DE6610264U - FUEL INJECTION DEVICE. - Google Patents

Description

• · · ^<β * * 9 * 1 1 II t 1

lilt, ι

B 74 619/46 b Gbm
R. 9084
4.5.I973 Lr / Mn

system

Utility model registration

ROBERT BOSCH GMBH, Stuttgart

/ Fuel injector

The invention relates to a fuel series injection device for an internal combustion engine with an electronic control device containing a raonostable multivibrator and with at least one electromagnetically actuated injection valve _3, which is opened synchronously with the revolutions of the internal combustion engine on the control device and during an electrical opening pulse supplied by the control device is kept open ;, and further connected with a winding wenigstens_eine variable "inductance in its -the to the intake pipe internal combustion engine housing containing the pressure transducer ₃ is used to control the Sinspritzdauer.

In Kraftsotffeinjectionanlagen it is known, depending on the Saugrohrdurek of the associated internal combustion engine, the per working. cycle to change the amount of fuel injected (hereinafter referred to as the injection amount). The law according to which the injection ratio should change depending on the intake manifold pressure is determined by the designer , for example by selecting a spring constant and dimensioning the electrical parts; it is from the Tvp

Robert Bosch GmbH Stuttgart

R. 9084

used internal combustion engine dependent.

It has now been shown that this law, e.g. the context between intake manifold pressure on the one hand and injection quantity on the other hand could not be determined in an ideal way up to now. The reason is in it too seek to make very different demands on the designer;

On the one hand, the maximum engine output should be achieved at full load. In addition a rich, i.e. fuel-rich mixture is required, i.e. a large injection quantity is required.

On the other hand, when driving with a reduced load, e.g. in city traffic, a lean, i.e. low-fuel, mixture can be used so that the fuel

in order to . substance is burned as completely as possible, 'γ -' the emission of carbon monoxide and hydrocarbons is as low as possible and a low fuel consumption results.

These demands contradict each other partly - and with the known donors So far it has only been possible to "compromise between these demands." reach. In a known system, it was therefore previously necessary to have one Provide a special switch that changes the aforementioned law in the event of a transition to Tollast in order to create a more fuel-rich mixture causes “This solution works flawlessly, but it is complex.

It isi; therefore an object of the invention »the disadvantages of the known donors

Robert Bosch GmbH Stuttgart

R. 9084 Rb / Kn

au avoid and in particular to create a transducer that works both when driving with reduced load as when driving at full load results in an optimal mixture setting «

According to the invention, this is achieved in the case of a transmitter mentioned at the beginning, that the position of the organ depends both on the level of the absolute pressure in the suction pipe and on the level of the pressure difference between the pressure in the Intake manifold and the (barometric) air pressure.

As a result, the injection duration is reduced to a small value with a reduced load - according to the requirement for complete combustion of the fuel -, at full load, on the other hand, to a high fourth - corresponding to the demand for maximum * Engine power -, discontinued. It is easily possible to have a stepless To achieve a transition between these areas if after another Merkääl of the invention, the location of the organ in a certain area of the Pressure difference between the pressure in the intake manifold and the (barometric) Air pressure depending on. this pressure difference is continuously variable is. Outside of this transition area, the encoder is advantageously designed in such a way that that the position of the organ in at least two sub-areas of the pressure difference between the pressure in the suction pipe and the (barometric) air pressure is only variable depending on the level of the absolute pressure in the intake manifold. Piping, two sub-areas are expediently the areas above and below of the transition area.

Further details and advantageous developments of the invention result from those described below and shown in the drawing EXAMPLES OF EXECUTION.

Robert Bosch GmbH S- 9084 Sb / Kn

Stuttgart

Show it

Fig. 1 an electronically controlled fuel injection system for an internal combustion engine in a schematic representation,

Fig. 2 is a schematic representation of a first embodiment an encoder for the system according to FIG. 1,

3 shows a schematic representation of a second exemplary embodiment an encoder for the system according to FIG. 1,

FIG. 4 shows a structural embodiment of a transmitter of the type shown in FIG illustrated design,

5 shows a section along the line V-V in FIG. 4; FIG. 6 shows a plan view of a membrane which is used in the transmitter according to FIG is used and on one side of the intake manifold pressure of the associated internal combustion engine, on its other side is burdened by the (barometric) air pressure, and

Fig. 7 diagrams to explain the mode of operation of the donors according to the

and 8,,, _.

previous figures.

