DE2259308A1 - FUEL SUPPLY SYSTEM FOR ENGINES - Google Patents

Description

PATENT Attorneys WERNER CQHAUSZ. DipUnfl. WIlH E LM FLORACK · plpUng. RUDOLF KNAUF

4 DfliMJdQrf, Sohumqnnftree 97 2259308

CA.Y. Limited

Well Street

GB-Birmingham Nov. 50, 1972

Fuel supply system for engines

The invention relates to a fuel supply system for engines, especially for diesel engines.

The invention consists on the one hand in a fuel supply system for engines, which is characterized by a pump for supplying fuel to the engine, a pump control for determining the Outputs of the pump, means for generating a first electrical Signal as a representation of the pump output «means for generating a second electrical signal as a representation of the engine speed, means to the . "Generation of a demand signal as a representation of the target engine speed and a summing amplifier to which the three signals are applied (-.ad and which compares the three signals and controls the pump regulation.

On the other hand, the invention consists in a fuel supply system for engines, which is characterized by a pump for supplying fuel to the Mptnr represent the actual value of an operating variable of the system, with the first summing amplifier comparing the signals and generating an output for controlling the pump regulation, a second summing amplifier to which electrical signals are fed, ie representing a further system operating variable and a reference value, > a discriminator that controls the the first and second summing amplifier is coupled to the pump control and whose output at any given moment is the output from the amplifier that requires the least fuel; in such a way that the second.

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Veiter, the invention consists in a fuel supply system for Motors, which is characterized by a pump feed system for the motor, an actuator that controls the output of the pump first converter for measuring the hotor speed, a second converter for measuring the demand, a third converter for measuring the output of the pump, a control circuit for actuation according to the outputs from the transducers to control the actuator, with the control loop limiting the output of the pump to a specified maximum value, and a control network receiving input from the first transducer and an input to the control loop for a range of engine speeds supplies, in such a way that the largest pump rate for the range mentioned is modified at speeds.

Veiter, the invention consists in a fuel supply system for Engines, which is characterized by a pump for supplying fuel to the engine, an actuator for regulating the output of the pump, a sailing circuit for comparing at least two engine operating variables and to provide an output to control the actuator and thus to regulate the output of the pump, the control circuit Has means for limiting the largest pump output and the system has switching means which have a first and a second state raise and increase the largest pump output in the second state UC (I can be brought into the second state if cie hotord speed is below the cranking speed, and brought into the first state when the kotor speed is above a reference speed, where the reference speed is above the starting torque.

Finally, the invention consists in one; Fuel supply system for engines, which is characterized by a first, a second and a third converter that generate output voltages * which respectively the amount of fuel supplied to the engine, the hotor speed and correspond to the needs, with the outputs from the »/ others the Inverter cables of one or more Sunuiervcretarders are supplied, the one part of a helical circle for the determination, - the force-

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substance feed volume according to the required characteristics of the system, the system further comprising one or more power sources which can be actuated in this way under certain system states are that a characteristic of the system is modified in that one of the Suinmi erver changed more strongly through an inverter connection will.

The invention is explained in more detail below with reference to the drawings. In the drawings are:

Pig. 1 is a circuit diagram, partly in block form, showing an exemplary embodiment of the invention represents

Pig. 2 to 4 graphs showing the outputs of the three transducers which are provided in Fig. 1, Fig. 5 shows a fuel speed characteristic for an engine which is of

the arrangement shown in Fig. 1 is to be regulated, 6 shows a view similar to the representation in FIG. 1, but of one second embodiment of the invention,

FIG. 7 is a view similar to the illustration in FIG. 5, but with the characteristic obtained by Fig. 8 is shown, Fig. 8 is a circuit diagram showing an excess fuel control loop, Fig. 9 is a circuit diagram showing another embodiment of an excess fuel control circuit represents

10 is a circuit diagram showing one type of torque control loop;

Fig. 11 is a graph showing the fuel-speed relationship obtained with the circuit shown in Fig. 10;
Fig. 12 is a circuit diagram showing another embodiment of a torque

control loop represents
15 is a circuit diagram showing a third embodiment of a torque

relgekreiaee represents
Fig. 14 is a graph showing the characteristics obtained with the circuit of Fig. 1J, and

FIG. 15 is a circuit diagram showing a variant of the arrangement shown in FIG represents.

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All the examples described can be found in a fuel injection system for a diesel engine driving a motor vehicle, so that the demand is adjusted by an accelerator pedal. However, the arrangements shown can also be used in conjunction with other motors, and the machine that is used does not need to be to drive a motor vehicle, in which case the demand is of course adjusted in a different way.

Referring to Fig. 1, a fuel pump 11 supplies fuel to the cylinders of an engine 12 in sequence. The fuel pump is driven in a conventional manner with the timing of the Injection is controlled in the usual way. The drive of the fuel pump does not form part of the invention and is therefore not described. Furthermore, the type of pulp that is used does not matter decisive Bolle, in the illustrated embodiment, however, acts it look at the pump to a conventional in-line pump with a sail rod 14, whose azials position determines the amount of fuel that the Motor 12 is derived by the pump 11. The axial position of the control rod 14 is controlled by an electromechanical actuator 15, to determine the slope exit see below.

The system also has three transducers 15, 16 and 17. Scr converter 15 It produces an output in the form of a voltage, which is shown in Fg * 2, where the size of the voltage depends on the speed of the motor depends. Sex converter 16 produces an output voltage shown in Fig. 3, and this voltage depends on the amount of fuel that is used the engine (i.e. the Puapen exit). For this purpose, the transducer 16 senses the axial position of the control rod 14 »like that through the trihed line is shown. The converter it gives rise to tension that represents the need. Typically will the converter 17 controlled by the accelerator pedal of the vehicle, which is driven by the engine, and in the exemplary embodiment described here the motor is controlled by a controller with a total speed range, so that the output from converter 17 is a voltage which represents the desired engine speed. The shape of this tension is shown in Fig. 4,

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and · β i »t to be observed that the deflection dl · ··· output is opposite «U the positions of the outputs from the converters 15, 16.

