US3796197A - Electronic regulator with fuel injection control for diesel engines - Google Patents

Electronic regulator with fuel injection control for diesel engines Download PDF

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Publication number
US3796197A
US3796197A US00121405A US3796197DA US3796197A US 3796197 A US3796197 A US 3796197A US 00121405 A US00121405 A US 00121405A US 3796197D A US3796197D A US 3796197DA US 3796197 A US3796197 A US 3796197A
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Prior art keywords
fuel
injection
signal
input
arrangement
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US00121405A
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English (en)
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J Locher
E Schonart
K Adler
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D3/00—Control of position or direction
    • G05D3/12—Control of position or direction using feedback
    • G05D3/14—Control of position or direction using feedback using an analogue comparing device
    • G05D3/18—Control of position or direction using feedback using an analogue comparing device delivering a series of pulses
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/401—Controlling injection timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • Transducers generate first and second signals indicative of first and second engine operating conditions.
  • Fuel-quantity selector generates electrical quantity signal indicative of the quantity of fuel to be injected per combustion cycle as a predetermined function of said first and second signals.
  • Timer generates electrical timing signal indicative of time of commencement of fuel injection with respect to the combustion cycle as a predetermined function of said first and second electrical signals.
  • Fuel-injection means commences fuel injection at a time with respect to the combustion cycle indicated by said timing signal, and at such time injects an amount of fuel indicated by said quantity signal.
  • the invention relates to a fuel injection regulator for diesel engines, the regulator having an electronic generator for producing an electrical signal indicative of the quantity of fuel to be injected.
  • the fuel injection regulator further has a fuel injection unit timing.
  • the fuel is injected by a high pressure fuel injection pump into the combustion chamber in time with the engine stroke. Since the fuel injection pump is connected to the combustion chamber by lines and spray nozzles, the beginning of the fuel injection does not coincide with the beginning of the compression stroke of the pump, the beginning of the compression stroke being that moment at which a piston of the pump begins to expel fuel.
  • the pressure created by the piston propagates in the form of a pressure wave through the lines to the nozzles, so that there is a delay between the opening ofa spray nozzle and the beginning of the compression stroke. This delay, called fuel injection lag, depends, among other factors, on the length of the lines, on the opening pressure to which the nozzles are adjusted, and on the engine rpm.
  • the influence of the engine rpm is particularly of concern. For example, if within the range of operating rpms, the injection lag is too great, this can interfere with make satisfactory engine operation. In these cases, it is necessary to install a special unit to control, during operation, the moment at which the fuel is injected. With the diesel engines commonly used up to the present time, satisfactory operation can be obtained, as a general rule, if the injection is made rpm dependent. However, with high speed and high output diesel engines, far better operation can behad if the moment at which the injection begins is dependent not only on rpm, but also on the engine load.
  • An object of the invention is to provide for diesel engines a fuel injection regulator that precisely adjusts the beginning ofthe injection in dependence on both the rpm and the load.
  • a further object of the invention is the regulator of the preceding object, which regulator enables the injection to be made dependent on any desired operating and control parameters, including non-linear parameters, of the engine.
  • the invention consists of transducer means for generating at least first and second electrical signals indicative of respective first and second variable engine operating conditions.
  • Fuel-quantity selecting means generates an electrical quantity signal indicative of the quantity of fuel to be injected per combustion cycle as a predetermined function of said first and second electrical signals.
  • Timing means generates an electrical timing signal indicative of the time of commencement of fuel injection with respect to the combustion cycle as a predetermined function of said first and second electrical signals.
  • Fuel-injection means commences fuel injection at a time with respect to the combustion cycle indicated by said timing signal, and at such time injects an amount of fuel indicated by said quantity signal.
  • FIG. 1 is a block diagram of the arrangement of the invention
  • FIG. 2 graphically shows the relationship of the timing signal to the speed and accelerator signals
  • FIG. 3 is a circuit diagram of the timing means
  • FIG. 4 schematically shows details of the servo systems shown in FIG. 1;
  • FIG. 5 is a circuit diagram of a pulse-width modulator.
  • FIG. 1 is a block diagram of an arrangement according to the invention.
  • a first transducer 11 generates a first electrical signal Un indicative of engine speed.
  • a second transducer 10 generates a second electrical signal U0: indicative of the position of the (non-illustrated) accelerator pedal.
  • the first (speed) signal and second (accelerator) signal are applied to the two inputs of fuel-quantity selecting means 12 which generates an electrical quantity signal Uk indicative of the amount of fuel to be injected into a cylinder during the combustion cycle.
  • Selecting means 12 generates the quantity signal Uk as a predetermined, and typically very non-linear function of the first and second signals Un, Ua.
  • a fuel-quantity selecting means of the general type in question is described, for example, in German patent 1,267,905.
  • the speed signal Un is also applied to one input of timing means 17.
  • the quantity signal Uk is applied to the other input of timing means 17.
  • Timing means 17 generates, as a predetermined function of signals Un and Uk, a timing signal U indicative of the time of commencement of fuel injection with respect to the cylinder combustion cycle. The functional relationship between signals Un, Uk and U will be discussed with respect to FIG. 2.
  • Quantity signal Uk and timing signal U are command signals which are applied to the fuel-injection means 1316, 18-20.
