EP0030979B1 - Brennstoff-einspritzvorrichtung - Google Patents

Brennstoff-einspritzvorrichtung Download PDF

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Publication number
EP0030979B1
EP0030979B1 EP80901125A EP80901125A EP0030979B1 EP 0030979 B1 EP0030979 B1 EP 0030979B1 EP 80901125 A EP80901125 A EP 80901125A EP 80901125 A EP80901125 A EP 80901125A EP 0030979 B1 EP0030979 B1 EP 0030979B1
Authority
EP
European Patent Office
Prior art keywords
fuel
valve
air
solenoid valve
opening
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.)
Expired
Application number
EP80901125A
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English (en)
French (fr)
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EP0030979A1 (de
EP0030979A4 (de
Inventor
Kei Kimata
Tsugito Nakazeki
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.)
NTN Corp
Original Assignee
NTN Corp
NTN Toyo Bearing Co Ltd
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 NTN Corp, NTN Toyo Bearing Co Ltd filed Critical NTN Corp
Publication of EP0030979A1 publication Critical patent/EP0030979A1/de
Publication of EP0030979A4 publication Critical patent/EP0030979A4/de
Application granted granted Critical
Publication of EP0030979B1 publication Critical patent/EP0030979B1/de
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
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/0015—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for using exhaust gas sensors
    • F02D35/0046—Controlling fuel supply
    • F02D35/0092—Controlling fuel supply by means of fuel injection
    • 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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1473—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method
    • F02D41/1474—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method by detecting the commutation time of the sensor
    • 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
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/182—Circuit arrangements for generating control signals by measuring intake air flow for the control of a fuel injection device
    • 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
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/16—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors
    • F02M69/18—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors the means being metering valves throttling fuel passages to injectors or by-pass valves throttling overflow passages, the metering valves being actuated by a device responsive to the engine working parameters, e.g. engine load, speed, temperature or quantity of air
    • F02M69/22—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors the means being metering valves throttling fuel passages to injectors or by-pass valves throttling overflow passages, the metering valves being actuated by a device responsive to the engine working parameters, e.g. engine load, speed, temperature or quantity of air the device comprising a member movably mounted in the air intake conduit and displaced according to the quantity of air admitted to the engine