The outputs from converters 15, 16 and 17 are applied via resistors 15 * »16a» 17 · », which convert the signals into current signals, to the inverter connection of a function amplifier 18, which is excluded as a bus amplifier, while the output from converter 16 is excluded is applied via a resistor 16b to the inverter connection of a functional amplifier 19 which is connected as a summing amplifier. The amplifiers 18 and 19 are supplied with current by positive and negative Snergieanvehlüsse 21, 22, and their non-inverting connections are connected to a connection 23, which is at a reference voltage B between the voltages of the connections 21, 22. The output from amplifier 18 is applied through a diode 24 to a drive circuit 25 which contains a power amplifier and which is used to drive the electromechanical actuator I3. Accordingly, the output terminal of the amplifier 19 is connected to the drive circuit 25 via a diode 26. The diodes 24 and 16 together form a discriminator which ensures that only the amplifier 18 or 19, the. produces the greater positive voltage output to which drive circuit 25 can be coupled at any particular moment. Thus, when amplifier 18 produces the output with the greater positive voltage, diode 26 is reverse biased, and when amplifier 19 produces the output with the greater positive voltage, diode 24 is reverse biased. Figure 1 also shows the feedback resistors 27, 28 associated with amplifiers 18 and 19, respectively, and as can be seen, the feedback circuit for each amplifier extends from the input terminal of drive circuit 25. Because of this arrangement, the effect of the forward voltage drop at the diodes 24 and 26 are reduced by a factor depending on the amplifier open-circuit gain, and hence the temperature characteristics of the diodes are negligible if the temperature characteristics of the System. Furthermore, there is a very pronounced disagreement from controlling by one amplifier to controlling by the other amplifier - present.

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Eb are various other controls in Flg. 1, the tasks of which will be described below. However, let the principle work as follows. If the input to the inverter connection of the amplifier 18 from the converter 16 is disregarded for the moment, the amplifier 1Θ receives a current input which reproduces the target speed, and a current input which reproduces the current speed. The inputs have opposite polarity, as can be seen in Fig. 2, also in Fig. 4. If the actual speed is less than the target speed, the amplifier 18 produces an output which is fed to the drive circuit 25, and this causes an increase the pump output so that the engine speed increases. As the setpoint signal approaches the current signal or vice versa, the output from amplifier 18 becomes more such that drive circuit 25 generates just enough current to keep control rod 14 in the position it has assumed * This simple explanation, however ignores the input from transducer 16 which modifies the operation to obtain engine target characteristics in a manner which will be described in detail. On the basis of the input from converter 16, amplifier 18 ultimately compares the target speed with the actual speed and changes the amount of fuel that is supplied until these two operating variables have a relative value which is determined by the pump output.

The amplifier 19 receives a signal through the resistor 16b that the Reproduces pump output, and it also receives a reference stream from a reference source 20. If the pump output exceeds a set point, the amplifier 19 produces a positive output which is a larger one Value as the output of the amplifier 18, so that the diode 24 stops conducting, as explained above, and the amplifier 19 produces an output to drive circuit 25 · An output with a larger positive Value from booster 19 than booster 10 is, in effect, the demand for less fuel, i.e. between booster and the pump has a reverse stage. When the amplifier 19 has a Output, the system works in the same way as all when the Amplifier 18 generates an output to reduce the output of amplifier 1.9 to such an extent that the output from

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Driving circles 25 holds the tying bar 14 in the position it has taken Has. The system remains in this state until amplifier 18 Requires less fuel than the maximum specified by the amplifier 19 is. When the booster 18 is calling for less fuel, it will produce a greater positive output than the booster 19 "and" with that he becomes active.

In Fig. 5 the manner in which the controller is designed is shown and works from the graphical representation of the pump output in relation to the speed. This graph also shows the effect of a series of controls that are not yet related with Fig. 1 have been mentioned. The line 40 is given by the amplifier 18 in such a manner as the comparison between the actual speed and the target speed is modified according to the input from the converter 16. Line 40 in the drawings represents a Requirement of 5056 and is one of a bevy of curves made by a request of $ 0 to a request of 1005ε. the Extreme values of this curve, i.e. no requirement and full requirement, are given at 38 and 43. The curve 58 is generated by a power source

31 determines which one input to the inverter terminal of the amplifier 18 supplies to ensure that the engine speed with the pump output varies in the manner as shown by curve 38 is even if the need is cool. The maximum speed is predetermined by the controller 29 shown in Fig. 1 and the becomes effective in that the maximum request from converter I7 is limited will.

Line 35 is the line for maximum fuel consumption that goes through the amplifier 19 is specified, as explained above. This line has a part 36 which is predetermined by a circuit which is called a torque control loop 32 is known. This torque control loop

32 modified 4en maximum allowable fuel under certain conditions the engine speed, as will be described in detail later. Furthermore, a curve 37 is shown in Fig. 5, which is under the control an excess fuel regulation 33 is available, which is shown in FIG.

Under certain circumstances, when attempting to start the engine, Control 33 enables a significantly increased pump output, as indicated by curve 37. Furthermore, a regulation 34 in Fig. 1 exists, which corresponds to the maximum allowable amount of fuel the air density or the air pressure or the air temperature or any combination of these three quantities. The controller 34 modifies the input stream to the amplifier 19 and 19 when in use thus changes the position of lines 35t 36 on the vertical axis, i. it raises both lines up or down, depending on the Air conditions. The reason for this is that, in principle, the line 3% 36 for the maximum amount of fuel is set to prevent excessive contamination as a result of the engine over-running Receives fuel. The greatest amount of fuel that the engine can burn depends on the amount of air that goes into the engine, taken from depends on the three air sizes mentioned above. In a turbocharged engine, it is often sufficient to measure the air pressure and operate the controller 34 in accordance with the air pressure.

The boundary line 39 is a function of the motor, not the controller, and it places the fuel requirements under no load on the engine at different demand values, so that points 4I and 42 the The number of revolutions of the motor without load at zero and full demand are, d. H. with the pedal released and with the pedal fully depressed.

In Fig. 5 it is shown how the engine calibrates under any circumstances obsolete. Let it be assumed that the pedal has been so depressed that a request of 50 / «is made, which corresponds to line 40 in Fig. 5 is shown. The exact position on the line 40 at any given moment depends on the load on the Moltrab, and thus the engine speed can vary within the limits given by the lines 35 and 40 for this particular setting of the pedal. The slope of the Line 40, as explained above, is a result of the input to amplifier 18 ν cm from converter 16. If the engine is assumed to be on works at a certain point on the line 40, the load increases when the vehicle begins to climb a slope, and thus wanders for one certain position of the pedal, the operating point on line 40

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long upwards so that the speed is reduced. Venn the load is sufficient becomes large, the line 35 is reached, and thus there is no wdtere Allowed increase in the pump output. At this point the speed drops quickly. When the load decreases, the operating point shifts down along line 40, resulting in a corresponding Increase in speed leads. When the load on KuIl decreases, the Reached line 39.

If the request is changed, assuming it changes from a request of $ 50 to a request of $ 100, the pump output will increase rapidly - as the pump will allow until line 35 is reached, and so will the motor migrates then elongates the lines 35 "36 to the line 43 of maximum request and receives a location: on the line 43 Bii _t depending on the load.