  • Fuel-injection means 13-16, l820 comprises two distinct servo systems, namely, one servo system 13, 14, 16 and another servo system 18-20.
  • the fuel pump is designated by numeral 15.
  • Servo system 13, 14, 16 is responsive to fuel-quantity signal Uk.
  • Block 14 represents a movable fuel-quantity setting means and associated hydraulic moving means for moving the setting means.
  • the movable fuelquantity setting means is known per se, and may for example be the conventional control rod which adjusts the stroke volume of the fuel injector.
  • the hydraulic moving means of the servo system will be explained in more detail below.
  • Feedback transducer 16 generates an electrical signal indicative of the actual setting of the fuel-quantity setting means.
  • the actual setting of the fuel-quantity setting means is designated RW, and the corresponsing electrical feedback signal is designated U
  • the servo system 13, 14, 16 furthermore includes a comparing means 13 which compares the 9 quantity signal Uk and the feedback signal U and generates an activating signal corresponding to the difference between Uk and U in accordance with usual servo operation. This activating signal is applied to the servo moving means of block 14.
  • Block 19 represents movable injection-advancing means and means for moving such advancing means.
  • the injection-advancing means is known per se and typically comprises a rotary member rotatable with and also rotatable relative to the camshaft.
  • the time of fuel-injection commencement, during the combustion cycle, is represented in degrees of rotation of the setting means relative to the camshaft; NW designates the setting of the injection-advancing means, each setting of the injection-advancing means corresponding to a different time of fuel-injection commencement within the combustion cycle.
  • a feedback transducer 20 generates an electrical signal U indicative of the actual setting of the injection-advancing means.
  • a comparing means 18 compares the command signal U and the feedback signal U and generates at its output an activating signal corresponding to the difference between such signals, in accordance with usual servo operation. This activating signal is applied to the servo moving means of block 19.
  • the servo moving means in the disclosed embodiment, is hydraulic, and is discussed more fully below.
  • FIGS. 2a, 2b illustrate the functional relationship between the timing signal U and the speed signal Un and the quantity signal Uk.
  • Uk different percentage values of Uk are the parameters for the family of characteristics shown. It will be noticed that the lines corresponding to values of percent, percent, 40 percent, 60 percent for Uk have a first spacing, whereas the curves corresponding to 60 percent, 80 percent, 100 percent have a second spacing; this variation as a function of Uk is explicitly illustrated in FIG. 2b.
  • FIG. 3 shows the wiring diagram for the timing means 17.
  • Timing means 17 comprises an operational amplifier having two inputs, an inverting input M and a non-inverting input P.
  • the input stage of the operational amplifier is designed as a differential amplifier.
  • the design of the output of the operational amplifier is indicated by a transistor T, connected grounded emitter.
  • the non-inverting input P is connected by a resistor 26 to a grounded line 27 and by a resistor 28 to a positive line 29.
  • the positive line 29 is connected to the positive terminal of a voltage source Ub.
  • the inverting input M is connected by a negative feedback resistor 32 to the output of the operational amplifier and by an input resistor to an input terminal 31.
  • Two seriesconnected input resistors 34 and 36 connect a second input terminal 33 to the inverting input M.
  • a first voltage divider composed of a cond uctively biased diode 37 and two resistors 38 and 40.
  • Resistors 41 and 42 form a second voltage divider connected between the positive line 29 and the grounded line 27.
  • a conductively biased diode 43 connects together the two junctions 39 and 44.
  • a two-tap voltage divider, consisting of the resistors 44,45, and 46, is connected between the positive line 29 and the grounded line 27.
  • the desired output signal voltage U is obtained at the -positive-most second tap 47 of'this voltage divider, the
  • the voltage divider can have more than three resistors connected in series.
  • the timing means shown in FIG. 3 operates in the following manner.
  • the voltage divider composed of the resistors 26 and 28 keeps the non-inverting input P at a constant potential.
  • the operational amplifier 25 is controlled solely by the signal at the inverting input M.
  • the operational amplifier is wired as a computer amplifier, the resistor 32 being a negative feedback resistor and the input resistor being the resistor 30 on the diode-resistance network connected to the input terminal 33.
  • the input M controls the operational amplifier from ground potential up.
  • the rpm n and the rpm dependent voltage Un are inversely proportional to each other; as the rpm rises, the voltage Un falls. This inverse proportionality makes operation safer, because if a lead should break or if the transducer 11 is faulty, the engine cannot be overdriven, since it appears to the regulator as though the engine is operating at maximum rpm.
  • the diode 37 conducts, because the voltage at the junction 35 is more positive than the voltage at the junction 39. If the selected fuel quantity increases, the voltage Uk falls. So long as the diode 37 conducts, the change in the signal Uk at the junction 35 (and therefore at the inverting input M) is less than if the diode does not conduct, since the junction 35 is connected by the conductive diode 37, resistor 38, and diode 43 to the junction 44 of the voltage divider consisting of resistors 41 and 42.
  • the signal Uk exceeds the value U -in other words, if the selected fuel quantity is greater than a value corresponding to U,,,,-- the diode 37 is cut off; and the change in the signal Uk is conducted by the resistors 34 and 36 in full measure to the inverting input M.
