US3581723A - Fuel injection arrangement for internal combustion engines with accelerating enrichment - Google Patents

Fuel injection arrangement for internal combustion engines with accelerating enrichment Download PDF

Info

Publication number
US3581723A
US3581723A US834302A US3581723DA US3581723A US 3581723 A US3581723 A US 3581723A US 834302 A US834302 A US 834302A US 3581723D A US3581723D A US 3581723DA US 3581723 A US3581723 A US 3581723A
Authority
US
United States
Prior art keywords
throttle
pressure
intake manifold
fuel injection
engine
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 - Lifetime
Application number
US834302A
Other languages
English (en)
Inventor
Hermann Scholl
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Application granted granted Critical
Publication of US3581723A publication Critical patent/US3581723A/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration

Definitions

  • a fuel injection arrangement for enriching the air-fuel mixture during acceleration of the engine is varied as a function of the pressure prevailing within the intake manifold of the engine.
  • the pulse is supplied by a monostable multivibrator circuit which is actuated synchronously with the rotation of the engine crankshaft.
  • the manifold includes two separate throttles with one throttle positioned by the gas pedal of the engine, and the second throttle positioned through a pressure difference sensing device which measures the difference between the pressure of the intake manifold between the two throttles, and in the intake direction of the manifold.
  • a pressure sensor communicating with the intake manifold between the two throttles varies the inductance of a transformer which operates in conjunction with the monostable multivibrator.
  • the present invention resides in an electrically controlled fuel injection arrangement adapted for internal combustion engines having at least one electromagnetically actuated injection valve.
  • a control arrangement which is actuated synchronously with the speed of the engine cooperates with a pressure-sensing device located behind the throttle member within the intake manifold, when viewed from the intake direction.
  • the control arrangement delivers opening pulses for the injection valve, such that the duration of the pulses is dependent upon the pressure prevailing within the intake manifold.
  • the duration of the individual injection processes during which the injection valves are opened must thereby be made dependent upon the prevailing throttle position and the rotational speed of the engine.
  • the duration of the individual opening pulses are made dependent upon the suction pressure within the intake manifold, specific difficulties are encountered.
  • the intake manifold pressure rises only with considerable delay after the opening motion of the throttle flap.
  • an object of the present invention to provide an injection arrangement of the aforementioned character with a fuel injection arrangement controlled by the intake manifoldpressure, which assures that mixture enrichment is realized without fail during the transient interval when the throttle is opened.
  • the arrangement is such that the enrichment takes place prior to the. intake of the added air mass.
  • the principle of the accelerating enrichment arrangement rests upon the provision of a second throttle behind the gas pedal actuated throttle, when viewed from the intakedirection.
  • This second throttle is controlled through the pressure difference prevailing between the pressure behind the first throttle and behind itself, of the second throttle corresponding to the air suction pressure.
  • the pressure sensor communicates with the section within the intake manifold which lies between the first and second throttles.
  • Electromagnetically actuated injection valves have opening pulses applied to them from a control circuit which consists of a monostable multivibrator operating in conjunction with a transformer.
  • the inductance of the transformer is made variable as a function of the pressure prevailing within the intake manifold of the engine.
  • Two throttles are provided within the intake manifold, such that one throttle is operated by the gas pedal of the engine, whereas the second throttle lies behind the first throttle when viewed from the intake direction of the manifold.
  • the pressure-sensing device which adjusts the inductance of the transformer in the pulse-generating circuit is situated between the two throttles and communicates with the intake manifold therebetween.
  • a pressure difference sensing device includes a membrane member which is positioned as a function of the difference between the pressure prevailing within the intake manifold between the two throttles, and the pressure behind the second throttle, with respect to the intake direction of the manifold. This membrane within the pressure difference sensing device positions the second throttle.
  • FIG. 1 is a functional schematic diagram and shows the fuel injection arrangement with the electrical controlling circuit, in accordance with the present invention.
  • FIG. 2 is a partial sectional view of the intake manifold of the engine of FIG. 1, and shows the throttle-positioning devices of the present invention
  • FIG. 3 is a partial sectional view of a modification of the intake manifold shown in FIG. 2.
  • the fuel injection arrangement of FIG. 1 is adapted to a four-cylinder internal combustion engine 10 used to drive a motor vehicle.
  • the spark plugs 11 are connected to a high voltage ignition arrangement, not shown.
  • an electromagnetically actuated injection valve 13 is provided for each individual cylinder branched off from the intake manifold 12.
  • Fuel is applied to each injection valve from a distributor 15, by way of the fuel lines 14.
  • the fuel is supplied from a storage tank 18 by means of a pump 16 driven through an electric motor.
  • the intake of the pump 16 drips into the fuel storage tank 18, whereas the outlet of the pump 16 is applied to a pressure regulator 17.
  • the latter is interposed between the pump 16 and the distributor 15. It is the function of the pressure regulator 17 to maintain the fuel pressure within the distributor l5 and the fuel lines 14 at substantially constant value of approximately 2 atmospheres. Thus, as a result of the pressure regulator 17, the pressure of the fuel in front of the injection valves is maintained substantially constant.
