AU463571B2 - Apparaus for control of fuel injection type internal combustion engine - Google Patents
Apparaus for control of fuel injection type internal combustion engineInfo
- Publication number
- AU463571B2 AU463571B2 AU36789/71A AU3678971A AU463571B2 AU 463571 B2 AU463571 B2 AU 463571B2 AU 36789/71 A AU36789/71 A AU 36789/71A AU 3678971 A AU3678971 A AU 3678971A AU 463571 B2 AU463571 B2 AU 463571B2
- Authority
- AU
- Australia
- Prior art keywords
- fuel injection
- vacuum
- control
- governor
- 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
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2700/00—Mechanical control of speed or power of a single cylinder piston engine
- F02D2700/02—Controlling by changing the air or fuel supply
- F02D2700/0217—Controlling by changing the air or fuel supply for mixture compressing engines using liquid fuel
- F02D2700/0261—Control of the fuel supply
- F02D2700/0266—Control of the fuel supply for engines with fuel injection
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- High-Pressure Fuel Injection Pump Control (AREA)
Description
36,7 89/71 This invention relates to suchA control
apparatus for a fuel injection type internal combustion
engine wherein the fuel injection can be controlled by
the vacuum in the intake manifold and depending on the
engine speed.
With a conventional fuel injection type internal
combustion engine wherein the fuel injection amount thereof
is controlled by governing the operation of a fuel
injection pump by a vacuum governor operated by intake
vacuum, when the engine is operated at a high speed, the
governor is operated in the fuel injection amount decreas-"
ing direction because the intake vacuum is increased,
and this results in fuel starvation.
The present invention overcomes this problem
by controlling the fuel injection pump ee with a second
vacuum governor operated in response to engine speed.
One embodying example of this invention will
now be explained with reference to the accompanying
drawing which is a longitudinal sectional side view in
schematic form of an apparatus embodying the invention.
A control casing I is divided at its one side
into first and second vacuum chambers 4, 5 by diaphragms
2, 3, and the first chamber 4 is in communication through
a boost pipe 6 with the interior of an intake pipe 7 of
an internal combustion engine E, so that the interior of
the first chamber 4 is influenced by the vacuum produced
behind a throttle valve 8.
A branch pipe 9 connected to the boost pipe 6
is in communication with the second chamber 5, and this
branch pipe 9 is provided at its middle portion with a
4685,71
36,7 89 P't valve 10 for opening and closing the pipe 9. The valve
has a valve stem 12 which is arranged to be operated by with a cam 13 provided on a shaft actuated by or integral valve the shaft 8* of the throttle valve 8 so that the
is opened when the throttle valre 8 is opened. The
atmos- interior of the valve 10 is in communication with
pheric air through a throttle 11. A first governor spring 14 is provided in the 2 in the first chamber 4 and serves to urge the diaphragm action of the right direction in the drawing against the vacuum force within the first chamber 4. A second.gov- and serves ernor spring 15 is provided in second chamber 15 the to urge the diaphragm 3 in the left direction in
drawing.
A rotating shaft 16 Arranged to be -roatedb4 he-m.
control casing operation of the engine E is supported by the
1, and a control cam 17 for operating a fuel injection 16 so as to be pump P is mounted on this rotating shaft slidable in the axial direction. This control cam 17
is coupled with a pin 19 passing through slits 18, 18 cam 17 can be made in the rotating shaft 16, so that the also can rotated together with the rotating shaft 16 and within the be slid right and left on the rotating shaft 16
range of the length of the slits 18, l8
A sliding member 21 combined with the foregoing
pin 19 is mounted within a hollow portion 20 of the
rotating shaft 16, and the outer end surface of this slid-
first governor shaft ing member 21 faces an end surface of a an end 22 connected to the diaphragm 2 and also faces to the portion of a second governor shaft 23 connected
-3- 463571
36.789 71 shaft diaphragm 3 and mounted slidably on the first governor
22. A spring 24 positioned in the hollow portion 20 serves
to urge the control cam 17 in the left direction, that is,
in the injection amount decreasing direction. A plunger 25 of the fuel injection pump P is
mounted in the control casing 1 so as to be moved up and
down, and the lower end of this plunger 25 is in pressure
contact with the cam surface of the foregoing control
cam 17 by the action of a return spring 26. The inlet side of the fuel injection pump P is
connected to a feed pump 28 connected to a fuel tank 27,
and the outlet side of the same is connected to a fuel
injection nozzle 29 projecting into the suction pipe 7. If the engine E is now operated and vacuum
generated within the pipe 7, this acts on the interior of
the first negative pressure chamber 4 through the boost
pipe 6. If the force within the chamber 4 is increased,
the diaphragm 2 is drawn against the resilienttorce of the
first governor spring 14 and accordingly the first gover-
nor shaft 22 is moved to the left, so that the control
cam 17 is moved to the left, by resilient force of the
spring 24 and the stroke of the plunger 25 and the fue.l supply
is decreased. Thus a decrease in the fuel injection
amount in proportion to.the increase in vacuum or decrease
in the amount of air the pipe 7 is obtained. If the
vacuum within the pipe 7 is decreased, the diaphragm 2 is
moved to the right by spring 14 and the control cam 17
is moved to the right by the first governor shaft 22, so that
the stroke of the plunger 25 becomes large and consequently
the fuel injection amount is increased. Thus an increase
-4 4 635,71
36,789 /7t proportion to the decrease in the fuel injection amount in air in pipe 7 is obtained. of vacuum or increase in the valve Since, during the foregoing operation,
throttle valve 8 is fully is kept closed until the
is not operable. When the opened, the second chamber 5
under full throttle, engine is operated at a high speed is the fuel injection pump P the vacuum is increased and direction, which results operated in the anount decreasing
in fuel starving. of the invention, However, with the embodiment 8 of the throttle valve the cam 13 is rotated on opening interior of the second and opens the valve 10 whereby the
in pipe This moves chamber 5 is subjected to the vacuum force the diaphragm 3 to the right against the resilient
15, and thereby the control of the second governor spring
is moved, through the second governor shaft 23, cam 17
right, that is, in the amount increasing direction,- to the
of fuel depending on the increase and thus the shortage
can be replenished. If in. theengine revolution speed is lowered, the vacuum force the engine revolution speed decreased, so that within the second chamber 5 is also
that is, in the the diaphragm 3 is moved to the left,
resilient force of the by the amount decreasing direction, the control cam 17 is moved second governor spring 15, and decreasing direction, to the left, that is, in the amount
by the action of the spring 24. engine revol- The second governor operated by the
example can be re- ution speed in the foregoing embodying shaft governor driven by the output placed by a centrifugal of the engine.
