DE2102400A1 - Arrangement for remote control of the fuel supply in internal combustion engines - Google Patents

Description

Arrangement for remote control of the fuel supply in internal combustion engines

The invention relates to an arrangement for remote control of the internal combustion engine supply in internal combustion engines with a remote of this arranged fuel tank, one feeding the fuel from the tank under pressure to the internal combustion engine Device and a fuel ignition device.

As is well known, more and more demands, especially from the government side, have been raised to the Amount of pollutants emitted into the atmosphere by automobiles' machinery when the vehicle is in operation is driven according to a predetermined scheme to limit. In order to meet these demands, the car manufacturers have Modifications made that led to the fact that temperatures rise in the chambers of the prime mover. The problem of increased temperatures is exacerbated by certain design measures for the vehicles',

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In addition, more and more volatile fuels are coming onto the market. These circumstances often lead to difficulties when starting the machine, namely when the Masohine is extremely hot, as well as the machine in the to get correct idle state, also then, when the machine is warm. Thereby, steam blows from the fuel, which block the fuel supply system, while vaporized fuel is lost to the atmosphere.

^! In addition, to meet the requirements regarding the output; To counter impurities, it is necessary that the fuel

fabric system is sufficiently flexible to provide the optimal one in each case; Provide amount of fuel for each working condition and mode of operation during an exhaust cycle. This means that the amount of fuel that is supplied for any given mode of operation during a cycle must be adjustable or calibratable, regardless of any other mode of operation of such a cycle. These objectives could bis ^"; her not erreioht.

It is the object of the invention to further develop an arrangement of the type specified in the introduction so that that of the internal combustion engine the amount of fuel supplied at any given moment is

j can be adapted precisely and quickly and easily to the changing conditions J of the engine and the fuel of the engine is supplied so that practically complete combustion takes place, so that a minimum of impurities from the

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Machine is emitted into the atmosphere.

This object is achieved according to the invention in that the fuel metering device arranged in the tank is connected to the even! if a pressure device arranged in the tank and a supply device for fuel arranged on the internal combustion engine are connected and that additional devices are in front of: are seen, which are based on selected working parameters of the burning

engine respond and the fuel metering j steer.

The invention is explained in more detail below with reference to schematic drawings of an exemplary embodiment.

Fig. 1 shows a schematic representation of an arrangement according to the invention, while

Fig. 2 shows, on an enlarged scale, a cross section through the Shows fuel supply device which can be used in the arrangement according to FIG. ,

In Fig. 1, an internal combustion engine 10 is shown for a vehicle, from which a fuel tank 12 is disposed '. An electrical circuit 14 »also belongs to both of them;

and lines connecting the tank 12 to the internal combustion engine 10 connect.

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The internal combustion engine 10 can have an engine block 16 and an intake manifold 18 which lead to the intake valves which are assigned to the individual pistons and cylinders in the engine block 16. Furthermore, an air intake channel 20 is provided, which is arranged in a device 22 which serves to connect the inlet 26 of the distribution line via the inlet end 24 to the atmosphere. As can be seen, a throttle valve or a throttle valve 28 is arranged within the intake channel 20 so that it can be pivoted about a throttle shaft 30 in various positions. The air flow through the intake duct can be changed by the operator through the position of the throttle valve. For this purpose, a throttle valve actuating lever 32 is attached to the throttle shaft 30, which is connected to the pedal lever normally operated by the foot in the driver's cab of the vehicle via a corresponding control linkage (not shown) or the like.

A rotatable shaft 34, which can be an extension of the crankshaft of the internal combustion engine, is provided with rope or pulleys 36 and 38. A second shaft 40, which can be connected to the water pump and a blower 42, also carries a pulley 44, so that the shaft 40 can be driven by the rotation of the crankshaft 34 via a belt or a cable 46 which is connected via the cable pulleys 36 and is led. '

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As indicated schematically, there is a corresponding agent 50 provided with a shaft 52, which also carries a pulley 54, which via a drive rope 56 with the second rope ^ disk 38 of the crankshaft 34 is in connection. The illustrated converter 50 is connected to the ground of the System connected at 58, while another terminal is connected to terminal 60 of a resistor R1 via line 48 is*

A second temperature-responsive converter 62 is arranged in the ambient atmosphere of the internal combustion engine. This The converter is on the one hand also connected to earth at 64 and on the other hand to the connection 66 of a second resistor R2 Line 68 connected.

Similarly, a third pressure-responsive transducer 70 is connected to the masonry block at 72 to act on address the pressure in the manifold 18. A connection of transducer 70 is applied to ground at '74 during the other terminal is connected via line 78 to terminal 76 of a third resistor R3.