Definitions

  • the invention relates to a fuel injection device of the type which maintains the pressure difference on either side of a control valve (or air flow detection valve) mounted in a pipe at a predetermined value. , thereby detecting the air flow drawn into a motor from the degree of opening of this regulating valve, while simply establishing a unique correspondence between the degree of opening of the regulating valve and the area d opening of a fuel measurement valve, and maintaining at a predetermined value the pressure difference on either side of the fuel measurement valve, this predetermined value being adjusted by the opening and closing of a solenoid valve, so as to compensate for the air-fuel ratio.
  • a control valve or air flow detection valve
  • the prevailing pressure is varied in the bellows of a servomechanism detecting the air flow, by means of a heating device, so as to correct the basic air-fuel ratio, determined by the servomechanism, to maintain the time ratio at a predetermined value thus maintaining the air-fuel ratio at a desired constant value, while reducing the time required to perform the air-fuel ratio compensation, so as to adapt to engine operating conditions and improve the response characteristics of this one.
  • a fuel injection system is described, the vacuum sensor of which placed in the suction pipe, is connected to a fuel measurement valve disposed in the circuit. motor supply.
  • this valve and this sensor are in mutual dependence and the fuel measurement valve, controlled by an oxygen sensor disposed in the exhaust pipe of the burnt gases and also as a function of the temperature, acts on the sensor. of depression.
  • Japanese application N ° 54/38 440 it is a fuel supply installation which comprises a fuel return circuit provided with several solenoid valves arranged in parallel and which are controlled for example from '' an oxygen sensor according to the engine operating conditions in order to modify the fuel return section.
  • a fuel supply assembly for a carburetor engine which comprises several solenoid valves also mounted in parallel in the fuel return duct to a tank. These valves, arranged in ducts of different cross-section, are controlled on the basis of information relating to the operating conditions of the engine and, for example, as a function of the quantity of oxygen present in the burnt gases in order to vary the fuel flow. returning to the tank and therefore, to vary the fuel flow in the carburetor nozzle.
  • the invention relates for this purpose to a fuel injection device of the type comprising air flow detection means comprising a servo mechanism (A) and a valve opening mechanism (B) for maintaining at a predetermined value.
  • air flow detection means comprising a servo mechanism (A) and a valve opening mechanism (B) for maintaining at a predetermined value.
  • fuel flow measurement means mounted in a fuel supply pipe and comprising a measurement valve of fuel connected to the regulating valve, the degree of fuel communication depending only on the degree of opening of the regulating valve, pressure adjusting means for regulating the difference in pressure on either side of the regulating valve fuel measurement, a number of detection means for detecting the operating conditions of the engine for emitting corresponding signals, an electronic control unit receiving these signals and emitting corresponding control signals, and a solenoid valve mounted in a fuel pressure control circuit so as to open and close under the action of control signals from the control unit, the closing-opening of the solenoid valve providing an adjustment value of the adjustment means of pressure to adjust the fuel pressure difference on
  • the reference 1 designates an air flow measurement block comprising a servomechanism A and a valve opening mechanism B; reference 2 designates a fuel flow measurement block; and reference 3 designates a pressure difference adjustment device.
  • the servomechanism A detects the pressure difference P l -P 2 on either side of a control valve 5 (or air flow detection valve) mounted in a suction pipe 4, by means of a diaphragm 6, and operates in such a way that if P l -P 2 deviates from the basic setting value, this servomechanism modifies the opening surface of a variable orifice 7 and modifies, in the opening mechanism valve B, a control pressure P n which varies between P 1 and P 2 in proportion to the opening surface, following a law of correspondence with the deviation, and delivers this pressure to an operating member 8 so as to correct the opening degree of the flow detection valve 5 in a direction making it possible to keep the pressure difference P l -P 2 constant, so that the opening surface of this flow detection valve 5, c ' that is to say the surface of a clearance formed between the peripheral edge of the detection valve 5 and the surface interior 37 of a conical hole, or proportional to the flow of air passing through this clearance, thereby making it possible to measure the
  • the changes in the opening surface of the air flow measurement block 1 are proportional to the axial displacements of a rod 9.
  • the fuel flow measuring block 2 works in association with the rod 9, so that the air flow and the fuel flow measured by the measuring block 2 are kept proportional, thereby giving a constant air-fuel ratio .
  • this is determined by the basic setting value of the servomechanism A, i.e. by the relation existing between the elastic forces of the springs 10, 11 and of a bellows 12, and the pressure force with which a gas at pressure and nominal temperatures (for example 1 atm.
  • the fuel flow measurement block 2 operates in proportion to the degree of opening of the air flow detection valve 5.
  • the fuel flow measurement block 2 comprises a ball 14 housed in a conical hole 13, and the clearance formed between the surface of this ball 14 and the interior surface of the hole 13 constitutes an increasing fuel measurement valve, the aperture varies linearly.
  • the position of the ball 14 inside the hole 13 is controlled by the rod 9 moving in the axial direction in proportion to the degree of opening of the air flow detection valve 5. Consequently the opening area of the measurement valve 15 is proportional to the degree of opening of the air flow detection valve 5, that is to say the air flow drawn into the motor 16.
  • the difference of pressure P L- P F on either side of the measurement valve 15 is maintained at a predetermined value by the difference adjusting device this pressure 3, whereby the flow of fuel passing through the measurement valve 15 is proportional to the opening surface thereof, which makes it possible to obtain a predetermined air-fuel ratio.
  • the pressure difference adjusting device 3 comprises chambers a, b and c separated from each other by diaphragms 17 and 18, and springs 19 and 20 are mounted respectively in chambers a and c.
  • the chamber a receives the pressure P F prevailing downstream of the fuel measurement valve 15 and communicates with a vaporizer 21 mounted in the suction pipe.