5 4635.71
Claims (4)
1. An apparatus for control of a fuel injection pump for internal combustion engine comprising a first vacuum governor 8rrarwa to be operated by the intake vacuum of the engine and I control'said fuel injection pump to supply fuel in response to t vacuum force generated under normal operating conditions, and a
second vacuum governor arranged to control the fuel injection pi in response to the engine speed under high speed conditions.
2. Apparatus according to claim 1, wherein each vacuum go vernor comprises a vacuum chamber defined by a housing and a di phragm, each diaphragm having a shaft connected thereto adapted actuate means for controlling the fuel injection pump.
3. Apparatus according to claims 1 or 2, further compris a vlave in the line connecting the intake with the second gover: said valve being opened to expose the second governor to vacuum opening of the throttle valve,.of the engine.
4. Apparatus according to claim 3, wherein said valve is substantially as described with reference to the accompanying drawing. An apparatus for control of a fuel injection pump sub stantially as described with reference to the accompanying draw
DATED this 8th Day of DECEMBER, 1971 HONDA GIKEN KOGYO KABUSHIKI KAISHA By its Patent Attorneys CLEMENT HACK CO. Fellows Institute of Patent Attorneys of Australia.
4 635.71
36,789 /71
4 634-71
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP45123276A JPS5014688B1 (en) | 1970-12-31 | 1970-12-31 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| AU3678971A AU3678971A (en) | 1973-06-14 |
| AU463571B2 true AU463571B2 (en) | 1975-07-31 |
Family
ID=14856547
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| AU36789/71A Expired AU463571B2 (en) | 1970-12-31 | 1971-12-13 | Apparaus for control of fuel injection type internal combustion engine |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US3750636A (en) |
| JP (1) | JPS5014688B1 (en) |
| AU (1) | AU463571B2 (en) |
| CA (1) | CA945853A (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2544810C2 (en) * | 1975-10-07 | 1982-04-15 | Robert Bosch Gmbh, 7000 Stuttgart | Fuel injection system |
| JPS5327725A (en) * | 1976-08-26 | 1978-03-15 | Chiyoda Chem Eng & Constr Co Ltd | Fuel feeding method in spark ignition engine |
| IT1157075B (en) * | 1982-11-11 | 1987-02-11 | Fiat Auto Spa | POWER SUPPLY SYSTEM FOR SUPERCHARGED DIESEL CYCLE ENGINES |
| JPS6118947U (en) * | 1984-07-10 | 1986-02-03 | 章宏 上田 | portable generator |
| JPS61104239U (en) * | 1984-12-14 | 1986-07-02 | ||
| US7069915B2 (en) * | 2001-12-13 | 2006-07-04 | Briggs & Stratton Corporation | Pressure actuated fuel vent closure and fuel shutoff apparatus |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2562656A (en) * | 1946-03-26 | 1951-07-31 | Max L Blakeslee | Fuel system for internal-combustion engines |
| US2569664A (en) * | 1947-11-05 | 1951-10-02 | American Bosch Corp | Combined mechanical and pneumatic governor |
| US3077873A (en) * | 1961-08-04 | 1963-02-19 | Caterpillar Tractor Co | Pressure actuated fuel control for supercharged engines |
| US3435813A (en) * | 1967-10-09 | 1969-04-01 | Caterpillar Tractor Co | Engine safety controls |
| US3494337A (en) * | 1968-06-24 | 1970-02-10 | Borg Warner | Intake manifold pressure responsive fuel injection system |
| FR2092257A5 (en) * | 1970-05-21 | 1971-01-21 | Honda Motor Co Ltd |
-
1970
- 1970-12-31 JP JP45123276A patent/JPS5014688B1/ja active Pending
-
1971
- 1971-12-13 AU AU36789/71A patent/AU463571B2/en not_active Expired
- 1971-12-29 US US00213267A patent/US3750636A/en not_active Expired - Lifetime
- 1971-12-31 CA CA131,508A patent/CA945853A/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| US3750636A (en) | 1973-08-07 |
| CA945853A (en) | 1974-04-23 |
| JPS5014688B1 (en) | 1975-05-29 |
| AU3678971A (en) | 1973-06-14 |
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