Finally, a fourth converter 80 is provided which is only TV temperature responds and is connected to the machine block at 82 so that he can feel the machine temperature. Even this transducer is at 84 to ground and via line 86 to the Terminal 88 of a fourth resistor R4 connected.

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■ i - ⁶ -

! The other terminals 90, 92, 94 and 96 of the resistors R1, through R4 are each connected to a common electrical conductor 98 which is connected at 100 to one end of a conductor which leads to an amplifier 102. A fiidback resistor RF is arranged parallel to the amplifier 102 and its connections 104 and 106 are each connected to an input conductor 101 and an output conductor 108 of the amplifier 102 via the lines 110 and 112. A third port j
m '■ of amplifier 102 is grounded via line 116 at 114.

As can be seen, the amplifier 102 and the fiidback j resisted RF a gain system 118.

'. The fuel tank 12 includes a conventional housing 120 having a filler neck 122 and an end cap 124. The tank contains one

: Fuel pump 126, which can be driven electrically, a pressure control device 128, a main metering valve device 130, a valve device 132 that can be switched on and off by a solenoid, and a pressure relief valve device 134. All of the elements described above are immersed in the fuel 132 of the Pank housing 120.

: A suction line 138 with an open, lower end 140 is connected to the suction side of the pump 126, which serves to the fuel under increased pressure through the pressure line into the inlet line section 144 of the pressure control device 128 lead.

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The control device 128 can include housing sections 146 and 148 have, which between them a pressure-responsive loading

! Clamp movable membrane 150, which in turn two of each other ί

delimiting separate, variable chambers 152 and 154. A ven- '

tilelement 156 »that through plates 158 and 160 with the membrane

150 is connected, has a shaft portion 162, the; protrudes through opening 164, which opening forms an annular valve seat 166. A compression spring 168 is inner; located halfway through the chamber 154 and normally biases the diaphragm 150 upwardly to remove the valve element 156 from the valve seat 166 lift off and expose the opening 164. An outlet channel 169 is in communication with the chamber 152 and serves to reduce the flow of pressure medium through the inlet section 170 of the inlet

measuring valve device 130 to direct. . - \

The metering valve device 130 may have a housing 172 in which chambers 174 and 176 are formed, between which a wall section 178 with an orifice 180 is arranged. A correspondingly contoured metering valve section 182 works with orifice 180 to provide the exact effective flow area to achieve the desired flow

to determine the speed of movement. The valve portion 182 is

supported by an anchor member 184, which is a corresponding

Solenoid device 185 is assigned. The proportional ar- j

ί - working solenoid device 185 has, in addition to the armature ^J , 184, a turn or field winding 186 with a first terminal, 188, which is connected via line 192 to earth 190 and via a; second connection 194 via a conductor 196 to the output

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Conductor 108 of amplifier 102 is connected. A spring 199 may be provided around the armature 184 and the valve element

I I

182 normally to press upwards to almost completely the effective flow cross-section through the orifice 180 to close.

One end 198 of an outlet channel 200 is connected to the housing 172 for communication with the chamber 176, while the other end 202 of this channel with the inlet end of an outlet valve device 204 for the metered Fuel is connected. The latter device can be bolted to the housing of the inlet duct 22, as is Pig. 1 shows so that the dispensing end of the valve means is located in a position to feed metered fuel into the inlet 20 to be introduced.

A branch line 206 serves to connect the inlet of the solenoid operated valve means 132 to the line 200. The outlet of the valve device 132 is via a line 208 connected to the inlet of a pressure relief valve 134, the outlet of which leads into the interior of the fuel tank 120 via line 210.

A corresponding electrical voltage source 212 is connected with one end to earth, namely at 214, while the other Terminal is connected to an electrical conductor 216, for example to the associated ignition system of the vehicle

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which is not shown but is generally known to those skilled in the art. A common key operated ignition switch

I ter 218 may be turned on in conductor 216. Furthermore, as shown, one connection of the solenoid of the valve device 132 can be connected to ground at 220 via line 222, while the second connection is connected to conductor 216 via a conductor 226 at. The effect of the electrical circuit is that when the switch is closed, the solenoid of valve means 132 is energized so that all flow through valve .132 is terminated. Each time switch 218 opens, the solenoid has de-energized, allowing free flow through valve 132 from line 206 into line 208

Although the valve device for supplying the fuel can be designed in various ways and can consist of a plurality of individual valves which are connected to the intake system of the internal combustion engine at different points, a preferred embodiment for the supply valve 204 is reproduced and described below. According to Pig. 2 have a corresponding outer housing 228 with an inner channel 230 which has an inlet end 232 for coupling the conduit 200 and an outlet end 234. An outlet opening 236 is normally closed by the end 238 of a spring -loaded needle 2.40, the other end of which is operatively connected to a compression spring 242, which is supported on an inner shoulder 244, an outer, threaded connection

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240 is used to screw the valve to the housing 22 of the air intake duct 24. Furthermore, an engagement surface 248 is for a tool with which the valve can be screwed on and off can, present.

