US3896779A - Fuel injection pump for an internal combustion engine - Google Patents

Fuel injection pump for an internal combustion engine Download PDF

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US3896779A
US3896779A US342983A US34298373A US3896779A US 3896779 A US3896779 A US 3896779A US 342983 A US342983 A US 342983A US 34298373 A US34298373 A US 34298373A US 3896779 A US3896779 A US 3896779A
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engine
valve
fuel
multivibrator
fuel injection
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US342983A
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Norio Omori
Katsuhiko Oiwa
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Denso Corp
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NipponDenso Co Ltd
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    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/406—Electrically controlling a diesel injection pump
    • F02D41/408—Electrically controlling a diesel injection pump of the distributing type
    • 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
    • F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/08—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined
    • F02M41/10—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor
    • F02M41/12—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined pump pistons acting as the distributor the pistons rotating to act as the distributor
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/38—Control for minimising smoke emissions, e.g. by applying smoke limitations on the fuel injection amount
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • ABSTRACT A fuel injection pump for an internal combustion engine having an electromagnetic valve in a passage leading to an intake port or an outlet port of the pump and a controller connected with the valve to control opening time and the opening period of the valve, thereby lessening the number of the cylinders to which the fuel is injected while the engine is in idling condition to reduce stimulus odor of the exhaust gas.
  • This invention relates to a fuel injection pump for an internal combustion engine and more particularly to a distributor-type fuel injection pump having an electronic fuel control device for a multiple-cylinder diesel engine.
  • the electronic fuel control device comprises the electromagnetic valve and the controller, and the opening or closing operation of the valve is controlled by the controller so as to inject optimum amounts of fuel into specific cylinders to reduce stimulus odor.
  • FIG. 1 shows a cross section of an embodiment of the present invention.
  • FIG. 2 shows an electronic circuit diagram of a controller of FIG. 1.
  • FIG. 3 shows the output voltage curves of the controller illustrated in FIG. 2 in normal operation.
  • FIG. 4 shows the output voltage curves of the controller illustrated in FIG. 2 in idling operation.
  • FIG. 1 which shows a distributor-type fuel injection pump
  • 1 designates a cylinder
  • 3 a spring
  • 4 designates a push rod which is integrally constructed with the piston 2
  • the spring 3 is inserted between the cylinder 1 and the push rod 4.
  • a drive shaft is provided below the push rod 4 to rotate and reciprocate the push rod 4 thereby causing the suction stroke, injection stroke and discharge stroke of the pump.
  • the piston 2 has a vertical passage 5, a horizontal passage 6 which leads to the vertical passage 5, an overflow groove 7 in which the horizontal passage 6 opens and a distributing groove 22.
  • an overflow passage 8 In the cylinder 1, there is bored an overflow passage 8, a suction passage 9 and ejection passages 10 which are equal in number to the number of the cylinders of the engine.
  • the suction passage 9 leads to an electromagnetic valve 11 and the ejection passages 10 lead to discharge valves 12 which are to be connected to the injection valves (not shown) of the engine.
  • 13 designates a compression chamber formed on the head of the piston 2.
  • the suction port 9a does not open into the compression chamber 13 when the piston 2 is in the compression and injection stroke.
  • 14 designates a fuel passage which leads to a fuel pump (not shown) to supply compressed fuel with constant pressure from a fuel tank (not shown).
  • the drive shaft 15 is rotated by the engine 28.
  • the shaft 15 rotates at a half speed of the engine crank shaft.
  • 16 designates a holder fixed to a housing 17 by a bolt 18 and this holder 16 suspends pins 20 of rollers 19.
  • An upper portion 15a of the drive shaft 15 is coupled with a coupling 21 of a cam 4a formed together with the push rod 4 so as to rotate the cam 4a with slidable movement thereof in the vertical direction.
  • the cam 4a is provided with crest portions 4b and through portions 40 and the combined motion of the cam 4a with the rollers '19 causes the reciprocation of the piston 2.
  • the construction of the electromagnetic valve 11 is as follows;
  • Le, 23 designates a coil, 24 an armature which is connected to a valve member 25, and return spring 26.
  • the armature 24 and the valve member 25 move toward the left of FIG. I to open the fuel passage 14 to the suction passage 9.
  • 27 designates an electronic controller which controlls the energization of the coil 23 to thereby control the opening of the valve member 25.
  • I01 designates a contact breaker which opens and closes in synchronism with the pump operation at the frequency corresponding to the number of the cylinders of the engine in one revolution of the drive shaft 15.
  • 102, 103, 104 and 105 designate resistors, 106 a transistor.
