System for controlling the fuel quantity of internal combustion

Details System for controlling the fuel quantity of internal combustion System for controlling the fuel quantity of internal combustion

1991-03-20

1993-05-04

Miller, Carl S.

Internal-combustion engines

Engine speed regulator

Having condition responsive means with engine being part of...

123494, 192 008, F02D 3100

Patent

active

052071987

DESCRIPTION:

BRIEF SUMMARY
PRIOR ART

The torque output by an internal combustion engine is substantially determined by the quantity of fuel made available for combustion per combustion event. For this purpose, the fuel can be metered directly into the combustion chamber, as is the case with self-igniting engines (Diesel engines), or can be made available via a fuel-air mixture that is ignited externally, as known for the Otto engine. Both these cases will be addressed as "fuel metering" or "fuel quantity" hereinafter.
The invention is based on a method generically defined hereinafter. Such a method is known for instance from German Auslegeschrift 12 56 944, in which with the aid of a torque sensor, if there is an increase in the proportion of fuel in the charge of the engine combustion chambers, for a given proportion of air, it is ascertained whether the torque output is increased further or is dropping. If the torque is dropping, then the proportion of fuel is limited to a maximum value via a governor. Such a method is known as performance optimization. In engines for use in passenger cars, which may either have externally supplied ignition or be self-ignited (Diesel engines), it is also known to mount a so-called predamper between a flywheel and the vehicle gears. The predamper is intended to prevent gear rattle during engine idling, if this engine does run unevenly in this operating range. A predamper of this kind has a carrier, which is for instance mounted on the part of the drive shaft toward the engine that leads to the gearing system. The carrier is located between two stops, which are disposed on the flywheel, which is mounted on the part of the drive shaft toward the gearing system. The arrangement may also be done vice-versa, with the flywheel on the part of the drive shaft toward the engine. Soft springs that deflect in and counter to the direction of rotation are disposed between the carrier and the stops, and tend to retain the carrier in an intermediate position between the stops and to intercept the fluctuations in drive rpm, which could be transmitted by the engine to the gearing system.
Only during idling are the rotational speed fluctuations of the engine intercepted by the springs. Upon a load increase, or in other words when the torque to be output by the engine is increasing, contrarily, the very soft springs are rapidly overridden, and the carrier comes jerkily into contact with the stops of the flywheel, since the carrier is accelerated before the increased torque can be effectively transmitted to the gear side. In this case, the springs are too soft to serve as a transmission element. Harder springs, on the other hand, cannot perform the desired compensation for the fluctuating drive rpm during idling. As soon as the carrier is in contact with the stops, a form-fitting coupling exists in the direction of rotation toward the gearing system and toward the power takeoff side of the vehicle. In modern motor vehicles, for noise abatement purposes, the engines are suspended very softly in the body. Accordingly, with the vehicle, they form a structure capable of vibration. The jerky contact of the carriers with the stops of the flywheel leads to an unpleasant bucking vibration in the vehicle, which may build up still further under some circumstances, depending on engine characteristics and how the engine is mounted and on the properties of the vehicle.


ADVANTAGES OF THE INVENTION

By the method of the invention as defined herein with the aid of detecting the approach of the coupling parts, carriers and flywheel to one another, it is possible to provide that a certain approach speed is not exceeded, thus attaining a gentle transition between low load and high load during acceleration. In particular, this avoides the disadvantages mentioned at the outset above. This method can also be used with engines provided with a gearing system and used for instance for stationary drive purposes where there is a varying power requirement.
Advantageous further features of the invention are disclosed hereinafter.


DRAWING

On

REFERENCES:
patent: 3645366 (1972-02-01), Numazawa
patent: 4502438 (1985-03-01), Yasuhara
patent: 4594979 (1986-06-01), Yasuhara
patent: 4917063 (1990-04-01), Hiraki
patent: 4947813 (1990-08-01), Vainshtein
patent: 5079710 (1992-01-01), Brauninger

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