  • a pressure line P L (at the pressure prevailing on the upstream side of the measurement valve 15) maintained at a predetermined value by a safety valve 23, is connected to the chamber b by means of a first solenoid valve 22 mounted in a fuel pressure control circuit d.
  • the reference 24 designates an orifice placed in the fuel pressure control circuit d, on the downstream side of the chamber b.
  • the pressure line P L is connected to the chamber c via a second solenoid valve 25 mounted in parallel with the first solenoid valve 22 in the fuel pressure control circuit d, and via an orifice 26 short-circuits the second solenoid valve 25.
  • the reference 27 designates an orifice placed in the pressure control circuit d on the downstream side of the chamber c.
  • the fuel pressure control circuit d constitutes a circuit passing through a tank 28, a pump 29, the safety valve 23, the first solenoid valve 22, the second solenoid valve 25, the orifice 26, the pressure difference adjusting device 3, and the orifices 24 and 27, to return to the reservoir 28.
  • the reference 30 designates an electronic control block which controls by all or nothing, on the basis of their logic, the first and second solenoid valves 22 and 25, by signals from a detector of 0 2 31, a cooling water temperature detector 32 and a negative suction pipe pressure detector 33 detecting the operating conditions of the engine. If it is assumed that the first and second solenoid valves 22 and 25 are both in the open state, the chambers b and c of the pressure difference adjusting device 3 are subjected to the pressure P L prevailing on the upstream side of the fuel measurement valve 15, and at the pressure acting on the diaphragm 17, that is to say that the pressure difference P L 7P F on either side of the fuel measurement valve 15 is determined by the elastic forces of the springs 19 and 20 for adjusting the pressure difference.
  • the pressure P L in the chamber b decreases, so that the forces of the adjusting springs 19 and 20 increase the opening surface of the variable orifice 36 constituted by a self-centered valve 34 and a seat valve 35 placed in chamber a, so that the pressure difference P L -P F between chambers a and b is adjusted to a predetermined value thereby reducing the pressure in chamber a.
  • the pressure P F downstream of the fuel measurement valve 15 decreases at the same time as the pressure in the chamber b.
  • the pressure P L upstream of the fuel measurement valve 15 is maintained at a predetermined value by the safety valve 23, so that the pressure difference P L- P F on either side of the fuel measurement valve 15 increases, and the quantity of fuel measured therein increases in compensation.
  • the air-fuel ratio is compensated towards the fuel-rich values according to the operating conditions of the engine.
  • the air-fuel ratio is compensated towards the fuel-poor values by reversing the above process, according to the operating conditions of the engine.
  • the magnitude of the elastic forces of the pressure difference adjusting springs 19 and 20 is adjusted to the fuel-poor values.
  • the opening-closing (on-off) of the second solenoid valve 25 is controlled by the ratio of the times of presence of the rich and poor signals at the output of the detector, detecting the operating conditions of the engine, the pressure P L of the chamber c acting on the diaphragm 18 decreases when the closing time (stop) of the second solenoid valve 25 increases.
  • This decrease in pressure in the chamber c can decrease the pressure P F in the chamber a in the same way as that described above, to compensate for the air-fuel ratio towards the fuel-rich values.
  • the air-fuel ratio can be compensated towards the fuel-poor values.
  • the compensation of the air-fuel ratio by the second solenoid valve 25 uses the ratio of the times of presence of the rich and poor signals as a control factor. It can thus be considered that it is the compensation of the basic air-fuel ratio determined by the servomechanism A. Consequently, the air-fuel ratio can be maintained at the desired constant value and the time necessary to compensate for the ratio air-fuel so as to adapt it to the operating conditions of the engine, can be reduced, which means that the response characteristic of the control is thus improved. This will be described in more detail below.
  • FIGS. 2 to 6 will now describe the control of the first and second solenoid valves 22 and 25 by the electronic control unit.
  • FIG. 2 is a circuit diagram of the electronic control unit 30.
  • the reference 32 designates a water temperature detector intended to detect the temperature of the engine cooling water.
  • the voltage at the junction 63 between this water temperature detector 32 and a fixed resistor 41 varies with the temperature of the water temperature detector 32. When the temperature rises, the resistance decreases and the voltage increases. Otherwise, the voltage decreases.
  • the voltage at junction 63 is applied to the non-inverted input of a comparison block 57 via a resistor 42, while a signal from a triangular wave generator 56 is applied to the reverse input of comparison block 57.
  • the output of the water temperature detector 32 is connected, via a diode 43, to a voltage divider comprising the resistors 44, 45 and 47.
  • the reference 31 designates a 0 2 detector placed in the system exhaust to detect the components of the exhaust gas so as to provide electrical signals, this detector 0 2 31 being connected to a resistor 53 and to the inverted input of a comparison block 90.
  • the signal output of the comparison block 90 is applied to the base of a transistor 48 via a resistor 91, while a constant voltage from a voltage divider comprising the resistors 92 and 93 is applied to the non-inverted input of the comparison block 90.
  • the collector of the transistor 48 is connected to the resistor 47.
  • the output signal of the comparison block 57 is applied to the base of a transistor 59 via a resistor 58 , so as to supply the first solenoid valve oid 22 connected to the collector of transistor 59.
  • the reference 61 designates a diode connected in parallel to the first solenoid valve 22; reference 62 designates a power source; and the resistor 60 designates an amplifier transistor, the base of which is connected to the emitter of the transistor 59.
  • the maximum value of the voltage at the input of the comparison block 57, at the location of the junction 50, is determined by the voltage appearing at a junction 49 constituting a voltage divider.
  • the operation of diode 43 causes the application of the voltage of the junction 63 as input voltage of the comparison block 57.
  • this input voltage is determined by the voltage at the junction 49.
  • This voltage at the junction 49 is determined by the conduction or the switching off of transistor 48 and this conduction or switching off of transistor 48 are determined by the output signal of the comparison block 90.