  • 107 designates a flip-flop circuit of a well-known type, 109 a variable resistor which varies the resistance in accordance with the depression of the accelerator (not shown).
  • 112a and 112b designate switches which operate between the positions shown in full line and dotted line.
  • a pulse generator such as a monostable multivibrator the output of which is connected to the base of a transistor 115 through a resistor.
  • the coil 23 of the electromagnetic valve 11 is connected between the collector of the transistor 115 and the plus terminal of a battery designated as 116.
  • the beginning of the fuel ejection from the discharge valve 12 varies according to the quantity of the fuel ejected, i.e., it advances when the quantity is large and delays when the quantity is small because of the spring action in the discharge valve 12. Since the fuel is compressed after the piston 2 has closed the suction port 9a, it is possible to provide a small return spring 26 and consequently, a small powered electromagnetic valve 11. Subsequently, the piston 2 goes continuously upwards and then the top edge of the overflow groove 7 meets to the overflow passage 8. At that time, the compressed fuel in the compression chamber 13 is discharged into the overflow passage 8 through the vertical passage 5, the horizontal passage 6 and the overflow groove 7. Consequently, the discharge valve 12 closes to cease the ejection of the fuel. Since the ending of the ejection is equal to the time when the overflow groove 7 meets the overflow passage 8, the rotational angle of the cam 4a at the end of the ejection is constant in every cycle.
  • the switch 1120 in ordinary operation of the engine, i.e., when the operation of the engine is not in idling, the switch 1120 is at the position shown in dotted line and the switch ll2b is at full line.
  • the transistor I06 becomes conductive or nonconductive in ac cordance with the operation of the contact breaker 101
  • the voltage at the point v in FIG. 2 varies like the graph v in FIG. 3.
  • the switch 1120 is at the position shown in dotted line, the voltage at the point v in FIG. 2 varies like the graph v in FIG. 3.
  • the voltage signal v is fed as an input to the pulse generator 113.
  • this pulse generator 113 Since this pulse generator 113 is a monostable multivibrator as mentioned above, this generator 113 produces pulses whose leading edges correspond to the leading edges of the voltage signal v at the point v in FIG. 2. The foregoing pulses are illustrated in the graph v in FIG. 3. Then, as the resistance of the variable resistor 109 varies in accordance with the position of the accelerator, the width I of the pulse varies in accordance with the depression of the accelerator.
  • variable-width pulses are fed to the coil 23 to move the armature 24 and the valve member 25 toward the left to open the valve 11 during the time corresponding to the width
  • the switch 1120 is at the position shown in full line and the switch 112]) is at dotted line.
  • the output of the transistor 106 is fed to the pulse generator 113 by way of the flip-flop circuit 107, so the frequency of the pulse at the point v in FIG. 2 becomes half of the frequency of the pulse at the point v as illustrated in the graph v in FIG. 4.
  • the pulse generator 114 produces such pulses as illustrated in the graph v in FIG. 4 on the point v in FIG. 2.
  • the width t of the pulse produced by the pulse generator 113 is controlled only manually, not by the depression of the accelerator.
  • the fuel quantity corresponding to the pulse width is supplied only to the half of the total number of the engine cylinders.
  • the pump can supply the enough quantity of the fuel only into half number of the engine cylinders in idling operation with the simple construction. This means that even in idling operation, the temperature in the cylinders into which the fuel is supplied can be kept high enough thereby to cause the reduction of the stimulus odor of the exhaust gas.
  • a fuel injection pump for an internal combustion engine having a cylinder provided with a suction passage and a suction port, a piston rotatably and reciprocally received in the cylinder, a compression chamber enclosed by the cylinder and the piston, and the suction port being open during the suction stroke to the compression chamber and being closed during the compression and injection stroke of the piston, the improvement comprising:
  • an electromagnetic valve installed in said suction passage leading to the suction port for controlling the fuel supply into the compression chamber
  • a controller connected to said valve for controlling said valve to open during idling operation of the engine at a lower frequency than that in ordinary operation and for a longer period of time to supply enough fuel to keep the temperature of the combustion chamber high to thereby decrease the stimulus odor of the exhaust gas
  • said controller including means for generating a signal corresponding to a suitable fuel injection time for each cylinder of the engine in accordance with the engine revolution, a flip-flop circuit connected to said signal generating means for dividing the frequency of said generated signal by one-half, a monostable multivibrator connected to said valve for controlling the energization of said valve, a variable resistor connected to said multivibrator for varying the output pulse width of said multivibrator in accordance with the position of the accelerator, a second variable resistor connected to said multivibrator for varying the output pulse width of said multivibrator by manual operation, a switch for connecting said generating means to said multivibrator directly in ordinary operation of the engine and through said flip-flop circuit in
  • a fuel injection pump for an internal combustion engine as defined in claim 1 wherein said electromagnetic valve comprises:
  • valve member which moves toward the fuel-flow direction in a closing operation thereof
  • an energizable coil for moving said valve member by electromagnetic force.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

A fuel injection pump for an internal combustion engine having an electromagnetic valve in a passage leading to an intake port or an outlet port of the pump and a controller connected with the valve to control opening time and the opening period of the valve, thereby lessening the number of the cylinders to which the fuel is injected while the engine is in idling condition to reduce stimulus odor of the exhaust gas.

