GB2102499A - A device for stopping a fuel injection engine, especially a vehicle engine - Google Patents
A device for stopping a fuel injection engine, especially a vehicle engine Download PDFInfo
- Publication number
- GB2102499A GB2102499A GB08122863A GB8122863A GB2102499A GB 2102499 A GB2102499 A GB 2102499A GB 08122863 A GB08122863 A GB 08122863A GB 8122863 A GB8122863 A GB 8122863A GB 2102499 A GB2102499 A GB 2102499A
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- United Kingdom
- Prior art keywords
- engine
- valve
- fuel
- contact
- winding
- 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.)
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
- F02M63/0205—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine
- F02M63/022—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine by acting on fuel control mechanism
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
The device comprises an injection pump 4 having an outlet coupled to return excess fuel to a fuel tank 1 by way of a pressure-reducing valve 6 and an electromagnetically-operated valve 81 which is biassed in the open position when the engine is running. When a switch 92 is turned "off" the valve 81 is closed whereby the excess fuel is directed through a pipe 55 to a hydraulic cylinder 5 and forces a hydraulic piston 51 to an extended position. This causes a control member 41 in the injection pump 4 to inhibit the supply of fuel to the engine to thereby stop the engine. The current is supplied to the valve 81 only for the short time needed to stop the engine. Thus the power required is significantly reduced. <IMAGE>
Description
SPECIFICATION
A device for stopping a fuel injection engine, especially a vehicle engine
The invention relates to a device for stopping a fuel injection engine, especially a vehicle engine, in which a fuel supply into an engine is secured by an injection pump supplied from a delivery pump, in which superfluous filling fuel is returned through a reducing valve and to it connected waste piping into a fuel tank, which has an electromagnet controlling a valve in the waste piping, a hydraulic memberthe working space of which is connected by means of piping to the waste piping between the reducing valve and a valve controlled by the electromagnet, pushed or pulled by a prestressed spring into an open position, the said hydraulic member may bring, by means of hydraulic pressure, a control bar of the injection pump into a position in which the injection pump does not supply the engine with any fuel, and an attending member, represented e.g. by a hand-operated change-over switch, a switching relay, an exciting transistor and a power transistor.
Hitherto known devices for stopping fuel injection engines, especially vehicle engines, are arranged so, that when a key in the switching box is turned into the position STOP, a hydraulic member is put in function by means of a valve controlled by an electromagnet or by means of a slide valve; pressure of a liquid, usually Diesel oil delivered by a delivery pump and flowing out through a reducing valve back into a fuel tank, pushes a control bar of an injection pump into a position for no supply of fuel into the engine.
A common drawback of hitherto known modifications of such a device resides in the fact that electric current passes the winding of the electromagnet controlling the said valve or slide valve during the whole operation time of the engine, which increases demands on the output of the electric power supply of the engine.
Also known is a stopping device, where the said drawback is obviated so that when electric current does not pass the winding of the electromagnet connected through a condenser to an electric power source by means of a switching relay, a hydraulic
member, which may move the control bar of the
injection pump into a zero position by means of
hydraulic pressure, is connected to the waste piping, where are arranged an open valve, effected by a
prestressed spring and controlled by an electromag
net, and in parallel a throttle nozzle; in this way the
hydraulic member is without pressure, and an
attending member is represented e.g. by a circuit breaker.
A drawback of the last mentioned device resides in the fact that to get a sufficient intensity of current being sufficient to close the valve for a desired interval needed for a reliable stopping of the engine, a condenser of a sufficient capacity is needed and its dimensions are for the given reasons too large. And there is another drawback, viz. that after taking the key out of the switching box and after stopping the engine, it is possible for the control bar to be moved into a position where the injection pump supplies fuel into the engine. As a consequence, the vehicle may be started without the key being in the switching box, e.g. by moving the vehicle down a hill or by pulling it by another vehicle, if the vehicle is not secured against misuse in an other way, e.g. by locking the driving or gearbox.
The aim of the invention is to provide a device for stopping a fuel injection engine, which requires for its function during the engine operation minimum electric input, and through the electromagnet coil of which, which controls the said valve, or slide valve, will not flow electric current during the operation of the engine, and for which a condenser of small dimensions would be sufficient, and which may secure, after the engine has been stopped, that the control bar of the injection pump may be held in a position in which the injection pump does not supply the engine with fuel.