  • the diode 37 does not conduct, there is no additional loading of the input circuit between the terminal 33 and the input M, the amplification factor of the operational amplifier appears to be higher than when a conductive diode 37 connects a supplementary, grounded, load to the junction 35.
  • This additional load is composed of the resistor 38 connected in series with the parallel resistors 40,41, and 42.
  • the diode 43 is conductive at all times, and serves solely as a temperature compensator.
  • the injection control is active only beginning at a predetermined minimum engine rpm n and that it cannot exceed a maximum engine rpm.
  • the voltage divider consisting of the resistors 44,45, and 46.
  • the signal voltage Un is small.
  • the output voltage of the amplifier is large: in other words, the transistor T is nonconductive.
  • the voltage U at the junction 47 is determined solely by the relative values of the resistors 44,45 and 46.
  • the output voltage of the operational amplifier is small because of the reversal in polarity. This means that the transistor T is saturated. This being true,'the resistance of the emittercollector path of the transistor is small, and the resistor 46 is short-circuited by the emitter-collector path of the transistor T. Consequently, the value of the signal voltage U at the junction 47 is, in this case, determined solely by the ratio between the resistors 44 and 45. In this way, electrical limits are provided for the largest and smallest values of the injection control.
  • FIG. 4 schematically shows the make-up of servo system 13, 14, 16 (FIG. 1) and the similar servo system 18-20 (FIG. 1).
  • a cylinder and piston arrangement 55 is provided with hydraulic fluid through two openings 56 and 57.
  • the unit 55 comprises a cylinder 59 and a piston 60 that is free to move lengthwise in the cylinder.
  • the piston rod 61 on the piston 60 projects out of the cylinder 59, and is connected to the aforementioned movable means-i.e., the movable injectionadvancing means 19 in the case of servo system 18-20 or the movable fuel-quantity setting means 14 in the case of servo system 13, 14, 16.
  • the piston 60 divides the cylinder 59 into two pressure chambers 62 and 63, the chamber 62 having an opening 56 and the chamber 63 having an opening 57.
  • the opening 56 is joined by a line 64 to a pressure tank 65; the opening 57 is joined by a line 66 to an electromagnetically operated hydraulic switch means 67-69 which, when a pulse is present on line 74 connects line 66 by way of a line 68 to a source of pressurized fluid 65 or by way of a line 69 to a fluid reservoir 70.
  • the piston rod 61 is connected to a transducer 71 that converts the mechanical movements of the piston rod into a feedback signal which is conducted to a pulse-width modulator 72.
  • the regulator 72 is part of either unit 13 or 18, shown in FIG. 1.
  • Command means 73 which can be either the means 12 or 17, shown in FIG. 1, provides a command signal A lead 74, shown in dashed lines, connects the pulsewidth modulator 72 to the solenoid of the electromagnetic valve 67.
  • the transducer 71 corresponds to the transducer 16 or 20, shown in FIG. 1; in FIG. 4 it is shown as an inductive motion pickup.
  • the unit shown in FIG. 4 operates in the following manner.
  • the two-way electromagnetic valve 67 connects the chamber 63 of the cylinder 59 to the reservoir 70, by way of the lines 66 and 69. Since the line 64 connects the chamber 62 at all times with the pressure tank 65, the piston 60 is moved to its right-most end position, which, for example, corresponds to the zero position of the control rod of a fuel injection pump.
  • the electromagnetic valve 67 is switched back and forth by the pulse-width modulator 72 at a predetermined frequency. If the difference between the desired value and the actual value is zero, the modulator 72 provides a PWM pulse train of which the keying ratio is 1:1.
  • the chamber 63 is alternately connected to the pressure source 65 and to the reservoir 70 for equal lengths of time, the piston 60 oscillating slightly about a position corresponding to the desire value. The amplitude of this oscillation about the desired value,
  • the right face of the piston In order to ensure that the positioning force acting on the piston 60 is the same for either direction of piston movement, the right face of the piston must have twice the area of the left face, because the chamber 62 is continuously connected to the pressure source 65. However, the area of the left face is smaller than that of the right face by an amount equal to the cross-sectional area of the piston rod 61. If both chambers are connected to the pressure tank 65, the resulting positioning force acting on the piston is equal to the unit pressure times the cross-sectional area of the piston rod 61. If the chamber 63 is connected to the reservoir 70, only the pressure in the chamber 62 moves the piston 60; and the positioning force is the product of the pressure in the chamber 62 times the area of the left face of the piston.
  • FIG. 5 shows the wiring diagram of the pulse-width modulator of comparing means 13 (FIG. 1). A similar arrangement is associated with comparing means 18 of the other servo system 18-20.
  • the pulse-width modulator comprises an operational amplifier having an inverting input M and a non-inverting input P. The output of the operational amplifier is connected by a negative feedback resistor 81 to.the inverting input M and by a positive feedback resistor 82 to the non-inverting input P.
  • a resistor 83 also connects the output to a positive line 84, which is connected to a voltage source Ub2.
  • An input resistor 85 connects the non-inverting input P to an input terminal 86.
  • a capacitor 87 connects the inverting input M to a grounded line 88.
  • An input resistor 89 connects the inverting input to the emitter of an emitter follower transistor 90.
  • the collector of this transistor is directly connected to the ground line 88, the emitter is connected by the load resistor 91 to the positive line 84, and the base is connected by a parallel-connected capacitor 93 and resistor 92 to the grounded line 88.