Generally understood, a transducer is a device that is suitable is to be actuated by a force from a first system, and a force dependent thereon can deliver a second system different from the first system. In that sense, the converters are 50, 62, 70 and 80 are selected to respond to various parameters and, on the other hand, to appropriately variable output voltages deliver.

ι The converter 50 can be based on the machine speed or rotational

address number of the internal combustion engine and generates a corresponding

j ching variable voltage signal V1 on conductor 48.! The size of the

: Voltage signal V1 generally increases with the speed of the machine

sohine on. .

The transducer 62 responds to the ambient temperature and is set and designed so that it outputs a voltage signal V2 generated on conductor 68. The size of the voltage signal V2 increases generally decreases as the ambient temperature increases.

A transducer 70 is responsive to the amount of vacuum in the manifold. The transducer can also respond to pressure. The converter is ο designed that the voltage signal V? in the

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Conductor 78 is generated. The size of the voltage signal V3 increases! with the pressure in the inlet manifold increasing; i.e. the voltage signal increases as the vacuum in the line decreases.

The transducer 80 finally speaks to the temperature of the burn engine on and is set to produce a fourth voltage signal V4 on conductor 86. The size of the voltage signal V4 decreases when the machine temperature increases.

: Y / In addition, resistors RI to R4 are provided in order to ; to generate speaking current flow through each of the resistors,

j which is proportional to the respective voltage signals that

j are generated at the resistor. Usually the impe-

r danz of the working amplifier so high that every current flow through

; the amplifier is excluded. Accordingly, the

: Point 100 is used as a summation point for such current flows.

will see regardless of the direction and size

! of the individual streams 11, 12, 13 and 14. Since the S-fcrom does not go through the working amplifier can flow, the current passes through the

Fiidback resistance RP and consequently leads to the generation of a

Output or control voltage signal P5 at terminal 108 I
ι and the head 196.

From the foregoing it can be seen that the control voltage V5 is automatically a measure of the overall fuel flow requirements according to the selected parameters felt by the various transducers. Yfenn for example the tempe->

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j temperature of the internal combustion engine at a given engine speed should increase, the Y / ert of the voltage V4 decreases, so that the total value of the generated current at the sum

'mation point 100 decreases. This in turn leads to a reduction in ; change in the size of the signal V5.

Accordingly, the normally closed valve 182 and the armature 184 are a predetermined distance corresponding to the Size of the control voltage V5 pulled down on the turn 186 is present. In general, the armature 184 and valve 182 expand as the magnitude of the control voltage V5 increases moved downward to expose a larger, effective flow area through the metering throttle 180.

The speed of the metered flow of fuel through the metering opening 180 is of course dependent mainly on the size of the effective flow area of the opening 180 and on the size of the pressure difference at the throttle opening. The pressure differential factor can be completely eliminated by the arrangement of the invention. Since the pressure of the fuel prevailing above the throttle opening is kept essentially constant in accordance with the delivery of the pump, namely by the pressure regulating or throttle valve device 128, this purpose is fully achieved. Any tendency for an increase in the pressure above the throttle opening is indicated by; of the diaphragm 150 so that the diaphragm moves correspondingly downwards and the valve element 156 approaches the opening ', 164; conversely, a decrease in pressure leads to a

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Moving the diaphragm upward so that the valve member 156 is moved to further open the channel 164. It will be German

I borrowed that the pressure of the fuel inside the chamber

i mer 174 is held essentially constant.

In a similar way, however, the pressure is also below the throttle opening held essentially constant. This means that the valve device 204 is calibrated so that the valve portion 238 can only be opened when a predetermined fuel is obtained within the channel 230. This Pressure is primarily determined by the biasing force of the spring 242. This makes it clear that during normal machine work s conditions the pressure below the throttle opening 180 also essentially assumes a constant value, which, however, is less than the pressure above the orifice 180. It should therefore be clear that the volume velocity the flow of fuel through the metering opening 180 is essentially dependent on the position of the metering valve 182 with respect to orifice 180.

From the foregoing it can be seen that when the engine is idle and is initially started, the transducer 80 senses the temperature of the cold engine and thereby provides an output signal V4 of relatively large voltage. If the engine remains idle, the transducer 70 senses a relatively high manifold vacuum and produces a relatively large voltage output V3. The converter 50 represents the relatively low level

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machine speed in idle and generated accordingly an output signal V1 of a relatively small voltage value.

