EP0172349A2 - Dispositif pour l'amélioration du comportement d'un véhicule et de son moteur à combustion interne - Google Patents

Dispositif pour l'amélioration du comportement d'un véhicule et de son moteur à combustion interne 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
Authority
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)
English (en)
Other versions
EP0172349A3 (en
EP0172349B1 (fr
Inventor
Hermann Dr. Dipl.-Ing. Eisele
Gerhard Dipl.-Ing. Stumpp
Wolf Ing. Grad. Wessel
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.)
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/fr
Publication of EP0172349A3 publication Critical patent/EP0172349A3/de
Application granted granted Critical
Publication of EP0172349B1 publication Critical patent/EP0172349B1/fr
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)
EP85107389A 1984-07-24 1985-06-14 Dispositif pour l'amélioration du comportement d'un véhicule et de son moteur à combustion interne Expired EP0172349B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19843427224 DE3427224A1 (de) 1984-07-24 1984-07-24 Verfahren zum verbessern des laufverhaltens eines mit einer brennkraftmaschine angetriebenen kraftfahrzeugs und kraftfahrzeug mit brennkraftmaschine
DE3427224 1984-07-24

Publications (3)

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

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EP85107389A Expired EP0172349B1 (fr) 1984-07-24 1985-06-14 Dispositif pour l'amélioration du comportement d'un véhicule et de son moteur à combustion interne

Country Status (3)

Country Link
US (1) US5000151A (fr)
EP (1) EP0172349B1 (fr)
DE (2) DE3427224A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2602549A1 (fr) * 1986-08-08 1988-02-12 Daimler Benz Ag Dispositif de regulation pour un moteur a combustion interne

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DE3605824A1 (de) * 1986-02-22 1987-08-27 Bosch Gmbh Robert Kraftstoffeinspritzpumpe zur versorgung der brennraeume von fuer fahrzeugantriebe vorgesehenen brennkraftmaschinen
DE3867149D1 (de) * 1987-06-27 1992-02-06 Bosch Gmbh Robert Kraftstoffeinspritzpumpe zur versorgung der brennraeume von fuer fahrzeugantriebe vorgesehenen brennkraftmaschinen.
US4928652A (en) * 1987-09-17 1990-05-29 Mazda Motor Corporation Engine control system for suppressing car body vibration
DE3737383A1 (de) * 1987-11-04 1989-05-24 Opel Adam Ag Kraftfahrzeug
DE3741638C1 (de) * 1987-12-09 1988-12-01 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer Brennkraftmaschinen,insbesondere Dieselbrennkraftmaschinen
DE3818574A1 (de) * 1988-06-01 1989-12-07 Bosch Gmbh Robert Kraftstoffeinspritzpumpe fuer brennkraftmaschinen, insbesondere dieselbrennkraftmaschinen
DE3838502C1 (en) * 1988-11-12 1990-04-26 Daimler-Benz Aktiengesellschaft, 7000 Stuttgart, De Device for the damping of longitudinal drive vibrations of a motor vehicle
DE3844452A1 (de) * 1988-12-31 1990-07-05 Bosch Gmbh Robert Verteilerkraftstoffeinspritzpumpe fuer brennkraftmaschinen
JP2916271B2 (ja) * 1990-12-10 1999-07-05 ヤマハ発動機株式会社 エンジンの燃料噴射制御方法
US8015964B2 (en) * 2006-10-26 2011-09-13 David Norman Eddy Selective displacement control of multi-plunger fuel pump
US7823566B2 (en) * 2008-03-31 2010-11-02 Caterpillar Inc Vibration reducing system using a pump
US8041500B2 (en) * 2010-04-08 2011-10-18 Ford Global Technologies, Llc Reformate control via accelerometer
DE102014206262A1 (de) * 2014-04-02 2015-10-08 Robert Bosch Gmbh Erkennung einer Zustandsänderung einer Brennkraftmaschine aus Beschleunigungsmessung
JP6657635B2 (ja) 2015-07-24 2020-03-04 スズキ株式会社 駆動力制御装置

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FR2488554A1 (fr) * 1980-08-16 1982-02-19 Daimler Benz Ag Tringlerie destinee a la commande d'un organe de reglage d'un moteur a combustion interne
DE3231892C1 (de) * 1982-08-27 1983-09-29 Daimler-Benz Ag, 7000 Stuttgart Gestänge zur Regulierung einer Brennkraftmaschine
DE3214785A1 (de) * 1982-04-21 1983-11-03 Daimler-Benz Ag, 7000 Stuttgart Gestaenge zur regulierung eines verbrennungsmotors
FR2535264A1 (fr) * 1982-10-30 1984-05-04 Porsche Ag Dispositif pour amortir, sur un vehicule, des accelerations longitudinales periodiquement alternantes

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UST960002I4 (en) * 1974-10-30 1977-07-05 Fuel enrichment control circuit for an internal combustion engine
DE2658052A1 (de) * 1976-12-22 1978-07-06 Bosch Gmbh Robert Einrichtung zur lastabhaengigen betaetigung eines stellorgans
US4357662A (en) * 1978-05-08 1982-11-02 The Bendix Corporation Closed loop timing and fuel distribution controls
DE2906782A1 (de) * 1979-02-22 1980-09-04 Bosch Gmbh Robert Einrichtung zum daempfen von ruckelschwingungen bei einer brennkraftmaschine
US4373496A (en) * 1981-04-01 1983-02-15 Robert Bosch Gmbh Apparatus for controlling an exhaust recirculation device in internal combustion engines
US4513721A (en) * 1981-08-11 1985-04-30 Nippon Soken, Inc. Air-fuel ratio control device for internal combustion engines
JPS5993945A (ja) * 1982-11-19 1984-05-30 Nippon Denso Co Ltd 内燃機関のアイドル運転制御方法

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2488554A1 (fr) * 1980-08-16 1982-02-19 Daimler Benz Ag Tringlerie destinee a la commande d'un organe de reglage d'un moteur a combustion interne
DE3214785A1 (de) * 1982-04-21 1983-11-03 Daimler-Benz Ag, 7000 Stuttgart Gestaenge zur regulierung eines verbrennungsmotors
DE3231892C1 (de) * 1982-08-27 1983-09-29 Daimler-Benz Ag, 7000 Stuttgart Gestänge zur Regulierung einer Brennkraftmaschine
FR2535264A1 (fr) * 1982-10-30 1984-05-04 Porsche Ag Dispositif pour amortir, sur un vehicule, des accelerations longitudinales periodiquement alternantes

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2602549A1 (fr) * 1986-08-08 1988-02-12 Daimler Benz Ag Dispositif de regulation pour un moteur a combustion interne

Also Published As

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

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