  • a conductively biased diode 95 connects the base of the transistor 90 to an input terminal 94.
  • a compensating resistor 97 connects the noninverting input P to a second positive line 96, which is connected to a source of voltage Ubl.
  • the output of the operational amplifier 80 is connected to a threestage power amplifier, which, acting as a switch, operates the electromagnetic valve MV.
  • the power amplifier has three transistors 98, 99, and 100.
  • the base of transistor 98 is connected by a resistor 101 to the output of the operational amplifier and by a resistor 102 to the grounded line 88.
  • the emitter of this transistor is connected directly to ground, and a resistor 103 connects the collector to the positive line 84.
  • the collector of transistor 98 is connected to the baseof transistor 99.
  • a resistor 104 connects the collector of transistor 99 to the positive line 96,'and the emitter of this transistor is directly connected to the base of transistor 100.
  • the emitter of transistor 100 is directly connected to ground, and the collector is connected by a parallel-connected resistor 105 and capacitor 106 to one end of the solenoid of the electromagnetic valve MV.
  • This valve is the same as the electromagnetic valve 67 in FIG. 4.
  • the other end of the solenoid is connected to the positive line 96.
  • the collector of this transistor is also connected by a series-connected resistor 107 and a non-conductively biased diode 108 to the positive line 96.
  • the circuit just described operates in the following manner.
  • the signal Uk which is the desired value, is conducted to the input terminal 86, whereas the signal U or U which is the actual value, is connected to the input terminal 94.
  • the output voltage of the operational amplifier 80 has suddenly changed from approximately +Ub2 to zero,
  • the terminal of the resistor 81 connected to the output amplifier 80 consequently is approximately at ground potential, permitting the capacitor 87 to discharge through the resistor 81. As a consequence of this discharge, the voltage at the inverting input M falls.
  • the capacitor 87 is now again free to discharge through the resistor 81, and the voltage jump caused by the sudden switching from one state to the other is conducted by the positive feedback resistor 82 to the noninverting input P, so that there appears a negative voltage jump on this input.
  • the voltage at the input P is below the voltage at the input M; and the operational amplifier can only switch again when the capacitor 87 has sufficiently discharged through the resistor 81 that the voltage at the inverting input M falls below that at the non-inverting input P.
  • the frequency at which the operational amplifier 80 oscillates depends both on the time constant of the RC network constitutedby the capacitor 87 and the resistor 81, and on the size of the voltage jump conducted by the resistor 82 to the non-inverting input P when the amplifier switches from one state to the other. If the inputs M and P are under no external voltages, the voltage jumps at the input P are equal irrespective of whether the amplifier output is changing from ground potential to +Ub2 or from +Ub2 to ground potential. In this way, there is obtained a keying ratio of l:l.' If, for example, the desired value (Uk) is more positive, the discharge of the capacitor 87 takes longer and the charging is shortened. The electromagnetic valve MV is consequently energized for a longer time and de-energized for a shorter time, so that the piston 60 can be positioned until the voltage difference between the desired value and the actual value is again zero.
  • the inverting input M assumes the voltage of the positive source Ub2, the electromagnetic valve MV is consequently de-energized (the transistor 100 being cut off), and the fuel pump controlling members return to their zero position.
  • the keying ratio will vary with a change in the battery voltage. If the voltage Ub1 is derived from a vehicle battery any change in the battery voltage will be conducted by the compensating resistor 97 to the input P. Consequently, the influence of the battery voltage on the keying ratio is compensated.
  • the capacitor 93 influences the change with respect to time of the signal U at the base of the transistor 90. The dynamic characteristics of the control loop can be altered by the value of the capacitor 93.
  • An arrangement for controlling the injection of fuel into at least one cylinder of an internal combustion engine comprising, in combination, transducer means having first and second transducer outputs and operative for generating at said outputs respective first and second electrical signals indicative of respective first and second variable engine operating conditions; fuelquantity selecting means having first and second inputs respectively connected to said first and second transducer outputs and having a selecting means output, and operative for generating an electrical quantity signal whose magnitude depends upon said first and second signals in a predetermined manner and whose magnitude is indicative of the quantity of fuel to be injected per combustion cycle; timing means having one input connected to said first transducer output, another input connected to said selecting means output, and a timing means output, and operative for generating an electrical timing signal whose magnitude depends upon said first signal and said quantity signal in a predetermined manner and whose magnitude is indicative of the time during the combustion cycle at which the injection of fuel is to commence; and fuel-injection means having inputs respectively connected to said selecting means output and to said timing means output and being responsive to the magnitude of said electrical quantity
  • An arrangement for controlling fuel injection into at least one cylinder of an internal combustion engine comprising in combination transducer means for generating at least first and second electrical signals indicative of respective first and second variable engine operating conditions; fuel-quantity selecting means for generating an electrical quantity signal indicative of the quantity of fuel to be injected per combustion cycle as a predetermined function of said first and second electrical signals; timing means for generating an electrical timing signal indicative of the timing of commencement of fuel injection with respect to the combustion cycle as a predetermined function of said first and second electrical signals; and fuel-injection means for commencing fuel injection at a time with respect to the combustion cycle indicated by said timing signal, and for at such time injecting an amount of fuel indicated by said quantity signal, wherein said first variable operating condition is engine speed, and wherein said transducer means has first and second transducer outputs at which said first and second signals are respectively generated, and wherein said fuel-quantity selecting means has a selecting means output at which said quantity signal is generated, and wherein said timing means comprises an operational amplifier circuit including an operational amplifier having an output connected to said
  • An arrangement for controlling the fuel injection into at least one cylinder of an internal combustion engine comprising, in combination, transducer means for generating at least first and second electrical signal indicative of respective first and second variable engine operating conditions; fuel-quantity selecting means for generating an electrical quantity signal whose magnitude depends upon said first and second signals in a predetermined manner and whose magnitude is indicative of the quantity of fuel to be injected per combustion cycle; timing means for generating an electrical timing signal whose magnitude depends upon said first and second signals in a predetermined manner and whose magnitude is indicative of the time during the combustion cycle at which the injection of fuel is to commence; and fuel-injection means connected to said fuel-quantity selecting means and to said timing means and responsive to the magnitude of said electrical quantity signal and to the magnitude of said electrical timing signal and operative for commencing fuel injection at the time indicated by the magnitude of said timing signal, and for at such time injecting the amount of fuel indicated by the magnitude of said quantity signal, wherein said fuel-injection means includes movable injection-advancing means movable ,to a plurality of settings corresponding
  • said fuel-injection means includes movable injectionadvancing means movable to a plurality of settings corresponding to respective advanced and retarded fuelinjection commencement times, and a servo system for automatically moving said injection-advancing means to a position corresponding to an injection commencement time indicated by said timing signal.