A relatively low total current is thus generated at the summation point 100, so that the fiidback resistance RF has a correspondingly low control voltage V5 is generated on conductor 196. Through this the metering valve 182 and the solenoid armature 184 are brought relatively close to the orifice 180 so that the volumetric Throughput for the fuel flow is reduced. Kit an increase in machine speed, an increase in Machine temperature or an increase in machine load the value of signal V will increase, while in the case of transducers 70 and 80 the magnitude of signals V4 or V3 will decrease, so that the total current measured at summation point 100 varies accordingly.

Those skilled in the art will understand that various types of transducers can be used. If desired, you can too appropriate diodes are used within the converter circuits to maintain maximum voltage signals.

The new metering system responds to a group of selected parameters, the responsiveness or dependence on each parameter can be adjusted critically and precisely without influencing the effect of those agents that are used to the remaining parameters of the selected group to feel.

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As previously mentioned, the solenoid valve 152 is closed during engine operating conditions. When the engine is shut down, the solenoid valve 132 opens to allow fuel to flow therethrough. The pressure relief valve 134 can have corresponding spring means which can be adjusted so that the valve 134 at a certain, somewhat lower
Fuel pressure than that at which the supply valve opens
204 opens. This results in the fuel being discharged into
the tank 120, which allows any fuel expansion, e.g. under
the effect of heat can be taken into account in the metering line.

Claims

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Claims (10)

- 16 - Claims Arrangement for remote control of the fuel supply in internal combustion engines with one located away from it ι fuel tank, one the fuel from the tank uj> ■ ■ vuck the internal combustion engine feeding device and a . Fuel metering device, characterized thereby . net · that the fuel metering device arranged in the tank (12) (130) to the pressure device (126, 128), which is also arranged in the tank, and one on the internal combustion engine (10) arranged feed device (204) for fuel is connected, and that additional devices (50, 62, 70 and 80) are provided, which are based on selected labor savings; address meter of the internal combustion engine and the fuel . control ignition device (130). 2. Arrangement according to claim 1, characterized geke η η - ψ is characterized in that the additional means comprise a plurality of individually on working parameters of the internal combustion engine responsive sensor (50, 62, 70 and 80) which are completely independent in each case an output signal (V 1 to V-4-) for controlling the fuel metering device C30). . ; : 3. Arrangement according to claim 1 or 2, wherein the internal combustion. machine an air supply device with an inlet duct and of a throttle valve associated therewith, characterized in that the feed device 109839/1023 a supply valve (204) on the air inlet duct for the fuel (22). ! ■ - I 4. Arrangement according to claim 1 to 3, characterized in that the fuel pump (126) has a pressure regulating device (128) is connected, the outlet (169) connected to the inlet (170) of the fuel ignition device (130) is. 5. Arrangement according to one of claims 1 to 4, characterized in that the fuel feed device (204) is designed so that it can feed fuel into the inlet channel (20, 22) only when the fuel is under a predetermined minimum pressure that a shut-off valve (132) is provided, the inlet (206) of which communicates with the outlet (200) of the metering device (130) and the outlet (208) of which opens into the tank (12) via a pressure relief device (134), the shut-off valve The internal combustion engine is closed under normal operating conditions and opened when the machine is switched off and the pressure relief device (134) returns fuel to the tank (12) when the cut-off valve (132) is open and the pressure of the fuel is greater than a second, below the first minimum value lying minimum value. 6. arrangement naoh Anspruoh 1 to 5, characterized in that the additional facilities one . 109839/1023 first, to the machine speed (rotational speed) responsive converter (50), which is so designed and adjusted " is that it generates an output signal (V-1) which corresponds to the respective engine speed related fuel requirement reproduces. ; 7. Arrangement according to claim 6, characterized in that g e k e η η -, indicates that the additional facilities provide a second, responsive to the vacuum generated by the machine Have converter (70) which is set so that the output signal (V-3) generated by it to the respective Vacuum size-related fuel requirement. 8. Arrangement according to claim 7, characterized in that the additional devices a third converter (80) responsive to the machine temperature that is calibrated in such a way that the output it generates output signal (V-4) related to the respective machine temperature Indicates fuel consumption. 9 * arrangement according to claim 8, characterized in that the additional facilities a fourth ambient temperature responsive transducer (62) adjusted to produce that generated by it Output signal (V-2) reflects the fuel requirement related to the respective ambient temperature. 109839/1023 10. Arrangement according to claim 6 to 9, characterized in that the additional devices a. j control device (118) is assigned to at least the ι output signals (V-1, V-3 and V-4) of the speed, ^: transducers (50, 70 and 80) which respond to the vacuum and the temperature of the machine can be supplied and which generate a control signal (V-5) corresponding to the overall effect of the output signals for controlling the fuel metering device (130). _{p / s} 109839/1023 Lee r side