The fuel injection system shown in Fig. I is for a four-cylinder Internal combustion engine 10 determines the four spark plugs 11 of which one does not The high-voltage ignition system shown here can be supplied with ignition energy. to A branch pipe of an intake pipe 12 leads each of their individual cylinders;

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Robert Bosch GmbH R- 9084 Et / Kn

Stuttgart

An electromagnetically actuated fuel injection valve 15 is screwed into each branch connection and is drawn from a ring line via lines I4 15 is supplied with fuel which is under a constant pressure of e.g. 2 atü stands. When an injector 13 is through a flow during a certain Time t ^ is opened, so is the amount of fuel injected directly proportional to this opening time t ^.

The ring line 15 is via a filter 16 and one from an electric motor I7 driven pump 18 is constantly supplied with fuel from a storage tank 19, It does not flow via a pressure regulator 20 and a return line 21 required fuel back into the storage tank I9.

At the inlet of the intake pipe 12 there is a throttle valve 25 which can be adjusted in the usual way by means of an accelerator pedal 26. An air filter 27 is arranged in front of it. By actuating the throttle valve 25 while the internal combustion engine 10 is running, the pressure in the intake manifold 12 changes, which is generally referred to as the following ^{f, for} short, intake manifold pressure: If the throttle valve 25 is fully open, the (barometric) air pressure prevails in the intake manifold 12, i.e. the pressure, which can be read on the barometer and which depends on the weather (high pressure; low pressure) and on the altitude at which the internal combustion engine 10 is located. At sea level it is, for example, about 760 Torr, but on a mountain pass at an altitude of 2,400 m it is only about 540 Torr. If, on the other hand, the “throttle valve 25 is closed, the intake manifold pressure also depends on two further influencing variables, namely the speed of the internal combustion engine 10 and the dwell angle Od of the throttle valve 25. The intake manifold pressure is therefore an operating variable of the internal combustion engine 10.

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£ obert Bosch GmbH

^E · 908 ^ Rb / Kn

1 Stuttgart

You can measure the intake manifold pressure in two ways: The first way "refers to the Inlet manifold pressure to zero pressure (absolute vacuum). This "absolute" suction

When the throttle valve is open, the pipe pressure is, as already mentioned, about 7 "0 Torr at sea level and about 540 Torr at 2 400 ia altitude Measurement, it is chosen as the zero point. An intake manifold pressure that is 100 Torr below the ambient air pressure can be referred to as a negative pressure of 100 Torr or a pressure difference of 100 Torr between the intake manifold pressure and (barometric) air pressure (the scales in FIGS. 7 and 8 show the relationship between two quantities: Fig. 7 shows the relationship for the conditions at sea level Figure 8 shows the relationship for about 2 400 m altitude There are each p _a = absolute pressure in the intake manifold, p, j = pressure difference between intake manifold pressure and... ambient air pressure.)

For periodic opening and closing of the injection valves in synchronism with the revolutions of the internal combustion engine 10 is used an electronic control device shown schematically in FIG. 1, which consists of a monostable multivibrator 28 and an amplifier 29 connected to its output, which also contains a switch with which the output pulses of the Multivibrators 28 alternately on the two left and two right injection valves 15 can be switched. The two left valves 15 are over each «A resistor 30, the two right valves 13 each via a resistor connected to the amplifier 29. Your other connection is in each case Dimensions. The multivibrator 28 and the amplifier 29 are also each connected to ground and to the positive pole of a voltage source (not shown), e.g. Battery, connected «

Bobert Bosch GmbH R- 9084 Rb / Kn ^ J

Stuttgart ^! \ /

To trigger the pulses of the monostable multivibrator 28 is used by the camshaft 34 of the internal combustion engine 10 via a two-humped cam 35 actuatable contact 36. Every time this contact 36 is closed, the multivibrator 28 emits a pulse »This pulse is generated by the amplifier 29 reinforced; the successive pulses are fed to the left and right valves 13 individually and alternately.