  • Each of the injection valves 13 contains a magnetizing coil, not shown, which has one terminal connected to ground potential.
  • the other terminal of the magnetizing coils is connected to one of the resistors 20, by way of one of the connections 19.
  • the resistors 20 are coupled together at one of their terminals, and also to the collector of a power transistor 21.
  • the base of the power transistor 21 is connected to a transistor amplifier 22 to which square wave or rectangularshaped control pulses 23 are applied from an electronic regulating and control circuit to be described further subsequently.
  • the control pulses 23 are generated for every revolution of the crankshaft 24.
  • the arrangement is such that each one of the injection valves 13 receives current through its magnetiz ing coil, for the duration of the pulse 23.
  • the quantity of fuel injected into the intake manifold and hence from there into the cylinder is proportional to the opening duration of the injection valve, which in turn, is proportional to the duration of the pulse 23.
  • Such quantity of injected fuel therefore, must be matched or fitted to the operating requirement of the internal combustion engine.
  • the regulating and control circuit 25 which lies within the broken lines in FIG. 1, includes essentially a monostable multivibrator which has a first switching transistor T, of the PNP type, and a second transistor T of the same type.
  • the emitters of both transistors are connected to the positive voltage supply line 26 of a voltage source in the form of the battery used for the motor vehicle.
  • the nominal voltage of such a battery is 12.6 volts.
  • the collectors of the two transistors T, and T lead to the negative voltage supply line 29, by way of the resistors 27 and 28, respectively.
  • the negative voltage supply line 29 is coupled to ground potential.
  • the transistor T In the normal or quiescent state of the circuit 25, the transistor T, is maintained in the conducting state through the resistor 30 which is connected between its base and the negative voltage supply line 29. The transistor T, is thereby turned off.
  • the baseof the transistor T furthermore, leads to a capacitor 33.
  • a resistor 34 is connected between one electrode of the capacitor and the positive voltage supply line of the battery.
  • the other electrode of the capacitor 33 leads to the negative voltage supply line 29, by way of a resistor 35.
  • the electrode of the capacitor 33 which is connected to the resistor 35 is also joined to a switch 32 operated by a cam 31 which is rotated in accordance with the crankshaft 24 of the engine 10.
  • the capacitor 33 becomes charged so that negative potential appears at the electrode connected to the resistor 35 and switch 32.
  • this negatively charged electrode of the capacitor 33 becomes connected to the positive voltage supply line 26.
  • the unstable state of the monostable multivibrator circuit becomes initiated when the switch 32 is actuated to closed circuit position.
  • the opening duration of the magnetic valves 13 is established. Once the unstable state of the monostable multivibrator has been initiated, the transistor T, is turned off, and the transistor T, together with the power transistor 21 become conducting, and as a result the magnetic valves 13 become opened. The magnetic valves become again closed when the transistors T, and T, of the monostable multivibrator circuit return to their initial or quiescent state.
  • This instant of time depends upon the inductance of the primary winding 37 which is connected in series with the collector circuit of the transistor T,.
  • This primary winding 37 forms a transformer together with the secondary winding 38 and an adjustable ferromagnetic core 39.
  • the ferromagnetic core 39 is coupled to the membrane of a pressure-sensing device 41, by way of a mechanical linkage 40.
  • the pressure-sensing device 41 is located directly behind the gas pedal 36, when viewed from the intake direction.
  • the gas pedal 36 is coupled to the throttle valve or flap 50 within the intake manifold 12. When the absolute pressure within the the intake manifold 12 drops, the inductive coupling between the primary and secondary windings is reduced through the withdrawal of the ferromagnetic core.
  • One terminal or end of the coil of the secondary winding 38 is connected to the base of the transistor T,, through a diode 45.
  • the other end of this coil of the secondary winding 38 is connected to the junction of two resistors 43 and 44 connected in series and across the positive voltage supply line 26 and the negative voltage supply line 29.
  • This induced voltage maintains the transistor T, in the conducting state and independent of any further positioning of the switching arm 32.
  • This conducting state of the transistor T is held until the current in the primary winding 37 has substantially attained the saturated value.
  • the induced voltage which maintains the transistor T, cut off by way of the diode 45 decreases as the saturation increases. This induced voltage then finally drops to the extent that the negative base potential of the transistor T, adjusted by the resistors 43 and 44, is exceeded. At that point, the transistor T, is returned to its initial conducting state. As soon as this initial state of the transistor T, is attained, the power transistor 21 is cut off and the injection process or cycle is terminated.
  • the duration of the opening pulse 23 depends upon the suction pressure prevailing within the intake manifold 12, behind the throttle valve or flap 50, viewed from the intake direction.
  • the gas pedal 36 is depressed and the throttle 50 is thereby turned to a greater opening angle as a result of the mechanical linkage of coupling rod 51, the suction pressure will tend to rise only with delay in contrast with the opening motion of the throttle flap.
  • a second adjustable throttle valve or flap 55 is provided behind the throttle 50 which is actuated by the gas pedal 36, viewed from the intake direction.
  • This throttle 55 is set or adjusted as a result of the pressure difference between the intake manifold and the atmospheric pressure of the surrounding air.
  • the second throttle flap 55 is rotatable through an angle of substantially about a horizontal axis 56.
  • the throttle flap is functionally connected with the membrane 61 of a pressure difference sensing device 62, by way of the linkage members 57, 58, 59 and rod 60.
  • the pressure difference sensor 62 includes a first pressure chamber 63 and a second chamber 64.
  • a compression spring 65 which maintains the membrane 61 tensioned, is situated within the chamber 64.
  • the second pressure chamber 64 communicates with that portion of the intake manifold 12, which is directly behind the second throttle member 55 within the intake manifold 12.
  • the pressure chamber 64 thereby also communicates directly with the individual branches of the intake manifold.
  • the first pressure chamber 63 of the pressure-sensing device 62 communicates with the section of the intake manifold 12, between the first throttle 50 and the second throttle 55. This communication between the pressure chamber 63 and this section of the intake manifold, is achieved through a short communicating pipeline or tube 68.
  • a connecting member 69 connects, furthermore, this particular section of the intake manifold between the two throttle valves, to the pressure-sensing device 41, which operates upon the duration of the opening pulse in the manner described above.
  • the communicating line or tubes 68 contains an orifice or throttle location 70 in the proximity of the intake manifold 12. This throttle opening 70 has a relatively small cross-sectional opening which affects the opening time constant of the second throttle 55, in a manner to be described.
  • the pressure difference applied to the membrane 61 is equivalent to the pressure drop at the second throttle 55.
  • This pressure drop balances the force of the spring 65 under steady state conditions of operation corresponding to constant speed of the engine and nonvarying position of the second throttle member.
  • the throttle flap or member 55 assumes that position at which its pressure drop is a minimum.
  • the pressure drop cannot be made precisely zero, since use is made of the principle of a proportional regulator with a regulating deviation proportional to the positioning force.
  • This pressure drop can, however, be held sufficiently small through a large effective surface of the membrane 63 and sufficiently large lever relationship within the linkage or lever members 57, 58 and 59.
  • the second throttle flap 55 is provided in the form of a rotatable member about the axis 56.
  • a damper plate or air valve for this second throttle arrangement, and to set this air damper or air valve as a function of the pressure difference.
  • the present invention shown in part in FIG. 3, possible to vary the cross-sectional area of the throttle location or orifice 70, as a function of the operating temperature of the engine.
  • Such variation in the throttle position 70 may be made with the aid of, for example, a bimetallic spring 72 connected to a turntable valve member 75 at the inlet orifice of the tube 68 so that the orifice opening is made smaller with decrease in operating temperature.
  • a bimetallic spring 72 connected to a turntable valve member 75 at the inlet orifice of the tube 68 so that the orifice opening is made smaller with decrease in operating temperature.
  • a fuel injection arrangement for an internal combustion engine comprising, in combination, at least one electromagnetically actuated injection valve; first throttle means within the intake manifold of said engine and actuated by the gas pedal of said engine; second throttle means within said intake manifold and behind said first throttle with respect to the intake direction of said intake manifold; means for controlling the position of said second throttle means as a function of the difference in pressures behind said first and second throttle means; pressure-sensing means communicating with said intake manifold between said first and second throttle means; and control means actuated synchronously with the crankshaft rotation of the engine and operatively coupled to said pressure-sensing means, said control means applying pulses to said injection valve for opening said valve, the duration of said pulses being dependent upon the pressure prevailing within said intake manifold.
  • said means for controlling said second throttle means comprises a pressure difference sensing device having a first pressure chamber communicating with the intake manifold in front of said second throttle means and having a second pressure chamber communicating with the intake manifold behind said second throttle means with respect to the intake direction of said manifold.
  • the fuel injection arrangement as defined in claim 3 including at least one connecting member between one of said chambers and said intake manifold; and means cooperating with said connecting means for applying substantial resistance to flow through said connecting means.
  • said means for applying resistance to flow through said connecting means comprises a member with an adjustable opening, said opening being decreased with increase in the operating temperature of said engine.
  • said means for controlling said second throttle means comprises pressure-sensing means having a first chamber communicating with said intake manifold between said first and second throttle means; a second chamber separated from said first chamber and communicating with said intake manifold behind said second throttle means with respect to the intake direction of said manifold; a membrane member separating said first and second chambers; spring means within said second chamber and tensioning said membrane member; and linkage means connecting mechanically said second throttle means with said membrane member, whereby said second throttle means is positioned as a function of the position of said membrane member.
  • the fuel injection arrangement as defined in claim 1 including monostable multivibrator means in said control means; switch means operated by the crankshaft of said engine and actuating said monostable multivibrator means; and transformer means operatively coupled to said monostable multivibrator means and to said pressure-sensing means, the inductance of said transformer means being varied as a function of the pressure sensed by said pressure-sensing means.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
US834302A 1968-06-27 1969-06-18 Fuel injection arrangement for internal combustion engines with accelerating enrichment Expired - Lifetime US3581723A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE19681751605 DE1751605A1 (de) 1968-06-27 1968-06-27 Elektrisch gesteuerte Kraftstoff-Einspritzeinrichtung mit Beschleunigungs-Anreicherung