  • said fuel-injection means further includes movable fuel-quantity setting means movable to a plurality of settings corresponding to respective quantities of fuel, and another servo system for automatically moving said fuel-quantity setting means to a position corresponding to a quantity of fuel indicated by said quantity signal.
  • said operational amplifier circuit further includes a pair of voltage supply lines for connection to a source of biasing voltage, an input resistor connected between said first transducer output and said operational amplifier input, and a pair of series-connected input resistors connected between said operational amplifier input and said selecting means output, a first voltage divider connected between one of said supply lines and the junction between said series-connected input resistors and including a diode and a pair of series-connected first voltage-divider resistors, a second voltage divider connected across said supply lines, and a diode connected between the tap of said second voltage divider and the junction between said first voltage-divider resistors.
  • said operational amplifier has an output circuit comprising the output circuit of a transistor, a two-tap voltage divider connected across said supply lines and having a first tap connected to the output of said operational amplifier and-another tap constituting the output of said operational amplifier circuit, and wherein said first signal varies inversely to engine speed, and wherein said quantity signal varies inversely to the quantity of fuel to be injected.
  • said hydraulic moving means comprises a cylinder, a piston movable in said cylinder and dividing said cylinder into two chambers, a source of pressurized fluid, a fluid reservoir, a fluid conduit connecting said source of fluid to one of said chambers, and electromagnetically operated hydraulic switch means for alternatively connecting the other of said chambers to said source of fluid and to said fluid reservoir.
  • said pulse-width-modulating means comprises a differential-input operational amplifier having a first input arranged to receive one of said command signals and a second input arranged to receive said feedback sig' nal, a feedback resistor connecting said output to said first input, another feedback resistor connecting said output to said second input, supply lines for connection to a source of biasing voltage, and a capacitor connected between said second input and one of said supply lines.
  • said modulating means further includes emitterfollower means for receiving said feedback signal and applying the same to said second input,
  • said modulating means includes a magnetic relay connected across said supply lines and directly connected to one of said supply lines, and a compensating resistor connected between said first input of said operational amplifier and said one of said supply lines.
  • pulse-width-modulating means further includes fail'safe means for effecting movement by said servo system of said movable means to the null position of said movable means in response to loss of said feedback signal.
  • pulse-widthmodulating means further includes time-delay means connected to said second input of said amplifier and operative for introducing a time delay in the application of said feedback signal to said second input.
  • time-delay means comprises an emitter-follower transistor connected to said input and operative for applying thereto said feedback signal, and a capacitor connected between the base of said emitter-follower transistor and one of said supply lines.
  • variable engine operating condition is engine speed
  • variable engine condition is the setting of an operator-activated control
  • said fuel-injection means includes movable injectionadvancing means movable to a plurality of settings corresponding to respective advanced and retarded fuelinjection commencement times, and a sero system for automatically moving said injection-advancing means to a position corresponding to an injection commencement time indicated by said timing signal.
  • said fuel-injection means further includes movable fuel-quantity setting means movable to a plurality of settings corresponding to respective quantities of fuel, and another servo system for automatically moving said fuel-quantity setting means to a setting corresponding to a quantity of fuel indicated by said quantity signal.
