JPS6113098B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a fuel system for an internal combustion engine of the type in which fuel is injected into the combustion chamber of the engine; The fuel is injected into the combustion chamber and the pump distributing fuel to the nozzles is timed to the associated engine.

Such devices are known as multi-cylinder engines in which a plurality of pumps are actuated by cams each mounted on a camshaft driven by an associated engine. These pumps are usually arranged in a common body, and the output of each pump is controlled by a single control member, the settings of which are determined by a mechanical governor. Pumps must be carefully calibrated before use to ensure as much as possible that each pump delivers the same volume of fuel to each injection nozzle on the engine at the correct time for a given setting. This mechanical governor must be carefully assembled to control the settings of the control members and usually requires at least some form of timing adjustment device on the driving camshaft to provide timing variation with speed. be. This governor and timing device design requires great precision with respect to fuel capacity and is not particularly simple.
Additionally, engine builds often have design problems in the provision of the engine to camshaft drive.

Fuel systems have been designed that attempt to overcome at least some of the problems noted above. For example, in known devices, the fuel is stored at high pressure in an accumulator and distributed directly to the engine through a nozzle, or this nozzle is replaced by a suitable valve for this purpose, or the fuel is stored at high pressure in an electrically actuated valve. used to reactivate individual pumps under the control of Such a device has advantages over those devices in which the aforementioned valves are operated by electronic circuitry configured to perform the regulation and timing functions. From this point of view, electronic circuits are designed to provide more precise control than can be obtained with mechanical devices. However, it is necessary to generate high fuel pressure, which is typically accomplished by an engine-operated pump. Furthermore, valves are needed to be able to control the flow of fuel at high pressures, and the design of such valves to ensure that they do not require much power to operate is not easy.

The object of the invention is to provide a simple and conveniently shaped type of fuel device.

According to the invention, in the type of fuel device in which the pump is specified, the pump includes a piston movable in the bore for changing the size of the pumping chamber and an elastic member for biasing the piston in the direction of increasing the volume of the pumping chamber. means, an electromagnetic device operable to move the piston against the action of the resilient means and deliver fuel from the pump chamber through the associated nozzle; a valve-controlled fuel inlet to the pump chamber through which fuel can flow;
an electronic device; a second device for providing a first control signal for the first electronic device when required to energize the electromagnetic device;
an electronic device; a third electronic device for providing a second control signal to the first electronic device to cut off power to the electromagnetic device and thus permit flow of fuel to the fuel pump chamber; is actuated to determine from the signals supplied thereto the time required for the pump chamber to fill the desired volume of fuel and thus to determine the instant at which the second control signal is supplied;
further comprising a fourth electronic device for determining a desired amount of fuel to be delivered to the engine and a fifth electronic device for determining a desired timing of fuel dispensing; Signals are configured to be provided to the third electronic device.

Referring to FIG. 1, an internal combustion engine is equipped with a plurality of combined pumps and injectors 10, hereinafter referred to as pump/injectors. In use, the pump/injector is disposed on the internal combustion engine to inject fuel into respective combustion chambers of the internal combustion engine. Each pump/injector 10 consists of a hollow cylindrical stepped body 11, the narrowest end of which is threaded and fitted with a retaining nut 12 which retains a nozzle head 13 to the body. The nozzle head 13 has a conical end in which a valve seat is formed at the end of a centrally disposed bore 14. A valve member 15 is disposed within the bore 14 and has a head 16 that cooperates with the aforementioned valve seat. Valve member 15 has hole 14
Movement within the valve member is guided by an elongated portion integrally formed with the valve member, the diameter of which is such that the valve member can pass through the aperture. At the end remote from the head 16 , the valve member 15 has a stop 17 for which a locking member 18 is arranged.
The valve member has a lateral slot so that the locking member can be placed around the reduced diameter portion of the lower valve member.
The locking member 18 holds a spring seat 19 in place, and a so-called compression spring 20 is disposed between the spring seat 19 and a portion of the nozzle head 13 for biasing the head 16 into seating on the valve seat.

The body 11 is provided with a central hole extending to a portion of the nozzle head 13, which portion is formed with a flange and is maintained in sealing engagement with the end of the body 11 by a retaining nut 12. The flange can alternatively be attached by wrapping the reduced diameter end of the body over the flange, or the flange can be secured to the body by electron beam welding.