  • the detector temperature of 0 2 31 is low and that its resistance is high, or that this temperature is high and that a rich mixing signal is emitted.
  • the voltage at the inverted input of the comparison block 90 i.e. the voltage at the junction 54
  • the voltage at the non-inverted input constant voltage
  • the voltage at the junction 49 is determined by the resistors 44 and 45 and becomes high.
  • the voltage at junction 49 provides a pulse (rectangular voltage), the amplitude of which is determined by resistors 44, 45 and 47 depending on the temperature and the signal ⁇ (rich or poor signal) coming from detector 0 2 31.
  • the voltage appearing at the junction 50 is controlled by the water temperature detector 32 and by the O2 detector 31 , as shown in FIG. 3.
  • the voltage at junction 50 is applied to the non-inverted input of the comparison block 57, and compared to a triangular wave of constant amplitude and constant period produced by the triangular wave generator 56 at the inverted input of the comparison block 57. If the control voltage at junction 50 is higher than the voltage of this triangular wave, the output of the comparison block 57 becomes positive. As a result, the transistor 59 becomes conductive as well as the transistor 60, output that the current of the source 62 can pass to come to put in "on" the first solenoid valve 22. On the contrary, if the control voltage at the junction 50 is less than the voltage of the triangular wave, the output of the comparison block 57 is negative, so that the transistors 59 and 60 are cut and that the first solenoid valve 22 is in "off" state.
  • Part D of FIG. 2 is the control circuit for the second solenoid valve 25.
  • a comparison block 96 compares the voltage at junction 54, the value of which 0 2 31 changes the value, with a constant voltage supplied by a voltage divider comprising resistors 94 and 95.
  • a comparison block 81 applies the voltage from junction 49 to the non-inverted input, via a resistor 77 and a capacitor 78, and also applies the voltage a junction 88 between a resistor 79 and a variable resistor 80, at the inverted input, so as to compare these two voltages.
  • the transistor 48 is supplied by the comparison block 90, the voltage at junction 49 having a low value determined by the resistors 44, 45 and 47, so that this voltage applied to the non-inverted input of the comparison block 81 and damped by the resistor 77 and the capacitor 78, is lower than the voltage at the junction 88, the comparison block 81 then providing a voltage corresponding to "0".
  • the comparison block 81 Conversely, if the O2 detector 31 is at high temperature and emits a rich signal, the voltage at the non-inverted input of the comparison block 81 becomes higher than the voltage at the inverted input, and the comparison block 81 provides a voltage corresponding to "1".
  • This output voltage of the comparison block 81 is filtered by an integrator circuit consisting of a resistor 82 and a capacitor 83, and applied to the non-inverted input of a comparison block 104.
  • the inverted input of the block comparator 104 receives the output voltage of the triangular wave generator 56.
  • the comparison block 104 provides a positive output and feeds the transistors 84 and 85 so that they "turn on” (that is to say open) the solenoid valve 25. In the opposite, the transistors cut (close) the second solenoid valve 25.
  • the period of this opening and closing operation is determined by the period of the triangular wave voltage produced by the triangular wave generator.
  • the ratio of opening-closing times is determined by the voltage at the non-inverted input of the comparison block 104.
  • the reference 105 designates a diode mounted in parallel on the solenoid valve 25.
  • the output signal of the comparison block 81 lasts longer than the voltage corresponding to "0"., So that the voltage applied to the non-inverted input of the comparison block 104 is averaged by the resistor 82, and that the capacitor 83 has a value "0.5" or less. In these cases, the cut-off time (closing) of the second solenoid valve 25 is longer than its running time (opening).
  • the air-fuel ratio can be compensated for the entire operating time, so as to remain equal to the theoretical air-fuel ratio, by detecting the operating conditions of the engine, and moreover, the response characteristics can be improved by shortening the cycle of the operating valve 22 necessary for compensation.
  • control circuit D of the second solenoid valve 25 is mounted so that the 0 2 detector detects the instant of start of normal operation to compensate for the basic air-fuel ratio, c that is to say the case simply where the temperature of the cooling water is higher than the setting temperature and where the 0 2 detector is in the active position so as to compensate for the basic air-fuel ratio to effect the compensation for the basic normal air-fuel ratio.
  • the output of the cooling water temperature detector 32 is applied to the inverted input of a comparison block 100 via a resistor 99 while the voltage between the resistors 97 and 98 constituting a voltage divider, is applied to the non-inverted input so as to compare these voltages, and if the voltage at junction 63 is lower than the setting value, i.e. if the temperature of the cooling water is lower than the set temperature, comparison block 100 provides a positive output signal supplying a transistor 103 via a resistor 101.
  • the collector of transistor 103 is connected to the power source by l by means of a resistor 102 and also to the power source circuit of the comparison block 81, and cuts off, when energized, the flow of current to the power source circuit of the comparison block 81.
  • the comparison block 100 makes the transistor 103 nonconductive and allows an electric current to pass from the power source to the power source circuit of the block comparator 81 via resistor 102.
  • control factors of the electronic control unit 30 have been limited to the signals from the O2 detector, 31 and the cooling water temperature detector 32, but if other control factors, such as acceleration and full throttle parameters, are added to terminals 64 and 65 of FIG. 2, the air-fuel ratio can be adapted more precisely to the operating conditions of the engine.
  • control factors such as acceleration and full throttle parameters
  • the arrangement makes it possible to apply a triangular wave voltage to the inverted input of the comparison block 57, and a voltage signal varying with the operating conditions of the motor, to the non-inverted input of this block 57.
  • Reference 25 above designates a solenoid valve operating intermittently in all-or-nothing.
  • the operating control making it possible to equalize the lean signal presence time of the detector with the rich signal presence time of the latter, can also be obtained by implementing a solenoid valve 25 with a variable orifice designed so that its degree of opening varies as a function of the signals coming from the electronic control unit 30.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (1)

  1. Kraftstoffeinspritzapparat mit Mitteln (1) zur Feststellung des Luftverbrauchs, einer Servoeinrichtung (A) und einem Mechanismus zum Öffnen eines Ventils (B), um den Druckunterschied auf beiden Seiten eines Regelungsventils (5) auf einem vorbestimmten Wert zu halten, welches Regelungsventil in einem Saugrohr (4) montiert und den in einem Motor mit innerer Verbrennung zulässigen Luftverbrauch vom Zeitpunkt der Öffnung dieses Regelungsventils an ermittelt, ferner Meßvorrichtungen (2) für den Kraftstoffverbrauch, die in einer Brennstoffzuleitung (d) montieur sind und einem Meßschieber (15) für den Kraftstoff, welcher Meßschieber mit dem Regelungsventil (5) verbunden ist, wobei der Grad der Kraftstoffübermittlung allein vom Öffnungsgrad des Regelungsventils (5) abhängt, weiter Vorrichtungen zur Regelung des Druckunterschiedes (3), um den Druckunterschied auf beiden Seiten des Meßschiebers (15) zu regeln, einer bestimmten Anzahl von Anzeigevorrichtungen (31, 32, 33), welche die Betriebsbedingungen des Motors feststellen, um entsprechende Signale abzugeben, einem elektronischen Steuerblock (30), der diese Signale empfängt und die entsprechenden Steuersignale aussendet, und einem Solenoidventil (22), das in einem Steuerkreis für den Kraftstoffdruck montieur ist, und zwar so, daß es sich öffnet und schließt bei Auslösung der Steuerungssignale, die aus dem elektronischen Steuerblock (30) kommen, wobei die Schließung/Öffnung des Solenoidventils (22) dabie einen Regelungswert an die Vorrichtungen zur Regelung des Druckunterschiedes (3) liefert, um so den Druckunterschied des Kraftstoffes auf beiden Seiten des Meßschiebers für den Kraftstoff (15) zu regeln, dessen Übermittlungsgrad allein vom Öffnungsgrad des Ventils (5) zur Regelung des Luftverbrauchs abhängt, damit auf diese Weise das Verhänltnis Luft/Kraftstoff kompensiert wird und es sich allen Betriebsbedingungen des Motors anpassen kann, dadurch gekennzeichnet, daß der elektronische Steuerblock (30) Vorrichtungen (81, 82, 83, 104) beinhaltet, die ein Signal abgeben in Bezug auf die Funktion des Verhältnisses zwischen Kraftstoffreichen und kraftstoffarmen Phasen, welches das erste Ventil (22) steuert, wobei dieses Signal ein zweites Solenoidventil (25) steuert, das in dem Steuerkreis für den Kraftstoffdruck montiert ist, und zwar parallel mit dem ersten Solenoidventil (22), und wobei dieses zweite Solenoidventil (25) sich in Abhängigkeit von dem Verhältnis der kraftstoffreichen und der kraftstoffarmen Phasen öffnet und schließt und auf diese Weise, während der Motor in Betrieb ist, das grundlegende Verhältnis Luft/Kraftstoff, korrigiert, welches Verhältnis bestimmt wird im Zusammenhang mit der Servoeinrichtung (A), den Vorrichtungen zur Ermittlung des Luftverbrauchs (1) und dem Meßschieber (15) für den Kraftstoff, um das Verhältnis Luft/Kraftstoff auf dem gewünschten konstanten Wert zu halten.
EP80901125A 1979-06-25 1981-01-12 Brennstoff-einspritzvorrichtung Expired EP0030979B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP8060579A JPS566031A (en) 1979-06-25 1979-06-25 Fuel injection system
JP80605/79 1979-06-25