US00121405A 1970-03-12 1971-03-05 Electronic regulator with fuel injection control for diesel engines Expired - Lifetime US3796197A (en)

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DE2011712A DE2011712C3 (de) 1970-03-12 1970-03-12 Kraftstoff-Einspritzanlage einer Dieselbrennkraftmaschine

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AT (1) AT312370B (de)
BE (1) BE764135A (de)
BR (1) BR7100569D0 (de)
CH (1) CH519100A (de)
DE (1) DE2011712C3 (de)
ES (1) ES389114A1 (de)
FR (1) FR2083850A5 (de)
GB (1) GB1283007A (de)
SE (1) SE358930B (de)

Cited By (39)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3906205A (en) * 1970-03-20 1975-09-16 Nippon Denso Co Electrical fuel control system for internal combustion engines
US3934430A (en) * 1974-03-06 1976-01-27 Fiat Societa Per Azioni Electronic injection timing control for fuel injection pumps
US3935845A (en) * 1973-06-30 1976-02-03 Nissan Motor Company Limited Ignition timing control device for automotive ignition system
US3951113A (en) * 1974-04-25 1976-04-20 Robert Bosch G.M.B.H. Fuel injection system
US3978837A (en) * 1973-12-14 1976-09-07 U.S. Philips Corporation Device for automatic speed control of a diesel engine
US3980062A (en) * 1974-04-25 1976-09-14 Robert Bosch G.M.B.H. Fuel injection system
US3983848A (en) * 1974-04-25 1976-10-05 Robert Bosch G.M.B.H. Fuel injection system
US4019478A (en) * 1972-07-25 1977-04-26 Nippondenso Co., Ltd. Fuel injection timing control system for internal combustion engine
US4020807A (en) * 1974-01-16 1977-05-03 Sgs-Ates Componenti Elettronici Spa Ignition-control system for internal-combustion engine
US4033310A (en) * 1972-10-04 1977-07-05 C.A.V. Limited Fuel pumping apparatus with timing correction means
US4034722A (en) * 1975-02-07 1977-07-12 Hitachi, Ltd. Digital control fuel injection apparatus
US4048964A (en) * 1975-07-24 1977-09-20 Chrysler Corporation Fuel metering apparatus and method
US4188921A (en) * 1977-08-06 1980-02-19 Robert Bosch Gmbh Method and apparatus for defining duration of fuel injection control pulses
US4195598A (en) * 1977-08-06 1980-04-01 Robert Bosch Gmbh Method and apparatus for determining the injection time in externally ignited internal combustion engines
US4258682A (en) * 1976-05-07 1981-03-31 Robert Bosch Gmbh Switching control circuit, especially for motor vehicle engines
US4265200A (en) * 1976-11-23 1981-05-05 Robert Bosch Gmbh Method and apparatus for controlling the onset of fuel injection in diesel engines
US4305367A (en) * 1978-08-31 1981-12-15 Hino Jidosha Kogyo Kabushiki Kaisha Injection timing control system for fuel-injection pump for engine
US4306528A (en) * 1978-02-23 1981-12-22 Robert Bosch Gmbh Fuel injection apparatus for internal combustion engines, particularly diesel engines
EP0045029A2 (de) * 1980-07-30 1982-02-03 Hitachi, Ltd. Kraftstoffspeisesystem für Diesel-Motoren
US4335695A (en) * 1979-10-01 1982-06-22 The Bendix Corporation Control method for internal combustion engines
US4338902A (en) * 1978-07-14 1982-07-13 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Fuel supplying device for internal combustion engine
US4346688A (en) * 1979-02-19 1982-08-31 Diesel Kiki Co., Ltd. Injection timing control system for fuel injection pump
WO1982003107A1 (en) * 1981-03-03 1982-09-16 Stevenson Thomas T Engine control system
EP0063375A2 (de) * 1981-04-20 1982-10-27 Hitachi, Ltd. Steuersystem für die Kraftstoffeinspritzung einer durch ein elektromagnetisches Ventil gesteuerten Einspritzpumpe eines Dieselmotors
US4395987A (en) * 1980-04-26 1983-08-02 Diesel Kiki Co., Ltd. Distribution type fuel injection apparatus
US4541380A (en) * 1980-09-05 1985-09-17 Diesel Kiki Co., Ltd. Electronically controlled fuel injection apparatus
US4644475A (en) * 1981-11-03 1987-02-17 Sanwa Seiki Mfg. Co., Ltd. Method of controlling actuator by applying driving pulse
US4653447A (en) * 1984-07-20 1987-03-31 Robert Bosch Gmbh Arrangement for controlling the quantity of fuel to be injected into an internal combustion engine
US4736726A (en) * 1985-07-18 1988-04-12 Toyota Jidosha Kabushiki Kaisha Method and system for controlling fuel ignition timing in diesel engine
EP0316271A1 (de) * 1987-11-10 1989-05-17 GebràœDer Sulzer Aktiengesellschaft Verfahren zum Verändern des Zünddrucks einer selbstzündenden Hubkolben-Brennkraftmaschine und Vorrichtung zum Durchführen des Verfahrens
US5188074A (en) * 1991-08-13 1993-02-23 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
US5188075A (en) * 1991-08-13 1993-02-23 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
WO1994013947A1 (de) * 1992-12-15 1994-06-23 Robert Bosch Gmbh System zur steuerung einer kraftstoffzumesseinrichtung
