 and the outlet channels 35 with the connection openings 36 are present in the same number as the number of cylinders of the internal combustion engine 1.
  • An axial channel 38 leads from the pump working space 30 in the pump and distributor element 12 to a transverse channel 39.
  • the mouths of this transverse channel 39 in the lateral surface of the pump and distributor member 12 work together with a control slide 41 which is axially displaceable on the pump and distributor member 12.
  • a spherical arm 42 of a two-armed lever 43 which is mounted on a pin 44, engages in a recess of the control slide 41.
  • This pin 44 sits eccentrically on the end face of a shaft 45 mounted in the pump housing 6, which serves to set the full-load fuel quantity and to switch off the fuel quantity.
  • a regulator sleeve 47 acts, which serves as an actuator of a speed regulator and which is displaceable on a regulator axis 48 fixedly arranged in the housing 6.
  • a gearwheel 49 which meshes with a toothed edge 50 fixedly arranged on the pump drive shaft 7, can be rotated on the controller axis 48.
  • Pockets 51 made of sheet metal, in which flyweights 52 are mounted, are firmly connected to gear 49. These engage arms 53 on regulator sleeve 47.
  • a compression spring 54 and a tension spring 55 act as regulator springs.
  • the compression spring 54 engages directly on the lever arm 46 and is supported on a bolt 56.
  • one end of the tension spring 55 is suspended, the other end of which engages in a tab 57 which is articulated with a lever 58.
  • the lever 58 sits on one end of a shaft 59 inside the housing 6, which is rotatably mounted in the housing. The other end of the shaft 59 protruding from the housing 6 is used to connect an adjusting device 60 described below.
  • the piston 67 is acted on one side by the pressure in the interior 26 of the housing 1; a spring, not shown, presses against the other side of the piston.
  • This piston side is connected to the suction side of the feed pump 24.
  • the fuel supply pump 24 delivers fuel into the interior 26 of the housing 6 under speed-dependent pressure, which acts on the piston 67 of the hydraulic device and thereby adjusts the ring 10, the rotational position of which determines the start of delivery of the injection pump, depending on the speed.
  • the respective position of the control slide 41 which is decisive for the metering of the fuel quantity to be injected in each case, is determined by the lever 43, to which the actuating device 60 acting from the outside, for example via the accelerator pedal, the regulator sleeve 47 of the speed controller and the Act on pin 44 for full load and parking.
  • the torque output by the internal combustion engine is achieved by reduced or increased fuel supply reduced or increased.
  • the deflection of the internal combustion engine 1 in relation to the body 2 is detected by a differentiating element 70 and the fuel delivery quantity is adjusted accordingly by this, by changing the position of the control slide 41 of the delivery quantity adjustment device of the injection pump 5, with a certain time delay.
  • the relative movement or deflection of the internal combustion engine in relation to the supporting body 2 detects in the embodiment according to FIGS. 1 to 3 a mechanical linkage 71 which is articulated on the one hand on the body 2 and on the other hand on an adjusting lever 72 which is connected to the adjusting shaft 59 of the actuator Direction 60 of the injection pump 5 connected and aligned approximately parallel to the crankshaft axis 4 of the internal combustion engine 1 .
  • a hydraulic damper 73 is connected in the linkage 71, the housing 74 of which is connected to the body 2 and the piston 75 of which is connected to the rod 76 leading to the lever 72.
  • a longitudinal bore 77 with a throttle 78 in the piston 75 connects the chambers on both sides of the piston 74.
  • the direction of adjustment of the adjusting lever 72 for changing the amount of fuel is selected so that the amount of fuel drops when the internal combustion engine 1 tends in its suspension with increasing torque and the adjusting lever 72 is supported on the body 2 via the damper 73.
  • the movement transmitted by the accelerator pedal, not shown, via a rod 80 for accelerating and accelerating is transmitted to the adjusting lever 72 via a double lever 81 which is articulated on the rod 80 and is rotatably mounted on the shaft 59.
  • the double lever 81 has two transversely projecting arms 82, 83 with stops 84, 85 which are directed at both sides at a distance from the adjusting lever 72.
  • compression springs 86, 87 are arranged between the adjusting lever 72 and the arms 82, 83, of which one 86 is supported by a spring pin 88 caught in the arm 82.
  • the spring force of this spring 86 is dimensioned such that it is in the balanced state in the idle position of the adjusting lever 72, in which a tension spring 89 pulls the double lever 81 against a fixed stop 90 on the housing 6 of the injection pump 5.
  • the change in the amount of fuel allocated to the internal combustion engine 1 takes place as follows in the embodiment according to FIGS. 1 to 3:
  • the accelerator pedal is pressed quickly with the rod 80 against the force of the spring 89 (accelerating)
  • the adjusting lever 72 is carried along by the spring 87.
  • the adjustment lever 72 carried along only follows the double lever 81 with a delay because it is supported on the body 2 via the linkage 71 and the damper 73.
  • the stop 85 comes to rest against the adjusting lever 72 and takes it with it.
  • the accelerator pedal movement is also decelerated by the damper 73.
  • the spring 86 When accelerating rapidly, the spring 86 is also compressed in a damped manner by the damper 73 until the adjusting lever 72 abuts the stop 84. The tension spring 89 then pulls the double lever 81 and the adjusting lever 72, which is dragged by it via the stop 84, counter to the action of the damper 73 in the direction for delivering a smaller amount of fuel. At the end of the movement, the spring 86 slowly presses the adjusting lever 72 away from the stop 84 into the central position shown in FIG. 3 between the stops 84 and 85.
  • the internal combustion engine 1 in its flexible suspension tilts to the right (FIG. 1) towards the body 2.
  • the adjusting lever 72 is supported on the body 2 via the linkage 7J and the damper 73, the adjusting lever 72 being pivoted in the direction for lowering the quantity of fuel delivered.
  • the internal combustion engine 2 tilts to the left (FIG. 1), the adjusting lever 72 being pivoted by the linkage 71 and damper 73 in the direction of the increased fuel quantity.
  • the damper 73 has, on the one hand, a differentiating effect when there is a change in the amount of fuel due to an engine deflection and, on the other hand, a retarding effect when accelerating. With the counter Coupling of engine movement and metered amount of fuel actively dampens the jerking of the motor vehicle.
  • the two exemplary embodiments according to FIGS. 4 and 5 have a hydraulically acting differentiator.
  • the quantity adjustment proceeding from the differentiating element is not carried out via the adjusting lever 72, which in this case is connected to the accelerator pedal, and the adjusting shaft 59, which are connected to the lever 43 via the tension spring 55, but via the regulator sleeve 47 of the speed controller.
  • the regulator sleeve 47 supported on the lever 43 acts as a cylinder and the regulator axis 48 as a piston.
  • a hydraulic actuating cylinder 100 is provided for detecting deflections of the internal combustion engine 1 and for actuating the delivery quantity adjustment device, the housing 101 of which is articulated to the body 2 and the piston rod 103 connected to a membrane 102 is articulated to the upper part of the internal combustion engine 1.
  • a line 104 and an axial bore 105 in the regulator axis 48 connect a chamber 106 of the actuating cylinder 100 to the cylinder chamber 107 between the regulator axis 48 and the regulator sleeve 47.
  • a line 108 branching from the line 104 with a throttle 109 leads into the interior 26 of the pump housing 6.
  • the chamber 106 of the actuating cylinder 100 like the cylinder chamber 107 and the interior 26 of the pump housing 6, is filled with fuel and the same pressure prevails there in the balanced state as in the interior 26.
  • the chamber 106 of the actuating cylinder 100 becomes force Substance displaced by increasing the pressure in the cylinder chamber 107 of the regulator sleeve 47 so that it is displaced on the regulator axis 48 against the lever 43 and pivoted in the sense of a reduction in the amount of fuel. Since the amount of fuel displaced in the actuating cylinder 100 is relatively large compared to the volume of the cylinder chamber 107 of the regulator sleeve 47, compensation takes place via the line 108 and the throttle 109.
  • the regulator sleeve 47 is pulled away from the lever 43 in the sense of an increase in the amount of fuel, if by a deflection of the internal combustion engine 1 in the other direction, fuel is sucked into the chamber 106 of the actuating cylinder 100.
  • a delay in reducing or increasing the metered fuel quantity is achieved by a throttle 110 in the line 104 leading to the cylinder chamber 107 in the regulator sleeve 47.
  • an actuating cylinder 112 which is arranged like the actuating cylinder 100 and is also constructed similarly, additionally has a second chamber 113 filled with fuel, which is separated from the working chamber 114 by a second membrane 115 is.
  • This chamber 113 is connected via a line 116 to the interior 26 of the pump housing 6 and contains a leaf spring 117 connected to the diaphragm 115.
  • the working chamber 114 is connected via a line 118 and a throttle 119 to the cylinder chamber 107 of the regulator sleeve 47.
  • a line 120 connects a throttle 121 to the two lines 116 and 118.
  • This embodiment acts in a similar way to the exemplary embodiment according to FIG. 4 described above.
  • the additional chamber 113 and the spring 117 have the further advantage that it deflects the internal combustion engine 1 can yield more and therefore has a longer duration of action.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

