GB858964A - Fuel supply system for internal combustion engines - Google Patents

Abstract

858,964. Fuel control systems. BENDIX CORPORATION, [formerly BENDIX AVIATION CORPORATION]. Sept. 27, 1957 [Nov. 16, 1956], No. 30406/57. Class 40 (1). [Also in Group XXVII] In a fuel injection system having electromagnetically operated fuel injectors, the duration of injection is temporarily increased during acceleration by the adjustment of means in the electrical circuit. The energization circuit of the valve solenoids 132, Fig. 3, includes a pulse producing mechanism comprising a switch 84, operated by an engine-driven shaft, which triggers a multivibrator 94, the time duration of the pulses produced by which are controlled by potentiometers adjusted in response to engine operating conditions. The pulses are amplified by an amplifier 98, the output of which is connected to a ring 124 in a distributer 26 comprising an arm 128, on an engine driven shaft 86, which connects the ring to a succession of contacts 130 connected to the valve solenoids 132. During normal running the time constant of the multivibrator 94 is controlled by a first circuit comprising potentiometers 100, 102, 104, 106 and 108 varied respectively by devices responsive to altitude, manual operation, induction pipe pressure, ambient air temperature and engine temperature; during low air flow conditions a switch 120 operated by the throttle shaft closes an alternative circuit including potentiometers 100, 102, 106, 108 and 118, which latter is manually adjusted. The accelerator device comprises a spring-loaded diaphragm 64, Fig. 2, which is connected to the intake pipe by connection 78 and normally holds contacts 72, 74 closed to form a shunt around a resistance 110 in the first circuit. During acceleration the increased pressure in the intake pipe temporarily raises diaphragm 64 to break contacts 72, 74, whereby resistance 110 is placed in series in the first circuit and causes a temporary increase in duration of injection. An orifice 70 in diaphragm 64 permits gradual equalization of the pressure on opposite sides of the diaphragm and allows the contacts 72, 74 to reclose. In a modification, Fig. 4, the increase in pressure on the lower side of diaphragm 164 is produced on acceleration by a piston 182 actuated from the throttle valve mechanism. Specifications 858,961 and 858,965 are referred to.