Description

United States Patent Omori et al.
.[4 1 July 29, 1975 FUEL INJECTION PUMP FOR AN INTERNAL COMBUSTION ENGINE lnventors: Norio Omori, Kariya; Katsuhiko Oiwa, l-landa, both of Japan Assignee: Nippondenso Co., Ltd., Kariya,
Japan Filed: Mar. 20, 1973 Appl. No.: 342,983
Foreign Application Priority Data Mar. 30, 1972 Japan 47-32021 US. Cl 123/139 E; 123/32 EA; 123/198 F Int. Cl. F02m 63/02 Field of Search 123/32 AB, 32 EA, 198 F,
References Cited UNITED STATES PATENTS 4/1969 Thompson 123/139 R 6/1971 lnoue et al. 123/139 E X 3,626,910 12/1971 Porsche et a1 123/32 EA 3,630,643 12/1971 Eheim et al.... 1 123/139 E X 3,695,242 10/1972 Tada et al. 123/139 E X 3,699,935 10/1972 Adler et a1. 123/139 E X 3,724,436 4/1973 Nagata et a1. 123/139 E 3,734,067 5/1973 Glocker et a1 123/32 EA 3,736,910 6/1973 Raff 123/32 EA 3,756,205 9/1973 Frost 123/198 F X Primary ExaminerCharles .l. Myhre Assistant Examiner-Tony Argenbright Attorney, Agent, or Firm-Cushman, Darby & Cushman [57] ABSTRACT A fuel injection pump for an internal combustion engine having an electromagnetic valve in a passage leading to an intake port or an outlet port of the pump and a controller connected with the valve to control opening time and the opening period of the valve, thereby lessening the number of the cylinders to which the fuel is injected while the engine is in idling condition to reduce stimulus odor of the exhaust gas.
2 Claims, 4 Drawing Figures FUEL INJECTION PUMP FOR AN INTERNAL COMBUSTION ENGINE BACKGROUND OF THE INVENTION This invention relates to a fuel injection pump for an internal combustion engine and more particularly to a distributor-type fuel injection pump having an electronic fuel control device for a multiple-cylinder diesel engine. The electronic fuel control device comprises the electromagnetic valve and the controller, and the opening or closing operation of the valve is controlled by the controller so as to inject optimum amounts of fuel into specific cylinders to reduce stimulus odor.
In a conventional internal combustion engine having a distributor-type fuel injection pump, hydro-carbons with the stimulus odor of the exhaust gas increases in idling operation, because the quantity of the fuel injected into each cylinder is not large enough to keep the temperature of each combustion chamber high in idling operation. Because of the fact mentioned above, while it is known that the stimulus odor in idling operation diminishes as the temperature in the combustion chamber rises by increasing the quantity of the fuel injected into the chamber, the revolution of the engine exceeds the suitable speed for idling operation, e.g., such speed as 400 r.p.m. 600 r.p.m., while the stimulus odor of the exhaust gas can be reduced.
SUMMARY OF THE INVENTION With a view to overcoming the problem described above, it is a primary object of the present invention to provide an improved and simple fuel injection pump which has an electronic fuel control device and which supplies enough fuel into certain cylinders while stopping the fuel supply to the other cylinders when the engine is in idling operation to raise the temperature in the combustion chamber, thereby reducing the stimulus odor of the exhaust gas.
The above and other objects, features and advantages of the present invention will be apparent from the following detailed description of a preferred embodiment thereof taken in conjunction with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 shows a cross section of an embodiment of the present invention.
FIG. 2 shows an electronic circuit diagram of a controller of FIG. 1.
FIG. 3 shows the output voltage curves of the controller illustrated in FIG. 2 in normal operation.
FIG. 4 shows the output voltage curves of the controller illustrated in FIG. 2 in idling operation.