Es wird ein Verfahren zum Verbessern des Laufverhaltens, insbesondere zum Vermindern des Ruckelns von Kraftfahrzeugen vorgeschlagen, die von einer Brennkraftmaschine (1) angetrieben werden. Das durch schnelle Drehmomentänderungen an der Brennkraftmaschine verursachte Ruckeln wird durch Anpassen des Drehmoments der Brennkraftmaschine an die Leistungsaufnahme des Antriebsstranges des Kraftfahrzeugs angepaßt. Dazu wird die Auslenkung der Brennkraftmaschine relativ zur Karosserie (2) erfaßt und zur Veränderung der der Brennkraftmaschine zugemessenen Kraftstoffmenge zugrunde gelegt. Ein Differenzierglied (70) zwischen der Brennkraftmaschine und der Karosserie wirkt auf die Kraftstoffmengenverstelleinrichtung (41, 43) der Kraftstoffzumeßeinrichtung (5) ein.A method for improving the running behavior, in particular for reducing the jerking of motor vehicles which are driven by an internal combustion engine (1), is proposed. The bucking caused by rapid changes in torque on the internal combustion engine is adapted to the power consumption of the drive train of the motor vehicle by adapting the torque of the internal combustion engine. For this purpose, the deflection of the internal combustion engine relative to the body (2) is recorded and used as a basis for changing the amount of fuel allocated to the internal combustion engine. A differentiator (70) between the internal combustion engine and the body acts on the fuel quantity adjusting device (41, 43) of the fuel metering device (5).

Description

Die Erfindung geht aus von einem Verfahren zum Verbessern des Laufverhaltens, insbesondere zum Vermindern des Ruckelns eines Kraftfahrzeugs nach der Gattung des Hauptanspruchs. Es hat sich gezeigt, daß viele Kraftfahrzeuge beim schnellen Betätigen des Gaspedals zum Gasgeben oder Gaswegnehmen in eine ruckelnde Bewegung geraten. Ein solches unangenehmes, ja sogar gefährliches Fahrverhalten läßt sich auf den aus Getrieben, Wellen und Rädern bestehenden Antriebsstrang des Kraftfahrzeugs zurückführen, der ähnlich wie eine Feder bei einer Drehmomentänderung der Brennkraftmaschine Energie wechselweise aufnimmt und abgibt. Dieses Wechselspiel ist umso stärker, je schneller sich das Drehmoment der Brennkraftmaschine ändert. Um das Ruckeln eines Kraftfahrzeugs zu dämpfen, ist daher anzustreben, das Schwingen des Fahrzeugantriebstranges bei Drehmomentänderungen zu dämpfen.The invention is based on a method for improving the running behavior, in particular for reducing the jerking of a motor vehicle according to the preamble of the main claim. It has been found that many motor vehicles start to jerky when the accelerator pedal is quickly depressed in order to accelerate or decelerate. Such an unpleasant, even dangerous driving behavior can be traced back to the drive train of the motor vehicle consisting of gears, shafts and wheels, which, like a spring, alternately absorbs and releases energy when the internal combustion engine changes torque. This interplay is stronger, the faster the torque of the internal combustion engine changes. In order to dampen the jerking of a motor vehicle, it is therefore desirable to dampen the vibration of the vehicle drive train when there are changes in torque.

Vorteile der ErfindungAdvantages of the invention

Das erfindungsgemäße Verfahren mit den kennzeichnenden Merkmalen des Hauptanspruchs hat den Vorteil, daß das Kraftfahrzeug selbst bei ruckartigem Bewegen des Gaspedals zum Gasgeben oder Gaswegnehmen durch eine Gegenkopplung der relativen Bewegung der Brennkraftmaschine und der dieser zugeführten Kraftstoffmenge sanft beschleunigt und verzögert wird, so daß ein übermäßiges Speichern von Energie im Antriebsstrang unterbleibt.The method according to the invention with the characterizing features of the main claim has the advantage that the motor vehicle is gently accelerated and decelerated by counter-coupling the relative movement of the internal combustion engine and the amount of fuel supplied to it, even when the accelerator pedal is jerkily moved to accelerate or decelerate, so that excessive storage of power in the drivetrain is omitted.

Durch die in den Unteransprüchen aufgeführten Maßnahmen ist eine vorteilhafte Weiterbildung und Verbesserung des im Hauptanspruch angegebenen Verfahrens sowie ein Kraftfahrzeug mit vorteilhaften Einrichtungen zur Durchführung des Verfahrens nach den Ansprüchen 1 und 2 angegeben.The measures listed in the subclaims provide an advantageous further development and improvement of the method specified in the main claim and a motor vehicle with advantageous devices for carrying out the method according to claims 1 and 2.