If the requirement becomes smaller, then if the request spec is reduced from $ 50 to $ 0, the operating point vertically down until the fuel supply line is ITuIl. The speed then decreases until the line 38 is reached, and then the operating point moves to the Up along line 38 to stop at a point on line 38 » which is determined by the load on the engine.

In Pig. 6 shows a second exemplary embodiment in which the controller is a two-speed Eegler, i.e. a Hegler in which the request signal is a fuel signal that can be compared with the actual fuel vird, «L-where the pump output is then modified to the target fuel output to deliver. In Pig-6 the amplifier 18 receives a signal from Converter 16 through resistor 16a, and this signal represents the actual force material. A signal that represents the target fuel is over resistor 17a is applied to amplifier 18, but is not Drehzaiilmbiromung available, which to the amplifier 1? 8 from the converter 15 * The characteristics of the system are in Pig. 7 shown. Line 40a is one of a family of horizontally extending lines, which are set by the Helgler and which are a reproduction of the Line can be accepted for a need of $ 50. When the pedal

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3n d β 3 /. / η ί ί ο

if a requirement of 45O ^ presets, the amplifier 18 sets the target force βtoffwert. The operating point on line 40a depends of course on the load on the motor.

The amplifier 19 overrides the amplifier 16 in FIG. 6 in a manner similar to that in the arrangement in FIG. 1, except that the amplifier 19 now receives a signal through resistor 13a which reflects the speed and also a reference current from a source 20a _{1 which} shows the maximum engine speed. The amplifier 19 specifies the maximum speed of the motor, which is indicated by the line 43 in FIG. 7. The line 45 has an incline, ie the maximum permitted speed changes with the pump output. This inclination is achieved in that the amplifier 19 is fed a signal representing the pump output, and this signal is fed through the resistor 16b.

The maximum pump output, i.e. line 35 in Figure 7, is shown through a controller 29a is set, which limits the maximum requirement essentially in the way that the controller 29 with the maximum turning tool in the embodiment shown in Fig. 1 does. The torque control loop that provides the required inclination in FIG. 7 supplies «can act directly on the input to the amplifier 18, but it is preferably used, as shown, to act on the controller 29a. The torque control loop is shown at 32.

The surplus fuel line 37 is influenced by a current source 33t on the amplifier 18. Finally, the minimum engine speed indicated by the line 36 is given by a power source 51a which is similar to the power source 31, except that because the power source 31a acts on the amplifier 18, which is not receiving a speed signal, the power source 31a is turned on. Must receive speed signal, as the converter 15 rushes through the connection is indicated. The dashed line in FIG. 6 indicates that in the event of a function of the source 31a ^, the output of the converter yz is modified in order to keep the line 35 in the correct position.

In Fig. Θ IBt an embodiment of an excess fuel control

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shown, which lets the line 37 in Fig. 5 or Fig. 7 arise. The first nuts 21, 22 and 23 are used in the circuit, with the connection 23 is under a voltage between the terminals 21 and 22, ideally in the middle between the voltages of the terminals 21 and

22. Fig. 8 also shows a converter I5. The wander 15 in Fig. 1 generates a DC voltage representing a motor speed as shown in Fig. 2, but in practice this is achieved by that an alternating current voltage is generated at a frequency which corresponds to the Motor speed reproduces, and this alternating current voltage to a frequency / voltage converter is applied to generate the required DC voltage as an output. The converter I5 in Fig. 6 represents the Part of the converter I5, which generates an alternating voltage with a frequency that depends on the engine speed.

The output from converter 15 is passed to the control electrode of an npn traneietore 51 via a series circuit which includes a resistor 52, a capacitor 53 and a diode 54. The connection between the capacitor 53 and the diode 54 is connected to the terminal 23 via a diode 55, and the control electrode of the transistor 51 is connected to the terminal 23 via a resistor 56 and a capacitor 57 * ^{n in} parallel. The transistor 51 is * connected with its collector to the connection 21 and with its emission electrode to the connection 23 via a resistor 58, the emission electrode and the collector of the transistor 5I being connected to one another via a capacitor 59 and the emission electrode also being connected to the control electrode NPN transistor 61 is connected, the collector of which is connected to the terminal 21 via a resistor 62. Another npn transistor 63 has its collector connected to the terminal 21 via a resistor 64, and the emission electrodes of the transistors 61, 63 are connected to the terminal 22 via a resistor 65. The control electrode of transistor 63 is connected to the collector of transistor 61 and the collector of the STransistors 63 ¹ connected via a resistor 66 to the control electrode of a pnp Transißtors 67 whose SmisBionselektrode to the terminal 21 and whose collector via a resistor 68 to connected to terminal 23 and via a preset resistor 69 to an output terminal 69a,

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which is connected to the summing connection de3 amplifier 19 when the The arrangement is used in conjunction with FIG. 1, or with the summing terminal of the amplifier 18 when the arrangement is used in conjunction with Fig. 6 is used.

The control electrode of transistor 61 is next to the collector a p-n-p traneistore 7I connected. The control electrode of the transistor 71 is connected to a converter I7 via a resistor 70, and its emission electrode is connected to the connection between two resistors 72, 75 connected in series between terminals 21 and 2J are. Converter 17 is converter I7 plus a constant voltage bias which causes the converter to produce a positive output, which increases with the Pejdal movement from zero to a maximum.

When trying to start the engine, the speed of the engine is succeed. The diode pump circuit $ 2 to 57 generates a on the capacitor 57 Voltage, which depends on the speed of the motor, and the transistor 31 acts as an electrical electrode follower to apply the voltage to the To apply the control electrode of the transistor 61. When the speed of the motor is low, the transistor 61 is off and the transistor 65 is switched on. The transistor 63 supplies control electrode current for transistor 671 which conducts to provide an input for the summing junction of amplifier 19 or 18 so that amplifier 19 or 18 enables the supply of excess fuel to the engine 12, the amount of excess through the resistance 69 being determined will. When the reference speed is reached, however, the transistor 61 stops to turn off the transistors 63 and 67, so that the Amplifier 19 or 18 again regulates the maximum amount of fuel, such as as previously described with reference to Figs.

When the engine speed is slowing down, it is important that not more fuel between the reference speed and the cranking speed of the Motor is fed. The bistable circuit formed by transistors 61 and 63 is of course differential, i. switches from a first state to a second state at one voltage, but only returns to the first state at a lower voltage

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Tension back. The design of the bistable circuit is such, that although the transistor 61 turns on at the reference speed, itself but does not switch off again until the engine speed is below that Starting speed drops so that an excess of fuel is not added while the speed of the motor drops from the reference speed to the starting speed.