A cylindrical flanged valve arrangement 24 extends into the bore of the body. This arrangement 24 is held in the bore by means not shown, and a stepped hole is formed in this arrangement 24. The enlarged portion 25 of this bore forms a cylinder for the piston 26. The middle part 29 of the bore receives the valve element 27 and the slightly enlarged part 30 of the bore is shaped such that its end forms a valve seat for the valve head 28 forming part of the valve element 27. It is built. The valve head 28 is biased into contact with the valve seat by a lightly wound compression spring 31, with a passageway 32 extending through the valve element. The compression spring 31 is a member 2 disposed against a step 21 formed in the hole of the main body.
The member 22 has one or more circumferential grooves 23 along which fuel can flow. The bore portion 30 is connected to the body 11 by an axial groove 34 formed in the outer surface of the valve housing.
The axial groove 34 is connected to the above-mentioned part 30 of the bore by means of a transverse bore.

The valve element projects into the aforementioned cylinder and can be engaged with the piston 26 as described.

An electromagnetic device, generally designated 34a, is positioned within chamber 23 for moving the piston in a direction to expel fuel from cylinder 25. The electromagnetic device 34a has a thin-walled armature 36, which is cylindrical and joined to a plate member 37 formed integrally with the piston 26. Plate member 37 has a plurality of openings extending therethrough to facilitate fuel flow, and plate member 37 also provides a butt for a compression spring 38 that biases the piston away from the valve element. Also useful. The armature 36 is guided in movement by the piston 26 and by an enlarged portion 39 slidable on the inner surface of the body 11 at the other end.

The other open end of the body 11 is closed by an end closure 40 which is held in place by a retaining nut 41 which engages a flange of the body. This end closure 40 defines a fuel inlet 42 communicating with chamber 33 and supports a stator assembly having a rod 43 formed from exciter material. Rod 43 extends into the armature and has a pair of helical ribs 44. A plurality of spiral ribs 45 are also provided on the inner surface of the armature, and the ribs 44 and 45
The facing surface of is inclined to the longitudinal axis of the pump/injector. Furthermore, these surfaces are spaced apart from each other in the demagnetized state of the electromagnetic device (as shown).

A pair of windings 46 are disposed within two grooves formed between the ribs 44. These windings are conveniently formed by winding the wire from one end of the rod along one groove, and from the same end of the rod along the other groove in the opposite direction. be done. These windings have a plurality of turns, and when current is applied to them, the current in the windings in the two grooves flows in opposite directions so that both ribs 44 have opposite magnetic polarities. The connecting end of the winding is connected to a terminal strip indicated by 47 and disposed on the end closure 40. If one end is a pump/
If it is desired to be connected to the body of the injector, then a single connector is required.

The range of movement of the armature under the action of the spring 38 is limited by the abutment of the armature on the end closure, and the maintenance of the armature against angular movement is further ensured by the fact that one end is fixed to the rod at the end near the piston and the opening of the armature This is done by a positioning member 48 extending therethrough.

The pump/injector also cooperates with the transducer to provide instructions regarding the position of the armature. The transducer consists of a core member 49 located at the end of the rod 43 adjacent the end closure 40. The core member is provided with a circumferential groove in which the winding 50 is disposed, and the armature is provided with a ring 51 made of a magnetic material.
As the armature moves, the ring 51 changes the reluctance of the magnetic circuit formed in the core, and thus the ring 51 changes the inductance of the winding 50.

The operation of this pump/injector will now be described with the parts in the positions shown in the drawings. In this position, the cylinder 25 is completely filled with fuel and the valve head 2 is closed, as described.
8 is in contact with the valve seat. When current is applied to winding 46, the armature moves downwardly against the action of spring 38. The fuel in the cylinder is therefore pressurized by the piston 26, and this pressure acts on the head 16 of the valve member 15. When the pressure builds up sufficiently, the head 16 is lifted off the valve seat against the action of the spring 20 and the fuel flows out of the nozzle head where it is atomized in the passage past the valve head. Fuel flow continues until the piston engages valve element 27. The head 28 of the valve element is connected to the spring 31
As soon as it is lifted off the valve seat against the action of , the fuel pressure in the cylinder drops to the pressure in chamber 33 . There is therefore a rapid drop in the fuel pressure acting on the valve head 16, and the spring 20 moves the valve head into contact with its valve seat, thus reducing the fuel pressure.
In particular, further spillage of non-atomized fuel is prevented from remaining in the nozzle head. The piston continues to move downward until plate member 37 engages the end of the valve arrangement. As already mentioned, rib 44,
The facing surface of 45 is inclined to the axis of the pump/injector. The purpose of such a slope is to obtain a more linear force/distance characteristic during armature movement. The supply of current to the winding is cut off or reduced before the piston reaches the end of its stroke, and the stroke of the piston is completed by the inertia of the movable member.