Zeichnungdrawing

Drei Ausführungsbeispiele der Erfindung sind in der Zeichnung dargestellt und werden in der nachfolgenden Beschreibung näher erläutert. Es zeigen Figur 1 eine in einer Fahrzeugkarosserie angeordnete Brennkraftmaschine mit einer Einspritzpumpe vereinfacht in Vorderansicht, Figur 2 die Einspritzpumpe nach Figur J im Längsschnitt, Figur 3 eine mechanische Stelleinrichtung für die Einspritzpumpe nach Figur 2 in Draufsicht, Figur 4 eine hydraulische Stelleinrichtung für die Einspritzpumpe nach Figur 2 vereinfacht im Schnitt und Figur 5 ein zweites Ausführungsbeispiel einer hydraulischen Stelleinrichtung für die Einspritzpumpe vereinfacht im Schnitt.Three embodiments of the invention are shown in the drawing and are explained in more detail in the following description. 1 shows an internal combustion engine arranged in a vehicle body with an injection pump in simplified front view, FIG. 2 shows the injection pump according to FIG. J in longitudinal section, FIG. 3 shows a mechanical actuating device for the injection pump according to FIG. 2 in plan view, and FIG. 4 shows a hydraulic actuating device for the injection pump Figure 2 simplified in section and Figure 5 shows a second embodiment of a hydraulic actuator for the injection pump simplified in section.

Beschreibung der AusführungsbeispieleDescription of the embodiments

Eine Brennkraftmaschine 1 ist in der Karosserie 2 eines Kraftfahrzeugs auf nachgiebigen Puffern 3 aufrecht gelagert oder aufgehängt, so daß sie in bestimmten Grenzen, insbesondere um ihre Drehachse 4 bei schnellen Last- oder Drehmomentänderungen schwenken kann. Die Brennkraftmaschine 1 wird von einer an ihr befestigten und von ihr angetriebenen Einspritzpumpe 5 mit Kraftstoff versorgt. Eine solche Kraftstoffeinspritzpumpe ist beispielsweise in der DE-PS 21 58 689 dargestellt und beschrieben.An internal combustion engine 1 is mounted or suspended upright in the body 2 of a motor vehicle on flexible buffers 3, so that it can pivot within certain limits, in particular about its axis of rotation 4 in the event of rapid changes in load or torque. The internal combustion engine 1 is supplied with fuel by an injection pump 5 attached to it and driven by it. Such a fuel injection pump is shown and described for example in DE-PS 21 58 689.

Im Gehäuse 6 der Einspritzpumpe 5 für eine mehrzylindrige Brennkraftmaschine ist eine Pumpenantriebswelle 7 gelagert. Diese ist mit einer Stirnnockenscheibe 8 gekuppelt, die so viele Nocken 9 trägt, wie die Brennkraftmaschine Zylinder hat. Die Laufbahn der Nockenscheibe 8 liegt auf nicht dargestellten Rollen auf, die in einem Ring 10 gelagert sind, der in das Pumpengehäuse 6 eingesetzt ist und durch einen in den Ring 10 eingreifenden Bolzen 11 zur Einstellung des Spritzzeitpunktes um die Achse der Antriebswelle 7 drehbar ist. Ein Pump-und Verteilerglied 12 ist mit der Stirnnockenscheibe 8 antriebsmäßig gekoppelt. Unter der Wirkung von Federn 14, die sich einerseits an einem das Pumpengehäuse 6 abschließenden Pumpenkörper 15 und andererseits an einem das Pump-und Verteilerglied 12 umgebenden und axial auf der Stirnnockenscheibe 8 gleitenden Joch 13 abstützen, wird die Stirnnockenscheibe 8 gegen die erwähnten Rollen des Rings 10 gedrückt.A pump drive shaft 7 is mounted in the housing 6 of the injection pump 5 for a multi-cylinder internal combustion engine. This is coupled to an end cam disk 8, which carries as many cams 9 as the internal combustion engine has cylinders. The track of the cam disc 8 rests on rollers, not shown, which are supported in a ring 10 which is inserted into the pump housing 6 and can be rotated about the axis of the drive shaft 7 by a pin 11 engaging in the ring 10 for setting the injection timing. A pump and distributor element 12 is coupled to the end cam disk 8 in terms of drive. Under the action of springs 14, which are supported on the one hand on a pump body 15 which closes the pump housing 6 and on the other hand on a yoke 13 which surrounds the pump and distributor member 12 and which axially slides on the end cam disk 8, the end cam disk 8 is pressed against the mentioned rollers of the ring 10 pressed.

Das Pump- und Verteilerglied 12 gleitet in einer Zylinderbüchse 17, die fest im Pumpenkörper 15 sitzt. Dieser ist oben durch eine Schraubkappe 19 abgeschlossen, die einen Ventilsitzkörper 20 gegen die Stirnfläche der Zylinderbüchse 17 drückt. In dem Ventilsitzkörper 20 gleitet ein Ventilglied 21, das in seiner Schließstellung durch eine Feder 22 gegen den Ventilsitzkörper gedrückt wird.The pump and distributor member 12 slides in a cylinder liner 17, which is seated firmly in the pump body 15. This is completed at the top by a screw cap 19 presses a valve seat body 20 against the end face of the cylinder liner 17. A valve member 21 slides in the valve seat body 20 and is pressed in its closed position by a spring 22 against the valve seat body.

Auf der Antriebswelle 7 ist eine rotierende Verdrängerpumpe angeordnet, die als Kraftstoff zuführpumpe 24 dient und unmittelbar in den Innenraum 26 des Gehäuses 6 fördert. Vom Innenraum 26 zweigt ein Kanal 27 ab, der zu einem Einlaßkanal 28 in der Zylinderbüchse 17 führt. Dieser Kanal 28 arbeitet mit Längsnuten 29 im Endabschnitt des Pump- und Verteilergliedes 12 zusammen. Diese Nuten münden in den Pumpenarbeitsraum 30, an den auch das Druckventil 20, 21 angeschlossen ist. Aus dem in Strömungsrichtung hinter dem Ventil 20, 21 liegenden Innenraum der Schraubkappe 19 zweigt ein im Ventilsitzkörper 20 und in der Wand der Zylinderbüchse 17 liegender Kanal 31 ab, der in einen radialen Kanal 32 mündet. Dieser arbeitet mit einem Ringkanal 33 im Pump- und Verteilerglied 12 zusammen. Von dem Ringkanal 33 zweigt eine Verteilernut 34 im Pump- und Verteilerglied 12 ab, die mit Auslaßkanälen 35 zusammenarbeitet, von denen nur einer gezeichnet ist. Diese Auslaßkanäle 35 liegen radial in der Zylinderbüchse 17 und geneigt im Pumpenkörper 15 und münden in Auslaßanschlußöffnungen 36, die zum Anschluß der nicht dargestellten Einspritzleitungen zu den ebenfalls nicht dargestellten Einspritzdüsen der Brennkraftmaschine 1 dienen. Ebenso wie die Nocken 9 der Stirnnockenscheibe 8 sind auch die Längsnuten 29 und die Auslaßkanäle 35 mit den Anschlußöffnungen 36 in gleicher Anzahl vorhanden wie die Zahl der Zylinder der Brennkraftmaschine 1.On the drive shaft 7, a rotating displacement pump is arranged, which serves as a fuel supply pump 24 and feeds directly into the interior 26 of the housing 6. A channel 27 branches off from the interior 26 and leads to an inlet channel 28 in the cylinder liner 17. This channel 28 cooperates with longitudinal grooves 29 in the end section of the pump and distributor member 12. These grooves open into the pump work chamber 30, to which the pressure valve 20, 21 is also connected. From the interior of the screw cap 19 lying behind the valve 20, 21 in the direction of flow, a channel 31, which lies in the valve seat body 20 and in the wall of the cylinder liner 17, branches off and opens into a radial channel 32. This works together with an annular channel 33 in the pump and distributor element 12. A distributor groove 34 branches off from the annular channel 33 in the pump and distributor element 12 and cooperates with outlet channels 35, only one of which is shown. These outlet channels 35 are located radially in the cylinder liner 17 and inclined in the pump body 15 and open into outlet connection openings 36 which are used to connect the injection lines (not shown) to the injection nozzles (also not shown) of the internal combustion engine 1. Just like the cams 9 of the end cam disk 8, the longitudinal grooves 29 and the outlet channels 35 with the connection openings 36 are present in the same number as the number of cylinders of the internal combustion engine 1.

Von dem Pumpenarbeitsraum 30 führt im Pump- und Verteilerglied 12 ein axialer Kanal 38 zu einem Querkanal 39. Die Mündungen dieses Querkanals 39 in der Mantelfläche des Pump- und Verteilergliedes 12 arbeiten mit einem Steuerschieber 41 zusammen, der auf dem Pump- und Verteilerglied 12 axial verschiebbar ist. Zu diesem Zweck greift in eine Ausnehmung des Steuerschiebers 41 ein kugelförmig ausgebildeter Arm 42 eines zweiarmigen Hebels 43 ein, der auf einem Zapfen 44 gelagert ist. Dieser Zapfen 44 sitzt exzentrisch auf der Stirnseite einer im Pumpengehäuse 6 gelagerten Welle 45, die zum Einstellen der Vollastkraftstoffmenge und zum Abstellen der Kraftstoffmenge dient. An dem anderen Arm 46 des zweiarmigen Hebels 43 greift das kugelig geformte Ende einer Reglermuffe 47 an, die als Stellglied eines Drehzahlreglers dient und die auf einer im Gehäuse 6 fest angeordneten Reglerachse 48 verschiebbar ist. Auf der Reglerachse 48 ist ein Zahnrad 49 drehbar, das mit einem auf der Pumpenantriebswelle 7 fest angeordneten Zahnrand 50 kämmt. Mit dem Zahnrad 49 sind aus Blech geformte Taschen 51 fest verbunden, in denen Fliehgewichte 52 gelagert sind. Diese greifen mit Armen 53 an der Reglermuffe 47 an.An axial channel 38 leads from the pump working space 30 in the pump and distributor element 12 to a transverse channel 39. The mouths of this transverse channel 39 in the lateral surface of the pump and distributor member 12 work together with a control slide 41 which is axially displaceable on the pump and distributor member 12. For this purpose, a spherical arm 42 of a two-armed lever 43, which is mounted on a pin 44, engages in a recess of the control slide 41. This pin 44 sits eccentrically on the end face of a shaft 45 mounted in the pump housing 6, which serves to set the full-load fuel quantity and to switch off the fuel quantity. On the other arm 46 of the two-armed lever 43, the spherically shaped end of a regulator sleeve 47 acts, which serves as an actuator of a speed regulator and which is displaceable on a regulator axis 48 fixedly arranged in the housing 6. A gearwheel 49, which meshes with a toothed edge 50 fixedly arranged on the pump drive shaft 7, can be rotated on the controller axis 48. Pockets 51 made of sheet metal, in which flyweights 52 are mounted, are firmly connected to gear 49. These engage arms 53 on regulator sleeve 47.

An dem Arm 46 des zweiarmigen Hebels 43 sind als Reglerfedern eine Druckfeder 54 und eine Zugfeder 55 wirksam. Die Druckfeder 54 greift unmittelbar an dem Hebelarm 46 an und stützt sich dabei an einem Bolzen 56 ab. An diesem Bolzen 56 ist das eine Ende der Zugfeder 55 eingehängt, deren anderes Ende in eine mit einem Hebel 58 gelenkig verbundene Lasche 57 eingreift. Der Hebel 58 sitzt auf einem Ende einer Welle 59 im Innern des Gehäuses 6, die im Gehäuse drehbar gelagert ist. Das andere, aus dem Gehäuse 6 ragende Ende der Welle 59 dient zum Anschluß einer weiter unten beschriebenen Stelleinrichtung 60.On the arm 46 of the two-armed lever 43, a compression spring 54 and a tension spring 55 act as regulator springs. The compression spring 54 engages directly on the lever arm 46 and is supported on a bolt 56. On this bolt 56, one end of the tension spring 55 is suspended, the other end of which engages in a tab 57 which is articulated with a lever 58. The lever 58 sits on one end of a shaft 59 inside the housing 6, which is rotatably mounted in the housing. The other end of the shaft 59 protruding from the housing 6 is used to connect an adjusting device 60 described below.

Der mit dem Ring 10 verbundene Bolzen 11 steckt mit seinem aus dem Gehäuse 1 herausragenden Endabschnitt in einem Zylindergelenkstück 66, das in einem Kolben 67 eines Hydraulikstellgeräts drehbar angeordnet ist. Der Kolben 67 wird auf der einen Seite durch den Druck im Innenraum 26 des Gehäuses 1 beaufschlagt; gegen die andere Kolbenseite drückt eine nicht dargestellte Feder. Diese Kolbenseite steht mit der Ansaugseite der Zuführpumpe 24 in Verbindung. Die Kraftstoffzuführpumpe 24 fördert Kraftstoff in den Innenraum 26 des Gehäuses 6 unter drehzahlabhängigem Druck, der auf den Kolben 67 des Hydraulikgeräts wirksam ist und dabei den Ring 10, dessen Drehlage den Förderbeginn der Einspritzpumpe bestimmt, drehzahlabhängig verstellt.The bolt 11 connected to the ring 10, with its end section protruding from the housing 1, is inserted in a cylindrical joint piece 66, which is rotatably arranged in a piston 67 of a hydraulic actuator. The piston 67 is acted on one side by the pressure in the interior 26 of the housing 1; a spring, not shown, presses against the other side of the piston. This piston side is connected to the suction side of the feed pump 24. The fuel supply pump 24 delivers fuel into the interior 26 of the housing 6 under speed-dependent pressure, which acts on the piston 67 of the hydraulic device and thereby adjusts the ring 10, the rotational position of which determines the start of delivery of the injection pump, depending on the speed.

Bei laufender Brennkraftmaschine 1 dreht sich die Antriebswelle 7 der Einspritzpumpe 5 und damit auch die Stirnnockenscheibe 8, die im Zusammenwirken mit den Rollen des Rings 10 eine axial hin- und hergehende und gleichzeitig rotierende Bewegung des Pump- und Verteilergliedes 12 erzeugt. Bei jedem Druckhub des Pump-und Verteilergliedes 12 wird jeweils eine Kraftstoffmenge aus dem Pumpenarbeitsraum 30 über das geöffnete Ventil 20, 21 durch die Kanäle 31 und 32 in den Ringkanal 33 und von dort über die Verteilernut 34 zu einem der Auslaßkanäle 35 und die durch die zugehörige Anschlußöffnung 36 zu einer der Einspritzdüsen der Brennkraftmaschine 1 gefördert.When the internal combustion engine 1 is running, the drive shaft 7 of the injection pump 5 rotates and thus also the end cam disk 8, which, in cooperation with the rollers of the ring 10, produces an axially reciprocating and simultaneously rotating movement of the pump and distributor element 12. With each pressure stroke of the pump and distributor member 12, a quantity of fuel is pumped from the pump work chamber 30 via the opened valve 20, 21 through the channels 31 and 32 into the annular channel 33 and from there via the distributor groove 34 to one of the outlet channels 35 and through Associated connection opening 36 to one of the injection nozzles of the internal combustion engine 1 promoted.

Zum Anpassen der Drehzahl und des Drehmoments der Brennkraftmaschine an verschiedene Betriebszustände, wie Leerlauf, Höchstdrehzahl, Teillast und Vollast, wird meistens nur ein Teil der vom Pump- und Verteilerglied 12 angesaugten maximalen Kraftstoffmenge einem Zylinder der Brennkraftmaschine zugeführt. Der Rest wird während des Druckhubes des Pump- und Verteilergliedes 12 durch Verbinden des Pumpenarbeitsraumes 30 mit dem Innenraum 26 des Gehäuses 6 je nach Lage des Steuerschiebers 41 durch den axialen Kanal 38 und dem Querkanal 39 abgeleitet. Die jeweilige Lage des Steuerschiebers 41, die für die Dosierung der jeweils einzuspritzenden Kraftstoffmenge maßgebend ist, wird durch den Hebel 43 bestimmt, auf den über die Zugfeder 55 die von außen, beispielsweise über das Fahrpedal wirkende Stelleinrichtung 60, die Reglermuffe 47 des Drehzahlreglers und der Zapfen 44 für Vollast und Abstellen einwirken.In order to adapt the speed and the torque of the internal combustion engine to various operating states, such as idling, maximum speed, partial load and full load, only a part of the maximum amount of fuel sucked in by the pumping and distributing member 12 becomes one cylinder of the combustion engine fed. The rest is discharged during the pressure stroke of the pump and distributor member 12 by connecting the pump work chamber 30 to the interior 26 of the housing 6, depending on the position of the control slide 41, through the axial channel 38 and the transverse channel 39. The respective position of the control slide 41, which is decisive for the metering of the fuel quantity to be injected in each case, is determined by the lever 43, to which the actuating device 60 acting from the outside, for example via the accelerator pedal, the regulator sleeve 47 of the speed controller and the Act on pin 44 for full load and parking.

Um Ruckeln des Kraftfahrzeugs und Schwingungen im Antriebsstrang des Kraftfahrzeugs zu dämpfen und zu tilgen, was von schnellen Drehmomentänderungen der Brennkraftmaschine oder des Antriebsstranges herrührt, und bei dem sich die Brennkraftmaschine 1 nach der einen oder anderen Seite neigt, wird das von der Brennkraftmaschine abgegebene Drehmoment durch verringerte oder gesteigerte Kraftstoffzufuhr verkleinert oder vergrößert. Dazu wird die Auslenkung der Brennkraftmaschine 1 in Bezug zurKarosserie 2 von einem Differenzierglied 70 erfaßt und von diesem die Kraftstoffördermenge durch Verändern der Lage des Steuerschiebers 41 der Fördermengenverstelleinrichtung der Einspritzpumpe 5 vorzugsweise mit einer gewissen Zeitverzögerung entsprechend verstellt.In order to dampen jerking of the motor vehicle and vibrations in the drive train of the motor vehicle, which results from rapid torque changes of the internal combustion engine or the drive train, and in which the internal combustion engine 1 tilts to one side or the other, the torque output by the internal combustion engine is achieved by reduced or increased fuel supply reduced or increased. For this purpose, the deflection of the internal combustion engine 1 in relation to the body 2 is detected by a differentiating element 70 and the fuel delivery quantity is adjusted accordingly by this, by changing the position of the control slide 41 of the delivery quantity adjustment device of the injection pump 5, with a certain time delay.

Die relative Bewegung oder Auslenkung der Brennkraftmaschine in Bezug zur tragenden Karosserie 2 erfaßt bei dem Ausführungsbeispiel nach den Figuren 1 bis 3 ein mechanisches Gestänge 71, das einerseits an der Karosserie 2 und andererseits an einem Verstellhebel 72 angelenkt ist, der mit der Verstellwelle 59 der Stelleinrichtung 60 der Einspritzpumpe 5 verbunden und etwa parallel zur Kurbelwellenachse 4 der Brennkraftmaschine 1 ausgerichtet ist. Um eine Dämpfung und eine zeitliche Verzögerung für die Kraftstoffmengenverstellung zu erreichen, ist in das Gestänge 71 ein hydraulischer Dämpfer 73 geschaltet, dessen Gehäuse 74 mit der Karosserie 2 und dessen Kolben 75 mit der zum Hebel 72 führenden Stange 76 verbunden ist. Eine Längsbohrung 77 mit einer Drossel 78 im Kolben 75 verbindet die Kammern beiderseits des Kolbens 74. Die Stellrichtung des Verstellhebels 72 zum Verändern der Kraftstoffmenge ist so gewählt, daß die Kraftstoffmenge fällt, wenn sich die Brennkraftmaschine 1 in ihrer Aufhängung bei zunehmendem Drehmoment neigt und sich der Verstellhebel 72 über den Dämpfer 73 an der Karosserie 2 abstützt.The relative movement or deflection of the internal combustion engine in relation to the supporting body 2 detects in the embodiment according to FIGS. 1 to 3 a mechanical linkage 71 which is articulated on the one hand on the body 2 and on the other hand on an adjusting lever 72 which is connected to the adjusting shaft 59 of the actuator Direction 60 of the injection pump 5 connected and aligned approximately parallel to the crankshaft axis 4 of the internal combustion engine 1 . In order to achieve damping and a time delay for the fuel quantity adjustment, a hydraulic damper 73 is connected in the linkage 71, the housing 74 of which is connected to the body 2 and the piston 75 of which is connected to the rod 76 leading to the lever 72. A longitudinal bore 77 with a throttle 78 in the piston 75 connects the chambers on both sides of the piston 74. The direction of adjustment of the adjusting lever 72 for changing the amount of fuel is selected so that the amount of fuel drops when the internal combustion engine 1 tends in its suspension with increasing torque and the adjusting lever 72 is supported on the body 2 via the damper 73.

Die zum Gasgeben und Gasvegnehmen vom nicht dargestellten Fahrpedal über eine Stange 80 übertragene Bewegung wird über einen Doppelhebel 81, der an der Stange 80 angelenkt und auf der Welle 59 drehbar gelagert ist, auf den Verstellhebel 72 übertragen. Zum Schleppen des Verstellhebels 72 hat der Doppelhebel 81 zwei quer abstehende Arme 82, 83 mit gegen den Verstellhebel 72 beidseits mit Abstand gerichteten Anschlägen 84, 85. Ferner sind zwischen dem Verstellhebel 72 und den Armen 82, 83 Druckfedern 86, 87 angeordnet, von denen die eine 86 sich über einen im Arm 82 gefangenen Federbolzen 88 abstützt. Die Federkraft dieser Feder 86 ist so dimensioniert, daß sie in Leerlaufstellung des Verstellhebels 72, in der eine Zugfeder 89 den Doppelhebel 81 gegen einen festen Anschlag 90 am Gehäuse 6 der Einspritzpumpe 5 zieht, im ausgeglichenen Zustand ist.The movement transmitted by the accelerator pedal, not shown, via a rod 80 for accelerating and accelerating is transmitted to the adjusting lever 72 via a double lever 81 which is articulated on the rod 80 and is rotatably mounted on the shaft 59. For dragging the adjusting lever 72, the double lever 81 has two transversely projecting arms 82, 83 with stops 84, 85 which are directed at both sides at a distance from the adjusting lever 72. Furthermore, compression springs 86, 87 are arranged between the adjusting lever 72 and the arms 82, 83, of which one 86 is supported by a spring pin 88 caught in the arm 82. The spring force of this spring 86 is dimensioned such that it is in the balanced state in the idle position of the adjusting lever 72, in which a tension spring 89 pulls the double lever 81 against a fixed stop 90 on the housing 6 of the injection pump 5.

Das Verändern der der Brennkraftmaschine 1 zugemessenen Kraftstoffmenge geht bei dem Ausführungspiel nach den Figuren 1 bis 3 folgendermaßen vor sich: Beim raschen Betätigen des Fahrpedals mit der Stange 80 entgegen der Kraft der Feder 89 (Gasgeben) wird der Verstellhebel 72 über die Feder 87 mitgenommen. Der mitgeschleppte Verstellhebel 72 folgt dem Doppelhebel 81 nur verzögert, da er sich über das Gestänge 71 und den Dämpfer 73 an der Karosserie 2 abstützt. Beim weiteren Gasgeben kommt der Anschlag 85 zur Anlage am Verstellhebel 72 und nimmt diesen mit. Dabei wird die Fahrpedalbewegung ebenfalls vom Dämpfer 73 verzögert.The change in the amount of fuel allocated to the internal combustion engine 1 takes place as follows in the embodiment according to FIGS. 1 to 3: When the accelerator pedal is pressed quickly with the rod 80 against the force of the spring 89 (accelerating), the adjusting lever 72 is carried along by the spring 87. The adjustment lever 72 carried along only follows the double lever 81 with a delay because it is supported on the body 2 via the linkage 71 and the damper 73. When accelerating further, the stop 85 comes to rest against the adjusting lever 72 and takes it with it. The accelerator pedal movement is also decelerated by the damper 73.

Beim raschen Gaswegnehmen wird die Feder 86 vom Dämpfer 73 ebenfalls gedämpft zusammengedrückt, bis der Verstellhebel 72 am Anschlag 84 anliegt. Dann zieht die Zugfeder 89 den Doppelhebel 81 und den von diesem über den Anschlag 84 mitgeschleppten Verstellhebel 72 entgegen der Wirkung des Dämpfers 73 in die Richtung zum Fördern einer geringeren Kraftstoffmenge. Am Ende der Bewegung drückt die Feder 86 den Verstellhebel 72 langsam vom Anschlag 84 weg in die in Figur 3 dargestellte Mittelstellung zwischen den Anschlägen 84 und 85.When accelerating rapidly, the spring 86 is also compressed in a damped manner by the damper 73 until the adjusting lever 72 abuts the stop 84. The tension spring 89 then pulls the double lever 81 and the adjusting lever 72, which is dragged by it via the stop 84, counter to the action of the damper 73 in the direction for delivering a smaller amount of fuel. At the end of the movement, the spring 86 slowly presses the adjusting lever 72 away from the stop 84 into the central position shown in FIG. 3 between the stops 84 and 85.

Bei zunehmendem Drehmoment neigt sich die Brennkraftmaschine 1 in ihrer nachgiebigen Aufhängung nach rechts (Figur 1) zur Karosserie 2 hin. Dabei stützt sich der Verstellhebel 72 über das Gestänge 7J und den Dämpfer 73 an der Karosserie 2 ab, wobei der Verstellhebel 72 in die Richtung zum Absenken der geförderten Kraftstoffmenge verschwenkt wird. Umgekehrt neigt sich die Brennkraftmaschine 2 bei schnell abnehmenden Drehmoment nach links (Figur 1), wobei der Verstellhebel 72 vom Gestänge 71 und Dämpfer 73 in Richtung vergrößerte Kraftstoffmenge verschwenkt wird. Der Dämpfer 73 hat dabei zum einen eine differenzierende Wirkung bei einer Krafstoffmengeänderung durch eine Motorauslenkung und zum anderen eine verzögernde Wirkung beim Gasgeben. Mit der Gegenkopplung von Brennkraftmaschinenbewegung und zugemessener Kraftstoffmenge wird das Ruckeln des Kraftfahrzeugs aktiv gedämpft.With increasing torque, the internal combustion engine 1 in its flexible suspension tilts to the right (FIG. 1) towards the body 2. The adjusting lever 72 is supported on the body 2 via the linkage 7J and the damper 73, the adjusting lever 72 being pivoted in the direction for lowering the quantity of fuel delivered. Conversely, with rapidly decreasing torque, the internal combustion engine 2 tilts to the left (FIG. 1), the adjusting lever 72 being pivoted by the linkage 71 and damper 73 in the direction of the increased fuel quantity. The damper 73 has, on the one hand, a differentiating effect when there is a change in the amount of fuel due to an engine deflection and, on the other hand, a retarding effect when accelerating. With the counter Coupling of engine movement and metered amount of fuel actively dampens the jerking of the motor vehicle.

Abweichend von dem mechanisch wirkenden Differenzierglied zum Verstellen der Kraftstoffdosierung haben die beiden Ausführungsbeispiele nach den Figuren 4 und 5 ein hydraulisch wirkendes Differenzierglied. Ferner wird die vom Differenzierglied ausgehende Mengenverstellung nicht über den Verstellhebel 72, der in diesem Falle mit dem Fahrpedal verbunden ist, und die Verstellwelle 59 vorgenommen, die über die Zugfeder 55 mit dem Hebel 43 verbunden sind, sondern über die Reglermuffe 47 des Drehzahlreglers. Dazu wirken die sich am Hebel 43 abstützende Reglermuffe 47 als Zylinder und die Reglerachse 48 als Kolben.In a departure from the mechanically acting differentiator for adjusting the fuel metering, the two exemplary embodiments according to FIGS. 4 and 5 have a hydraulically acting differentiator. Furthermore, the quantity adjustment proceeding from the differentiating element is not carried out via the adjusting lever 72, which in this case is connected to the accelerator pedal, and the adjusting shaft 59, which are connected to the lever 43 via the tension spring 55, but via the regulator sleeve 47 of the speed controller. For this purpose, the regulator sleeve 47 supported on the lever 43 acts as a cylinder and the regulator axis 48 as a piston.

Zum Erfassen von Auslenkungen der Brennkraftmaschine 1 und zum Betätigen der Fördermengenverstelleinrichtung ist ein hydraulischer Stellzylinder 100 vorgesehen, dessen Gehäuse 101 gelenkig an der Karosserie 2 und dessen mit einer Membran 102 verbundene Kolbenstange 103 am oberen Teil der Brennkraftmaschine 1 gelenkig befestigt sind. Eine Leitung 104 und eine Axialbohrung 105 in der Reglerachse 48 verbinden eine Kammer 106 des Stellzylinders 100 mit der Zylinderkammer 107 zwischen der Reglerachse 48 und der Reglermuffe 47. Eine von der Leitung 104 abzweigende Leitung 108 mit einer Drossel 109 führt in den Innenraum 26 des Pumpengehäuses 6. Die Kammer 106 des Stellzylinders 100 ist ebenso wie die Zylinderkammer 107 und der Innenraum 26 des Pumpengehäuses 6 mit Kraftstoff gefüllt und es herrscht dort im ausgeglichenen Zustand der gleiche Druck wie im Innenraum 26.A hydraulic actuating cylinder 100 is provided for detecting deflections of the internal combustion engine 1 and for actuating the delivery quantity adjustment device, the housing 101 of which is articulated to the body 2 and the piston rod 103 connected to a membrane 102 is articulated to the upper part of the internal combustion engine 1. A line 104 and an axial bore 105 in the regulator axis 48 connect a chamber 106 of the actuating cylinder 100 to the cylinder chamber 107 between the regulator axis 48 and the regulator sleeve 47. A line 108 branching from the line 104 with a throttle 109 leads into the interior 26 of the pump housing 6. The chamber 106 of the actuating cylinder 100, like the cylinder chamber 107 and the interior 26 of the pump housing 6, is filled with fuel and the same pressure prevails there in the balanced state as in the interior 26.

Beim Auslenken der Brennkraftmaschine 1 in der einen Richtung wird aus der Kammer 106 des Stellzylinders 100 Kraftstoff unter Druckerhöhung in die Zylinderkammer 107 der Reglermuffe 47 verdrängt, so daß diese auf der Reglerachse 48 gegen den Hebel 43 verschoben und diesen im Sinne einer Kraftstoffmengenverminderung verschwenkt. Da die im Stellzylinder 100 verdrängte Kraftstoffmenge verhältnismäßig groß ist im Vergleich zum Volumen der Zylinderkammer 107 der Reglermuffe 47, erfolgt ein Ausgleich über die Leitung 108 und die Drossel 109. Umgekehrt wird die Reglermuffe 47 vom Hebel 43 weg im Sinne einer Kraftstoffmengenvergrößerung gezogen, wenn durch eine Auslenkung der Brennkraftmaschine 1 in die andere Richtung Kraftstoff in die Kammer 106 des Stellzylinders 100 gesaugt wird. Eine Verzögerung beim Verringern oder Vergrößern der zugemessenen Kraftstoffmenge wird durch eine Drossel 110 in der zur Zylinderkammer 107 in der Reglermuffe 47 führenden Leitung 104 erzielt.When the internal combustion engine 1 is deflected in one direction, the chamber 106 of the actuating cylinder 100 becomes force Substance displaced by increasing the pressure in the cylinder chamber 107 of the regulator sleeve 47 so that it is displaced on the regulator axis 48 against the lever 43 and pivoted in the sense of a reduction in the amount of fuel. Since the amount of fuel displaced in the actuating cylinder 100 is relatively large compared to the volume of the cylinder chamber 107 of the regulator sleeve 47, compensation takes place via the line 108 and the throttle 109. Conversely, the regulator sleeve 47 is pulled away from the lever 43 in the sense of an increase in the amount of fuel, if by a deflection of the internal combustion engine 1 in the other direction, fuel is sucked into the chamber 106 of the actuating cylinder 100. A delay in reducing or increasing the metered fuel quantity is achieved by a throttle 110 in the line 104 leading to the cylinder chamber 107 in the regulator sleeve 47.

Bei einem anderen Ausführungsbeispiel (Figur 5) mit einem hydraulisch wirkenden Differenzierglied hat ein Stellzylinder 112, der wie der Stellzylinder 100 angeordnet und auch ähnlich aufgebaut ist, zusätzlich eine zweite mit Kraftstoff gefüllte Kammer 113, die von der Arbeitskammer 114 durch eine zweite Membrane 115 getrennt ist. Diese Kammer 113 ist über eine Leitung 116 mit dem Innenraum 26 des Pumpengehäuses 6 verbunden und enthält eine mit der Membrane 115 verbundene Blattfeder 117. Die Arbeitskammer 114 ist über eine Leitung 118 und eine Drossel 119 mit der Zylinderkammer 107 der Reglermuffe 47 verbunden. Ferner verbindet eine Leitung 120 mit einer Drossel 121 die beiden Leitungen 116 und 118.In another exemplary embodiment (FIG. 5) with a hydraulically acting differentiating element, an actuating cylinder 112, which is arranged like the actuating cylinder 100 and is also constructed similarly, additionally has a second chamber 113 filled with fuel, which is separated from the working chamber 114 by a second membrane 115 is. This chamber 113 is connected via a line 116 to the interior 26 of the pump housing 6 and contains a leaf spring 117 connected to the diaphragm 115. The working chamber 114 is connected via a line 118 and a throttle 119 to the cylinder chamber 107 of the regulator sleeve 47. Furthermore, a line 120 connects a throttle 121 to the two lines 116 and 118.

Diese Ausführungsform wirkt ähnlich wie das oben beschriebene Ausführungsbeispiel nach Figur 4. Durch die zusätzliche Kammer 113 und die Feder 117 hat sie den weiteren Vorteil, daß sie beim Auslenken der Brennkraftmaschine 1 mehr nachgeben kann und dementsprechend auch eine längere Wirkungsdauer hat.This embodiment acts in a similar way to the exemplary embodiment according to FIG. 4 described above. The additional chamber 113 and the spring 117 have the further advantage that it deflects the internal combustion engine 1 can yield more and therefore has a longer duration of action.