The length t ^ of the pulses of the multivibrator 28 is controlled by the pressure in the intake manifold 12, via a transmitter 37> which is connected to the suction pipe 12 via a line 38 and which converts the pressure in the suction pipe 12 into an electrical one Reshaped size, the via a line 39 shown schematically Pulse duration t ^ of the multivibrator 28 controls. There are several options for this control Methods known, in principle mainly changing a resistor, a capacitor or an inductance. In the exemplary embodiments according to FIGS. 2-6, the changing of an inductance is shown. A detailed circuit with a variable inductance is shown, for example, in German patents 1,231,954 or 1,193,728 (R. 8076 and 7708). the Length t ^ of the pulses is changed in principle so that a low Pressure in the intake manifold 12 (closed throttle valve 25) a small pulse duration t ^ (e.g. 2 milliseconds), a higher pressure (open throttle valve 25), on the other hand, corresponds to a large pulse duration t ^ (e.g. 8 milliseconds). The pulse duration ti can also depend on other operating parameters, e.g. the speed and the temperature of the internal combustion engine 10.

In the exemplary embodiments according to FIGS. 2 -> 5 the inductance of a coil is changed by moving an iron core. This iron core is made by shifted the pressure in the intake manifold by a combination of the

Robert Bosch GmbH R. 9084 Rb / Kn / jf?

Stuttgart ^ *

flow of absolute pressure in the intake manifold on the one hand and pressure difference between Manifold pressure and (barometric) air pressure on the other hand. With this sian achieves an excellent adaptation to the respective operating state at very

Little effort.

2 and 3 show in principle two possible solutions for the combination of these influences. The donors according to these figures are connected to the suction pipe 12 like the transmitter 37. In the encoder of FIG. 2, a housing is divided 43 by a firmly clamped therein membrane 44 into two compartments 45 '46, of which the chamber 45 via an opening 47 ^w ith the outside air in communication and the space 46 via the line 38 can be connected to the suction pipe 12.

U The deflection of the membrane 44 is in both directions by a stop j. 4Sj 49 limensvj both of which can be adjustable. In the middle of the membrane 44, a rod 50 is fixed, whose other end is fixed to a wall of an evacuated Meinbrandose 53, the other wall part, via a rod 54 siit a soft iron core 55 is connected, the other end via a spring 56 ssa a wall of the housing 43 is supported. The core 55 is axially displaceable in a bore 58 of a rectangular soft iron frame 57 when it is fastened in the housing 43, and is also suitably agitated on this frame. If Halmen 57, two windings 59 »60 are arranged. - Will |

u of the core 55 to the left (relative to Fig. 2) is shifted, the induc- is jj

viiat of these windings 59 » & ® increased. If the core 55 is shifted to the right, inductance is prevented. The core 55 thus serves together with the jf

Windings 59, 6O and the Sisenraimen 57 ice electrical encoder. I.

Robert Bosch GmbH R- 9084 Rb / Kn

Stuttgart '

The Giver after Pig. 2 works as follows: It is initially assumed that the membrane 44 is held mechanically against the stop 49 on the right. Prevails in. Space 46 a pressure which is very low, for example p _a * 3OO Torr, the evacuated metal can 53 expands strongly and presses the iron core 55 against the force of the spring 56 to the right, so that the inductances of the windings 59 and 60 are very high are small and the pulse duration t ^ of the multivibrator 28 is small, so little fuel is injected due to the short opening times of the valves 13. In FIG. 7 this corresponds to the lower branch 64 of the curve shown there.