When the windings are demagnetized, spring 38 results in upward movement of the piston and armature.
During such movement, the pressure in the cylinder will be lower than the pressure in chamber 33, so that valve head 28 is maintained away from its valve seat by the pressure of the fuel in chamber 33 acting on it. If the maximum capacity of fuel is required and the piston is moved to its maximum distance under the action of the spring 38, the movement of the piston ceases and the pressure in the cylinder becomes substantially the same as that in the chamber 33. , the valve element moves to the closed position under the action of the spring 31. The pump/injector is then ready for the next fuel distribution.

If the pump/injector is required to dispense less than its maximum capacity, spring 3
The return movement of the armature under the action of 8 must be stopped at some intermediate position. The aforementioned transducer provides a signal that supports the position of the armature and therefore of the piston, with which it is possible to partially energize the windings when the piston is moved the required distance. It is. Partial energization of such a winding creates sufficient force to hold the armature against the action of spring 38, but displaces enough fuel in the cylinder to effect opening of valve member 15 in the nozzle head. No pressure is applied. As can be seen, the cylinder fills after the end of the fuel distribution and before the next fuel distribution is required.
It can be done at any time. However, it must be remembered that filling the cylinder takes a specified amount of time, so if it is decided to fill immediately before fuel dispensing is required, there will be enough time for the filling to occur. Time must be allowed.

Referring now to FIG. 2, elements having the same function are given the same reference numerals as the elements of FIG.

The pump/injector of FIG. 2 has a differently configured nozzle head in that the valve member opens inwardly as opposed to outwardly as in the embodiment of FIG. In FIG. 2, the nozzle head 54 is comprised of a stepped body 55 having a cylindrical blind hole formed therein. A valve member 56 is provided in the bore at the narrow end of the body.
A valve seat is formed in which the conical end of the valve seat engages. Main body 5
The narrow protrusions of 5 form outlet orifices 57 through which the flow of fuel is controlled by the valve member when the valve member is lifted from the valve seat. A cylindrical groove 58 is formed in the wall of the hole in the body 55, and the groove 58 is formed in the spring 31 by the cooperative passage between the body 55 and the body 11.
It communicates with a chamber 59 that accommodates.

Furthermore, a chamber 60 is formed, which chamber has a compression coil spring 61, one end of which engages the wall of the chamber and the other end of which engages a spring receiver 62, which itself rests on the reduced diameter portion of the valve member 56. It is located in room 60 room 6
Communication with 3 is made by a passage 63, and this passage 6
From 3 a branch channel extends into the bore part 30 of the valve arrangement 24.

In operation, as the piston 26 moves downward, fuel under pressure acts on a step formed in the valve member 56 and lifts the valve member 56 against the action of the spring 61. Therefore, the flow of fuel is caused by the orifice 57.
This fuel outflow occurs through the piston 2
6 until it lifts the valve head 28 from its seated position.

Although FIG. 2 is only a schematically illustrative variant, in reality the nozzle head would probably be held in the body 11 by a retaining nut similar to the embodiment of FIG. This also applies to the arrangement shown in FIG. 3, which is substantially the same as that shown in FIG. 2, except that a different shape is provided for the nozzle head. In this case, the valve member 64 cooperates with the valve seat again in the closed position, other than in the open position, and has a reduced diameter which extends with a gap through the bore arranged at one end of the bore of the nozzle head. )” type. When the valve member is lifted, fuel flows out through the aforementioned gap.

Particularly in an engine arrangement with the nozzle configuration seen in FIG. A simple one-way valve is provided for the inflow of

Turning now to FIG. 7, this graph shows the fuel flow rate within the pump chamber due to the action of spring 38. Although a straight line is shown, in reality the flow rate will be influenced by inertial effects, changes in spring force and magnetic effects. If the pump/injector winding 46 is energized at time _t1 , the volume of fuel delivered will be _q1 . To accomplish this, the winding must be demagnetized at time t ₂ to allow filling of the pump chamber. If less volume q ₂ of fuel is required, winding 31 is demagnetized at time t ₃ which is closer to time t ₁ than time t ₂ .
Conveniently, if an increased amount of fuel is required, winding 46 will be demagnetized earlier than time _t2 . If time t ₁ is required to be changed, times t ₂ and t ₃ will be changed by the same amount for the respective capacities q ₁ and q ₂ .