There is a slight difficulty with the arrangement described so far in that when the speed of the motor drops from the reference speed to the cranking speed, and the supply line to the terminals 21, 22, 2J is currently truncated and then restored, the transistor 61 turns off and remains off, so that an overburden of fuel arises between the reference and the cranking speeds. Capacitor 59 prevents this possibility by ensuring that when the lead is connected, the transistor 61 turns on and remains on for a period of time during which capacitor 59 charges.

The foregoing description ignores transistor 71, which is particularly desirable when the engine is used to power an automobile. In these circumstances, transistor 71 ensures that excess fuel is not available unless the vehicle's accelerator pedal is depressed beyond a set point before attempting to start the engine and maintaining it there, while the engine is starting. The arrangement is such that, unless the pedal is sufficiently depressed, the transistor 7I is turned on. When the transistor is tet 7I _{eingeschal-%,} it provides Steueralektrodenstrom for transistor 61 to keep conducting to the transistor 61, so that the transistors 63 and 67 3ind off and an excess of fuel can not be supplied.

In one variant, an excess of fuel is only permitted if the motor temperature is below a setpoint. Alternatively, both the pedal position as well as the temperature can be grasped, so that an over-

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Bchufl of fuel is only delivered when the pedal is depressed beyond the target position and the engine temperature is below the target temperature.

In Fig. 9 , a second embodiment of an excess fuel circuit is shown. The circuit receives an input from transducer 15, as distinguished from transducer 15 in Fig. 8, and provides an output in the form of a current to a terminal 95a which can be connected to amplifier 19 or to amplifier 18, as the case may be »Whether the arrangement with the embodiment according to FIG. 1 or that according to FIG. 6 is to be used.

In Fig. 9, the converter 13 provides an input through a resistor 81 to the control electrode of an n-p-n transistor 82 »its collector is connected to the terminal 21 via resistors 83, 80 in Heihe and its collector control electrode terminals through a capacitor are connected to each other. You emission electrode of transistor 82 and the emission electrode of another n-p-n transistor 85 Connected to terminal 23 via a resistor Θ7 and the control electrode of transistor 65 is connected to the connection of two resistors 105t 106 connected »which are connected in hehe between the terminals 21» 23. The collector of transistor 85 is connected to terminal 21 across a resistor 86 is connected.

The connection "between the resistors 80, 83 is connected to the control electrode of a p-n-p transistor 79" its emission electrode with the AnsohluQ 21 and its collector with the connection between two resistors 78, 77 are connected, which are connected in series between the lines 21, 23.

The circuit also has two p-np transistors 89 »92, whose The emission electrodes are connected to the terminal 21 via a resistor 93 and their collectors are connected to the terminal 23 via V / i resistors 91 and 94 are connected. The collector of the transit gate 69 is with the Terminal 21 through a resistor 96 and a resistor 97 in Heihe connected, and the connection between resistors 96, 97 is with

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connected to the control electrode of transistor 92, its collector connected to the terminal'95a via a set resistor 95 is. The transistor 89 receives an input on its control electrode Via a diode 88 from the collector of the transistor 79 »further inputs via diodes 103, 104 from controls 101, 102, and one fourth input through a diode 98 from the connection between two Resistors 107, 108 connected between the output of the converter 15 and the Connection 2 $ are switched.

The transistors 89, 92 form a bistable circuit, the one has the first state in which the transistor 89 conducts and a second State in which transistor 92 conducts. In the second state, will a signal through resistor 95 to the summing terminal of the amplifier 19 or 16 fed to the maximum amount of fuel during the Starting to increase.

If diode 88 is ignored for the moment, will the bistable circuit is only driven into its second state when it does not receive an input via one of the diodes 98, 103 »104. The controller 101 responds to the position of the accelerator pedal, the controller to the engine temperature. The source 101 generates only then no signal when the accelerator pedal is depressed past a desired position and the source 102 does not generate a signal only when the engine temperature is high is low. The resistors 96, 97 are set so that that there is no signal through diode 98 only when the Engine speed is below a reference speed. When the engine speed is below a reference speed, the engine is cold and the accelerator pedal is fully depressed, the transistor switches 89 and an excess of fuel is allowed. If the Motor speed is above the reference speed or the accelerator pedal is not is depressed or the engine temperature is above a setpoint, transistor 89 is turned on, and transistor 92 is turned off, so that no excess fuel is allowed.

With the arrangement described so far, it is possible that an over-

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A shot of fuel whirls around the reference and cranking speeds is delivered while the engine speed is decreasing. The purpose of the diode Θ8 is to prevent that from happening. The amplifier 85, 82 controls the conduction of transistor 79 · At low engine speeds the output voltage of converter 15 is high (Fig. 2), and thus the Transistors 82, 79 are turned on and diode 88 is reversed biased. At the cranking speed, the transistor 65 conducts sufficiently, to reduce the conduction value of the transistors 82, 79, so that the Diode 88 is no longer reverse biased.

When diode 88 conducts, it provides an input to the bistable Circuit that ensures that after the bistable circuit once In her first state, she is not driven into her second state until the diode 88 stops conducting. If accepted it becomes that an excess of fuel has not been allowed when the diode 68 conducts, the bistable circuit is located in its first state, it remains in this first state, bic die Diode 88 stops conducting. Venn the diode 88, however, conducts and the The bistable circuit is already in its second state, so that an excess of fuel is being delivered, the diode 88 switches the circuit does not return to its first state, but when the reference speed is reached and the circuit is switched back to its first state, the diode 8G keeps it in the first state until the Cranking speed is reached and the diode 88 is reverse biased.

FIG. 10 shows an embodiment of a torque control loop for changing the maximum fuel characteristics in accordance with the Dxh number. A preset resistor 111, two diodes 112, 113 and a resistor 114 are connected in series between the connections 21, 22. The junction between the resistor 11 and the diode is connected to the control electrode of an npn Trensistors 115 deseen Bniasionselektode is connected to a converter 15 ^M via a resistor 116, which is in this V _a traders ./andler to the '15 a constant negative bias, bo that the output is zero at zero speed and then increases negatively. The "converter 15"

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provides an input via a resistor 11.7 to the emission electrode a p-n-p 'transistor 118, the collector of which is connected to the terminal 22 via a resistor 119 and the diode 120 are connected in series'. the Connections 21, 22 are bridged by a series circuit to which a resistance. 121, diodes 122, 125 and a resistor 124, and the connection between diode 125 and resistor I24 is with connected to the control electrode of transistor 118. The collector of transistor 118 is also connected to the control electrode of a »-p-n transistor 125 connected, the emission electrode of which via a resistor 126 is connected to the terminal 22. The collectors of the transistors 115 »125 are connected to a terminal I30, which in the case of FIG is connected to the summing input of the amplifier 19, but in the The case of Fig. 6 is arranged so that the controller modifies 29a as mentioned above.