If - with the diaphragm 44 held in place, the intake manifold pressure ρ is increased by opening the throttle valve 2 $, the evacuated diaphragm can 53 is compressed more strongly, the pulse time t. is increased and more fuel is injected. '■ The system then works on the upper branch 65 of the curve shown in FIG. * 7 = *

( The membrane 44 is so "dimensioned that at a pressure difference p ^ of about 200 Torr between (barometric) air pressure and intake manifold pressure it lays against the right stop 49 (this corresponds to point 66 in FIG. 7)" and that it is at a corresponding pressure difference ρ, of about 50 Torr against the left stop 48 (this corresponds to point 67 in FIG. 7). Between the pressures p _d = 50 Torr and p _d = 200 Torr, the membrane 44 assumes corresponding intermediate positions; 7, this corresponds to the curve half section 68, namely the transition between partial load and full load 65 parallel

~ 10 -

Robert Bosch GmbH H- 9084 Rb / Kn // ζ

Stuttgart

is shifted in the direction of higher values, namely one results here Increase of the pulse duration t ^ by the time t. At full load (curve section 69) a lot of fuel is injected (rich mixture), while at part load (lower branch 64) little fuel is injected (lean mixture). In the transition area (curve section 68) results in a stepless increase in the injection quantity and thus excellent driving behavior when accelerating.

FIG. 7 shows the transition from partial load to full load at sea level, while FIG. 8 shows in one. Height of about 2,400 m, as it is reached on some alpine passes. Here, when the pressure rises, the transition from the lower branch 64 to a transition curve section 68 must begin at a pressure ρ of about 350 Torr (point 66 ') and at a suction ear pressure of p _a = 500 Torr (point 67') the full load position of the diaphragm 44 has already been reached, that is to say it has been

og liclie

, .the, respective hootie still, possibly , placed against the stop 48. So you can do the same thing in the mountains too

! the internal combustion engine 10 / ^ ususe. in this second case, even in the full load position, much less fuel is injected than at full load at sea level, namely only about 6 times the injection quantity at sea level. More fuel could namely be processed by the internal combustion engine 10 at this level - not at all - since the oxygen required for combustion would be missing. The encoder according to the invention therefore fits automatically

, at full load,
macisch the injection quantity! the height at which the internal combustion engine 10

is located.

The encoder according to FIG. 5 is partly constructed similarly to that according to FIG. These same references are therefore used for parts that are the same or have the same effect

used as in Fig. 2,

6610284 ^ 8.73

-11

s "- 11 -

Robert Bosch GmbH R. 9084 Rb / Kn yfh

Stuttgart

The Innenfaum 46 of the housing 43 is here via the line 38 with the Suction tube 12 connected, and the Ansohlüeee 39 of Wioklungon 59 > 60 are also

SL

! connected to the multivibrator 23 here. At. the left wall of the case

72 is fixed, whose other end is connected to a wall of the evacuated diaphragm unit 53 is a rod whose other Viand NIIT via a rod ^73: the Viand einer'Membrandose is connected 74, carried out the interior of a flexible tightly through the wall of the housing 43 Hose 75 is connected to the outside air. The other wall of the diaphragm box 74 is connected via a rod 6 to the iron core 55 which, as in the encoder according to FIG. A bracket 77 is fastened to the rod 76, the fork-shaped end of which cooperates with a projection 78 on the rod 73 and with this forms the stops 48 and 49.

The encoder according to FIG. 3 works similarly to the encoder according to FIG. 2: In the event of changes of the suction pipe pressure ρ changes the evacuated diaphragm can 53 continuously

Si

At a pressure difference p ,, which is less than about 50 Torr, the projection 7Θ rests against the stop 49. At pressure differences p ,, which are greater than about 200 Torr, the projection 78 rests against the stop 48- In between he occupies an intermediate division. With a suitable bimensioning of the diaphragm box 74, one obtains the same law for the injection as is shown in FIGS. 7 and 8 for two typical operating cases. (For each prevailing air pressure a corresponding individual curve for the full load enrichment is obtained).