Indeed, the graph shown in FIG. 7 may change during use of the pump/injector. For example, if the viscosity of the fuel increases, the filling rate will decrease. Furthermore, in use, the spring will wear out and the rate of filling will therefore decrease.
In either of these cases it will be necessary to adjust the instant at which the windings are demagnetized so that the required amount of fuel is supplied at the correct time. A transducer is provided that provides a signal representative of the fuel being delivered to the hole.

Referring now to FIG. 4, there is shown a control system controlling the operation of a single pump/injector 10, the fuel being more important to its timing as will now be explained.

Winding 46 of pump/injector 10 is powered by power circuit 65 . This power circuit is energized to power winding 46 by a first signal obtained at the output of "OR" gate 66;
The second signal obtained from the output of the comparator 67 cuts off the power supply to the winding 46 .

"OR" gate 66 receives a first signal from the output of amplifier circuit 68, which in turn receives the output signal from comparator 69. Comparator 69 compares the requested fuel signal supplied to terminal 70, the derivation of this signal being:
It will be explained later along with the actual fuel signal. This subsequent signal is obtained at the output of a decoder 71, the input of which is connected to the transducer winding 50. The transducer responds to the return movement of the pumping piston of the pump/injector. When using the comparator 69
When detecting that the actual fuel signal is equal to the requested fuel signal, power circuit 65 is energized to power winding 46 and fuel distribution occurs.
This excitation of the winding continues until the aforementioned second signal is applied to the power circuit. This part of the control circuit therefore effects the distribution of fuel when the fuel volume is accurate. The moment of injection, however, may not be accurate and this point will be considered later.

Winding 46 as described with reference to FIG.
must be demagnetized for a predetermined period of time before fuel delivery is required. In order to determine the amount of fuel to be supplied, the amount of time that must be taken into account and the timing of the desired injection, terminal 7
A circuit 72 is provided for receiving the requested fuel signal supplied to the fuel pump 3. Additionally, this circuit 72 receives the required timing signal. This latter timing signal is applied to a circuit 74 in which information is stored that takes into account the required engine timing for a range of engine speeds and loads. For this purpose, circuit 74 receives a request fuel signal from terminal 73, which signal is representative of the load on the engine and also a signal indicative of engine speed obtained from the output of decoder 75.
Circuit 75 receives pulse signals from a transducer 76 located adjacent to a gear or the like driven by the engine crankshaft. From these two signals, circuit 74 determines the desired timing of fuel delivery to the engine. The output of circuit 72 therefore represents the time required to move the pumping piston under the influence of its spring so that the required amount of fuel is delivered to the pump chamber as fuel distribution takes place. will be placed in circuit 72
The output of is passed to circuit 67, which circuit 67 is also supplied with a signal indicative of the position of the piston of each combustion chamber being supplied with fuel by the pump/injector.

The position signal is provided by a circuit 77 which receives a pulse signal from a shaping circuit 78 which sequentially receives a velocity signal from a decoder 75, a pulse signal from a transducer 76, and a signal from a transducer 79. As an example, transducer 79 provides one pulse per two revolutions of the crankshaft, while transducer 76 provides four pulses per revolution of the crankshaft. With the engine in proper position, the power circuit 65 is demagnetized and the plunger draws fuel into the pump chamber.

If the volume of fuel drawn into the pump chamber is correct as described, the power circuit is energized and fuel distribution takes place. For some reason, it may occasionally occur that the flow of fuel into the pump chamber is obstructed and the distribution of fuel is delayed at the moment of engine failure.

Therefore, an override device is provided by which a distribution of fuel takes place, whatever the volume of fuel contained in the pump chamber. For this purpose circuits 80 and 81 are provided which can provide an output to the "OR" gate 66 under such circumstances. circuit 8
0 receives the desired timing signal from circuit 74 and calculates the minimum time for fuel dispensing to occur.
The output signal from this circuit is then sent to circuit 81, similar to circuit 67, which provides an output signal to "OR" gate 66 to effect fuel distribution.
Under normal circumstances, where this signal is actually given each cycle, fuel distribution would have already taken place.