The arrangement in FIG. 10 is designed to deliver maximum fuel versus speed characteristic, in the form shown in FIG. As can be seen, this curve differs from FIGS. 5 and 7 in that, in addition to the parts 35 "36 d" r curve, there is a part 36a at low speeds in which the maximum fuel is also reduced. In order to understand the operation according to FIG. 10, it is expedient to consider a situation in which the speed of the motor lies between the ranges indicated by points 131 and 132 in FIG. Converter I5 ¹¹ produces an output in the Torrn of a voltage which decreases relative to terminal 23 with engine speed. So when the engine speed is low the output from converter I5 is relatively low negative and the output increases negative and goes through a first known value when the engine speed is at point I3I and then goes through a second known value when the engine speed is at point I32. The control electrode voltage of the transistor II5 is set to the second known value by a series circuit 111, 112, 113, 114, and the control electrode voltage of the transistor 118 is set to the first known value by the series circuit 121, 122, 123, 124. On the part of the curve at 35, that is, between the two engine speeds that

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are represented by points I3I and 132, alBo neither conducts the transistor 115, nor the transistor 118. Under these circumstances, the largest amount of fuel available is through the Part 35 of the curve indicated in FIG.

Now imagine a situation where the engine speed increases to point 132 shown in FIG. As the motor speed increases, the output voltage of converter 15 ″ increases negatively until a speed, indicated by point 312, is reached at which the emission electrode voltage of transistor 115 is less than its control electrode voltage, so that transistor 115 conducts begins and a collector current decreases from the desire, which is dependent on the speed, so that the largest amount of fuel is reduced in the manner which is indicated by the part 36 in the curve in FIG.

If one now considers the stitatuon at which the engine speed is on drops to the point indicated at 13I in FIG. When falling At the engine speed, the output voltage of the converter 15 ″ decreases negatively until the emission electrode voltage of the transistor at point I3I 116 becomes greater than its control electrode voltage, so that transistor 118 conducts. Current flowing through transistor 118 switches turn on transistor 125, which draws current from terminal I30, and how it can be seen that the curve follows the part 36a shown in FIG. 11, while dl · speed continues to decrease.

Bs it goes without saying that in effect the transistors II5 and 116 and their The associated components function as preset and temperature-stable Zener diodes, which record the speeds specified at points I32 and I3I and then ensure the required shape of the curve.

Of course, it goes without saying that the embodiment described can be modified in different ways. For example, depending on the type of engine that is used, only one variation may be the largest Amount of fuel below the speed required by the Point 131 is indicated, or above the speed indicated by the point

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is specified. Furthermore, both curves 36a and 36 show in the exemplary embodiment a decreasing largest amount of fuel, sometimes an increasing largest amount of fuel for one or both parts the curve should be desirable. Such an arrangement can easily be achieved by using the circuit described with minor modifications used. In Fig. 12 it is shown how the circuit can be modified so that the transistor .115 is a p-n-p-transistor, its control electrode with the connection between the diode II3 and connected to resistor II4. In a corresponding way, when the part 36 of the curve represents an increasing largest amount of fuel As shown in FIG. 12, transistor 118 is intended to be replaced by an n-p-n transistor, the control electrode of which with the Connection between the resistor 121 and the diode 122 is connected and its collector to the terminal 21 via the diode 120 and the Opposition 119 is connected. In this case transistor is 125 an i-n-p transistor, its emission electrode through the resistor 126 with the connection 21 and its collector together with the collector of transistor 115 is connected to amplifier 19. The polarities are such that Fig. 12 requires input from transducer I5, not from converter 145 "·

In both Figs. 10 and 12, the change in the largest amount of fuel is in a linear manner, but it is understood that a non-linear Change the fuel using an appropriate control circuit is possible.

13 shows another embodiment of a torque control loop shown, with the output from converter I5 passing through a resistor I3I and a preset resistor I3I in series across terminal 22 is performed, whereby the connection between the resistors I3I, I32 is connected to the control electrode of an n-p-n transistor I53 and its collector with the connection 21 and its emission elecode a resistor 154 is connected to the terminal 22. The emission electrode of the transistor I33 is also preset Resistor I35 with the emission electrode of an n-p-n transistor I36 connected, its control electrode via a detachable coupling I37 with

- ■ - 20 -

,, 309 8 24/03 7 8 «4 # _n *

■ "■: - ■■■■ *? OÜQ.tHAL

connected to terminal 23, furthermore via a further Abnoluobare Coupling 1J8 with an output port 160 for connection to the summation port of the controller in the same way as the connection 1JO in iig. 10 and 12. The collector of transistor 1j6 is removable via a Coupling 140 with the control electrode of a p-n-p transient 139 connected, also to dom terminal 21 via a resistor I4I and a diode 14? in row. The transistor 139 eats its collector connected to the output terminal I60, with its emission electrode with the connection 21 via a detachable coupling 14> and a resistor 144 in series.

The converter 15 also provides an output which is sent to the Am; chlufi ίΙΓ through a resistor 145 and a preset resistor 1 / .6 in Beihe is coupled, being the connection between the resistors 145, 146 connected to the control electrode of a p-n-p transistor 147 1st. The collector of the transistor 147 is connected to the connection? 2 via a resistor I46 and with a pure Qnieeionelectrode via a Resistor 149 ß connected to the collector of a p-n-p transistor I5I, its emission electrode via a preset resistance 1 ^ 2 is connected to the terminal 21. The control electrode of the trancirtor 151 is in line with the through a resistor I53 and a diode 154 Terminal 21 connected, furthermore via a resistor I55 to the terminal 23. The collector of transistor 15t is also through a resistor 156 connected to the emission electrode of a p-n-p transistor 157, its control electrode with the connection between two resistors 153 «159 is connected, in rows between the connections 21, 22 are connected, and its collector is through a resistor 161 and a diode 162 connected in series to terminal 22. The collector The transistor 157 also has a control electrode n-p-n transistors I63 connected, the collector of which is connected to the output terminal 160 and its üuiEsionst-lektorodc via a preset resistor 164 are connected to the collector of the Tranciutore 147.

The Trans! ntoi en 1 * J, 1J6, 1J9 and their appropriate parts tind «ο assumes that the t rf oröf-rlicho force curve e over the speed« nt-8t3hei), which by point 1f "in I ' ig. I4 specified <give iut. If for the

309824/0378 " ^{: i1} "

At the moment it is assumed that the line sloping upwards is reached in the characteristics, the coupling 13θ is from the Circuit removed. As long as the motor speed is below point 132 in Fig. 14, the output from converter 15 extends auo to the transistor 133 on, so that transistor 1436 is off is. At point I32, however, the transistor ceases to conduct enough for transistor I36 to turn on and control electrode current supplies for the transistor 139, which turns on calibrated, to provide power to port 160. With the further increase in speed, the transistor 1433 conducts less, and the transistors 136 »139 conduct more to provide the ^ desired characteristic.

Assuming that the downward sloping dashed line is required, then the couplers 137 »140, 143 are removed from the circuit. Transistor 133 still behaves in the same way, but at point 1J2 control electrode-junction electrode current in transistor I36 flows through coupling 1J8. _t to draw power from terminal 16O. With the further decrease in the conduction of transistor 133, more current is drawn through the control electrode-aniseionelectrode of transistor 136, although of course transistor I36 does not conduct in the collector since coupling I40 has been removed. As can be seen, one now obtains a characteristic that slopes downwards. In both arrangements, resistors 150, 135 set the required inclinations of the dashed lines and point 132.

In the other half of the circuit, the transistors 147, 157 form a long pair of tails with a constant current source in the tail. This constant current source is formed by the transistor 151. At speeds above the point 131 in FIG. 14, the transistor 147 conducts a considerable current, and the transistor 157 conducts little current, so that the transistor 1.63 is switched off 147 to a point where the corresponding increased conduction of transistor I57 is such that transistor 163 is not switched on, but is to be switched on immediately. At this stage, transistors I47 and 15 / conduct the same. Any further reduction in speed

3 09 874/0178

reduces the conduction of translator 147 further, and so does transistor 157 increases in its conduction to turn on transistor I63, wae takes power from the AiinchlljlO I6ü. The resistance. 164 adjusts the slope of the curve at speeds below dun point 15 ', and two possible slopes are shown in Fig. 14, one almost vertical and one at a small angle opposite the horizontal one. Ee ver it is clear that the almost vertical feeneige curve meets a horizontal curve which reproduces the lowest permissible 'value for the largest amount of fuel which is specified by the circuit. This line corresponds to a complete closing of transistor 147 » This limit value is of course only reached if the inclination is sufficient that the amount of fuel is reduced sufficiently, before the speed reaches zero. The point I3I is due to the resistance 136 set. '

By reversing the two parts of FIG. 13 and making slight changes in polarity, the dashed lines for low speed and the dashed lines for high speed 14 can be exchanged.

The arrangement shown in Fig. 15 operates in a manner similar to that shown in Fig. 1, but the parts are arranged differently. In Fig. 1, the amplifier 10 sprioht on the three basic system parameters, further _t on two auxiliary assurances from the controllers 29 31. In Fig. 15, the controllers 29 * J1 do not affect the amplifier 18. However, an amplifier 134 is assigned to the amplifier and receives signals from the converter 16 via a converter I60, from the converter 15 via a resistor 15b and from the controller J51. The outputs from the amplifiers 13 are fed through two dioles 102, 187 of the DIo la 24, and the connection between the diodes 24, tÜ2, 167 is connected to the terminal 21 via a resistor 181.

The controller 2 ^C ) now supplies an input to the summing connection of an amplifier 1Ü5, which also has an input via a resistor I6d from the converter 16 and via a resistor 15c from the converter 15 etlfilt.

The amplifier 19 eats the same as in Pig. I with the exception of the

3 O 9 8 2 A / O 3 7 β

tion 53, which now puts an input to amplifier 186, which too receives an input from the converter 16 via a resistor I6e. the Outputs from amplifiers 19 »186 are via modes 192, 191 the diode 26 fed, and the connection between the diodes 26, 1ί'1-, 192 is connected to terminal 21 via a resistor 1 (39. Although furthermore none of the feedback connections to the five amplifiers in iig. 15, these connections all go from Driving circle 25 from, for reasons that will be explained.

The arrangement let such that at any given moment only one of the diodes 24, 188, 26 can conduct. Venn the diode 24 in puncture j et, int further either the amplifier 10 or the preamplifier 184 in Function, based on the diodes 182, I87. If accordingly the diode 26 is in function, is either the amplifier I9 or the Veißtäreker 186 in puncture, due to the diodes 192, 191.

Assuming that the diode 24 conducts, the amplifier 18 operates in the Manner that has been described in connection with FIG. But when at any point in time the amplifier 18 requires a speed which is below the lowest speed set by the desire, amplifier IO4 produces an output and diode 182 reversed bias so that the output through diode 24 through the amplifier 184 is controlled.

If at any point in time a speed is required, the higher the speed than the maximum motor speed, amplifier 185 generates one Output to reverse bias diodes 24 »26 and close the motor rules.

The amplifier Y) aibeitei in the same W _e iee, as the ancestor with reference to Pig. 1 has been written, except that an excess of power is supplied by d <-n T.or «1arker I06. If an excess of fuel is ordered", the amplifier 166 generates an output, ujii die Diodt: VJ- ". The other way around.

'} 0 tf G 2 h ί f. » 3 7 *

It will be understood that various of the components come in numerous ways and ways can be disordered. In particular, the arrangement in Fig. 15 can easily be set up as a two-tour legler, by simply omitting the connection through resistor 15a will. In such an arrangement "" the converter 17 naturally requests Fuel on, not the speed.

In all of the examples shown, the converter 15 expediently consists of an alternating current generator which is driven by the engine and which provides an output at a frequency proportional to the engine speed, this output being fed to a diode pumping circuit which provides an output voltage which is dependent on the engine speed have an oscillator coupled to its primary winding, and Kittel which the position of the Hegel's rod I4 the coupling between the primary and Secondary winding determined. Detector means are then built into the transducer to measure the amplitude of the signal in the secondary winding to produce an output voltage indicative of the position of the B »tange Η reproduces. A similar arrangement can be made in conjunction with an on-demand converter can be used when the coupling is changed by the pedal position.

Sometimes it is desirable to include a capacitor in the resistive feedback circuit of one or more of the amplifiers in order to thus increasing or otherwise changing the DC gain of the amplifier and thus improving the stability.

Claims

309824/0378

Claims (1)

Claims ί 1y fuel supply system for engines, characterized by a Pump for supplying fuel to the engine, a pump control for Determining the output of the pump, means for generating a first electrical signal representing the pump output, means for generating a second electrical signal representing the engine speed, Means for generating a demand signal representing engine speed and a summing amplifier to which the three signals are applied and which compares the three signals and controls the pump control. 2. System according to claim 1, characterized by a second summing amplifier which receives an input as a reproduction of the pump output and also a reference input, and a discriminator which couples the first and the second Lummier amplifier with the pump control, the output from the discriminator in any At the moment the output of that summing amplifier is _B which requests the smallest amount of fuel, so that the second Siamier amplifier limits the largest pump output. ■ J5. System according to claim 1 or 2, characterized by means of limitation the maximum speed of the motor. 4 * System according to claim 5, characterized in that the means by Limitation of the demand signal to a setpoint are effective. If. Fuel supply system for engines, characterized by a Pump for supplying fuel to the engine, a pump control for determining the output of the pump, a first summing amplifier, the electrical signals are supplied which represent the setpoint and the actual value of an operating variable of the system, the first summing amplifier compares the signals and generates an output for controlling the pump regulation, a second summing amplifier, the electrical one Signals are fed that a further system operating variable and represent a reference value, and a discriminator which is the first Wa / Pi _ 2 - ■ 309824/0378 and the second summing amplifier coupled to the pump control and its Output at any given instant the output from the amplifier requesting the least fuel, such that the second sum amplifier limits the maximum value of the further system operation variable. 6. System according to claim 3t, characterized in that the requested system operating variable is the pump output and the further system operating variable is the engine speed. 7. System according to claim 6, characterized in that »the second buzzer amplifier is also fed with a signal which reproduces the pump output, in such a way that the highest speed of the motor is varied in accordance with the pump output. θ ι system according to claim 6 or 7 t characterized by means for limiting the maximum output of the pump. 9. System according to claim 6, characterized in that the means by Limitation of the demand signalβ to a setpoint are effective. 10. System naoh one of claims 2 to 9 »characterized in that the discriminator consists of two diodes through which the outputs of the Amplifiers of the pump control are fed in such a way that at any given moment one of the diodes conducts and the other diode is reversely biased. 11. System according to one of claims 1 to 10, characterized in that that the or each Sununier amplifier has an ohmic feedback path, which goes away from the input of the pump control. 12. System according to claim 5, characterized by a third summing amplifier to which electrical signals are applied as a representation of a system operating variable and a reference variable, the third amplifier being connected to the pump control via the discriminator, such that under certain conditions only the third amplifier the - 3 309824/0378 Pump regulates. 13. System according to claim 5 or 12, characterized by a further Amplifier that reproduces an electrical signal as a representation of a system operating variable receives and limits the value of the operating variable under certain system conditions, and a second discriminator that the first and the further amplifier coupled to the pump control via the first discriminator, in such a way that when the second The discriminator with the pump control by the first discriminator the second discriminator either the first or the further amplifier coupled with the pump control. 14 · System according to one of claims 5 »12 or 13» characterized by another amplifier, which under certain system conditions the Maximum value of the other system operation variable modified, and one additional discriminator, which the second and the further amplifier with the pump control via the first discriminator, in such a way that that with a coupling of the additional discriminator with the pump control through the first discriminator the additional discriminator either the z * ä.ten or the additional amplifier with the pump control couples. 15. System according to one of claims 1 to I4 »characterized-, that the greatest output from the pump is regulated, but the system has circuit means having a first state and a second State and which in the second state increase the largest output of the pump and are driven into the second state when the engine speed is up is below the cranking speed, and are driven into the first state when the engine speed is above a reference speed, wherein the reference speed is above the starting speed. 16. System according to claim 15, characterized in that the reference speed, at which the overflow pump output is terminated by a bistable Circuit is specified, which forms part of the circuit means, and that the cranking speed at which an excess pump output to ^ 309824/0378 is left, is again given by a Hegel circuit that until the Hotordrehazahl sinks to the starting speed the bistable Switching to an in-state to prevent a failure pump outage holds. 17 · System according to claim 16, characterized in that the control circuit is set in function when the hotord speed is above the start-up speed, and the bistable circuit in the functional state keep in a ZuAand to prevent an excess purapen exit can, however, the bistable circuit is not in a preventive state can drive an excess paper output. 18. System according to claim 13, characterized in that the formwork pulp have a bistable circuit which switches to the first state at the reference speed and based on its own differential echo back to the second state at the cranking speed. 19 · System according to one of Claims 13 to 16, characterized in that « that the engine drives a vehicle and an accelerator pedal is provided for setting the demand signal, the circuit means only then in their second state are driven when the engine speed is below the cranking speed and the accelerator pedal over a target position being depressed, and driven into their first state when either the engine speed is above the reference speed or the pedal is not depressed beyond the target position. 20. System according to one of claims 13 to 19 »characterized in that that an excess pump output is only permitted if the motor temperature is below a setpoint. 21. System according to one of claims 13 to 20 «characterized by means for holding the circuit means in their first ZuAand between the reference and the cranking speed even with a momentary separation the supply line to the Sohaltkreismittel between the reference and the cranking speed . - 5 309824/0378 ta 22. System according to claim 21, characterized in that: 3 the means have a capacitor. 23. System according to one of claims 1 Ms 27, characterized in that that the maximum pump output is regulated, the Systaajedoch on Having control network to which an electrical signal is applied as a function of the engine speed, the control network for a Modification of the maximum pump output for a range of engine speeds cares. 24 «System according to claim 25, characterized in that the control network comprises a transistor that is turned on at the target engine speed is and in the conductive state a Tfrtngtmg to a summing amplifier modified, Her the maximum pump output »regulates. 2 ^. System according to Claim 23, characterized in that the control network has a transistor which is dependent on a voa of the engine speed Receives signal and thus conducts at a value that is determined by the engine speed is also intended to 'circuit means optionally connected to the transistor can be connected in such a way that, alternatively, the maximum pump output is increased or decreased when the transistor is conductive. 26. System according to claim 2J, characterized in that the control network has two transistors connected as a trailing pair and one of which is an input signal as a function of the engine speed / and the other only receives / receives the maximum pump output modified if the motor output is in the target range. 27. System according to claim 26, characterized by a constant current ' source in the tail of the long-tailed pair for setting a minimum value to which the maximum pump output can be traced back. 28. System according to one of claims 23 to 27, characterized by preset Resistance means to determine how the maximum pump output varies. 309324/0378 29 System according to one of Claims 2 * to 28, characterized in that that the maximum pump output is modified below a desired hotor speed will. 50. System according to one of claims 23 to 29, characterized in that that the maximum Pucipen output is modified above a notor target speed will. 31. System according to one of claims 1 to 30, characterized in that that the maximum pump output is regulated, but according to the Pressure or the density or the temperature of the air oiler of any combination these sizes is modified. 32. System according to one of claims 1 to 3I characterized in that that the or each amplifier has an inverting input and a non-inverting input and all signals that the or each Summing amplifiers are fed that have the form of sound streams your inverting input. 