Das Ändern der einer Brennkraftmaschine zugemessenen Kraftstoffmenge zum Verändern deren Drehmoment bei Ruckeln des Kraftfahrzeugs und Schwingungen in dessen Antriebsstrang ist bei den oben beschriebenen Ausführungsbeispielen im Zusammenhang mit einer Kolbeneinspritzpumpe der Verteilerbauart beschrieben. Die angegebene Lösung kann jedoch auch bei anderen Kraftstoffzumeßvorrichtungen zum Betätigen deren Kraftstoffmengenverstelleinrichtung im gleichen Sinne verwendet werden.Changing the amount of fuel metered to an internal combustion engine to change its torque when the motor vehicle jerks and vibrates in its drive train is described in the exemplary embodiments described above in connection with a piston injection pump of the distributor type. However, the specified solution can also be used in the same sense with other fuel metering devices for actuating their fuel quantity adjusting device.

Claims (8)

1. Verfahren zum Verbessern des Laufverhaltens eines mit einer Brennkraftmaschine angetriebenen Kraftfahrzeugs, in dem die Brennkraftmaschine in der Karosserie nachgiebig angeordnet und von einer mit einer Fördermengenverstelleinrichtung ausgerüsteten Kraftstoffzumeßanlage mit Kraftstoff versorgt wird, dadurch gekennzeichnet, daß eine Anpaßeinrichtung (70; 100; 112) schnelle Relativbewegungen der Brennkraftmaschine (1) (Ruckeln) zur Karosserie (2) erfaßt und je nach Bewegungsrichtung und -größe auf die Fördermengenverstelleinrichtung (41, 43) auf eine verminderte oder gesteigerte Kraftstoffzumessung einwirkt.1. A method for improving the running behavior of a motor vehicle driven by an internal combustion engine, in which the internal combustion engine is flexibly arranged in the body and is supplied with fuel by a fuel metering system equipped with a delivery quantity adjustment device, characterized in that a matching device (70; 100; 112) is quick Relative movements of the internal combustion engine (1) (bucking) to the body (2) are detected and, depending on the direction and size of the movement, acts on the delivery quantity adjusting device (41, 43) on a reduced or increased fuel metering. 2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß die Änderung der Kraftstoffzumessung entsprechend einem durch Differentiation der schnellen Relativbewegung gewonnenen Steuersignal durchgeführt wird.2. The method according to claim 1, characterized in that the change in the fuel metering is carried out in accordance with a control signal obtained by differentiation of the fast relative movement. 3. Kraftfahrzeug mit einer Karosserie und einer darin nachgiebig angeordneten, auf den Antriebsstrang wirkenden Brennkraftmaschine, dem eine von einer Fördermengenverstelleinrichtung gesteuerte Kraftstoffzumeßanlage Kraftstoffmengen zumißt zum Durchführen des Verfahrens nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß zwischen der Karosserie (2) und der Brennkraftmaschine (1) eine deren schnelle Relativbewegung bei Drehmomentänderung erfassende Anpaßeinrichtung (70; 100; J10) angeordnet ist, die die Fördermengenverstelleinrichtung (41, 43) durch verminderte oder gesteigerte Krafstoffzumessung im Sinne einer Kompensation der Relativbewegung beeinflußt.3. Motor vehicle with a body and a resiliently arranged therein, acting on the drive train internal combustion engine, which a fuel metering system controlled by a delivery quantity metered amounts of fuel for performing the method according to claim 1 or 2, characterized in that between the body (2) and the internal combustion engine (1) a matching device (70; 100; J10) which detects their rapid relative movement when the torque changes is net, which affects the delivery rate adjustment device (41, 43) by reduced or increased fuel metering in the sense of compensation of the relative movement. 4. Kraftfahrzeug nach Anspruch 3, dadurch gekennzeichnet, daß die Anpaßeinrichtung ein Differenzierglied (70; 100; 112) aufweist, das die Größe der Relativbewegung der Brennkraftmaschine (1) erfaßt.4. Motor vehicle according to claim 3, characterized in that the adapter has a differentiating element (70; 100; 112) which detects the size of the relative movement of the internal combustion engine (1). 5. Kraftfahrzeug nach Anspruch 4, dadurch gekennzeichnet, daß das Differenzierglied (70) ein die Karosserie (2) mit der Fördermengenverstelleinrichtung (41, 43) einer Einspritzanlage (5) verbindendes Gestänge (71) und einen Dämpfer (73) umfaßt.5. Motor vehicle according to claim 4, characterized in that the differentiating member (70) comprises a body (2) with the delivery quantity adjustment device (41, 43) of an injection system (5) connecting linkage (71) and a damper (73). 6. Kraftfahrzeug nach Anspruch 4, dadurch gekennzeichnet, daß das Differenzierglied (100; 112) über ein hydraulisches Gestänge (104; 118) auf die Fördermengenverstelleinrichtung (41, 43) der Einspritzanlage (5) wirkt.6. Motor vehicle according to claim 4, characterized in that the differentiating element (100; 112) acts via a hydraulic linkage (104; 118) on the delivery quantity adjustment device (41, 43) of the injection system (5). 7. Kraftfahrzeug nach Anspruch 6, dadurch gekennzeichnet, daß das hydraulische Gestänge einen Stellzylinder (100; 112) und Druckausgleichdrosseln (109; 120) umfaßt.7. Motor vehicle according to claim 6, characterized in that the hydraulic linkage comprises an actuating cylinder (100; 112) and pressure compensation throttles (109; 120). 8. Kraftfahrzeug nach Anspruch 7, dadurch gekennzeichnet, daß der Stellzylinder (112) eine Druckausgleichkammer (113) aufweist.8. Motor vehicle according to claim 7, characterized in that the actuating cylinder (112) has a pressure compensation chamber (113).
EP85107389A 1984-07-24 1985-06-14 Device for improving the running behaviour of a vehicle and its internal combustion engine Expired EP0172349B1 (en)

Applications Claiming Priority (2)

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DE3427224 1984-07-24
DE19843427224 DE3427224A1 (en) 1984-07-24 1984-07-24 METHOD FOR IMPROVING THE RUNNING BEHAVIOR OF A MOTOR VEHICLE DRIVEN BY AN INTERNAL COMBUSTION ENGINE, AND VEHICLE WITH AN INTERNAL COMBUSTION ENGINE

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EP0172349A2 true EP0172349A2 (en) 1986-02-26
EP0172349A3 EP0172349A3 (en) 1987-01-14
EP0172349B1 EP0172349B1 (en) 1989-05-03

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Also Published As

Publication number Publication date
US5000151A (en) 1991-03-19
DE3427224A1 (en) 1986-01-30
EP0172349B1 (en) 1989-05-03
EP0172349A3 (en) 1987-01-14
DE3569910D1 (en) 1989-06-08

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