The said task is solved by the invention in that an arm of a change-over switch is connected to a positive pole of an accumulatory battery. The said arm has at least two other important positions besides the open position. When it is in the first important position, it contacts a contact connected both to a winding of a switching relay, the other end of which is earthed, and by means of a conductor provided with a diode to the first fixed contact of the switching relay which is in contact with an arm of the switching relay in case that current passes through its winding, and through the arm of the switching relay to one pole of a condenser, the other pole of which is earthed.A collector of an exciting transistor and collector of a power transistor are permanently connected to a positive pole of an accumulator battery; the other fixed contact of the switching relay is connected to a base of the exciting transistor, whose emitter is connected to a base of the power transistor, to the emitter of which is connected one end of a winding of the electromagnet controlling the valve whose other end is earthed. If the arm of the change-over switch takes the other important position, it contacts, by means of a segment, both the contact connected to the winding of the switching relay and the contact through which the positive pole of the accumulator battery by means of a conductor is connected to an electric starter of the engine.The said contact is connected to the winding of a pawl mechanism arranged on the electromagnet controlling the valve, the other end of which is earthed. If electric current passes through the winding of the said electromagnet, the revolving pawl is pulled to its core against the pressure of a spring. If electric current in the winding of the said electromagnet of the pawl mechanism is switched off and if the valve controlled by the electromagnet is in its seat, a tooth of the revolving pawl, affected by the function of the spring, engages a face of a movable core of the electromagnet controlling the valve, which causes that it is held in the seat.
Another important feature resides in the fact that the diode is directed so that it enables electric current to pass only in the direction to the first fixed contact of the switching relay,
In order that the invention may be clearly under stood and readily carried into effect, a preferred embodiment thereof is, by way of example, hereinafter more fully described and illustrated in the accompanying diagrammatic drawing.
A control bar 41 of an injection pump 4 is connected to a hydraulic member 5, to the piston 51 of which an arm 52 is connected on the other side.
The said arm 52 is connected to a carrier 521 engaging a pin 411 fixed on the control bar 41. To the arm 52 is also connected a prestressed reversible spring, which pulls the piston 51 towards the working space 54 of the hydraulic member 5.
A reducing valve 6 is arranged in a waste piping 61 between a filling chamber 42 of the injection pump 4, connected by means of piping 31 through a fuel cleaner 3 and by piping 32 to the delivery part of a delivery pump 2, the suction side of which is connected to the fuel tank 1 by means of piping 21, and valve 81 controlled by an electromagnet 8. The reducing valve 6 keeps a desired overpressure of fuel in the filling chamber 42, usually approximately 0.1 up to 0.2 MPa. The reducing valve 6 opens towards the valve 81.
The working space 54 of the hydraulic member 5 is connected by means of a piping 55 to the waste piping 61 between the reducing valve 6 and the valve 81.
The valve 81, the motion of which varies the cross-section of the through-flow 85 in a seat 88, is connected to a movable core 82 of the electromagnet 8, which is pulled by means of a spring 83 in the direction from the seat 88.
One end of a winding 84 of the electromagnet 8 is earthed; the other end is connected to an emitter 983 of a power transistor 98.
One end of the winding of a switching relay 9 is earthed; the other end is connected to a contact 922, to which simultaneously a conductor 95 provided with a diode 951 is connected. The said conductor 95 is connected to a first fixed contact 94 of the switching relay 9. An arm 93 of the switching relay 9 is connected to one pole of a condenser 99, the other pole of which is earthed.
The other fixed contact 96 of the switching relay 9 is connected to a base 971 of the exciting transistor, the emitter 973 of which is connected to a base 981 of the power transistor 98.
A collector 972 of the exciting transistor 97, as well as a collector 982 of the power transistor 98, are permanently connected to the positive pole of the accumulator battery 7, the negative pole of which is earthed.