Bas Äasifihnmgs "example according to FIG. 3 can be seen from the flexible Line 75 more complicated than that of FIG. 2. Of course, there are

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Robert Bosch GiabH ^R · 9084 "EbAn ^y / f

Stuttgart

there are still other ways of combining the influence of absolute pressure ρ im pipe and the pressure difference p ,, e.g. a coordination via corresponding Hebelsvs teine. -

FIGS. 4 to 6 show an exemplary embodiment that is similar to that shown in FIG Principle is built. The transmitter 37 according to these figures has a housing consisting of two housing parts 81, 82; grip these housing parts into each other and are by an O-ring 83 against each other and against the Sealed air pressure in the surrounding space. The lower part of the housing part 82 has an annular shoulder 84 with an O-ring inserted into a groove thereof 85 on. A corrugated membrane 86, shown in Fig. 6 in plan view 1st, lies with its outer edge on the ring shoulder 84 and the O-ring 85 on; a plate-shaped arched round sheet metal disc 87 lies with her formed as a flange ring 88 edge against the outer edge of the membrane 86. By screws 89, only one of which is visible in FIG. 4, the Flanschrinf 88 pressed against the annular shoulder 84 and thereby tensioned the outer edge the corrugated membrane 86 sealingly. - As can be seen from FIG. 4, the curved side of the plate-shaped sheet metal disk 87 is from the membrane 86 facing away and has a central opening 90 in its center. Likewise, points the membrane 86 has a central opening in its center; A bushing 93 is inserted into this opening. This has an upper ring shoulder 94> which rests on the inner edge of the membrane 86. One ring 95 lies against the opposite one Side of the inner edge of the membrane 86 and is through a bead 87 braced against the upper annular shoulder 94 so that the membrane 86 is attached airtight in the socket 93. The socket 93 has a threaded hole on, in which an adjusting screw 97 is guided on her

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Robert Bosch GmbH ^E - 9084 Rb / Kn

Stuttgart

lower end secured by a lock nut 98 and at its upper end is provided with a bearing pin 99.

A hollow screw 102 is screwed into a threaded hole at the lower end of the housing part Θ2, the upper end of which extends around the counter nut 9 ⁸ and the lower end of the bushing 93 to close to an annular surface 105 of the bushing 93. The socket 93 can therefore only move in the axial direction from its - shown - position in which it rests on the disk 87, ie on its upper stop, to a lower position in which its annular surface 103 against the upper edge of the hollow screw 102 (lower stop) is applied. In one embodiment, the possible axial displacement is, for example, 0.8 mm »

Due to the membrane 86, the interior of the housing 81, 82 is in two opposite one another sealed interiors 104 and 105 separately. The interior 104 below the membrane 86 is connected to the outside air through a bore 106. Of the Inner space 105 is connected to suction pipe 12 via the line — shown offset in FIG. 4. At the confluence of the line 38 into the interior 105 is a pressure relief valve 108 loaded by a spring 107, in which a throttle bore 109 is incorporated. The spring 107 is adjusted so that the valve 108 opens when the pressure in the line 38 is 0.05 kg / cm greater than the pressure in the interior 105 · This becomes ■ Improved the behavior when accelerating.

The housing part 81 tapers upwards via an annular shoulder 112. On this ring shoulder 112 is a support plate 111 with screws 110

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Robert Bosch GmbH ^R 9084 Rb / Kn

Stuttgart

"; and on this is by means of two screws 114 over listanz pieces 115 a cross-sectionally approximately rectangular iron frame 116 attached, the consists of a thin, high-quality iron band wound into a ring and has a central hole through two opposite frame legs 117 has. Inside the iron frame 116 there are two on top of each other wound coils 118, II9? a total of four connections via an in 5 shows the plug device 120, sealed by the housing part 81 carried out and via the cable 59 (Fig · with the monostable multivibrator 28 are connected. - At the upper end (referring to Fig. 4) of the iron frame 116 a support plate 122 is attached; A leaf spring 123, which has the same shape as one attached to the support plate 111, is attached to this Leaf spring 124 'which, as can be seen from FIG Legs 125, 126 are screwed tightly onto projections of the support plate 111 with screws 127 and is attached to an iron core 129 with its middle limb 128 is axially displaceable in the central bore 117 of the iron frame II6 is. The two outer legs 125, 126 and the middle leg the leaf spring 124 (or the identically designed and attached leaf spring 123) are connected to each other at both ends by a cross web 132, 133 connected, so that when the iron core 129 is axially displaced, the legs 125, 126, 128 of the leaf spring 124 (or 123) bend resiliently, however securely prevent lateral movement of the iron core 129.