33 · Se system according to claim 32, characterized in that the or each Amplifier is a function amplifier with an ohmic feedback. 34 · System according to claim 3? » characterized in that the feedback network of the amplifier a capacitor to modify the Having DC gain of the amplifier. 35 · Fuel injection system for a diesel engine, marked by a pump for supplying fuel to the Hotor, an electromechanical one Actuator in coupling with the pump to determine the pump output, a drive circuit to control the electromechanical Actuator, first, second and third transducers to the respective Generation of output voltages that determine the motor speed, the pump output and reproduce the hotor target speed, a first function amplifier, which is connected as a summing amplifier and 30982W0378 its inverting input via resistors to the first, second and third converter is connected, wherein the first amplifier is a Output as a representation of the difference between the actual and the target speed generated by the motor, the difference however correspondingly, to the input is modified, which is received by the second converter, in such a way that the required motor characteristics arise, a second functional amplifier, which is connected as a summing amplifier and the inverting one of which is connected through a resistor to the second converter is connected, and a discriminator, which couples the outputs of the amplifiers with the driving conditioner, such an arrangement being provided is that until a target pump output is reached, the discriminator couples the first amplifier to the drive circuit, but when it is reached the target supply line of fuel couples the second booster to the drive circuit in such a way that the maximum supply amount of fuel is limited. 36. Fuel injection system for a Djesdnotor, characterized by a pump for supplying fuel to the engine, an »electromechanical one Actuator in coupling with the pump to determine the pitch output, a driving solenoid to control the electromechanical Actuator, a first, second and third transducer to the respective Generation of output voltages as a representation of the engine speed, des Pump output and the target pump output, a first function amplifier in connection as a summing amplifier, the inverting input of which is connected to the second and third converter via resistors is, wherein the first amplifier generates an output as a representation of the difference between the actual and the target pump output, a second ihinktion amplifier in connection as a Suminizing amplifier, its inverting input via resistors with the first and the second Converter is connected, and a discriminator that connects the outputs of the amplifiers to the drive circuit, wherein such an arrangement provided that the disocriminator couples the first amplifier to the drive circuit until a target engine speed is reached, but when the target engine speed is reached, the second amplifier with the drive circuit couples in such a way that the maximum engine speed is limited, 409824/0378 the maximum number of motors with the pump outputs duroh the second Amplifier is varied. 57 · System according to claim 35 or J6, characterized in that the Dis * k # riminator consists of two diodes, each of which is the amplifier couples with the drive circuit, and that the ohmic feedback β taken because of the two amplifiers from the input to the driver circuit are. 58. Fuel supply system for engines, characterized by a Pump for supplying fuel to the engine, an actuator for regulation the output of the pump, a first converter for measuring the rotor speed, a wide converter for measuring the demand, a third converter for measuring the output of the pump, a control circuit for actuation corresponding to the outputs from the converters to control the actuator, with cbr control loop setting the output of the pump to a fixed Maximum value limited, and a control network that has an input from the receives first converter and provides an input to the control loop for a range of engine speeds such that the largest pump output for the mentioned range of speeds is modified. 39. System according to claim 38, characterized in that the control network has a transistor which is switched on at the desired engine speed and, in the conductive state, has an input to a summing amplifier modified, which controls the maximum Puzrpenauegang. 40. System according to claim 36, characterized in that the control value ζ werk has a transistor that receives a signal depending on the speed of the motor and thus conducts a value that passes through the engine speed is determined, further circuit means, which are optionally connectable to the transistor, such that alternatively the maximum Pump output is increased or decreased when the transistor is turned on. 41 · System according to claim 38, characterized in that the control network · & »·« Has transistors connected as a long tail pair 309824/0376 225930 « and one of them is an input signal as a function of the engine speed receives and the other only modifies the maximum pump output when the motor speed is in the target range. 42. System according to claim 4I »characterized by a constant current source in the tail of the long-tailed pair for setting a slightest Value to which the maximum pump output can be traced. 43 · System according to one of Claims J8 to 42 »characterized by preset resistance means to determine the way, vie ßioh the maximum pump output changes. 44 · System according to one of claims 38 to 43 »characterized in that that the maximum pump output is below a motor speed as the setpoint is modified. . 45 System according to one of Claims 38 to 44, characterized in that that the maximum pump output is modified above a target engine speed will. 46. Fuel supply system for engines, characterized by a Pump for supplying fuel to the engine, an actuator to control the output of the pump, at least one control circuit for comparison two motor operating variables and for supplying an output to the control of the stylus and thus to regulate the output of the pump, wherein the rain control means to limit the maximum pump output and the system comprises switching means which have a first and a second state and increase the largest pump output in the second state and are brought into the second state when the Engine speed is below the cranking speed, and in the first state be brought when the engine speed is above a reference speed, wherein the reference speed is above the Antsidreh-speed. 47 system according to claim 46, characterized in that the control - 10 - 300824/0378 processing signals as a representation of the motor speed, the pump output uiid of need. 46. System according to claim 46 or 4 / · characterized in that the Reference speed at which an excess pump output is terminated a bistable circuit is specified, which is one of the circuit means forms, and that the cranking speed at which the excess pump output is permitted again, specified by a control circuit is, the bistable circuit in a Z \ Btand to prevent an excess pump output until the engine speed drops to the cranking speed holds. 49 · System according to claim 40, characterized in that the control circuit is set in puncture when the engine speed is above the cranking speed and those in puncture state for holding the bistable Circuit in a state to prevent excess pumping output ensures, Jedooh the bistable circuit is not in a state to prevent an overshoot pump exit. 30. System according to claim 46 or 471 daduroh characterized in that the Circuit means comprise a bistable circuit that operates at the reference speed switches to the first state and switches back to the second state at the cranking speed due to its own differential. 51. System according to one of claims 46 to 30, characterized in that that the engine drives a vehicle and an accelerator pedal is provided for setting a demand, the Sohaltkreieiaittel in the second State can only be driven if the engine speed is below Start-up speed is and the accelerator pedal is depressed beyond a target position, and driven into the first state, if either the engine speed is above the reference speed or the pedal is not depressed beyond dl · sol position; is. 32. System according to one of claims 46 to 51 1 characterized in that 309824/0373 * an excess pump output is only permitted if the engine temperature is below a setpoint. 53 · System according to one of claims 46 to 5 ² »characterized by means for holding the circuit means in the first state between the reference and the cranking speed, even if the supply line 4 to the circuit means is momentarily interrupted between the reference and the cranking speed will. 54 · System according to claim 53 »characterized in that the means have a capacitor. 55 · Fuel supply system for engines, characterized by a first, second and third converters, the output voltages generate which respectively correspond to the amount of fuel supplied to the engine, the engine speed and the demand, the outputs of the Converters via resistors to the inverter connections of one or more Summing amplifiers are fed, which are part of a control loop for determining the fuel supply amount corresponding to the required Form characteristics of the system, wherein the system further comprises one or more current sources, which under certain system states are operable such that a characteristic of the system thereby is modified so that one of the Suamier amplifiers is connected to an inverter flowing current is changed. 3098 24/037