Publications (1)

Publication Number Publication Date
US3581723A true US3581723A (en) 1971-06-01

Family

ID=5692376

Family Applications (1)

Application Number Title Priority Date Filing Date
US834302A Expired - Lifetime US3581723A (en) 1968-06-27 1969-06-18 Fuel injection arrangement for internal combustion engines with accelerating enrichment

Country Status (4)

Country Link
US (1) US3581723A (de)
DE (1) DE1751605A1 (de)
FR (1) FR2014313A1 (de)
GB (1) GB1216979A (de)

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3726261A (en) * 1971-01-25 1973-04-10 Bendix Corp Acceleration enrichment signalling means for electronic fuel systems
US3826233A (en) * 1969-02-25 1974-07-30 Breverts Et D Etudes S I B E S Injection devices for internal combustion engines
US3866583A (en) * 1970-04-10 1975-02-18 Volkswagenwerk Ag Mixture control system for an internal combustion engine with controlled injection fuel
US3880125A (en) * 1972-09-21 1975-04-29 Bosch Gmbh Robert Fuel injection system for internal combustion engine
US3941100A (en) * 1973-06-01 1976-03-02 Volkswagenwerk Aktiengesellschaft Apparatus for producing an engine-speed signal for an electronic fuel injection system
US4112879A (en) * 1975-02-24 1978-09-12 Robert Bosch Gmbh Process for the regulation of the optimum operational behavior of an internal combustion engine
US4142497A (en) * 1975-11-06 1979-03-06 Allied Chemical Corporation Fuel pressure booster and regulator
US4269156A (en) * 1979-05-01 1981-05-26 The Bendix Corporation Air/fuel ratio management system with calibration correction for manifold pressure differentials
US4401087A (en) * 1980-04-03 1983-08-30 Nissan Motor Company, Ltd. Method and apparatus for engine control
US4484551A (en) * 1983-07-05 1984-11-27 Ford Motor Company Air-air/fuel control device
US4721085A (en) * 1983-01-03 1988-01-26 William D. Adams Varying area fuel system for combustion engine
WO1989006747A1 (en) * 1983-01-03 1989-07-27 William Daniel Adams Varying area fuel system for combustion engine
US20060027214A1 (en) * 2004-08-03 2006-02-09 Usui Kokusai Sangyo Kaisha, Ltd. Fuel delivery pipe
US10316767B2 (en) * 2013-11-15 2019-06-11 Hyundai Kefico Corporation Method for diagnosing sticking in cylinder deactivation apparatus

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108644455B (zh) * 2018-06-13 2023-07-21 中国航空工业集团公司金城南京机电液压工程研究中心 一种气动伺服阀

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2896600A (en) * 1954-03-23 1959-07-28 Daimler Benz Ag Control system for an internal combustion engine, particularly for motor vehicles
US2962015A (en) * 1957-03-08 1960-11-29 Serruys Max Yves Antonin Marie Fuel feed to engines through a carburetor
US3463129A (en) * 1966-10-25 1969-08-26 Bosch Gmbh Robert Fuel injection system for internal combustion engines

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2896600A (en) * 1954-03-23 1959-07-28 Daimler Benz Ag Control system for an internal combustion engine, particularly for motor vehicles
US2962015A (en) * 1957-03-08 1960-11-29 Serruys Max Yves Antonin Marie Fuel feed to engines through a carburetor
US3463129A (en) * 1966-10-25 1969-08-26 Bosch Gmbh Robert Fuel injection system for internal combustion engines

Cited By (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3826233A (en) * 1969-02-25 1974-07-30 Breverts Et D Etudes S I B E S Injection devices for internal combustion engines
US3866583A (en) * 1970-04-10 1975-02-18 Volkswagenwerk Ag Mixture control system for an internal combustion engine with controlled injection fuel
US3726261A (en) * 1971-01-25 1973-04-10 Bendix Corp Acceleration enrichment signalling means for electronic fuel systems
US3880125A (en) * 1972-09-21 1975-04-29 Bosch Gmbh Robert Fuel injection system for internal combustion engine
US3941100A (en) * 1973-06-01 1976-03-02 Volkswagenwerk Aktiengesellschaft Apparatus for producing an engine-speed signal for an electronic fuel injection system
US4112879A (en) * 1975-02-24 1978-09-12 Robert Bosch Gmbh Process for the regulation of the optimum operational behavior of an internal combustion engine
US4142497A (en) * 1975-11-06 1979-03-06 Allied Chemical Corporation Fuel pressure booster and regulator
US4269156A (en) * 1979-05-01 1981-05-26 The Bendix Corporation Air/fuel ratio management system with calibration correction for manifold pressure differentials
US4401087A (en) * 1980-04-03 1983-08-30 Nissan Motor Company, Ltd. Method and apparatus for engine control
US4721085A (en) * 1983-01-03 1988-01-26 William D. Adams Varying area fuel system for combustion engine
WO1989006747A1 (en) * 1983-01-03 1989-07-27 William Daniel Adams Varying area fuel system for combustion engine
US4484551A (en) * 1983-07-05 1984-11-27 Ford Motor Company Air-air/fuel control device
DE3424438A1 (de) * 1983-07-05 1985-03-07 Ford-Werke AG, 5000 Köln Luft-treibstoff/luft-steuervorrichtung fuer fahrzeugmotoren
US20060027214A1 (en) * 2004-08-03 2006-02-09 Usui Kokusai Sangyo Kaisha, Ltd. Fuel delivery pipe
US7188609B2 (en) * 2004-08-03 2007-03-13 Usui Kokusai Sangyo Kaisha, Ltd. Fuel delivery pipe
US10316767B2 (en) * 2013-11-15 2019-06-11 Hyundai Kefico Corporation Method for diagnosing sticking in cylinder deactivation apparatus

Also Published As

Publication number Publication date
GB1216979A (en) 1970-12-23
DE1751605A1 (de) 1971-08-05
FR2014313A1 (de) 1970-04-17

Similar Documents

Publication Publication Date Title
US3581723A (en) Fuel injection arrangement for internal combustion engines with accelerating enrichment
US3734067A (en) Fuel injection system for internal combustion engine
US5232167A (en) Electromagnetically actuatable injection valve
US2980090A (en) Fuel injection system
US3575147A (en) Electronic fuel injection system
US4058709A (en) Control computer for fuel injection system
US2992640A (en) Fuel injection system
JPS586049B2 (ja) ネンリヨウフンシヤソウチ
US3005447A (en) Fuel injection arrangement for internal combustion engines
US4064854A (en) Air valve for a fuel injection system
US3566846A (en) Electronically controlled fuel injection arrangement for internal combustion engines
US3515104A (en) Electromagnetically controlled fuel injection arrangement for internal combustion engines
US2859738A (en) Acceleration responsive switching circuit
GB904461A (en) Improvements in or relating to fuel injection systems for internal combustion engines
US3203410A (en) Electrically controlled fuel injection system
US3482558A (en) Fuel injection system
GB2043297A (en) Control of a fuel system for engines
US3677236A (en) Fuel-injection devices for mixture-aspiring internal-combustion engines
US3747576A (en) Electronic fuel injection system including transient power compensation
US2948273A (en) Fuel supply system
US3429302A (en) Arrangement for controlling the injection of fuel in engines
US3794302A (en) Floatless carburetor for internal combustion engines
US3521606A (en) Fuel injection control arrangement for internal combustion engines
US3566847A (en) Fuel injection system for internal combustion engines
US3710763A (en) High speed fuel injection system