EP0396813B1 - Kraftstoffeinspritzvorrichtung für Einspritzvergaser - Google Patents

Kraftstoffeinspritzvorrichtung für Einspritzvergaser Download PDF

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Publication number
EP0396813B1
EP0396813B1 EP19890108631 EP89108631A EP0396813B1 EP 0396813 B1 EP0396813 B1 EP 0396813B1 EP 19890108631 EP19890108631 EP 19890108631 EP 89108631 A EP89108631 A EP 89108631A EP 0396813 B1 EP0396813 B1 EP 0396813B1
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EP
European Patent Office
Prior art keywords
fuel
fuel injection
chamber
main
valve
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
EP19890108631
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English (en)
French (fr)
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EP0396813A1 (de
Inventor
Tetsuo Muraji
Mitsuru Sekiya
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Mikuni Corp
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Mikuni Corp
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Priority to EP19890108631 priority Critical patent/EP0396813B1/de
Priority to DE8989108631T priority patent/DE68900985D1/de
Publication of EP0396813A1 publication Critical patent/EP0396813A1/de
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Publication of EP0396813B1 publication Critical patent/EP0396813B1/de
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    • 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
    • F02M69/46—Details, component parts or accessories not provided for in, or of interest apart from, the apparatus covered by groups F02M69/02 - F02M69/44
    • F02M69/467—Devices using intake air for generating a control signal acting on fuel delivery
    • 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
    • F02M69/20—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 being a servo-motor, e.g. using engine intake air pressure or vacuum

Definitions

  • the present invention relates to a mechanical fuel injection device for injection carburetors capable of adequately adjusting fuel injection rate on the basis of negative pressure produced depending on flow rate of air to be sucked.
  • the fuel injection device consists of an air section of regulator 2 and a fuel section of regulator 3 which are arranged opposedly to each other on both the sides of a suction tube 1 of a carburetor.
  • the interior of the air section of regulator 2 is devided by a first diaphragm 4 into a depression chamber 5 into which negative pressure is to be introduced through the venturi of the carburetor and an air chamber 6 which is communicated with atmosphere.
  • the interior of the fuel section of regulator 3 is divided by a second diaphragm 7 into a fuel pressure chamber 8 into which a fuel is to be fed and a fuel injection chamber 9.
  • the fuel pressure chamber 8 and the fuel injection chamber 9 are communicated with each other through an orifice or metering jet 10.
  • the first diaphragm 4 and the second diaphragm 7 are connected to each other by a connecting member extending across the suction tube 1, and formed on the connecting member 11 is a fuel injection valve 11a which is capable of opening and closing a fuel injection port 9a formed in the fuel injection chamber 9 for adjusting opening degree of said port.
  • This fuel injection device functions as described below.
  • the engine starts and air is sucked into the suction tube 1
  • negative pressure of a level corresponding to the air flow rate is produced in the venturi.
  • the first diaphragm 4 is displaced and the connecting member 11 is shifted together therewith, thereby opening the fuel injection port 9a. Since opening degree of the fuel injection port 9a is determined by displacement degree of the first diaphragm 4 or the connecting member 11, the fuel is ejected from the fuel injection port 9a in a quantity corresponding to the air flow rate. So long as the air flow rate remains unvaried, the air section of regulator 2 is balanced with the fuel section of regulator 3 in this condition and the fuel is continuously ejected at the rate determined as described above.
  • This mechanical conventional fuel injection device requires, for enchanced fuel control accuracy, a large and high precision fuel control unit which consists of the air section of regulator, the fuel section of regulator and the connecting member, and when the fuel injection system has the conventional structure, it must be equipped with a fuel control unit adapted for controlling low fuel flow rates in a slow driving range and another fuel control unit adapted for controlling high fuel flow rates in a main driving range, thereby posing problems that the fuel injection device is inevitably enlarged in the structure and that manufacturing cost for the fuel injection device becomes expensive.
  • the GB-A-547 902 discloses a fuel injection device for injection carburetors which also poses the above problems and comprises a fuel control unit for injecting a fuel in a suction tube in quantities in accordance with flow rates of air to be sucked in the suclement tube.
  • this object is accomplished by equipping a fuel injecting device with a single fuel control unit capable of injection a fuel into the suction tube in a quantity matched with a flow rate of air to be sucked into the suction tube, a air flow rate detecting means for slow engine running conditions (in the following referred to as slow air flow rate detecting means), a main air flow rate detecting means, a fuel flow rate metering means for slow engine running conditions (in the following referred to as slow fuel flow rate metering means), a main fuel flow rate metering means and a switching means for controlling whether the slow air flow rate detecting means and the slow fuel flow rate metering means or the main air flow rate detecting means and the main fuel flow rate metering means are to be actuated.
  • a air flow rate detecting means for slow engine running conditions in the following referred to as slow air flow rate detecting means
  • main air flow rate detecting means a fuel flow rate metering means for slow engine running conditions
  • slow fuel flow rate metering means for slow engine running conditions
  • the fuel is ejected from the fuel control unit into the suction tube in a quantity metered by the slow fuel flow rate metering means in accordance with a suction air flow rate detected by the slow air flow rate detecting means when the slow driving range is selected by the switching means, whereas the fuel is ejected from the fuel control unit into the suction tube in a quantity metered by the main fuel metering means in accordance with a suction air flow rate detected by the main air flow rate detecting means when the main driving speed range is selected by the switching means.
  • the fuel control unit is composed of an air section of regulator and a fuel section of regulator.
  • the air section of regulator consists of a depression chamber and an atmosphere chamber separated from each other by a first diaphragm, said depression chamber being communicated alternatively with the venturi of the suction tube or the slow air flow rate detecting means, and said atmosphere chamber being communicated with atmosphere
  • the fuel section of regulator consists of a fuel pressure chamber and a fuel injection chamber separated from each other by a second diaphragm and communicated with each other through a pilot jet or a main jet to be used alternatively, said fuel pressure chamber being communicated with a fuel supply source and said fuel injection chamber having a fuel injection port capable of being communicated with the suction tube.
  • the first diaphragm and the second diaphragm are connected to each other by a connecting member equipped with a fuel injection valve for ejecting the fuel from the fuel injection chamber into the suction tube in cooperation with the fuel injection port.
  • the connecting member is biased in the directions opposite to each other by a first spring urging the fuel injection valve to open the fuel injection port, and a second spring having resilience higher than that of the first spring and urging the fuel injection valve to close the fuel injection port.
  • the slow fuel flow rate metering means comprises a pilot jet arranged in a communication passage capable of communicating the fuel pressure chamber with the fuel injection chamber and an additional pilot jet arranged in a branch passage bypassing the pilot jet
  • the main fuel flow rate metering means comprises a main jet arranged in said communication passage and an additional main jet arranged in said branch passage.
  • the pilot jet or the main jet is selected for operation by the switching means.
  • arranged in the branch passage is a solenoid valve to be duty-controlled.
  • the switching means comprises three diaphragm valves which are switched all together when the negative pressure produced in the suction tube exceeds a certain predetermined level.
  • the first diaphragm valve is switched to communicate the depression chamber of the air section of regulator with the venturi in the suction tube, the second diaphragm valve is switched so that the main jet is to be used and the third diaphragm valve is switched so that the additional main jet is to be used.
  • the reference numeral 1 represents a suction tube of a carburetor
  • the reference numeral 12 designates an air valve arranged openably at a location downstream a venturi 13 in the suction tube 1
  • the reference numeral 14 denotes a stopper for preventing the suction tube 1 from being completely closed by the air valve 12 and so formed as to leave narrow gaps 15a and 15b between the outer circumferential edge of the air valve 12 and the inside wall of the suction tube 1 in the condition of the minimum opening degree (initial opening degree) where the air valve 12 is engaged with the stopper 14.
  • the reference numeral 16 represents a throttle valve arranged at a location downstream the air valve 12.
  • the reference numeral 17 represents a diaphragm separating a depression chamber 18 from an atmosphere chamber 19 and connected to a lever 12a attached fixedly to the rotating shaft of the air valve 12, the reference numeral 20 designates a spring biasing the diaphragm 17 rightward (toward the atmoshpere chamber 19), the reference numeral 21 denotes a passage having one end opening 21a located downstream the gap 15b formed in the suction tube 1 and the other end opening communicated with the depression chamber 18 through an orifice 21b, these members composing a negative pressure actuator 22 which controls opening degree of the air valve 12 by displacing the diaphragm 17 while introducing the negative pressure produced downstream the gap 15b into the depression chamber 18.
  • the reference numeral 23 represents a control valve which divides, by a diaphragm 25, a depression chamber 24 communicated with the passage 21 at a location upstream the orifice 21b and functions to control inflow of atmosphere into the depression chamber 18 of the negative pressure actuator 22 through a leak valve 23a by displacing the diaphragm 25 in accordance with level of the negative pressure introduced into the depression chamber 24.
  • the reference numeral 26 represents a first bypass passage capable of communicating the upstream side with the downstream side of the throttle valve 16 through an orifice 26a
  • the reference numeral 27 designates a starting air valve arranged in the first bypass passage at a location downstream the orifice 26a, and functioning to open said passage 26 for starting the engine at low temperatures but to close said passage as temperature rises
  • the reference numeral 28 denotes a second bypass passage communicating the upstream side of the orifice 26a in the first bypass passage 26 with the downstream side of the starting air valve 27 through an orifice 28a
  • the reference numeral 29 represents an idle speed control (ISC) valve arranged in the course of the second bypass passage 28 and functioning to control idling speed of the engine through control of air flow rate
  • the reference numeral 30 designates a third bypass passage for further bypassing the second bypass passage
  • the reference numeral 31 denotes a needle valve shiftably inserted under a biasing force applied by a bimetal 32 through a valve port arranged in the course of the third bypass
  • the needle valve 31 is so adapted as to open the third bypass passage 30 to flow air for opening the starting air valve 27 when the engine is to be started at low temperatures, but allow the third bypass passage 30 to be closed due to leftward flexture of the bimetal 32 for closing the starting air valve 27 as temperature rises.
  • the reference numeral 33 represents a fuel control unit having the same function as that of the conventional fuel control unit and the reference numeral 34 disignates an air section of regulator.
  • the air section of regulator 34 is divided by a first diaphragm 35 into a depression chamber 36 and an atmosphere chamber 37 which contains a spring 37a for urging the first diaphragm 35 upward (toward the depression chamber 36) and an adjusting screw 38 capable of adjusting resillience of the spring 37a by way of a spring support 38a.
  • the reference numeral 39 represents a main negative pressure passage communicated through the venturi 13 with the suction tube 1, or a main air flow rate detector
  • the reference numeral 40 designates a subsidiary negative pressure passage communicated with the suctin tube 1 at a location downstream the gap 15a, or a slow air flow rate detector
  • the reference numeral 41 denotes a negative pressure introduction passage for communicating a confluence chamber 41a joining the negative pressure passages 39 and 40 with the depression chamber 36 through an orifice
  • the reference numeral 42 represents a first switching valve for opening and closing the main negative pressure passage 39 in accordance with the negative pressure in the air section of regulator 22.
  • This switching valve 42 consists of an atmosphere chamber 44 and a depression chamber 42 separated from each other by a diaphragm 43, a valve member connected to the diaphragm 43, and a spring 45a arranged in the depression chamber 45 for urging the valve member in the direction to close the main negative pressure passage 39.
  • the first switching valve 42 is so adapted as to close the main negative pressure passage 39 in the slow driving range and open the main negative pressure passage 39 in the main driving range.
  • the reference numeral 46 represents a negative pressure passage for communicating the depression chamber 18 of the negative pressure actuator 22 with the depression chamber 45 of the first switching valve 42 through an orifice 46a.
  • the reference numeral 47 represents a negative pressure introduction passage for communicating the second bypass passage 28 located upstream the ISC valve 29 with the depression chamber 36 in the air section of regulator 34 through an orifice 47a
  • the reference numeral 48 designates a negative pressure switching valve which is located downstream the orifice 47a in the negative pressure introduction passage 47, functions to open and close the passage 47 in accordance with the negative pressure introduced through intake ports 49a and 49b locted upstream and downstream the throttle valve 16, and is adapted to be capable of introducing the negative pressure from the second bypass passage 28 into the depression chamber 36 of the air section of regulator 34.
  • the reference numeral 50 represents a fuel section of regulator which is divided by a second diaphragm 51 into a fuel pressure chamber 52 and a fuel injection chamber 53.
  • a spring 52a Arranged in the fuel pressure chamber is a spring 52a for biasing the second diaphragm 51 toward the fuel injection chamber 53.
  • the reference numeral 54 represents a fuel passage which communicates the fuel pressure chamber 52 with the fuel injection chamber 53, and has branch passages 54a and 54b bypassed in the course thereof, the reference numerals 55a and 55b denote a pilot jet and a main jet arranged as fuel metering members in the branch passages 54a and 54b respectively, and the reference numeral 56 represents a second switching valve which has the structure and function similar to those of the first switching valve 42, and is adapted to close the branch passage 54b including the main jet 55b in the slow driving range and close the branch passage 54a including the pilot jet 55a in the main driving range.
  • the reference numeral 57 represents a fuel bypass passage which communicates the upstream side with the downstream side of the branch passages 54a and 54b of the fuel passage 54, and has branch passages 57a and 57b bypassed in the course thereof
  • the reference numerals 58a and 58b denote a pilot jet and a main jet which are arranged as fuel metering members in the branch passages 57a and 57b respectively
  • the reference numeral 59 designates a third switching valve which has the structure and function similar to those of the first switching valve 42, and is adapted to close the branch passage 57b comprising the main jet 58b in the slow driving range and close the branch passage 57a including the pilot jet in the main driving range.
  • the reference numeral 60 represents a solenoid valve which is arranged in the fuel bypass passage 57 at a location downstream the branch passages 57a and 57b and subjected to duty-control by a control circuit (not shown) to adjust flow rate of the fuel fed from the fuel pressure chamber 52 through the fuel passage 54 into the fuel injection chamber 53, thereby controlling the air-fuel ratio of the mixture to be supplied to the engine.
  • the reference numeral 61 represents a fuel passage for feeding the fuel from a fuel tank 63 into the fuel pressure chamber 52 by a fuel pump 62 arranged in the course of said fuel passage 61 and the reference numeral 64 designates a fuel adjusting valve communicated with the fuel pressure chamber 52 and the fuel tank 63 respectively through passages 64a and 64b, and adapted to maintain fuel pressure at a predetermined level in the fuel pressure chamber 52 and return excessive quantity of the fuel into the fuel tank 63.
  • the reference numeral 65 represents a fuel injection passage for communicating the fuel injection port 53a of the fuel injection chamber 53 with the suction tube 1 at a location downstream the throttle valve 16.
  • the reference numeral 66 represents a connecting member for connecting the first diaphragm 53 in the air section of regulator 34 to the second diaphragm 51 in the fuel section of regulator 50
  • the reference numeral 66a designates a needle valve which is formed integrally with the connecting member 66, and functions to control quantity of the fuel to be injected into the suction tube 1 by opening and closing the fuel injection port 53a in accordance with movement of the connecting member 66.
  • This needle valve 66a closes the fuel injection port 53a while internal pressure is equal between the depression chamber 36 and the atmosphere chamber 37, or the engine is rested.
  • the air valve 12 is set at the initial opening degree shown in Fig. 2 and the throttle valve 16 is a little opened, whereby a certain level of negative pressure is produced on the side downstream the gaps 15a and 15b.
  • This negative pressure is introduced into the depression chamber 24 of the control valve 23 through the passage 21 but, since the negative pressure is very low, the control valve 23 does not operate and the leak valve 23a is kept in the open condition.
  • this negative pressure is introduced also into the depression chamber 18 of the negative pressure actuator 22 through the orifice 21b but, since the leak valve 23a is kept in the open condition, the negative pressure actuator 22 does not operate and the air valve 12 is kept at the initial opening degree.
  • the negative pressure of the depression chamber 18 is introduced into the depression chamber 45 of the first switching valve 42 through the passage 46, but the first switching valve 42 neither operates to maintain the main negative pressure passage 39 in the closed condition.
  • the second switching valve 56 and the third switching valve 59 also maintain the branch passage 54b including the main jet 55b and the branch passage 57b including the main jet 58b in the close conditions respectively. Since the negative pressure produced downstream the gap 15a of the air valve 12 is introduced into the depression chamber 36 of the air section of regulator 34 through the confluence chamber 41a of the subsidiary negative pressure passage 40 and the negative pressure introduction passage 41 in the conditions described above, the first diaphragm 35 and the connecting member 66 are displaced upward.
  • the second diaphragm 51 is displaced also upward and the needle valve 66a opens the fuel injection port 43, whereby the fuel is ejected from the fuel injection chamber 53 into the suction tube 1 through the fuel injection port 53a and the fuel injection passage 65. Accordingly, the fuel pressure is lowered in the fuel injection chamber 53, and the fuel is fed in a quantity matched with the ejection rate from the fuel pressure chamber 52 into the fuel injection chamber 53 through the fuel passage 54 and the pilot jet 55a.
  • the fuel to be fed into the fuel injection chamber 53 through the fuel bypass passage 57 and the pilot jet 58a is adjusted in quantity thereof by the solenoid valve 60 and then is supplied additionally into the fuel injection chamber 53 for adequately controlling the air-fuel ratio of the mixture to be fed to the engine by adjusting the total fuel flow rate. Accordingly, the force biasing the connecting member 66 upward is balanced with the force biasing the connecting member 66 downward and the needle valve 66a is kept at the same opening degree so long as the negative pressure remains unvaried downstream the gap 15a.
  • the connecting member 66 is displaced further upward and the fuel is injected at a higher rate into the suction tube 1 through the fuel injection port 53a and the fuel injection passage 65.
  • accurate fuel injection rates are obtained in accordance with the air flow rates downstream the gaps 15a and 15b in the suction tube 1, and the air-fuel ratio of the mixture to be fed to the engine is adequately controlled in the slow driving range.
  • the air flow rate is enhanced in the suction tube 1 and the negative pressure introduced through the intake opening 21a into the depression chamber 24 of the control valve 23 is further increased.
  • the control valve 23 operates to close the leak valve 23a and atmosphere stops flowing into the depression chamber 18 of the negative pressure actuator 22.
  • the depression chamber 18 is set at the same negative pressure as that in the intake opening 21a and the negative pressure actuator 22 operates to turn the air valve 12 counterclockwise from the initial opening position, thereby shifting the engine into the main driving range.
  • This negative pressure in the depression chamber 18 is introduced through the passage 46 into the first, second and third switching valves 42, 56 and 59 for operating these valves.
  • the main negative pressure passage 39 is opened to introduce the negative pressure from the main venturi 13 into the depression chamber 36 of the air section of regulator 34 and the connecting member 66 is displaced so as to allow the needle valve 66a to increase the opening degree of the fuel injection port 53a.
  • the pilot jet 54a is closed in the fuel passage 54 and the fuel is fed into the fuel injection chamber 53 through the main jet 54b.
  • the pilot jet 58a is closed in the fuel bypass passage 57 and the fuel is supplied into the fuel injection chamber 53 through the main jet 58b.
  • quantity of the fuel injected from the fuel injection port 53a of the fuel injection chamber 53 through the fuel injection passage 65 is determined in accordance with the air flow rate in the suction tube 1 the fuel is supplied in a predetermined quantity from the fuel pressure chamber 52 into the fule injection chamber 53 and the air-fuel ratio of the mixture to be fed to the engine is controlled adequately in the main driving range.
  • the embodiment of the present invention makes it possible to accurately control fuel injection rates in both the slow driving range and the main driving range, and adequately control the air-fuel ratio of the mixture with the single fuel control unit 33.
  • the air flow rate metering members and the fuel metering members for feeding the fuel into the fuel injection chamber 53 are adapted to be selected by the switching valves for the slow driving range or the main driving range, and need not be of high precision type. Accordingly, the present invention makes it possible to design a compacter fuel injection device and reduce manufacturing cost thereof.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of The Air-Fuel Ratio Of Carburetors (AREA)

Claims (7)

1. Kraftstoffeinspritzvorrichtung für Einspritzvergaser mit einer Kraftstoffsteuereinheit (33) zum Einspritzen eines Kraftstoffs in ein Saugrohr (1), und zwar in Mengen, die abhängig sind von Durchsätzen an in das Saugrohr einzusaugender Luft, gekennzeichnet durch eine Luftdurchsatzerfassungeinrichtung für Niedrigdrehzahl-Motorbetrieb, die an das Saugrohr angeschlossen ist; eine Haupt-Luftdurchsatzerfassungeinrichtung, die an das Saugrohr angeschlossen ist; eine Kraftstoffmeßeinrichtung für Niedrigdrehzahl-Motorbetrieb, die mit der Kraftstoffsteuereinheit verbindbar ist; eine Haupt-Kraftstoffmeßeinrichtung, die mit der Kraftstoffsteuereinheit verbindbar ist; und Schaltmittel (42, 56, 59), die jeweils der Luftdurchsatzerfassungeinrichtung für Niedrigdrehzahl-Motorbetrieb und der Haupt-Luftdurchsatzerfassungseinrichtung sowie der Kraftstoffmeßeinrichtung für Niedrigdrehzahl-Motorbetrieb und der Haupt-Kraftstoffmeßeinrichtung zugeordnet sind und die Haupt-Luftdurchsatzerfassungseinrichtung sowie die Haupt-Kraftstoffmeßeinrichtung in Betrieb setzen, wenn der Luftdurchsatz einen vorbestimmten Wert übersteigt.
2. Kraftstoffeinspritzvorrichtung für Einspritzvergaser nach Anspruch 1, dadurch gekennzeichnet, daß die Kraftstoffsteuereinheit (33) folgende Merkmale aufweist:
   einen Regulator-Luftabschnitt (34), bestehend aus einer Depressionskammer (34) und einer Atmosphärenkammer (37), die durch eine erste Membran (35) voneinander getrennt sind, wobei die Depressionskammer an die Luftdurchsatzerfassungseinrichtung für Niedrigdrehzahl-Motorbetrieb und an die Haupt-Luftdurchsatzerfassungseinrichtung anschließbar ist, während die Atmosphärenkammer mit der Atmosphäre in Verbindung steht,
   einen Regulator-Kraftstoffabschnitt (50), bestehend aus einer Kraftstoffdruckkammer (52) und einer Kraftstoffeinspritzkammer (53), die durch eine zweite Membran (51) voneinander getrennt sind und durch die Kraftstoffmeßeinrichtung für Niedrigdrehzahl-Motorbetrieb sowie die Haupt-Kraftstoffmeßeinrichtung miteinander verbindbar sind, wobei die Kraftstoffdruckkammer an eine Kraftstoffquelle (63) angeschlossen ist, während die Kraftstoffeinspritzkammer eine Kraftstoffeinspritzöffnung (53a) aufweist, die an das Saugrohr (1) anschließbar ist,
   ein Verbindungselement (66), das mit der ersten Membran und der zweiten Membran verbunden sowie mit einem Krafteinspritzventil (66a) ausgerüstet ist, welches dazu dient, die Kraftstoffeinspritzöffnung zu öffnen und zu schließen,
   eine erste elastische Einrichtung (37a) zum Verspannen des Verbindungselements in eine Richtung, in der das Kraftstoffeinspritzventil die Kraftstoffeinspritzöffnung öffnet, und
   eine zweite elastische Einrichtung (52a), deren Elastizität höher als die der ersten elastischen Einrichtung ist und die dazu dient, das Verbindungselement in eine Richtung zu verspannen, in der das Kraftstoffeinspritzventil die Kraftstoffeinspritzöffnung schließt.
3. Kraftstoffeinspritzvorrichtung für Einspritzvergaser nach Anspruch 2, dadurch gekennzeichnet, daß die Kraftstoffmeßeinrichtung für Niedrigdrehzahl-Motorbetrieb aus einer ersten Vordüse (55a) und einer zweiten Vordüse (58a) besteht, wobei die erste Vordüse in einem Verbindungsdurchlaß (54) angeordnet ist, der dazu dient, die Kraftstoffdruckkammer (52) mit der Kraftstoffeinspritzkammer (53) zu verbinden, während die zweite Vordüse in einem Abzweigdurchlaß (52) angeordnet ist, der die ersten Vordüse umgeht, daß die Haupt-Kraftstoffmeßeinrichtung aus einer ersten Hauptdüse (55b), die in dem Verbindungsdurchlaß angeordnet ist, und einer zweiten Hauptdüse (58b) besteht, die in dem Abzweigdurchlaß angeordnet ist, wobei die erste Vordüse und die erste Hauptdüse abwechselnd von den Schaltmitteln (56) zum Einsatz gebracht werden können, während die zweite Vordüse und die zweite Hauptdüse abwechselnd von den Schaltmittel (59) zum Einsatz gebracht werden können.
4. Kraftstoffeinspritzvorrichtung für Einspritzvergaser nach Anspruch 3, gekennzeichnet durch ein Magnetventil (60) zum Einstellen des Durchsatzes an Kraftstoff, der durch den Abzweigdurchlaß (57) hindurchgeht.
5. Kraftstoffeinspritzvorrichtung für Einspritzvergaser nach Anspruch 2 oder 3, gekennzeichnet durch ein Luftventil (12), das stromab einer Venturi-Verengung im Saugrohr (1) angeordnet und im Niedrigdrehzahlbereich in einer Mindest-Öffnungsstellung haltbar ist, wobei die Luftdurchsatzerfassungseinrichtung für Niedrigdrehzahl-Motorbetrieb aus einem ersten Unterdruckdurchlaß (40) besteht, der mit seinem einen Ende an das Saugrohr an einer Stelle stromab des Luftventils angeschlossen ist und mit seinem anderen Ende mit der Depressionskammer (36) in Verbindung steht, und wobei die Haupt-Luftdurchsatzerfassungseinrichtung aus einem zweiten Unterdruckdurchlaß (39) besteht, der mit seinem einen Ende an die Venturi-Verengung im Saugrohr (1) angeschlossen ist und an seinem anderen Ende durch die Schaltmittel (42) geöffnet werden kann, um mit der Depressionskammer (36) in Verbindung zu treten.
6. Kraftstoffeinspritzvorrichtung für Einspritzvergaser nach Anspruch 5, dadurch gekennzeichnet, daß die Schaltmittel aus einem ersten Membranventil (42), einem zweiten Membranventil (56) und einem dritten Membranventil (59) bestehen, von denen das erste Membranventil dazu dient, das andere Ende des zweiten Unterdruckdurchlasses (39) zu öffnen, um den zweiten Unterdruckdurchlaß mit der Depressionskammer (36) in Verbindung zu setzen, während das zweite Membranventil dazu vorgesehen ist, die erste Vordüse (55a) und die erste Hauptdüse (55b) abwechselnd in die Betriebsstellung zu versetzen, und das dritte Membranventil dazu dient, die zweite Vordüse (58a) und die zweite Hauptdüse (58b) abwechselnd in die Einsatzposition zu bringen, wobei die drei Membranventile gemeinsam dazu dienen, den zweiten Unterdruckdurchlaß zu öffnen, um die ersten und zweiten Hauptdüsen in ihre Betriebspositionen zu bringen, wenn der Unterdruck stromab des Luftventils (12) einen vorbestimmten Pegel übersteigt.
7. Kraftstoffeinspritzvorrichtung für Einspritzvergaser nach Anspruch 6, gekennzeichnet durch ein Drosselventil (16), das an einer Stelle stromab des Luftventils (12) im Saugrohr (1) angeordnet ist, und durch einen zusätzlichen Unterdruckdurchlaß (47), der an seinem einen Ende mit dem Saugrohr an einer Stelle zwischen dem Luftventil und dem Drosselventil verbunden ist, während sein anderes Ende mit der Depressionskammer (36) in Verbindung steht, und der dazu vorgesehen ist, lediglich zum Starten beiniedrigen Temperaturen einen zusätzlichen Unterdruck an die Depressionskammer anzulegen.
EP19890108631 1989-05-12 1989-05-12 Kraftstoffeinspritzvorrichtung für Einspritzvergaser Expired EP0396813B1 (de)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP19890108631 EP0396813B1 (de) 1989-05-12 1989-05-12 Kraftstoffeinspritzvorrichtung für Einspritzvergaser
DE8989108631T DE68900985D1 (de) 1989-05-12 1989-05-12 Kraftstoffeinspritzvorrichtung fuer einspritzvergaser.

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP19890108631 EP0396813B1 (de) 1989-05-12 1989-05-12 Kraftstoffeinspritzvorrichtung für Einspritzvergaser

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EP0396813A1 EP0396813A1 (de) 1990-11-14
EP0396813B1 true EP0396813B1 (de) 1992-03-11

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Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB547902A (en) * 1940-04-24 1942-09-16 United Aircraft Corp Improvements in or relating to fuel feeding or metering devices for an internal combustion engine
US2540735A (en) * 1945-06-29 1951-02-06 Niles Bement Pond Co Carburetor
GB1021509A (en) * 1962-08-21 1966-03-02 Heinrich Klaus Wucherer Improvements in and relating to carburettors
DE2024161A1 (de) * 1970-05-16 1971-12-02 Petrol Injection Ltd., Plymouth; Jackson, Harold Ernest, Plympton St. Mary; Devon (Großbritannien) Brennstoffeinspritzsystem
GB1546074A (en) * 1975-05-15 1979-05-16 Tecalemit Ltd Fuel injection systems for internal combustion engine

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EP0396813A1 (de) 1990-11-14
DE68900985D1 (de) 1992-04-16

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