US5468126A (en) * 1993-12-23 1995-11-21 Caterpillar Inc. Hydraulic power control system
US5525043A (en) * 1993-12-23 1996-06-11 Caterpillar Inc. Hydraulic power control system
US6851427B1 (en) * 2003-05-02 2005-02-08 Ramses Nashed Breathing circuit disconnect warning system and method for using a disconnect system
GB2411251A (en) * 2004-02-20 2005-08-24 Mtu Friedrichshafen Gmbh Method for fuel injection control of an engine/generator unit
US20050257779A1 (en) * 2004-05-18 2005-11-24 Visteon Global Technologies, Inc. Multiple speed fuel pump control module
EP1624168A2 (de) * 2004-08-06 2006-02-08 Technomatik GmbH & Co. KG Verfahren zur stufenlosen Stellungsregelung eines Pneumatikzylinders sowie Pneumatikzylinder

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GB1429306A (en) * 1972-04-04 1976-03-24 Cav Ltd Control systems for fuel systems for engines
GB1430765A (en) * 1972-04-04 1976-04-07 Cav Ltd Control systems for fuel systems for engines
GB1516314A (en) * 1974-06-07 1978-07-05 Lucas Electrical Ltd Fuel injection systems for compression ignition engines
FR2417642A1 (fr) * 1978-02-20 1979-09-14 List Hans Moteur a injection de carburant, notamment moteur diesel avec installation de reglage de l'instant d'injection
US4379332A (en) * 1978-09-25 1983-04-05 The Bendix Corporation Electronic fuel injection control system for an internal combustion engine
DE2845097A1 (de) * 1978-10-17 1980-04-30 Bosch Gmbh Robert Kraftstoffeinspritzpumpe
FR2448042B1 (fr) * 1979-01-31 1985-11-29 Lucas Ind Plc Dispositif d'alimentation en combustible pour moteur a combustion interne
US4355620A (en) * 1979-02-08 1982-10-26 Lucas Industries Limited Fuel system for an internal combustion engine
US4295453A (en) * 1979-02-09 1981-10-20 Lucas Industries Limited Fuel system for an internal combustion engine
EP0028286A1 (de) * 1979-07-13 1981-05-13 Ludwig Elsbett System zum Regeln einer in einen Brennraum einer Brennkraftmaschine, wie Dieselmotor u.a., einzuspritzenden Kraftstoffmenge
US4393846A (en) * 1980-02-15 1983-07-19 Lucas Industries Limited Fuel pumping apparatus
DE3009627A1 (de) * 1980-03-13 1981-09-24 Robert Bosch Gmbh, 7000 Stuttgart Einrichtung zum ermitteln von steuer- und regelgroessen einer brennkraftmaschine
US4426982A (en) * 1980-10-08 1984-01-24 Friedmann & Maier Aktiengesellschaft Process for controlling the beginning of delivery of a fuel injection pump and device for performing said process
JPS57146032A (en) * 1981-03-04 1982-09-09 Diesel Kiki Co Ltd Single cylinder type fuel injector for marine use
FR2544896B1 (fr) * 1983-04-21 1986-02-07 Renault Dispositif d'aide a la conduite economique pour un vehicule a moteur thermique, notamment un tracteur agricole
JPS60111045A (ja) * 1983-11-21 1985-06-17 Hitachi Ltd デイ−ゼル機関の燃料制御装置
CN105955369B (zh) * 2016-06-20 2022-07-01 黑龙江六德农康农业科技有限公司 农业大棚气候控制系统

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US3407793A (en) * 1966-05-20 1968-10-29 Bosch Gmbh Robert Electronic controller for diesel engines
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Cited By (46)

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Publication number Priority date Publication date Assignee Title
US3906205A (en) * 1970-03-20 1975-09-16 Nippon Denso Co Electrical fuel control system for internal combustion engines
US4019478A (en) * 1972-07-25 1977-04-26 Nippondenso Co., Ltd. Fuel injection timing control system for internal combustion engine
US4033310A (en) * 1972-10-04 1977-07-05 C.A.V. Limited Fuel pumping apparatus with timing correction means
US3935845A (en) * 1973-06-30 1976-02-03 Nissan Motor Company Limited Ignition timing control device for automotive ignition system
US3978837A (en) * 1973-12-14 1976-09-07 U.S. Philips Corporation Device for automatic speed control of a diesel engine
US4020807A (en) * 1974-01-16 1977-05-03 Sgs-Ates Componenti Elettronici Spa Ignition-control system for internal-combustion engine
US3934430A (en) * 1974-03-06 1976-01-27 Fiat Societa Per Azioni Electronic injection timing control for fuel injection pumps
US3980062A (en) * 1974-04-25 1976-09-14 Robert Bosch G.M.B.H. Fuel injection system
US3951113A (en) * 1974-04-25 1976-04-20 Robert Bosch G.M.B.H. Fuel injection system
US3983848A (en) * 1974-04-25 1976-10-05 Robert Bosch G.M.B.H. Fuel injection system
US4034722A (en) * 1975-02-07 1977-07-12 Hitachi, Ltd. Digital control fuel injection apparatus
US4048964A (en) * 1975-07-24 1977-09-20 Chrysler Corporation Fuel metering apparatus and method
US4258682A (en) * 1976-05-07 1981-03-31 Robert Bosch Gmbh Switching control circuit, especially for motor vehicle engines