DESCRIPTION OF THE PREFERRED EMBODIMENT Referring to FIG. 1 which shows a distributor-type fuel injection pump, 1 designates a cylinder, 3 a spring, 4 designates a push rod which is integrally constructed with the piston 2, and the spring 3 is inserted between the cylinder 1 and the push rod 4. A drive shaft is provided below the push rod 4 to rotate and reciprocate the push rod 4 thereby causing the suction stroke, injection stroke and discharge stroke of the pump. The piston 2 has a vertical passage 5, a horizontal passage 6 which leads to the vertical passage 5, an overflow groove 7 in which the horizontal passage 6 opens and a distributing groove 22. In the cylinder 1, there is bored an overflow passage 8, a suction passage 9 and ejection passages 10 which are equal in number to the number of the cylinders of the engine. The suction passage 9 leads to an electromagnetic valve 11 and the ejection passages 10 lead to discharge valves 12 which are to be connected to the injection valves (not shown) of the engine. 13 designates a compression chamber formed on the head of the piston 2. The suction port 9a does not open into the compression chamber 13 when the piston 2 is in the compression and injection stroke. 14 designates a fuel passage which leads to a fuel pump (not shown) to supply compressed fuel with constant pressure from a fuel tank (not shown). The drive shaft 15 is rotated by the engine 28. For example in the case that the engine is a 4 cycle engine, the shaft 15 rotates at a half speed of the engine crank shaft. 16 designates a holder fixed to a housing 17 by a bolt 18 and this holder 16 suspends pins 20 of rollers 19. An upper portion 15a of the drive shaft 15 is coupled with a coupling 21 of a cam 4a formed together with the push rod 4 so as to rotate the cam 4a with slidable movement thereof in the vertical direction. The cam 4a is provided with crest portions 4b and through portions 40 and the combined motion of the cam 4a with the rollers '19 causes the reciprocation of the piston 2. The construction of the electromagnetic valve 11 is as follows; Le, 23 designates a coil, 24 an armature which is connected to a valve member 25, and return spring 26. When the coil 23 is energized, the armature 24 and the valve member 25 move toward the left of FIG. I to open the fuel passage 14 to the suction passage 9. 27 designates an electronic controller which controlls the energization of the coil 23 to thereby control the opening of the valve member 25. I
The construction of the controller 27 is illustrated in FIG. 2. Referring now to FIG. 2, I01 designates a contact breaker which opens and closes in synchronism with the pump operation at the frequency corresponding to the number of the cylinders of the engine in one revolution of the drive shaft 15. 102, 103, 104 and 105 designate resistors, 106 a transistor. 107 designates a flip-flop circuit of a well-known type, 109 a variable resistor which varies the resistance in accordance with the depression of the accelerator (not shown). 112a and 112b designate switches which operate between the positions shown in full line and dotted line. 113 designates a pulse generator such as a monostable multivibrator the output of which is connected to the base of a transistor 115 through a resistor. The coil 23 of the electromagnetic valve 11 is connected between the collector of the transistor 115 and the plus terminal of a battery designated as 116.
Now, the operation of the mechanical construction of the present invention shown in FIG. 1 is explained.
in FIG. 1 and the suction passage 9 is opened into the compression chamber 13 at the suction port 9a; the fuel sent from the fuel pump is supplied into the compression chamber 13 through the fuel passage 14, the electromagnetic valve 11, the suction passage 9 and the suction port 9a, with the valve 25 being opened by an output signal from the controller 27 as explained in detail later. Then, as the piston 2 goes upwards, the top edge thereof closes the suction port 9a and the fuel confined in the compression chamber 13 is compressed finally to be ejected from one of the discharge valves 12, for example from the discharge valve 12 shown in the right hand side in FIG. I. Hereupon, the beginning of the fuel ejection from the discharge valve 12 varies according to the quantity of the fuel ejected, i.e., it advances when the quantity is large and delays when the quantity is small because of the spring action in the discharge valve 12. Since the fuel is compressed after the piston 2 has closed the suction port 9a, it is possible to provide a small return spring 26 and consequently, a small powered electromagnetic valve 11. Subsequently, the piston 2 goes continuously upwards and then the top edge of the overflow groove 7 meets to the overflow passage 8. At that time, the compressed fuel in the compression chamber 13 is discharged into the overflow passage 8 through the vertical passage 5, the horizontal passage 6 and the overflow groove 7. Consequently, the discharge valve 12 closes to cease the ejection of the fuel. Since the ending of the ejection is equal to the time when the overflow groove 7 meets the overflow passage 8, the rotational angle of the cam 4a at the end of the ejection is constant in every cycle.
Next, the operation of the controller 27 which controlls the electromagnetic valve 11 is explained. Referring to FIGS. 2 and 3, in ordinary operation of the engine, i.e., when the operation of the engine is not in idling, the switch 1120 is at the position shown in dotted line and the switch ll2b is at full line. As the transistor I06 becomes conductive or nonconductive in ac cordance with the operation of the contact breaker 101, the voltage at the point v in FIG. 2 varies like the graph v in FIG. 3. As the switch 1120 is at the position shown in dotted line, the voltage at the point v in FIG. 2 varies like the graph v in FIG. 3. The voltage signal v is fed as an input to the pulse generator 113. Since this pulse generator 113 is a monostable multivibrator as mentioned above, this generator 113 produces pulses whose leading edges correspond to the leading edges of the voltage signal v at the point v in FIG. 2. The foregoing pulses are illustrated in the graph v in FIG. 3. Then, as the resistance of the variable resistor 109 varies in accordance with the position of the accelerator, the width I of the pulse varies in accordance with the depression of the accelerator. Consequently, the variable-width pulses are fed to the coil 23 to move the armature 24 and the valve member 25 toward the left to open the valve 11 during the time corresponding to the width On the other hand, in idling operation of the engine, the switch 1120 is at the position shown in full line and the switch 112]) is at dotted line. The output of the transistor 106 is fed to the pulse generator 113 by way of the flip-flop circuit 107, so the frequency of the pulse at the point v in FIG. 2 becomes half of the frequency of the pulse at the point v as illustrated in the graph v in FIG. 4. And then, the pulse generator 114 produces such pulses as illustrated in the graph v in FIG. 4 on the point v in FIG. 2. At this state, as the resistance of the variable resistor 111 connected to the generator 113 is varied manually, the width t of the pulse produced by the pulse generator 113 is controlled only manually, not by the depression of the accelerator.
The fuel quantity corresponding to the pulse width is supplied only to the half of the total number of the engine cylinders.
As the present invention is constructed as abovedescribed, the pump can supply the enough quantity of the fuel only into half number of the engine cylinders in idling operation with the simple construction. This means that even in idling operation, the temperature in the cylinders into which the fuel is supplied can be kept high enough thereby to cause the reduction of the stimulus odor of the exhaust gas.
What we claim is;
l. A fuel injection pump for an internal combustion engine having a cylinder provided with a suction passage and a suction port, a piston rotatably and reciprocally received in the cylinder, a compression chamber enclosed by the cylinder and the piston, and the suction port being open during the suction stroke to the compression chamber and being closed during the compression and injection stroke of the piston, the improvement comprising:
an electromagnetic valve installed in said suction passage leading to the suction port for controlling the fuel supply into the compression chamber, and
a controller connected to said valve for controlling said valve to open during idling operation of the engine at a lower frequency than that in ordinary operation and for a longer period of time to supply enough fuel to keep the temperature of the combustion chamber high to thereby decrease the stimulus odor of the exhaust gas, said controller including means for generating a signal corresponding to a suitable fuel injection time for each cylinder of the engine in accordance with the engine revolution, a flip-flop circuit connected to said signal generating means for dividing the frequency of said generated signal by one-half, a monostable multivibrator connected to said valve for controlling the energization of said valve, a variable resistor connected to said multivibrator for varying the output pulse width of said multivibrator in accordance with the position of the accelerator, a second variable resistor connected to said multivibrator for varying the output pulse width of said multivibrator by manual operation, a switch for connecting said generating means to said multivibrator directly in ordinary operation of the engine and through said flip-flop circuit in idling operation thereof, and a second switch for connecting said multivibrator to said variable resistor in ordinary operation of the engine and to said second variable resistor in idling operation of the engine.
2. A fuel injection pump for an internal combustion engine as defined in claim 1 wherein said electromagnetic valve comprises:
a valve member which moves toward the fuel-flow direction in a closing operation thereof, and
an energizable coil for moving said valve member by electromagnetic force.

Claims (2)

1. A fuel injection pump for an internal combustion engine having a cylinder provided with a suction passage and a suction port, a piston rotatably and reciprocally received in the cylinder, a compression chamber enclosed by the cylinder and the piston, and the suction port being open during the suction stroke to the compression chamber and being closed during the compression and injection stroke of the piston, the improvement comprising: an electromagnetic valve installed in said suction passage leading to the suction port for controlling the fuel supply into the compression chamber, and a controller connected to said valve for controlling said valve to open during idling operation of the engine at a lower frequency than that in ordinary operation and for a longer period of time to supply enough fuel to keep the temperature of the combustion chamber high to thereby decrease the stimulus odor of the exhaust gas, said controller including means for generating a signal corresponding to a suitable fuel injection time for each cylinder of the engine in accordance with the engine revolution, a flip-flop circuit connected to said signal generating means for dividing the frequency of said generated signal by one-half, a monostable multivibrator connected to said valve for controlling the energization of said valve, a variable resistor connected to said multivibrator for varying the output pulse width of said multivibrator in accordance with the position of the accelerator, a second variable resistor connected to said multivibrator for varying the output pulse width of said multivibrator by manual operation, a switch for connecting said generating means to said multivibrator directly in ordinary operation of the engine and through said flip-flop circuit in idling operation thereof, and a second switch for connecting said multivibrator to said variable resistor in ordinary operation of the engine and to said second variable resistor in idling operation of the engine.
2. A fuel injection pump for an internal combustion engine as defined in claim 1 wherein said electromagnetic valve comprises: a valve member which moves toward the fuel-flow direction in a closing operation thereof, and an energizable coil for moving said valve member by electromagnetic force.
US342983A 1972-03-30 1973-03-20 Fuel injection pump for an internal combustion engine Expired - Lifetime US3896779A (en)

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Cited By (36)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4007590A (en) * 1974-06-01 1977-02-15 Nissan Motor Co., Ltd. Catalytic convertor warming up system
US4059369A (en) * 1975-01-28 1977-11-22 Robert Bosch G.M.B.H. Fuel injection pump
US4071010A (en) * 1976-07-19 1978-01-31 Caterpillar Tractor Co. Engine start-up system and method
US4073277A (en) * 1975-01-28 1978-02-14 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
US4104991A (en) * 1976-08-23 1978-08-08 Ford Motor Company Circuit for controlling the operability of one or more cylinders of a multicylinder internal combustion engine
US4129109A (en) * 1976-08-12 1978-12-12 Nissan Motor Company, Limited Variable displacement internal combustion engine with means for switching deactivated cylinder groups at appropriate timing
US4144864A (en) * 1976-05-31 1979-03-20 Nissan Motor Company, Limited Method and apparatus for disabling cylinders under light load conditions by comparison with variable reference
US4146006A (en) * 1976-09-17 1979-03-27 Arthur Garabedian Fuel injection split engine
US4150651A (en) * 1977-12-29 1979-04-24 Cummins Engine Company, Inc. Fuel system for internal combustion engine
US4180037A (en) * 1976-12-26 1979-12-25 Nippondenso Co., Ltd. Injection pump control system
EP0055117A2 (en) * 1980-12-22 1982-06-30 Ford Motor Company Limited Fuel injection pump
EP0073518A2 (en) * 1981-09-02 1983-03-09 Hitachi, Ltd. Apparatus for controlling the number of operative cylinders of a diesel engine
US4379442A (en) * 1980-10-06 1983-04-12 Ford Motor Company Electromagnetically controlled fuel injection pump
US4393825A (en) * 1980-12-31 1983-07-19 Cummins Engine Company, Inc. System for controlling fuel flow within an internal combustion engine
US4395987A (en) * 1980-04-26 1983-08-02 Diesel Kiki Co., Ltd. Distribution type fuel injection apparatus
FR2520812A1 (en) * 1982-02-03 1983-08-05 Bosch Gmbh Robert FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES
DE3303147A1 (en) * 1982-01-30 1983-08-11 Mitsubishi Jidosha Kogyo K.K., Tokyo DEVICE FOR REGULATING THE ENGINE SPEED
US4402290A (en) * 1979-11-10 1983-09-06 Robert Bosch Gmbh Fuel injection pump
US4406267A (en) * 1981-09-02 1983-09-27 Ford Motor Company Electromagnetically controlled fuel injection pump spill port valve assembly
US4407245A (en) * 1980-09-20 1983-10-04 Robert Bosch Gmbh Shutoff apparatus for fuel injection pumps
US4407249A (en) * 1980-05-06 1983-10-04 Robert Bosch Gmbh Fuel injection pump for self-igniting internal combustion engines
US4446836A (en) * 1981-10-23 1984-05-08 Lucas Industries Public Limited Company Fuel injection pumping apparatus
FR2536464A1 (en) * 1982-11-24 1984-05-25 Bosch Gmbh Robert FUEL INJECTION PUMP
US4458648A (en) * 1981-09-16 1984-07-10 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
US4459963A (en) * 1981-03-28 1984-07-17 Robert Bosch Gmbh Electrically controlled fuel injection apparatus for multi-cylinder internal combustion engines
US4478187A (en) * 1982-05-13 1984-10-23 Diesel Kiki Co., Ltd. Distribution type fuel injection apparatus
US4489684A (en) * 1981-05-06 1984-12-25 Diesel Kiki Co., Ltd. Fuel injection pump assembly
US4489694A (en) * 1981-06-11 1984-12-25 Spica S.P.A. Modular fuel injection pumps for internal combustion engines
US4580540A (en) * 1979-10-17 1986-04-08 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
FR2571782A1 (en) * 1984-10-13 1986-04-18 Lucas Ind Plc FUEL DISTRIBUTION CONTROL SYSTEM FOR COMPRESSION IGNITION INTERNAL COMBUSTION ENGINE
US4610233A (en) * 1984-04-05 1986-09-09 Diesel Kiki Co., Ltd. Fuel injection system for internal combustion engine
US5355857A (en) * 1992-09-30 1994-10-18 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
US5890467A (en) * 1996-08-12 1999-04-06 Detroit Diesel Corporation Method for internal combustion engine start-up
US6009857A (en) * 1997-05-29 2000-01-04 Caterpillar Inc. Compression ignition cylinder cutout system for reducing white smoke
US6520158B1 (en) * 2000-11-28 2003-02-18 Deere & Company Engine fuel delivery control system
US11549456B2 (en) * 2018-01-27 2023-01-10 GDP Tuning, LLC System, method and apparatus for engine control

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS56141026A (en) * 1980-04-03 1981-11-04 Diesel Kiki Co Ltd Fuel injection pump

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US3438327A (en) * 1966-07-11 1969-04-15 Holly Carburetor Co High speed automotive type diesel engine
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US3630643A (en) * 1969-02-28 1971-12-28 Bosch Gmbh Robert Fuel injection pump
US3695242A (en) * 1969-09-04 1972-10-03 Diesel Kiki Co Electronic governor for fuel-injection type internal combustion engines
US3699935A (en) * 1969-12-13 1972-10-24 Bosch Gmbh Robert Fail-safe fuel injection control arrangement for internal combustion engines
US3724436A (en) * 1970-04-02 1973-04-03 Nippon Denso Co Fuel feed control device for internal combustion engines
US3734067A (en) * 1970-01-22 1973-05-22 Bosch Gmbh Robert Fuel injection system for internal combustion engine
US3736910A (en) * 1970-07-14 1973-06-05 Bosch Gmbh Robert Control circuit for controlling a fuel injecting system
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US3438327A (en) * 1966-07-11 1969-04-15 Holly Carburetor Co High speed automotive type diesel engine
US3626910A (en) * 1967-12-20 1971-12-14 Porsche Kg Ignition and injection control for internal combustion engine
US3587536A (en) * 1968-10-30 1971-06-28 Diesel Kiki Co Electromagnetic fuel injection system for internal-combustion engines
US3630643A (en) * 1969-02-28 1971-12-28 Bosch Gmbh Robert Fuel injection pump
US3695242A (en) * 1969-09-04 1972-10-03 Diesel Kiki Co Electronic governor for fuel-injection type internal combustion engines
US3699935A (en) * 1969-12-13 1972-10-24 Bosch Gmbh Robert Fail-safe fuel injection control arrangement for internal combustion engines
US3734067A (en) * 1970-01-22 1973-05-22 Bosch Gmbh Robert Fuel injection system for internal combustion engine
US3724436A (en) * 1970-04-02 1973-04-03 Nippon Denso Co Fuel feed control device for internal combustion engines
US3736910A (en) * 1970-07-14 1973-06-05 Bosch Gmbh Robert Control circuit for controlling a fuel injecting system
US3756205A (en) * 1971-04-26 1973-09-04 Gen Motors Corp Method of and means for engine operation with cylinders selectively unfueled

Cited By (40)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4007590A (en) * 1974-06-01 1977-02-15 Nissan Motor Co., Ltd. Catalytic convertor warming up system
US4059369A (en) * 1975-01-28 1977-11-22 Robert Bosch G.M.B.H. Fuel injection pump
US4073277A (en) * 1975-01-28 1978-02-14 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
US4144864A (en) * 1976-05-31 1979-03-20 Nissan Motor Company, Limited Method and apparatus for disabling cylinders under light load conditions by comparison with variable reference
US4071010A (en) * 1976-07-19 1978-01-31 Caterpillar Tractor Co. Engine start-up system and method
US4129109A (en) * 1976-08-12 1978-12-12 Nissan Motor Company, Limited Variable displacement internal combustion engine with means for switching deactivated cylinder groups at appropriate timing
US4104991A (en) * 1976-08-23 1978-08-08 Ford Motor Company Circuit for controlling the operability of one or more cylinders of a multicylinder internal combustion engine
US4146006A (en) * 1976-09-17 1979-03-27 Arthur Garabedian Fuel injection split engine
US4180037A (en) * 1976-12-26 1979-12-25 Nippondenso Co., Ltd. Injection pump control system
US4150651A (en) * 1977-12-29 1979-04-24 Cummins Engine Company, Inc. Fuel system for internal combustion engine
FR2413560A1 (en) * 1977-12-29 1979-07-27 Cummins Engine Co Inc FUEL SUPPLY DEVICE FOR COMPRESSION IGNITION ENGINE
US4580540A (en) * 1979-10-17 1986-04-08 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
US4402290A (en) * 1979-11-10 1983-09-06 Robert Bosch Gmbh Fuel injection pump
US4395987A (en) * 1980-04-26 1983-08-02 Diesel Kiki Co., Ltd. Distribution type fuel injection apparatus
US4407249A (en) * 1980-05-06 1983-10-04 Robert Bosch Gmbh Fuel injection pump for self-igniting internal combustion engines
US4407245A (en) * 1980-09-20 1983-10-04 Robert Bosch Gmbh Shutoff apparatus for fuel injection pumps
US4379442A (en) * 1980-10-06 1983-04-12 Ford Motor Company Electromagnetically controlled fuel injection pump
EP0055117A2 (en) * 1980-12-22 1982-06-30 Ford Motor Company Limited Fuel injection pump
EP0055117A3 (en) * 1980-12-22 1983-09-21 Ford Motor Company Limited Fuel injection pump
US4393825A (en) * 1980-12-31 1983-07-19 Cummins Engine Company, Inc. System for controlling fuel flow within an internal combustion engine
US4459963A (en) * 1981-03-28 1984-07-17 Robert Bosch Gmbh Electrically controlled fuel injection apparatus for multi-cylinder internal combustion engines
US4489684A (en) * 1981-05-06 1984-12-25 Diesel Kiki Co., Ltd. Fuel injection pump assembly
US4489694A (en) * 1981-06-11 1984-12-25 Spica S.P.A. Modular fuel injection pumps for internal combustion engines
US4406267A (en) * 1981-09-02 1983-09-27 Ford Motor Company Electromagnetically controlled fuel injection pump spill port valve assembly
EP0073518A3 (en) * 1981-09-02 1985-10-30 Hitachi, Ltd. Apparatus for controlling the number of operative cylinders of a diesel engine
EP0073518A2 (en) * 1981-09-02 1983-03-09 Hitachi, Ltd. Apparatus for controlling the number of operative cylinders of a diesel engine
US4552114A (en) * 1981-09-02 1985-11-12 Hitachi, Ltd. Apparatus for controlling the number of operative cylinders of a diesel engine
US4458648A (en) * 1981-09-16 1984-07-10 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
US4446836A (en) * 1981-10-23 1984-05-08 Lucas Industries Public Limited Company Fuel injection pumping apparatus
DE3303147A1 (en) * 1982-01-30 1983-08-11 Mitsubishi Jidosha Kogyo K.K., Tokyo DEVICE FOR REGULATING THE ENGINE SPEED
FR2520812A1 (en) * 1982-02-03 1983-08-05 Bosch Gmbh Robert FUEL INJECTION PUMP FOR INTERNAL COMBUSTION ENGINES
US4478187A (en) * 1982-05-13 1984-10-23 Diesel Kiki Co., Ltd. Distribution type fuel injection apparatus
FR2536464A1 (en) * 1982-11-24 1984-05-25 Bosch Gmbh Robert FUEL INJECTION PUMP
US4610233A (en) * 1984-04-05 1986-09-09 Diesel Kiki Co., Ltd. Fuel injection system for internal combustion engine
FR2571782A1 (en) * 1984-10-13 1986-04-18 Lucas Ind Plc FUEL DISTRIBUTION CONTROL SYSTEM FOR COMPRESSION IGNITION INTERNAL COMBUSTION ENGINE
US5355857A (en) * 1992-09-30 1994-10-18 Robert Bosch Gmbh Fuel injection pump for internal combustion engines
US5890467A (en) * 1996-08-12 1999-04-06 Detroit Diesel Corporation Method for internal combustion engine start-up
US6009857A (en) * 1997-05-29 2000-01-04 Caterpillar Inc. Compression ignition cylinder cutout system for reducing white smoke
US6520158B1 (en) * 2000-11-28 2003-02-18 Deere & Company Engine fuel delivery control system
US11549456B2 (en) * 2018-01-27 2023-01-10 GDP Tuning, LLC System, method and apparatus for engine control

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