At its lower end, the iron core has a conical siphon on; if the iron core is shifted downwards, this abrading surface emerges 134 deeper and deeper into the central hole 117 in the lower part of the iron frame 116 on, and the inductance of the coils 118 and 119 increases. The shape of the

Robert Bosch GmbH ^R 9084 Rb ₇ IQi £ Q

Grinding 134 determines how much the inductance increases when the Iron core 129 is shifted downwards.

In the iron core 129 is a hexagonal piece 135 made of non-magnetic material attached, and on this in turn a bearing pin 136 is attached, which in a bearing shell 137 (shown in section in FIG. 4) engages, soft on a wall of an evacuated membrane can 158 is attached. The opposite wall of the diaphragm box 138 is fixed to an intermediate piece 139 with a Connected to the wall of an evacuated membrane can 140, to the other wall of which a bearing shell 144 is attached, which rests against the bearing pin 99. Jie bearing shell 144 and the bearing pin 99 form the same as the bearing pin 136 and the bearing shell 137 each have an articulated joint that is movable on all sides and thereby allow a favorable setting of the membrane cans I58 »HO.

The upper end of the iron core 129 has a widening 145 against which one end of a compression spring I46 rests, the other end against the closure 147 of a projection 148 of the housing part 81 rests. In this lead 148 a bow-like spring 149 is also attachedj both of them Legs rest against a pretensioned pin 150 arranged in the axial continuation of the iron core 129 and connected to it. Is moving the iron core 129> so the legs of the spring 149 rub against the pin 150 and thereby dampen the movement of the iron core 129 · The spring 149 and the Pin I50 therefore serve as a damping device.

The encoder according to FIGS. 3-5 works as follows: After assembly, first the inner space 105 is connected to a pressure of ρ = 300 Torr. Included the membrane 86 lies with the upper annular shoulder 94 against the sheet metal

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Robert Bosch GmbH ' ^R 9084

Stuttgart

disk 87, as shown in FIG. The banjo bolt 102 is
unscrewed and the adjusting screw 97 is adjusted so that
a lower set point 154 (FIG. 7) with a prescribed injection time t. results. - Then the inner space 105 is acted upon with the normal (barometric) air pressure of e.g. ρ = 750 Torr, so that on both sides

3.

th of the diaphragm 86 the same pressure prevails and this through the compression spring I46
is moved down. The hollow screw 102 is then screwed in until an upper setting point 155 (FIG. 7) with a desired injection time t .. is obtained. This defines the beginning and end of the curve 64, 68, 69 (FIG. 7). Its shape results from the species
the grinding 134, the characteristics of the diaphragm cans 138, HO, the spring constant of the spring 146 and the leaf springs 123, 124 and the spring constant of the corrugated membrane. The latter is dimensioned so that the socket 93

up to a pressure difference p, of about 200 Torr (points 66 and 66 ') against J

the Seheiifae S7 is applied - with decreasing pressure difference p ^ gradually %

moved downwards and at a pressure difference p, of about 50 Torr (points I.

ϊ 67 or 67 ') comes to rest against the banjo screw 102. - The specified | the fourth are of course only to be understood as examples. Your size | depends on the design of the internal combustion engine 10 and its desired character. - The shape of the curve 64, 68, 69 and the position of the setting i

Items 154 and 155 are different for each type of internal combustion engine and are i durcii test runs. Different transmitters 37 are therefore among one another

j other interchangeable, j

The invention makes it possible to train a donor so that he himself
stnsro & l for ^ eillasti "as well as for Yollast, in that im

Robert Bosch GmbH R. 9084 Rb / Kn 'J? 9

Stuttgart " ⁰ ^

Full load range due to an additional influence - the pressure difference p, the Encoder is also adjusted. This gives a robust structural unit, the only clursh senige lines are connected to the control unit 28 must be and which works very reliably. Of course, many different designs are conceivable for an encoder that works according to this principle. It is also not absolutely necessary for the pressure difference p 1 to act continuously on the membrane 86 (FIG. 4); you can also use a membrane, which suddenly snaps from one position to the other at a certain pressure difference. However, the described embodiment results a particularly pleasant, softer acceleration, since here the influence of p i is constantly effective.

A comparison of FIGS. 7 and 8 clearly shows why with the present; In addition to the absolute pressure p_, the pressure difference p_ also has an effect on the encoder

CL "VjL

got to. It would be possible to create a curve according to % i'ig. 7 can also be obtained without the effect of the pressure difference p 1, for example j by suitable shaping of the bevel 134 (FIG. 4). The “full load enrichment” (t in FIG. 7) would then only be effective when operating at sea level, but not when operating in the mountains, because only injection times t were obtained there which correspond to the lower branch 64 of FIG. If, for example, the injection duration t at 500 Torr according to FIG. 8 is assumed to be 100%, then without the influence of the pressure difference p- (corresponding value for 500 Torr in FIG. 7) only 82% would result, in other words, the internal combustion engine Such a transmitter could only give about 70 ... 80% of its possible power in the mountains.

6810264 ^ .8.73

Claims (1)

Expectations 1. Fuel injection device for an internal combustion engine with an electronic control device containing a monostable multivibrator and with at least one electromagnetic control device actuatable injection valve that synchronously su the revolutions of the internal combustion engine from the control device opened and kept open during an electrical opening pulse supplied by the control device xtfird, j - and further containing a least one Viicklung variable inductance in its connected to the intake pipe of the engine casing pressure transducer, characterized in ₃ that the pressure transducer in a mutually coaxial arrangement in the interior of its housing ^(81: 82) the following main parts includes: a) at least one evacuated pressure cell (138, I ¹ IO), one side of which is supported on a bearing against an axially adjustable adjusting screw (97), b) a cylindrical iron anchor (129) connected to the other side of the pressure cell j c) a double-U-shaped one that closes over the iron anchor Iron jacket (116) which is fixed in the housing and a continuous bore (117) coaxial to the common axis as well as in its interior the coaxial winding to the bore (113, 119) as well as those movable in the bore and the winding l ^ n ^ s Contains iron core, d) two, preferably double- ^T 4-shaped leaf springs (123 ₃ 124) arranged outside the iron jacket, one of which is connected to one of the ends of the iron anchor protruding from the iron jacket and attached to the case, e) a compression spring (1 * 165. for receiving the steep Ikr ^ f te ₃ exerted by the pressure cell on the iron anchor, one of its ends rests against the end of the iron anchor facing away from the pressure cell and is supported with its other end against the housing . 2. Fuel injection device according to claim i, characterized in that that a membrane (86) is provided as a bearing of the pressure cell, which on the one hand depends on the housing in the housing (8l, 82) prevailing intake manifold pressure and on the other hand is acted upon by the outside air pressure and that the membrane along its edge zone is connected to the housing in a pressure-tight manner and a bushing (93) with the adjusting screw (97) in its middle zone 3. Fuel injection device according to claim 2, characterized in that that between the pressurized cell (IiIO) and the '^ embran (86) an washer (87) connected to the housing _ »X - • · ι ι • · · 1 · <1 ι is arranged, which acts as a stop, the axial deflection of the socket at a specified maximum value of the pressure difference (p) limited between the suction pressure and the outside air pressure./ k: Fuel injection device according to claim 2, characterized in that an adjustable screw (102) serving as a second stop for the membrane (86) is arranged in the housing (82), against which the bushing (93) rests as long as the pressure difference is present (ρ,) between the suction pressure and the outside air pressure remains below a minimum value that can be changed with the adjusting screw. 5 · Fuel injection device according to one of claims 1 to k, characterized in that on the side of the pressure cell (I ² IO) facing the adjusting screw (97) a pan-like recess for receiving the spherical cap-shaped end zone (99) of the adjusting screw (97) is provided/. 6. Fuel injection device; according to claim 5 _3, characterized in that the recess is located in the end face of a bearing pin (1 * 1 * 0 ) fastened centrally to the pressure cell (IhO). ?. Fuel injection device according to Claim S _3, characterized in that the bearing journal (Ihh) is guided so as to be axially displaceable with little radial play in the longitudinal bore of the sleeve (93).