US4265200A (en) * 1976-11-23 1981-05-05 Robert Bosch Gmbh Method and apparatus for controlling the onset of fuel injection in diesel engines
US4195598A (en) * 1977-08-06 1980-04-01 Robert Bosch Gmbh Method and apparatus for determining the injection time in externally ignited internal combustion engines
US4188921A (en) * 1977-08-06 1980-02-19 Robert Bosch Gmbh Method and apparatus for defining duration of fuel injection control pulses
US4306528A (en) * 1978-02-23 1981-12-22 Robert Bosch Gmbh Fuel injection apparatus for internal combustion engines, particularly diesel engines
US4338902A (en) * 1978-07-14 1982-07-13 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Fuel supplying device for internal combustion engine
US4305367A (en) * 1978-08-31 1981-12-15 Hino Jidosha Kogyo Kabushiki Kaisha Injection timing control system for fuel-injection pump for engine
US4346688A (en) * 1979-02-19 1982-08-31 Diesel Kiki Co., Ltd. Injection timing control system for fuel injection pump
US4335695A (en) * 1979-10-01 1982-06-22 The Bendix Corporation Control method for internal combustion engines
US4395987A (en) * 1980-04-26 1983-08-02 Diesel Kiki Co., Ltd. Distribution type fuel injection apparatus
EP0045029A3 (de) * 1980-07-30 1982-08-04 Hitachi, Ltd. Kraftstoffspeisesystem für Diesel-Motoren
EP0045029A2 (de) * 1980-07-30 1982-02-03 Hitachi, Ltd. Kraftstoffspeisesystem für Diesel-Motoren
US4541380A (en) * 1980-09-05 1985-09-17 Diesel Kiki Co., Ltd. Electronically controlled fuel injection apparatus
WO1982003107A1 (en) * 1981-03-03 1982-09-16 Stevenson Thomas T Engine control system
EP0063375A2 (de) * 1981-04-20 1982-10-27 Hitachi, Ltd. Steuersystem für die Kraftstoffeinspritzung einer durch ein elektromagnetisches Ventil gesteuerten Einspritzpumpe eines Dieselmotors
US4401076A (en) * 1981-04-20 1983-08-30 Hitachi, Ltd. Fuel injection control system for electromagnetic valve-controlled fuel injection pump of diesel engine
EP0063375A3 (en) * 1981-04-20 1985-08-07 Hitachi, Ltd. Fuel injection control system for electromagnetic valve-controlled fuel injection pump of diesel engine
US4644475A (en) * 1981-11-03 1987-02-17 Sanwa Seiki Mfg. Co., Ltd. Method of controlling actuator by applying driving pulse
US4653447A (en) * 1984-07-20 1987-03-31 Robert Bosch Gmbh Arrangement for controlling the quantity of fuel to be injected into an internal combustion engine
US4736726A (en) * 1985-07-18 1988-04-12 Toyota Jidosha Kabushiki Kaisha Method and system for controlling fuel ignition timing in diesel engine
EP0316271A1 (de) * 1987-11-10 1989-05-17 GebràœDer Sulzer Aktiengesellschaft Verfahren zum Verändern des Zünddrucks einer selbstzündenden Hubkolben-Brennkraftmaschine und Vorrichtung zum Durchführen des Verfahrens
CH673507A5 (de) * 1987-11-10 1990-03-15 Sulzer Ag
US5188074A (en) * 1991-08-13 1993-02-23 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
US5188075A (en) * 1991-08-13 1993-02-23 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
WO1994013947A1 (de) * 1992-12-15 1994-06-23 Robert Bosch Gmbh System zur steuerung einer kraftstoffzumesseinrichtung
US5468126A (en) * 1993-12-23 1995-11-21 Caterpillar Inc. Hydraulic power control system
US5525043A (en) * 1993-12-23 1996-06-11 Caterpillar Inc. Hydraulic power control system
US6851427B1 (en) * 2003-05-02 2005-02-08 Ramses Nashed Breathing circuit disconnect warning system and method for using a disconnect system
US6874502B1 (en) * 2003-05-02 2005-04-05 Ramses Nashed Breathing circuit disconnect warning system and method for using a disconnect system
GB2411251A (en) * 2004-02-20 2005-08-24 Mtu Friedrichshafen Gmbh Method for fuel injection control of an engine/generator unit
GB2411251B (en) * 2004-02-20 2006-05-17 Mtu Friedrichshafen Gmbh Method for controlling and regulating an ic-engine/generator unit
US20050257779A1 (en) * 2004-05-18 2005-11-24 Visteon Global Technologies, Inc. Multiple speed fuel pump control module
EP1624168A2 (de) * 2004-08-06 2006-02-08 Technomatik GmbH & Co. KG Verfahren zur stufenlosen Stellungsregelung eines Pneumatikzylinders sowie Pneumatikzylinder
EP1624168A3 (de) * 2004-08-06 2006-05-31 Technomatik GmbH & Co. KG Verfahren zur stufenlosen Stellungsregelung eines Pneumatikzylinders sowie Pneumatikzylinder

Also Published As

Publication number Publication date
CH519100A (de) 1972-02-15
SE358930B (de) 1973-08-13
DE2011712A1 (de) 1971-10-07
DE2011712C3 (de) 1979-07-12
DE2011712B2 (de) 1978-11-09
GB1283007A (en) 1972-07-26
BR7100569D0 (pt) 1973-03-13
FR2083850A5 (de) 1971-12-17
BE764135A (fr) 1971-08-02
AT312370B (de) 1973-12-27
ES389114A1 (es) 1973-11-16

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