Now suppose that the filling of the pump chamber took slightly longer than expected. This means that the exact amount of fuel dispensed will occur slightly later than desired. To correct this phenomenon, it is necessary to demagnetize the winding 46 slightly earlier, which is achieved by the circuit 72 receiving information from the memory 82 allowing for the earlier timing of the distribution.

It is advantageous to supply information to the circuit 72 taking into account the volume of fuel dispensed during the previous cycle, this information being provided in the memory 83. This will cause circuit 72 to more quickly modify the volume of fuel dispensed when circuits 80, 81 are activated to energize winding 61.

The circuit as described is for controlling one pump/injector. However, by including multiplexing circuitry 84, 85 intermediate transducer 50 and decoder 71, the output to power circuit 65 is controlled, which circuit controls the operation of multiple pumps/injectors. This network 84,85 receives an engine position signal from the output of circuit 77. Additionally, there are multiple memories 82, 83 as well as pump/injectors to ensure that when circuit 72 determines when to degauss for a particular pump/injector it is the information stored regarding the injector being used. It is necessary to have the following.

Now, let's return to the control circuit shown in Figure 5. This circuit differs from the circuit of FIG. 4 in that it guarantees the distribution of fuel at the desired time regardless of whether the volume of fuel in the pump chamber is accurate. Portions of the control circuit of FIG. 5 that perform the same functions as portions of the circuit of FIG. 4 are designated by the same reference numerals.

The requested timing signal from circuit 74 is sent to circuit 8.
6 is used to determine the requested instant of fuel distribution. This signal is provided to circuit 87 which also receives an engine position signal from circuit 77. Circuit 87 functions similarly to circuit 67, except of course that it determines the moment when winding 46 is energized to effect the distribution of fuel. As described, fuel dispensing will always occur at the requested time, but the fuel volume may be inaccurate. Circuit 72 corrects this, however, by changing the demagnetization point of winding 46 based on the actual fuel signal provided to memory 83.

Like the circuit of FIG. 4, the circuit of FIG. 5 is used to control the operation of multiple pumps/injectors with the addition of multiplexing circuitry 84,85. Again, there must be a large number of memories 83 as well as a pump/injector.

In both circuits described, the time during which fuel distribution takes place is a function of the power output to winding 46 and is therefore varied by changes in that power output. This changes according to engine speed. In some devices, the supply of power to the windings takes the form of pulsed currents, which vary the power input so that the pulse ratio of the pulse height can be varied. When energizing the windings and dispensing fuel, it is advantageous to provide an initial large pulse in order to obtain a rapid initial movement of the various components according to a series of small pulses, these series of small pulses being It may be changed to obtain a change in distribution timing. As will be appreciated, fuel distribution is not instantaneously effected by energizing the windings. There are several reasons for this, and the resulting delay must be taken into account when determining the requested timing of the distribution. When the winding is energized, the current,
Therefore, it takes time for the strength of the magnetic flux to rise to a value that moves the armature. Before further fuel dispensing can take place, the fuel in the pump chamber must be pressurized to a degree sufficient to enable the valve head 16 in the case of FIG. 1 to be lifted from its valve seat. Furthermore, the current supply to winding 46 is reduced before the end of the piston stroke. This is because the piston continues to move due to inertia, and the magnetic flux does not immediately decrease even if the current supply is stopped. It is understood that when the winding is demagnetized before filling the pump chamber with fuel, the magnetic flux will not disappear immediately and this will slow down the initial movement of the piston due to the action of the spring 38. I have to keep it.

Referring now to FIG. 6, there is shown a circuit for providing the required fuel signal to terminals 70, 73. The circuit of FIG. 6 provides a two-speed control effect and includes a minimum output circuit 88, the output of which constitutes the fuel demand signal. circuit 8
8 has three outputs, the lowest of which is selected by the circuit to provide as the fuel demand signal.

One input of circuit 88 is connected to the output of high gain amplifier 89 with feedback. amplifier 89
One input of is provided with an associated signal representative of the maximum allowable engine speed, while another input is provided with an effective engine speed signal from a decoder, shown as decoder 75 in FIG.

Connected to a second input circuit 90 of circuit 88, which also receives a speed signal and includes a signal representative of the maximum fuel signal throughout the speed range of the engine.