Publications (3)

Publication Number Publication Date
EP0030979A1 EP0030979A1 (de) 1981-07-01
EP0030979A4 EP0030979A4 (de) 1981-12-10
EP0030979B1 true EP0030979B1 (de) 1986-01-29

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP80901125A Expired EP0030979B1 (de) 1979-06-25 1981-01-12 Brennstoff-einspritzvorrichtung

Country Status (6)

Country Link
US (1) US4373490A (de)
EP (1) EP0030979B1 (de)
JP (1) JPS566031A (de)
DE (1) DE3049662C2 (de)
GB (1) GB2064650B (de)
WO (1) WO1981000020A1 (de)

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DE102006062213B4 (de) * 2006-12-22 2018-07-26 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Aufladeeinrichtung eines Verbrennungsmotors im Aufladebetrieb
DE102012220491A1 (de) * 2012-11-09 2014-05-15 Robert Bosch Gmbh Brennstoffeinspritzventil und Brennstoffeinspritzanlage mit einem Brennstoffeinspritzventil

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JPS539919A (en) * 1976-07-14 1978-01-28 Ntn Toyo Bearing Co Ltd Fuel injecting device
GB2001129B (en) * 1977-07-12 1982-08-04 Ntn Toyo Bearing Co Ltd FUEL FEEDING APPARATUS FOR air fuel combustion mixture
JPS5444132A (en) * 1977-09-13 1979-04-07 Ntn Toyo Bearing Co Ltd Fuel feeding system
JPS5444131A (en) * 1977-09-14 1979-04-07 Ntn Toyo Bearing Co Ltd Fuel injection device
JPS5548003A (en) * 1978-09-21 1980-04-05 Om Ltd Molding conveying device of packing machine
JPS55114861A (en) * 1979-02-27 1980-09-04 Ntn Toyo Bearing Co Ltd Fuel injection device

Also Published As

Publication number Publication date
WO1981000020A1 (en) 1981-01-08
GB2064650B (en) 1983-04-20
DE3049662C2 (de) 1985-03-21
EP0030979A1 (de) 1981-07-01
DE3049662T1 (de) 1982-02-25
EP0030979A4 (de) 1981-12-10
GB2064650A (en) 1981-06-17
JPS566031A (en) 1981-01-22
US4373490A (en) 1983-02-15

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