The electromagnet 8 is provided with a pawl mechanism, the rotary pawl 86 of which is pushed by means of a spring 861 to a cylindrical surface of the movable core 82. If the valve 81 is in the position in the seat, the tooth 862 of the rotary pawl 86 engages the face surface 821 of the movable core 82, and in this way the valve 81 is held in the seat 88.
For the rotary pawl 86 there is arranged an electromagnet of the pawl mechanism, the magnetic force of which acts against the force provided by the spring 861. One end of the winding of the electromagnet 87 is earthed; the other end is connected to the contact 923.
An arm 92 of the change-over switch, provided with a segment 921, is swivelling and is permanently connected to the positive pole of the accumulator battery 7. With respect to the position of the key in a switching box (not shown), the arm 92 takes either a zero position, as is shown in the drawing, when it is not in connection with the contact 922 and the contact 933 or other two important positions.
In the first important position the segment 921 is in contact with the contact 922, in the second important position it contacts both the contact 922 and the contact 923. The second important position is taken by the arm 92 of the change-over switch when the engine is started by means of an electric starter (not shown); the first important position is taken by the arm 92 of the change-over switch when the engine is running.
If the engine is stopped the arm 92 of the change-over switch is situated in the illustrated position. In this case, after the preceding stopping process, the valve 81 is held in the seat 88 by means of the tooth 862 of the rotary pawl 86 pressed by the spring 861. The piston 51 of the hydraulic member 5 is in the right-hand limit position and the carrier 521 holds both the pin 411 and the control bar 41 in the zero position. Fuel cannot be pushed out of the working space 54 of the hydraulic member 5 by means of a prestressed reversible spring 53, as this is made impossible by the closed valve 81. In this way it is impossible to start a fuel injection engine if the key is removed from the switching box (not shown) e.g. when the vehicle moves down hill or is pulled by another vehicle.
In the said situation the winding of the switching relay is without current and the arm 93 is connected to the other fixed contact 96. The winding of the electromagnet 87 is also without current.
When turning the arm 92 of the change-over switch into the first important positiOn, in which the segment 921 is in contact with the contact 922, electric current starts flowing through the winding of the switching relay 9 and a magnetic field created in this way pulls the arm 93 into contact with the first fixed contact 94. As a consequence, current starts flowing from the contact 922 through the conductor 95 through the diode 951 and arm 93 into the condenser 99, which is charged in this way. The arm 93 as well as the condenser 99 will stay in this condition during the whole time of the next operation of the engine.
When the arm 92 of the change-over switch is turned into the other important position, in which the segment 921 is connected both with the contact 922 and the contact 923, current flows into the winding of the electromagnet 87, to magnetic field of which pulls the rotary pawl 86, the tooth 862 of which is disengaged from the face surface 821 of the movable core 82, which is then, by means of the prestressed spring 83, pulled to the right, so that the valve 81 opens. By the action of the prestressed reversible spring 53 fuel from the working space 54 is pushed through the pasage 85 by the piston 51 of the hydraulic memberS, so that it flows back through the waste piping into the fuel tank 1. This enables the control bar 41 to be moved into the position for a starting dose by turning a lever (not shown) of a governor (not shown) of the injection pump 4.Simultaneously current from the accumulator battery 7 flows through a conductor (not shown) connected to the contact 923 into a electric starter (not shown), which starts turning the engine.
When the engine is started, the arm 92 of the change-over switch takes the first important position in which it ciontacts only the contact 922; the arm 92 stays in this position during the whole time of operation of the engine. If the engine operateds, the winding 84 of the electromagnet 8 controlling the valve 81 stays without current and the valve 81 is kept by means of the spring 83 in an open position, which enables free outflow of fuel from the reducing valve 6 through the waste piping 61 into the fuel tank 1, so that the working space 54 of the hydraulic member 5 is without any pressure. Therefore the piston 51 is held by means of the prestressed reversible spring 53 in the left-hand limit position, and in this way the carrier 521 allows free movement of the control bar 41 in its whole working range.The rotary pawl 86 takes up the position shown in the drawing. Very small current passes through the winding of the switching relay and the arm 93 is held in contact with the first fixed contact 94, which secures that the condenser 99 is in a charged condition.