The third input of circuit 88 is connected to the output of maximum value output circuit 91 which has two inputs. The first input is connected to the output of a high gain amplifier 92, which
2 is provided with a feedback mechanism and has two inputs, one receiving a reference signal representing the desired engine idle speed and the other receiving an engine speed signal. The second input of the circuit 91 is connected to the output of the shaping circuit 93, which
3 receives the engine speed signal and also a signal from a decoder 94 which in turn receives a signal from a transducer 95 associated with an engine operating adjustable control, such as a throttle pedal in the case of a road vehicle.

Amplifier 8 during operation at engine idling speed
9 has no requirements on the parts of the actuator and the output from the amplifier is larger than the output from the shaping circuit but smaller than the outputs from circuit 90 and amplifier 89, so the output from circuit 88 serves to determine the required fuel signal. do. When the operator makes a demand on the engine by pressing the throttle pedal, the output of shaping circuit 93 will be higher than the output of amplifier 92. If only a small demand is made, the signal from circuit 91 will still be lower than the signal provided by circuit 90 and amplifier 89. The driver therefore directly controls the amount of fuel supplied to the engine,
The engine will accelerate if the increased flow of fuel occurs. If the operator makes large demands on the engine, then the output of circuit 91 will be greater than the output of circuit 90, in which case the fuel delivery rate will be controlled by circuit 90, and finally the output of circuit 91 will be greater than the output of circuit 90. is reduced, thus restoring control of the fuel supply to the operator. If the highest allowable engine power is obtained, the output of amplifier 89 is reduced and the fuel supply to the engine is reduced to control engine speed. Shaping circuit 93 is arranged to change the fuel demand system as engine speed increases to provide feedback for the engine operator. Additionally, the idling speed may also be changed by changes in the fuel demand on the part of the actuator in low conditions. This provides a smooth transition from control by amplifier 92 to control by circuit 91 and eliminates "lost motion" in operator adjustment control.

The governor circuit may, for example, adjust engine-related changes in idle speed to ambient air pressure and/or
or changing the maximum fuel distribution with temperature, changing the maximum fuel distribution with engine inlet manifold pressure, providing additional fuel for starting the engine when it is cold and changing the fuel level for starting the engine when the engine is hot. may be modified in various ways.

FIG. 6 shows a two speed regulator for providing fuel demand signals to terminals 70 and 73. It will be appreciated that the circuit of FIG. 6 may be replaced with a full speed regulating circuit or an isochronous regulating circuit.

Additionally, a control system such as that described with reference to Figures 4 and 5 may be utilized to provide ignition control signals when the associated engine is a spark ignition engine. The timing of fuel distribution may also be varied for start-up purposes depending on engine temperature.

[Brief explanation of the drawing]

Figures 1, 2 and 3 are cross-sectional views of the components of three embodiments, a fuel pump and an injection nozzle, respectively. 4 is a block diagram of the first controller for the pump/nozzle of FIG. 1; FIG. FIG. 5 is a block diagram of the second pump/nozzle controller of FIG. FIG. 6 is a block diagram of an electric two-speed regulator. FIG. 7 is a graph for explaining the basic concept of the fuel system. (Symbol in the figure), 10... pump/injector,
11... Hollow cylindrical stepped body, 12... Holding nut, 13... Nozzle head, 14... Hole, 15...
...Valve member, 16... Head, 17... Stop part, 18
... Locking member, 19 ... Spring seat, 20 ... Compression spring, 24 ... Valve arrangement body, 25 ... Hole enlargement part,
26...Piston, 27...Valve element, 28...
... Valve head, 29 ... Hole intermediate portion, 30 ... Hole enlarged portion, 31 ... Compression spring, 32 ... Passage, 33 ...
Chamber, 34a... Electromagnetic device, 36... Armature, 37... Plate member, 38... Compression coil spring,
39... Enlarged portion, 40... End closure body, 41...
Retaining nut, 42... Fuel inlet, 43... Rod, 44... Spiral rib, 45... Spiral rib,
46... Winding wire, 47... Terminal piece, 48... Positioning member, 49... Core member, 50... Winding wire, 51
... Ring, 55 ... Stepped body, 56 ... Valve member, 57 ... Orifice, 58 ... Groove, 59 ...
Chamber, 60... Chamber, 61... Compression coil spring, 62
... Spring receiver, 63 ... Passage, q ₁ , q ₂ ... Capacity, t ₁ , t ₂ , t ₃ ... Time, 65 ... Power circuit, 6
6... "OR" gate, 67... Comparator, 68...
...Amplification circuit, 69...Comparator, 70...Terminal, 7
2...Circuit, 73...Terminal, 74...Circuit, 75
...decoder, 76 ... converter, 77 ... circuit,
78... Shaping circuit, 79... Converter, 80... Circuit, 84, 85... Multiplex transmission network, 86... Circuit, 87... Circuit, 88... Circuit, 90... Circuit, 91... Circuit, 92...High gain amplifier, 94
...Decoder, 95...Converter.