When stopping the engine, the arm 92 of the change-over switch is put into a zero position; in which it is not in contact with any of the contacts 923 and 922. In this way current coming rom the accumulator battery 7 into the winding of the switching relay 9 is cut off. In the conductor 95 a diode 951 is arranged, which allows for current to pass only in the direction from the contact 922 to the first fixed contact 94 of the switching relay 9; this arrangement secures that the charged condenser 99 may be not discharged through the winding of the switching relay 9.
A magnetic field in the switching relay 9 having diappeared, the elasticity of the arm 93 causes that the arm 93 is connected to the other fixed contact 96, and in this way the positive pole of the charged condenser 99 and the base 971 of the exciting transistor are interconnected. As voltage from the accumulator battery 7 is applied across the collector 972 of the exciting transistor 97, current from the condenser 99 passes through the emitter 973 to the base 981 of the power transistor 98. When the voltage from the condenser 99 arrives to the base 981, the power transistor 98 opens and makes possible for the current to pass from the positive pole of the accumulator battery 7 through the collector 982 and emitter 983 of the power transistor 98 into the winding 84 of the electromagnet 8 controlling the valve 81.By means of the created magnetic field of the electromagnet 8, the movable core 82 is pulled against the tension of the spring 83, and the valve 81 is forced into the seat 88. Simultaneously the spring 861 turns the rotary pawl 86, the tooth 862 of which engages the face surface 821 of the movable core 82, and in this way the valve 81 is held down in the seat 88.
The valve 81 being closed, all fuel behind the reducing valve 6 flows through the piping 55 into the working space 54 of the hydraulic member 5 and its pressure shifts the piston 51 againstthe prestressed reversible spring 53 into the right-hand limit position; simultaneously the carrier 521 engages the pin 411 and shifts the control bar 41 into the zero position, in which the injection pump stops delivering fuel into the engine, and the engine stops.
An advantage of such an arrangement resides in the fact, that the winding 84 of the electromagnet 8 is connected directly to the voltage of the accumulator battery 7; the condenser 99 determines only the time of the said connection. The greater the capacity of the condenser 99, the longer is the time of connection. The needed capacity of the condenser 99 and its dimensions may be very small for the interval of only a few seconds that are needed for a reliable stopping of the engine, and this fact is very advantageous.
Because, after the current in the winding 84 of the electromagnet 8 has been cut off, the valve 81 is pressed down onto the seat 88 by means of a rotary pawl 86 and spring 861, the piston 51 of the hydraulic member 5 with the carrier 521 and control bar 41 stay in the zero position till the next start of the engine. This arrangement makes impossible for the vehicle to be misused by starting the engine without a key, e.g. by moving it downhill or by pulling it with another vehicle.
Although the invention is illustrated and described with reference to one preferred embodiment thereof, it is to be expressly understood that it is in no way limited to the disclosure of such a preferred embodiment, but it is capable of numerous modifications within the scope of the appended claims.
CLAIMS (Filed 19 July 1982)
1. A device for stopping a fuel injection engine comprising an injection pump having an inlet coupled to receive fuel from a fuel tank and an outlet coupled to return excess fuel to the tank by way of a fuel return line including a pressure-reducing valve and an electromagnetically-operated valve having first resilient means biasing the valve towards an open position when the engine is running, and control means including a control switch arranged to close the electromagnetic valve when the switch is operated to an off position thereby to prevent the return of fuel to the tank, and hydraulic means having a cylinder coupled to the fuel return line at a position intermediate the pressure-reducing valve and the electromagnetic valve, and a piston coupled to a control member arranged to control the delivery of fuel to the engine, the piston having a first, extended position whereat the control member is arranged to prevent the delivery of fuel to the engine and resilient means biasing the piston away from its first said position, the arrangement being such that, in operation, when said switch is operated to its off position the electromagnetic valve is closed so that return fuel is directed to said cylinder and causes said piston to move to its first, extended position whereby the control member stops further delivery of fuel to stop the engine.