Claims (1)

[Scope of Claims] 1. An injection nozzle disposed within the engine so that the fuel distributed to the nozzle is injected into the fuel chamber, and an injection pump that distributes the fuel to the nozzle in a timed manner in relation to the engine. The pump comprises a piston movable within the bore for changing the volume of the pump chamber, an elastic means for biasing the piston in a direction to increase the volume of the pump chamber, and a piston for biasing the piston against the action of the elastic means. an electromagnetic device operative to move and pump fuel from the pump chamber through an associated nozzle; a valve-controlled fuel inlet to said pump chamber which flows fuel from the fuel supply through the bore when the piston is moved by the action of the elastic means; a first electronic device for supplying power to the electromagnetic device when fuel dispensing by the pump is requested; and a second electronic device for providing a first control signal to the first electronic device when there is a request to energize the electromagnetic device. an electronic device;
and a third electronic device for providing a control signal to the first electronic device to cut off power to the electromagnetic device and thus permit flow of fuel to the pump chamber, the third electronic device being supplied thereto. A second control signal is actuated to determine from the signals the time required to fill the pump chamber with the desired volume of fuel and thus to determine the moment at which the second control signal is supplied and further supplied to the engine. a fourth electronic device for determining a desired amount of fuel to be dispensed; and a fifth electronic device for determining a desired timing of dispensing the fuel;
A fuel system for an internal combustion engine, characterized in that the numbers supplied by the electronic device are configured to be supplied to the third electronic device. 2. The fifth electronic device comprises a storage device in which information about desired timing for dispensing fuel for different engine speeds and loads is stored, and the fifth electronic device is connected to a signal from the fourth electronic device. The fuel system according to claim 1, wherein the fuel system is configured to receive a signal indicating the speed of the fuel system. 3. The fuel system of claim 2, further comprising a sixth electronic device for generating an engine position signal that is supplied to the third electronic device. 4. having a transducer that generates a signal indicative of the position of the piston, which signal is supplied to the second electronic device together with the signal from the fourth electronic device so that the actual fuel signal is equal to the requested fuel. 4. The fuel system of claim 3, wherein the second electronic device is configured to provide a first control signal when the second electronic device is configured to provide a first control signal. 5 said second electronic device having an "or" gate through which a first control signal can pass, a seventh electronic device being supplied with signals from said fifth and sixth electronic devices; The electronic device calculates the latest time at which the first control signal is applied to the first electronic device, and the output from this seventh electronic device is applied to an "or" gate so that the first electronic device calculates the required amount of fuel. 5. The fuel system according to claim 4, wherein the fuel system is configured such that power is supplied to the winding even when the fuel is not supplied to the pump chamber. 6 having a pair of memory devices in which information regarding the volume of fuel dispensed during a previous cycle of the pump and the timing of fuel dispensing is stored; the information contained in the memory devices being supplied to a third electronic device; 6. A fuel system as claimed in claim 5, characterized in that the instant at which the second control signal is supplied to the first electronic device can be adjusted. 7. The fuel system of claim 6, wherein the fourth electronic device comprises a regulation circuit receiving signals indicative of desired engine operating parameters and associated engine speeds. 8, characterized in that the output of the sixth electronic device is supplied to the second electronic device, so that fuel is distributed to the engine even when the required amount of fuel is not supplied to the pump chamber. A fuel device according to claim 3. 9. The fuel system of claim 8, further comprising a transducer for generating a signal indicating the position of the piston and supplied to a third electronic device. 10. The fuel system of claim 9, wherein said fourth electronic device comprises a regulation circuit that receives signals indicative of desired engine operating parameters and their associated engine speeds. 11 It has a plurality of first electronic devices and a plurality of converters that supply various signals to a plurality of electronic devices, and between these converters and the decoder and between the second and third electronic devices and the first electronic device. 11. The fuel system according to claim 5 or 10, characterized in that it has a matrix circuit interposed in the fuel system.