**WARNING** end of DESC field may overlap start of CLMS **.
Claims (12)
1. A device for stopping a fuel injection engine comprising an injection pump having an inlet coupled to receive fuel from a fuel tank and an outlet coupled to return excess fuel to the tank by way of a fuel return line including a pressure-reducing valve and an electromagnetically-operated valve having first resilient means biasing the valve towards an open position when the engine is running, and control means including a control switch arranged to close the electromagnetic valve when the switch is operated to an off position thereby to prevent the return of fuel to the tank, and hydraulic means having a cylinder coupled to the fuel return line at a position intermediate the pressure-reducing valve and the electromagnetic valve, and a piston coupled to a control member arranged to control the delivery of fuel to the engine, the piston having a first, extended position whereat the control member is arranged to prevent the delivery of fuel to the engine and resilient means biasing the piston away from its first said position, the arrangement being such that, in operation, when said switch is operated to its off position the electromagnetic valve is closed so that return fuel is directed to said cylinder and causes said piston to move to its first, extended position whereby the control member stops further delivery of fuel to stop the engine.
2. A device according to Claim 1, in which the
control means is arranged when said switch is operated to the off position to energise the electromagnet of said electromagnetic valve for a time sufficient to close the valve and there is further provided locking means arranged when the vale is closed automatically to lock it in said closed position.
3. A device according to Claim 2, in which the control means includes a switching relay having a moving contact arranged to contact a first, fixed, contact or second, fixed contact when the relay winding is energised or de-energised respectively, such that when the switch is operated to a first, operative position the relay is energised to close a circuit whereby a capacitor is charged by a battery by way of the first fixed contact and the moving contact of the relay and when the switch is returned to the off position, the relay winding is de-energised, the moving relay contact changes over to contact the second fixed contact and the capacitor is coupled to trigger a semiconductor circuit to energise and close said electromagnetic valve.
4. A device according to Claim 3 in which said circuit includes a unidirectional conducting device so poled that it allows current to flow in a direction from the battery towards the relay contacts.
5. A device according to Claim 2,3 or 4 in which said locking means comprises a locking member resiliently biased towards a locking position such that when said electromagnetic valve is energised to close the valve the locking member is biased into abutting relation with the valve thereby to lock and retain it in the closed position when the valve is no longer energised.
6. A device according to Claim 5, in which said locking member is a pivotally mounted pawl member having resilient means biasing it towards said locking position and further electromagnetic means arranged, when energised, to urge it out of the locking position, and means for energising the further electromagnetic means when it is required to start the engine.
7. A device according to Claim 6, in which said switch has a second operative position in which it is arranged to couple said battery to said further electromagnetic means thereby to release the lock
ing member whereby the resilient means opens the electromagnetic valve to allow the return of fuel to the fuel tank.
8. A device according to Claim 7, in which said switch is arranged, in its second operative position, to couple the battery to the starter motor for the
engine.
9. A device according to any one of claims 2 to 8
in which a diode is directed so that electric current
can pass only in the direction to the first fixed
contact of the switching relay.
10. A device for stopping a fuel injection engine,
contructed, arranged and adapted to operate substantially as hereinbefore described with reference to, and as illustrated in the accompanying diagram
matic drawing.
11. A fuel injection engine having a device
according to any one of the preceding claims.
12. A vehicle having a device according to any one of claims 1 to 10 or an engine according to Claim 11.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB08122863A GB2102499B (en) | 1981-07-24 | 1981-07-24 | A device for stopping a fuel injection engine, especially a vehicle engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB08122863A GB2102499B (en) | 1981-07-24 | 1981-07-24 | A device for stopping a fuel injection engine, especially a vehicle engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB2102499A true GB2102499A (en) | 1983-02-02 |
| GB2102499B GB2102499B (en) | 1985-01-30 |
Family
ID=10523471
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB08122863A Expired GB2102499B (en) | 1981-07-24 | 1981-07-24 | A device for stopping a fuel injection engine, especially a vehicle engine |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2102499B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1991001445A1 (en) * | 1989-07-20 | 1991-02-07 | Robert Bosch Gmbh | Control device for stopping an internal combustion engine |
-
1981
- 1981-07-24 GB GB08122863A patent/GB2102499B/en not_active Expired
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1991001445A1 (en) * | 1989-07-20 | 1991-02-07 | Robert Bosch Gmbh | Control device for stopping an internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| GB2102499B (en) | 1985-01-30 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |