Fuel-injection device

Abstract: This invention pertains to a fuel-injection device, wherein a solenoid valve adjusts a fuel-injection level of the fuel-injection pump by adjusting its throttling for the fuel-injection passage to supply the fuel to a compressor. A driving pulse to drive the solenoid valve is formed taking various factors into consideration. For example, the driving pulse is composed of its segment having a large duty ratio and of its segment having a small duty ratio in order to secure a responsiveness of the solenoid valve. The driving pulse is formed on the bases of a change in electrical voltage to drive the solenoid valve, varying levels of voltage drop in a wire harness installed for every cylinder, and of varying levels of responsiveness unique with fuel-injection pumps.

Description: The present invention pertains to a fuel-injection device according to the preamble of claim 1. Among this type of fuel-injection devices, for example, one of the well-known ones is introduced in JP - A - 63-21346. In this device, since the injection level is determined by the time length while a valve is actually closed (actual valve closed-time length), the time point when the valve of a solenoid valve seats on the seat is detected, and the actual valve closed-time length after the valve's seating is counted. Therefore, on this fuel-injection device, a closed-valve detection unit is provided that detects the time point when the solenoid valve closes in response to the charging of a driving pulse, and this actual valve's closing detection unit has a voltage-detecting circuit to obtain voltage signals corresponding to the waveform of the flowing current, in response to the driving pulse, in the solenoid valve's excited coil, and a differentiating circuit to differentiate the output voltage from the voltage-detecting circuit. Because characteristics of every solenoid are different according to every solenoid, and because there are changes in the driving voltage levels, there are differences in the time lengths for the valves to be seated. In this case, for example, if driving pulse V d is charged in the solenoid valve, the time delay in valve's closing for one valve (a first solenoid valve) is T v1 , as shown in Fig. 29, whereas, in some cases, for other solenoid valve (a second solenoid valve), the time delay in valve's closing is T v2 which is greater than the aforementioned T v1 · In the case of the first solenoid valve, since time delay in valve's closing is as small as T v1 , the driving pulse width that is obtained by adding this to put out time T fq computed from the desired injection level is T d1 , as shown in Fig. 29 (a). This driving pulse makes the driving current like the one shown in Fig. 29 (b), and the solenoid valve's motion like the one shown in Fig. 29 (c). Then, preflow Q p1 will be like the one shown by the diagonal line in Fig. 29 (c). On the other hand, in the case of the second solenoid valve, since the time delay in valve's closing T v2 is greater than that in the case of the first solenoid valve, the driving pulse width is as long as T d2 , as shown in Fig. 29 (d), and preflow Q p2 is greater than the aforementioned preflow Q p1 , as shown by the diagonal line in Fig. 30 (d). Fig. 29 (e) is a time chart for the driving current in the case when the driving pulse shown in Fig. 29 (d) is charged. As mentioned above, if the length of time delays in valve's closings vary according to every solenoid valve, the preflow and the driving pulse width will resultantly vary even if the output time lengths are the same; therefore, there is a problem that the injection pressures and injection amounts vary according to every fuel-injection pump. WO - A - 89/11034 discloses a control system for a diesel engine with a fuel-injection device, wherein a solenoid valve meters fuel to a fuel pump for injecting fuel. The solenoid valve is driven by pulses in order to influence the pressure forming during each metering period. Various operation parameters can be considered by the control system. EP - A - 0 310 289 discloses a distribution-type fuel injection system which is controlled by an electromagnetic valve. In order to compensate a time delay in closing of the electromagnetic valve, delay times are stored respectively in memory sections in correspondence to specific cylinders and used for determining a starting point or a termination point of the drive pulse supplied to the electromagnetic valve when supplying the respective cylinder with fuel. Object of the present invention is to provide a fuel-injection device which can effectively correct time delays in valve closings. The above object is achieved by a fuel-injection device with the features of claim 1. Preferred embodiments are subject of the subclaims. Especially, a fuel-injection device of the present invention has a fuel-injection pump, and a solenoid valve installed between the high-pressure side and the low-pressure side, that lead to the compressor of the fuel-injection device, so as to adjust the communication conditions between the high-pressure chamber and the low-pressure chamber, and the fuel-injection pump's injection level of the fuel to be supplied to the combustion engine is adjusted by opening/closing the solenoid valves, and this device also has a valve closing-time delay detecting means to detect the time delay in solenoid valve's closing and a driving pulse correcting means to correct the aforementioned driving pulse, so that the time delay in valve's closing detected by this valve closing-time delay detecting means will be uniform for every solenoid valve. Accordingly, the time delay in valve's closing for every solenoid valve assigned for every cylinder is detected by the valve closing-time delay detecting means, and in order to make this time delay in valve's closing uniform, the time delay in valve's closing is made to be smaller by raising the voltage for the driving pulse by a specific value or by making the duty ratio larger when the time delay in valve's closing is larger than a specific level, while the time delay in valve's closing is made to be larger by lowering the voltage for the driving pulse by a specific value or by making the duty ratio smaller when the time delay in valve's closing is smaller than a specific level; therefore, the time delay in valve's closing becomes uniform for every solenoid valve assigned for every controlled cylinder. Further, the driving pulse is composed of the driving pulse with a large duty ratio in the forced time length, and of the driving pulse with a small duty ratio in the limited time length, and the solenoid valve is driven by this driving pulse; therefore, the solenoid valve's responsiveness is improved by the forced time length of large duty ratio. and, simultaneously the seating time point in the current waveform detected by the current waveform detecting means can be made to be more visible by the limited time length of small duty ratio. The detection of the seating, thus, can be done easily with the seating detection means. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 shows a sectional view of the general structure of a fuel-injection device. Fig. 2 is a functional diagram illustrating the general control mechanism of the fuel-injection device of Fig. 1 Fig. 3 shows a circuit diagram of a driving circuit for the fuel-injection device. Fig. 4 shows a time chart of the driving circuit of Fig. 3. Fig. 5 shows a time chart illustrating the actual driving pulse, the voltage equivalent to current, and the motion of a valve of the fuel-injection device. Fig. 6 shows a circuit diagram of another driving circuit for the fuel-injection device. Fig. 7 shows a time chart of the driving circuit of Fig. 6. Fig. 8 shows a functional diagram illustrating of a control unit for the fuel-injection device. Fig. 9 is a circuit diagram illustrating a driving pulse forming unit of the control unit of Fig. 8. Fig. 10 shows a time chart of the driving pulse forming unit. Fig.11 shows an electrical circuit diagram to drive the solenoid by the output from the driving pulse correcting unit. Fig. 12 shows a flowchart for the processes carried out in the driving pulse correction unit. Fig. 13a is a characteristic diagram showing the supplied voltage and characteristics of the limited time length, and Fig. 13b the supplied voltage and characteristics of the driving pulse's duty ratio in the limited time length. Fig. 14a shows a time chart for the driving pulse at the time of rated voltage, and Fig. 14b when the voltage is lower than the rated voltage. Fig. 15a shows a time chart for the driving voltage at the time of rated voltage, Fig. 15b a time chart when the voltage is lower than the rated voltage, and Fig. 15c shows a time chart for the driving current. Fig. 16 shows a functional diagram illustrating a second embodiment of a control unit for the fuel-injection device. Fig. 17 is an electrical circuit diagram showing a driving circuit of the control unit of Fig. 16 and one example of the circuit leading to each solenoid. Fig. 18 is a flowchart showing the control of a driving pulse correction unit of the control unit of Fig. 16. Fig. 19a is a characteristic mapping graph showing the relationship between the electrical source voltage and the forced time length in each cylinder, and Fig. 19b is that showing the relationship between the electrical source voltage and the duty ratio in the limited time length. Fig. 20 is a time chart for the driving pulse in the first cylinder (a) and the nth cylinder (b) when the forced time length and the duty ratio of the driving pulse in the limited time length are corrected. Fig. 21 is a characteristic mapping graph showing the relationship between the electrical source voltage and the driving voltage and the driving voltage in each cylinder. Fig. 22 is a time chart for the driving pulse charged in the first cylinder (a) and the nth cylinder (b) when the driving voltage is corrected. Fig. 23 is a characteristic mapping graph showing the relationship between the electrical source voltage and the duty ratio in each cylinder. Fig. 24 is a time chart for the driving pulse charged in the first cylinder (a) and the nth cylinder (b) when the duty ratio is corrected. Fig. 25 is a functional diagram illustrating the control unit of the fuel-injection device in a preferred embodiment of the present invention. Fig. 26 is a flowchart for the driving pulse correction unit in preferred embodiment of the present invention. Fig. 27 is a time chart for the case when the driving pulse is set higher in the driving pulse correction unit. Fig. 28 is a time chart for the case when the driving pulse is set lower in the driving pulse correction unit. Fig. 29 is a time chart showing the driving pulses in prior art. DETAILED DESCRIPTION The following explanation is given on preferred embodiments with reference to the drawings, wherein Fig. 1 to 24, and 29 show subject matter used for explanatory purpose only. Fig. 1, the fuel-injection device has a unit injector type fuel-injection pump 1, for example, a fuel-injection pump that supplies fuel by injection to each cylinder of a diesel engine, and on the base of a plunger barrel 2 of this injection pump 1, a cylinder 3, in which a plunger 4 is slidably inserted, is formed. On the plunger barrel 2, a spring receptacle is formed, and between the spring receptacle of plunger barrel 2 and tappet 5 connected with plunger 4, spring 6 is included, by which plunger 4 is constantly pushed away from plunger barrel 2 (direction indicated by an arrow A in the figure). Tappet 5 is contacted with a cam formed on a driving shaft not shown in the figure, and the driving shaft rotates, while being connected to the engine, reciprocates plunger 4 in cooperation with the aforementioned spring 6 in cylinder 3. By this reciprocating motion of plunger 4, compressor 15 takes in the fuel and compresses it as well. On the edge of plunger barrel 2, holder 7 is mounted, with screwing holder nuts 8, to secure holder 7 on the circumference of plunger barrel 2, and on this holder 7, nozzle 10 is mounted via spacer 9; these spacer 9 and nozzle 10 are secured to the end of holder 7 with retaining nut 11 fastened to their exterior surfaces and screwed to the circumference of the end of holder 7. On holder 7, spring case 12 is formed, and by nozzle spring 13 accommodated in spring case 12, a needle valve of the nozzle, not shown in the figure, is pushed toward the tip of the nozzle (direction shown by B arrow in the figure). The structure of the nozzle is a well- known one, and its needle valve is opened when a high-pressure fuel is supplied via high-pressure passage 14 mentioned below, so that the fuel is injected from injection hole made in the tip of the nozzle. High-pressure passage 14 consists of passage 16 formed inside plunger barrel 2, with its one end opened into compressor 15, passage 17 formed in holder and leading to passage 16, passage 18 formed in spacer 9 and leading to passage 17, and of a passage (not shown in the figure) formed in nozzle 10 and leading to passage 18. On one side of plunger barrel 2, valve housing 21 in which solenoid valve 20, mentioned later, is installed is integrally installed and extended, and on the plunger barrel and on valve housing 21, fuel-supplying passage 34 to supply the fuel to the aforementioned compressor 15 is installed. This fuel-supplying passage 34 consists of: first fuel-supplying passage 34a, to which the fuel is supplied from fuel-intake 35 formed on the side of plunger barrel 2; loop-shaped channel 34b connected to this first fuel-supplying passage 34a and formed on one part of cylinder 3 on which plunger 4 is constantly sliding; second fuel-supplying passage 34c connected to this loop-shaped channel 34b and leading to valve case 27 of solenoid valve 20; third fuel-supplying passage 34d, one end of which is connected to loop-shaped groove 39 made around rod 22 so as to lead to valve case 27 via the valve, and other end of which is connected to the aforementioned compressor 15. The supply of the fuel to compressor 15 is adjusted by solenoid valve 20, and rod 22 of this solenoid valve 20 is slidably inserted in sliding hole 38 made in valve housing 21. On valve housing 21, valve seat 24 formed on the tip of rod 22 and contacted with poppet valve 23 is mounted, and header 25 is screwed to valve housing 21 to cover valve 23. On the plane where header 25 and valve housing 21 contact with each other, valve case 27 is formed surrounded by header 25 and valve housing 21, and on this valve case 27, stopper 26 of the valve is secured on the side of header 25 so as to face valve 23. Rod 22 is inserted through holder 28 that is screwed to the opposite side of header 25 of valve housing 21, and is connected to armature 31 positioned between the holder 28 and solenoid barrel 30 fastened to holder 28 with holder nut 29. This armature 31 is facing solenoid 32 held in solenoid barrel 30. In the aforementioned holder 28, spring 33 constantly pushing valve 23 away from valve seat 24 is accommodated; valve 23 normally stays apart from valve seat 24, and the valve 23 is driven to be brought into contact with valve seat 24 when armature 31 is attracted to solenoid 32 by the current conduction to solenoid 32. The diameter of rod 22 is slightly smaller in front of valve 23, and loop-shaped groove 39 having a large diameter than that is formed to face the portion of the rod with a smaller diameter in loop-shaped groove 39. To this loop-shaped 39 is connected to the aforementioned fuel-supplying passage 34d. To the aforementioned valve case 27, as mentioned earlier, second fuel-supplying passage 34c is connected, and the fuel is constantly supplied to fill valve case 27 via fuel-supplying passage 34c. Therefore, when valve 23 is moved away from valve seat 24, and plunger 4 is taking the fuel in, the fuel filled in valve case 27 reaches loop-shaped groove 39 through the space between rod 22 and sliding hole 38, and is supplied from this loop-shaped groove 39 to compressor 15 via third fuel-supplying passage 34d. The fuel supplying-pressure at this time is approximately 5 kg/cm 2 . When solenoid is conducted, in other words, at the time point when valve 23 is seated on valve seat 24, fuel-supply passage 34 is shut off by solenoid valve 20, and the fuel which has been already supplied to compressor 15 is compressed, by the compressing process of the aforementioned plunger 4, to be supplied to nozzle 10 via high-pressure passage 14. This pressure transport of the fuel is completed when the conduction to solenoid 32 is stopped, a part of the high-pressure fuel on the high-pressure side (high-pressure passage 14, compressor 15, and third fuel-supplying passage 34d) is returned to valve case 27 upon valve 23's moving away from valve seat 24, and the fuel-pressure in the compressor is reduced. The conduction to the aforementioned solenoid 32 is controlled by control unit 40, as shown in Fig. 2. Control unit 40 consists of an A/D converter not shown in the figure, multiplexer, microcomputer, driving circuit 200 mentioned below, and of seating detection circuit 300, and in this control unit 40, each signals are input from each of acceleration level detecting unit 141 to detect the level of pushing the acceleration pedal (acceleration level), engine rotation detecting unit 142, reference pulse generating unit 143 which is attached to the driving shaft and generates pulses every time the driving shaft reaches the reference angle position, and from needle valve lift sensor 144 to detect the time point of the needle valve's lifting. Fig. 2 shows, for convenience, a functional diagram for the processes carried out in the aforementioned control unit 40. The processes carried out in control unit 40 are explained below with reference to this diagram. The output signals from acceleration level detecting unit 141 and engine rotation detecting unit 142 are input in the desired injection level computation unit 46, and based on these input signals, the most desirable injection level suitable for the then driving conditions of the engine is computed from the map data and is put out as the desired injection level signals. Cam angle converter 47 inputs the aforementioned desired injection signals, computes, based on the specific map data, the cam angle necessary to obtain the aforementioned most desirable injection level, according to the engine rotation number, and puts out the result as cam angle signals. Valve-closed time length computation unit 48, receiving the aforementioned cam angle signals, converts the cam angle signals to the time necessary for the cam to rotate by the cam angle computed at cam angle conversion unit 47. In other words, at this unit, the necessary time length (the valve-closed time length) T q , from the time point when solenoid valve closes and the injection begins until the time point when the desired injection amount has been injected, is computed. The valve-closed time length T q computed at this unit does not include the time delay T v that is the time length during which valve 23 remaining apart from valve seat 24 begins to move and completely is seated on valve seat 24. Therefore, the driving pulse width T d which is actually necessary to drive solenoid valve 20 consists of the sum of T q and T v ( T d = T q + T v ). Pulse generation control unit 49 adds the valve-closed time length T q computed at the aforementioned valve-closed time length computation unit 48 to the time delay T v computed at time delay computation unit 50, and determines the time to put out the driving pulse D p having the driving pulse width T d determined by the sum of T q and T v , to driving circuit 200; more specifically, it determines the most adequate timing to start the fuel-injection, on the bases of the reference signals generated from reference pulse generating unit 143, the injection timing signals generated from needle valve lift sensor 144, and the rotation signals generated from rotation detecting unit 142. Driving circuit 200 consists of high-frequency generation device 210, one-shot-pulse generation device 220, AND circuit 230, OR circuit 240, and electric field effect type transistor (FET) 250, as specifically shown in Fig. 3, and the driving pulse D p (shown in Fig. 4 (A)) generated from the aforementioned pulse generation control unit 49 is input in the aforementioned one-shot- pulse generation device 220, and in one of the input terminals of AND circuit 230. One-shot-pulse generation device 220 generates pulse P o having a large duty ratio (100 % in this case), shown by the specific time length (t 1 - t 2 ) from the time point when the driving pulse D p rises, as shown in Fig. 4 (B). This specific time length is preliminarily defined on the bases of the experiments. In AND circuit 230, high-frequency waves H p are input as well as the aforementioned driving pulse D p , as shown in Fig. 4 (C) from high-frequency wave generation device 210, and thereby AND circuit 230 puts out pulse L o which becomes high-frequency waves only for the time length t 1 - t 3 , as shown in Fig. 4 (D). The pulse Po put out from the aforementioned one-shot-pulse generation device 220 and the pulse L o put out from AND circuit 230 are input in OR circuit 240, and thereby, as shown in Fig. 4 (E), the actual driving pulse D r having a large duty ratio in the time length t 1 - t 2 (forced time length) and a small duty ratio in the time length t 2 - t 3 (limited time length) is put out from OR circuit 240. This actual driving pulse D r is input in the gate of FET 250 via resistor R, and by this actual driving pulse D r , the drain and the source in FET 250 are conducted to each other to supply the current to solenoid 32 and to drive valve 23 in direction of closing. Accordingly, since the actual driving pulse is composed of the driving pulse having a large duty ratio in the forced time length and of the driving pulse having a small duty ratio in the limited time length, the motion of valve 23 can be accelerated by the pulse having a large duty ratio in the beginning of solenoid valve 20's driving when greater driving force is needed, and during the subsequent time period after the beginning of the valve's driving when the valve's closing needs to be detected, the actual voltage can be lowered by the pulse having a small duty ratio so as to make a changing point of the current (an inflection point in the current) more visible at the time of valve 23's seating. Seating detection device 300 detects the valve 23's seating by detecting the curving point of the current generated when valve 23 seats in valve seat 24, and it consists of the resistor R d , connected in series to solenoid 32, current detecting circuit 310 to detect the current by detecting the voltage on both sides of this resistor, comparator 320 to compare the voltage V i corresponding to this detected current with the threshold voltage V p , and invertor 330. When the actual driving pulse D r is charged in this seating detection device 300, the current flowing in solenoid 32 flows through the resistor R d , and is detected at current detecting circuit 310, where the current is converted to the voltage value V i corresponding to the current value to be input in the noninverting terminal of comparator 320. This voltage value V i gradually rises during the time forced length (t 1 - t 2 ), and gradually declines during the limited time length (t 2 - t 3 ) until the seating time point (t 4 ), being followed by the gradual increase that continues from the time point at which the seating begins until its completion (t 3 ), as shown in Fig. 5 (F). The solenoid valve's seating time point can be, thus, detected from the characteristic that the current inflection point is formed at the time when solenoid valve 20 is seated. In other words, in the inverting terminal of the aforementioned comparator 320, the threshold voltage V p having a specific level of voltage is input, and from this comparator 320, the seating signals are supplied to the time delay computation unit 50 and pulse generation control unit 49, since the output becomes L at the time point (t 4 ) when the aforementioned voltage value V i becomes lower than the threshold voltage V p , and the output of invertor 330 becomes H. The minimal point (inflection point) caused by the valve 23's seating is judged from the voltage, but the current inflection point for the seating may be judged by the differentiating signal by installing a differentiating circuit. As to the computation of the time delay in valve's closing T v , derived from the motion of the valve, and computed in the time delay computation unit 50, its timing begins, as soon as the driving pulse is input in the time delay computation unit 50, at the point when the Dp rises, and ends at the point when the seating signal put out from seating detection circuit 300 is input. The time length of valve 23's being pushed away from valve seat 24, that is shown by t 3 - t 5 in Fig. 5, is defined by the pushing force of spring 33. Other example of an embodiment is explained below with reference to Fig. 6. The same components as shown in the aforementioned example are identified by the same number. The driving circuit 200 of this example consists of high- frequency generation device 210, two AND circuits 260, 290, OR circuit 295, resistor R, FET 250, comparator 270, and of invertor 280. With this driving circuit 200, the driving pulse D p (Fig. 7 (G)) put out from the aforementioned pulse generation control unit 49 is input in one end of AND circuit 260. In the other end of this AND circuit 260, signal P i shown in Fig. 7 (I) is input via invertor 280. This signal P i is formed at holding circuit 275, where driving pulse D p put out from pulse generation control unit 49 is input, as well as the signal P i ' that is put out from comparator 270 when the voltage V i (Fig. 7 (H)) corresponding to the current flowing in solenoid 32 put out from current detecting circuit 310 in seating detection circuit 300 becomes higher than the voltage V r . This holding circuit 275, once the signal P i ' is input, defines its output signal, at this point, as H i , and forms the signal P i by retaining this condition until the completion time of the driving pulse D p . Thereby, the output signal V L (Fig. 7 (L)) of AND circuit 260 forms a rectangular waveform having a duty ratio 100% for the time length t 1 - t 2 , and is input in one end of OR circuit 295. In the other end of OR circuit 295, high-frequency signal P k (Fig. 7 (k)) that becomes high-frequency waves only for the limited time length (t 2 - t 3 ) that is formed when high-frequency waves H p (Fig. 7 (J)) put out from the aforementioned high-frequency wave generation device and the aforementioned signal P i are input in AND circuit 290. Thus, the same actual driving pulse D r as in the aforementioned example can be obtained from the output of OR circuit 295. In this driving circuit 200, unlike the aforementioned example, wherein the driving circuit's forced time length was defined as a specific time length from the result of the experiments, a specific consideration for defining the forced time length is not necessary, since the forced time length ends when the current reaches a specific value or higher. As explained above, the forced time length wherein the duty ratio of the driving pulse supplied to the solenoid is large and the limited time length wherein the duty ratio is small are established; therefore, the responsiveness of the solenoid valve can be improved to be faster by the driving pulse having the large duty ratio during the forced time length, and the detection of the solenoid valve's seating can be performed definitely by the driving pulse having the small duty ratio during the limited time length. The following explanation is given on an example of the control of the solenoid valve to secure the responsiveness of the solenoid valve, by correcting the driving pulse according to the changes in supplied voltage. Of the hardware structure of Fig. 1 explained above, control unit 40 to control solenoid valve 20 is shown in Fig. 8. Control unit 40 consists of an A/D converter, multiplexer, microcomputer, driving circuit 400, which are not shown in the figure; in the control unit, signals are input from each of acceleration level detection unit 141 to detect the pushing level of the acceleration (acceleration level), rotation detecting unit 142 to detect the engine rotation condition, reference pulse generating unit 143 that is attached to the driving shaft and generates the pulse every time the driving shaft reaches the reference angle position, needle valve lift sensor 144 to detect the time point of needle valve's lifting, current detecting circuit 146 to detect the value of the current flowing in solenoid valve 20 and to put out the corresponding signal, and of battery voltage detecting unit 145 to detect electrical source voltage (battery voltage) supplied to the solenoid valve. In Fig. 8, the processes carried out in the aforementioned control unit 40 is shown for convenience by a functional diagram. The following explanation is given on the components which are not shown in the functional diagram in Fig. 2. The desired injection level computation unit 46, cam angle conversion unit 47, valve- closed time length computation unit 48, pulse generation control unit 49, and time delay computation unit 50 are already shown in Fig. 2, so the explanation is omitted here. Driving circuit 400 consists of driving pulse forming unit 410 and driving pulse correcting unit 420. Driving pulse forming unit 410 consists of high-frequency wave generating unit 411, one-shot- pulse generating unit 412, AND circuit 413, and of OR circuit 414, as shown in Fig. 9. The driving pulse D p (Fig. 5 (b)) generated from the aforementioned pulse generation control unit 49 is input in the aforementioned one-shot-pulse generating unit 412 and in one of the input terminals of AND circuit 413. One-shot-pulse generating unit 412 generates the pulse Po having a large duty ratio (100% in this case) shown by a specific time length (t 1 - t 2 ) beginning from the rising time of this driving pulse, as shown in Fig. 10 (d). This specific time length is preliminarily determined based on the result of the experiments. In other input terminal of AND circuit 413, the high-frequency high-frequency waves H p shown in Fig. 10 (a) are input from generating unit 411, and thereby AND circuit 413 puts out the pulse L o which forms high-frequency waves only during the time length t 1 - t 3 . Pulse P o put out from the aforementioned one-shot-pulse unit 412 and the pulse L o put out from AND circuit 413 are input in OR circuit 414, and thereby from OR circuit 414, the driving pulse D r containing the pulse with a large duty ratio during the time length t 1 - t 2 (the forced time length T p ) and the pulse with a small duty ratio during the time length t 2 - t 3 (the limited time length T L ) are put out, as shown in Fig. 10 (e). Accordingly, the time delay in valve's closing can be shortened, and simultaneously the driving pulse D r most suitable for detecting the valve's closing time is formed. This driving pulse D r is, according to the process in the flowchart of Fig. 12, corrected to the driving pulse D r ' in driving pulse correcting unit 420, for example, having the structure shown in Fig. 11. This control begins at step 500, and in step 510, the voltage on both sides of the resistor R 1 installed between the electrical source line of Fig. 11 and the ground is converted into signals by battery voltage detecting unit 145, and is input as the supplied voltage (battery voltage) V B . In addition, in step 520, the aforementioned driving pulse D r is input. In step 530, the forced time length T p is computed from the aforementioned voltage V B , according to the characteristic map shown in Fig. 13 (a). With this characteristic, the forced time length becomes longer from T p1 to T p2 , when the battery voltage V B is dropped from the rated voltage V B1 to voltage V B2 , as shown in Fig. 13 (a). Since the forced time length T L2 is the value obtained by subtracting the aforementioned forced time length T p2 from the driving time length T d , it becomes shorter by the same length as the extended length of the forced time length. In step 540, the duty ratio D is computed from the aforementioned battery voltage V B , according to the characteristic map in Fig. 13 (b). With this characteristic, the duty ratio increases from D 1 to D 2 when battery V B is dropped from the rated voltage V B1 to voltage V B2 . In step 550, the driving pulse is corrected, on the bases of the processes in the aforementioned steps 530, 540, and the corrected driving pulse D r ' is formed. More specifically, if a difference between the forced time length T p and the driving pulse D r computed in step 530 is larger than a specific value, in order to adjust this difference, the difference between the forced time length T p computed in step 530 and the forced time length T p of the driving pulse D r is added to the forced time length T p of the driving pulse D r , or the forced time length T p of the driving time pulse is replaced with the forced time length T p computed in step 530 to make the correction. If a difference between the duty ratio computed in step 540 and the duty ratio of the driving pulse D r is larger than a specific value, in order to adjust this difference, the difference between the duty ratio D computed in step 540 and the duty ratio of the driving pulse D r is added to the duty ratio of the driving pulse D r , or the duty ratio of the driving pulse D r is replaced with the duty ratio D computed in step 540 to make the correction. As to the method of correcting the driving pulse, it is possible to directly form the corrected driving pulse by inputting the output D p of pulse generating controlling unit 49 in driving pulse correction unit 420, without installing driving pulse forming unit 410, and by computing the forced time length T D and the duty ratio D from the characteristic map in Fig. 13, on the bases of the battery voltage V B , as shown by the dotted line in Fig. 8. This driving pulse D r ' is, in Step 560, put out from the gate terminal of the field effect transistor (FET) 52 shown in Fig. 11. Once this driving pulse D r ' is input in the gate terminal of FET 52, the source and the drain in FET 52 become conductive, and therefore the current flows to solenoid 32, driving valve 23 in direction of closing. Accordingly, since the driving pulse D r ' at the time of rated voltage V R1 shown in Fig. 14(a) is composed of the driving pulse having the large duty ratio during the forced time length T P1 and of the driving pulse having the duty ratio D 1 during the limited time length T L1 , the driving voltage V d changes to the level shown in Fig. 15(a); therefore, in the beginning driving period of solenoid 20 when greater driving force is needed, valve 23's motion can be accelerated by the pulses having a large duty ratio, while in the subsequent driving period when the valve's closing time needs to be detected, the changing point of the current (current inflection point) at the time of valve 23's seating on valve seat 24 (t 4 ) can made to be clearly visible by reducing the actual voltage with the pulses having a small duty ratio. The current I r at this time is shown by the dotted line in Fig. 15 (c). If the battery voltage V B is dropped due to a drop of the battery capacity and declines to the voltage V B2 lower than voltage V B1 , as shown in Fig. 14 (b), the driving voltage V d ' will be the one shown in Fig. 15 (b), since the driving pulse D r ' has the forced time length T p2 for the driving pulse with a large duty ratio, corrected by the battery voltage V B2 in the longer time length than the limited time length of the aforementioned rated voltage, and has the limited time length T L2 for the driving pulse with the duty ratio D 2 larger than the aforementioned duty ratio D 1 . Thereby, the voltage drop is compensated, and the driving force of the solenoid is secured; simultaneously the current I r ' will be as that shown in Fig. 15 (c) and the longer seating time length which could be caused by the drop in the battery voltage V B can be prevented, because of the larger duty ratio for the limited time length. The current detecting circuit 146 detects the current flowing in solenoid 32 through driving circuit 400, by detecting the voltage on both sides of resistor R 2 connected, in series, to solenoid 32, and puts out the signal corresponding to this current value; this signal is sent to seating detection unit 51 inside control unit 40. This seating detecting unit 51 detects the seating time (T 4 ) by catching the inflection point of the current waveform, as shown in Fig. 15 (c), and puts out the signals to the aforementioned time delay computation unit 50 and pulse generation control unit 49. In this example the case when the supplied voltage is dropped was explained. However, in the case when the supplied voltage is raised, the forced time length and the duty ratio of the driving pulse can be adjusted using the characteristic map. More specifically, when the supplied voltage is raised, the forced time length can be set short, and the duty ratio of the driving pulse for the forced time length can be set small in order to eliminate the inconveniences caused by the rise in the supplied voltage (difficulty in detecting the seating time point). As explained above, the forced time length to shorten the solenoid valve's response time of the driving pulse supplied to the solenoid, and the duty ratio of the driving pulse in the limited time length that makes the detection of the solenoid's valve' seating time easy, are corrected by the detected value of the electrical source voltage (battery voltage), therefore, the changes in the seating time caused by a drop or rise in the electrical source voltage can be prevented, and the responsiveness of stable injection can be secured against the changes in the supplied voltage. The following explanation is given on the example of a control, wherein the driving pulse supplied to every solenoid is corrected, taking the voltage drop in the wire harness into account, and the non-uniform responsiveness of every solenoid is prevented. Of the hardware structure of Fig. 1, control unit 40 to control solenoid valve 20 is shown in Fig. 16. Control unit 40 consists of an A/D converter, multiplexer, microcomputer, which are not shown in the figure, and in the control unit 40, signals are input from each of acceleration level detecting unit 141, rotation detecting unit 142 to detect the rotation condition of engine, reference pulse generating unit 143 that is attached to the driving shaft and generates pulses every time the driving shaft reaches the reference angle position, needle valve lift sensor 144 to detect the lifting time of the needle valve, electrical voltage detecting unit 145 to detect the electrical voltage (battery voltage), and from controlled cylinder detecting unit 147 to detect the cylinders (controlled cylinders) that are controlled. In Fig. 16, the processes carried out in the aforementioned control unit 40 are, for convenience, shown in a functional diagram. The explanation is given below on the components which are not shown in the functional diagram of Fig. 8. In other words, the desired injection level computation unit 46, cam angle conversion unit 47, valve-closed time length computation unit 48, pulse generation control unit 49, time delay computation unit 50, and seating detection unit 51 are the same as shown in Fig. 8, therefore, are not explained. The driving pulse D p formed in pulse generation control unit 49 is sent to driving pulse forming unit 410, where the reference driving pulse D r is formed based on this driving pulse D p . Driving pulse forming unit 410 is, for example, similar to that shown in Fig. 9. As shown in Fig. 10 (e), the driving pulse D r composed of the driving pulse, having a large duty ratio (100% in this case) for the time length (forced time length T p ), and of the driving pulse having a small duty ratio for the time length (limited time length T L ), is formed in this unit. As explained above, this driving pulse D r is formed to shorten the time delay in valve's seating by the driving pulse of the forced time length, and to make the detection of the solenoid valve's seating time point easier by the driving pulse of the limited time length. This driving pulse D r is, as shown in Fig. 17, corrected by driving pulse correction unit 53 mentioned below, according to a specific program, and sent to driving circuit 54. This driving circuit 54 consists of field-effect resistors FET 1 , FET 2 , ..., FET n that are connected, via wire harnesses 56 1 , 56 2 , ..., 56 n , to solenoids 32 1 , 32 2 , ..., 32 n of solenoid valves 20 1 , 20 2 ,..., 20 n assigned for every solenoid respectively, and of resistors R 1 , R 2 , ..., R n to detect the current flowing in these field-effect transistors FET 1 , FET 2 , ..., FET n , and the driving pulses D r1 , D r2 , ..., D rn , corrected by driving pulse correcting unit 53, are charged in the gates of FET 1 , FET 2 , ..., FET n respectively to make each circuit conductive. By the voltage on both ends of the aforementioned resistors R 1 , R 2 , ..., R n , the current flowing in each resistor R 1 , R 2 , ..., R n is detected, and from this current value, seating detection unit 51 detects the minimal value of the current value required for the solenoid valve to be seated to detect the solenoid valve's seating time. The correction of the driving pulse D r made in the driving pulse correcting unit 53 is shown in a flowchart in Fig. 18, which is explained below. In the correction of the driving pulse started in step 600, the information on which cylinder is to be controlled this time, out of the cylinders detected by the aforementioned controlled cylinder detecting unit 147, is input (the k-th cylinder), and the value α of the electrical source voltage (battery voltage) V B is input in step 620, which is followed by step 630 to input the driving pulse D r . In step 640, the forced time length T p is computed from the electrical source voltage V B , based on the characteristics of the k-th cylinder, according to the map prepared in Fig. 19 (a). More specifically, if the controlled cylinder is the first cylinder, the forced time length T p1 is obtained from the value α of electrical source voltage V B , based on the characteristic indicated by k = 1. If the controlled cylinder is the second cylinder, the forced time length T p2 is obtained likewise, and if it is the n-th cylinder, the forced time length T pn is obtained. Accordingly, the farther the cylinder's position is to driving circuit 54, the longer its forced time length is. In step 650, the duty ratio of the driving pulse in the limited time length T L is computed from the electrical source voltage V B , based on the characteristic of the k-th cylinder, according to the map in Fig. 19 (b). More specifically, if the controlled cylinder is the first cylinder, duty ratio D 1 is obtained from the value of the electrical source voltage V B , based on the characteristic indicated by k = 1. If the controlled cylinder is the second cylinder, the duty ratio D 2 is obtained, likewise, and in the case of the n-th cylinder, the duty ratio D n is obtained. Accordingly, the farther the cylinder's position is to driving circuit 54, the larger its duty ratio is. The steps 640, 650 surrounded by the broken line in Fig. 18 will function as driving pulse correction computation step 680. In step 660, the driving pulse D r is corrected, on the bases of the force time length T p , which are T p1 , T p2 , ..., T pn , computed in the aforementioned step 640, of the limited time length T L determined by the forced time length T p and by the driving pulse width T d , and of the duty ratio D 1 , D 2 , ..., D n in the limited time length, computed in the aforementioned step 650. More specifically, if the controlled cylinder is the first cylinder nearest to driving circuit 54, the driving pulse D r has the forced time length T p1 and the limited time length T L1 , as shown in Fig. 20 (a), and is corrected to driving pulse D r1 , the duty ratio of which is D 1 in the limited time length. If the controlled cylinder is the nth cylinder farthest to driving circuit 54, the driving pulse D r has the forced time length T pn and the limited time length T Ln , and is corrected to the driving pulse D rn , the duty ratio of which is D n , as shown in Fig. 20 (b). There are various processes to correct the driving pulse, on the bases of forced time length T p computed in step 640, and of the duty ratio in the limited time length computed in step 650. However, if a difference between the forced time length computed in the aforementioned step 640 and the forced time length of the pulse D r exceeds a specific value, in order to adjust the difference, the difference between the forced time length computed in step 640 and the forced time length of the driving pulse D r is added to the forced time length of the driving pulse D r , or the forced time length of the driving pulse D r is replaced with the forced time length computed in step 640 to make the correction. If a difference between the duty ratio computed in step 650 and the duty ratio of the driving pulse D r exceeds a specific value, in order to adjust the difference, the difference of the duty ratio computed in step 650 and of the duty ratio of the driving pulse D r is added to the duty ratio of the duty pulse D r , or the duty ratio of the driving pulse D r is replaced with the duty ratio D computed in step 650. As to the method of correcting the driving pulse, the output D p of pulse generation control unit 49 may be input directly in driving pulse correcting unit 53 without installing the driving pulse forming unit 410, as shown by the dotted line in Fig. 16, and the corrected driving pulse may be directly formed, by computing the forced time length and the duty ratio for every cylinder from the characteristic map in Fig. 19. The corrected driving pulses D r1 , D r2 , ..., D rn are put out from driving circuit 54 in step 670. The driving voltage charged in each solenoid valve 20 1 , 20 2 , ..., 20 n , after the voltage is dropped in each of the wire harnesses 56 1 , 56 2 , ..., 56 n , becomes uniform when charged in each solenoid 32 1 , 32 2 , ..., 32 n of the respective solenoid valve 20 1 , 20 2 , 20 n . Therefore, the driving current flowing each of solenoids 32 1 , 32 2 , ...32 n is uniform, making the responsiveness of each of solenoid valves 20 1 , 20 2 , ...20 n uniform. In the aforementioned example of the preferred embodiment, the correction of the driving pulse having the forced time length and the limited time length was explained; however, when the aforementioned pulse Dr is charged directly in driving circuit 54, the driving voltage is computed, as shown by the broken line in Fig. 16, and as shown by the broken line in Fig. 18 for step 680. More specifically, the driving voltage is computed from the value α of electrical source voltage V B , based on the characteristic of the k-th cylinder shown in Fig. 21. For example, in the case of the first cylinder, the driving voltage V d1 is computed from the characteristic k = 1; in the case of the second cylinder, the driving voltage V d2 is computed from the characteristic of k = 2; in the case of the n-th cylinder, the driving voltage Vdn is computed; the driving voltage grows larger in this order from the first to n-th cylinder. Accordingly, in step 660, the driving pulse Dp is corrected to driving pulse Dp1 of driving voltage Vd1, in the case when the controlled cylinder is the nearest one to driving circuit 54, as shown in Fig. 22 (a), and in the case when the controlled cylinder is the n-th one farthest to the driving circuit 54, the driving pulse D p is corrected to the driving pulse D pn of the driving voltage V dn wherein the driving voltage grows higher for every cylinder, beginning with the first cylinder, as shown in Fig. 22 (b). Therefore, the same effect as explained in the aforementioned example can be obtained. When the aforementioned driving pulse is composed of the pulses having a specific ratio, the duty ratio is computed in step 680. More specifically, the duty ratio of the driving pulse is computed from the value α of the electrical source voltage V B based on the characteristic of the k-th cylinder shown in Fig. 23. For example, in the case of the first cylinder, the duty ratio D 1 is computed from the characteristic of k = 1; in the case of the second cylinder, the duty ratio D 2 of the driving pulse is computed from the characteristic of k = 2; in the case of n-th cylinder, the duty ratio D n of the driving pulse is computed. Accordingly, in step 660, the driving pulse D r is, as shown in Fig. 24 (a), corrected to the driving pulse D r1 with the duty ratio D 1 in the case when the controlled cylinder is the first cylinder that is the nearest to driving pulse 54, and in the case when the controlled cylinder is the n-th cylinder that is farthest to driving circuit 54, the driving pulse D r is, as shown in Fig. 24 (b), corrected to the driving pulse D rn with the duty ratio D n which is set larger than that of the first cylinder, and increases for every cylinder; thereby the same effect as in the aforementioned example of the preferred embodiment can be obtained. As explained above, the capacity of the driving pulse charged in every solenoid valve is corrected, corresponding to the voltage drop in each wire harness between the solenoid valve installed on the fuel-injection pump for each cylinder and the driving circuit to drive the solenoid valve; therefore, the driving voltage in each solenoid can be uniform, and the responsiveness of every solenoid valve can be uniform, which makes it possible to maintain a uniform level of injection pressure and injection amount for the fuel-injection pump. The following explanation is given on the example, wherein the non-uniformity in the time delay in valve's closing, that is unique with every solenoid, is corrected, and the responsiveness of each solenoid is made to be uniform. Of the hardware of Fig. 1, control unit 40 is illustrated in Fig. 25 to show the control of solenoid valve 20. Control unit 40 consists of an A/D converter, multiplexer, and microcomputer, which are not shown in the figure. In this control unit, signals are input from each of acceleration level detecting unit 141 that detects a pushing level of the acceleration pedal (acceleration level), rotation detection unit 142 that detects the engine rotation condition, reference pulse generation unit 143 that is attached to the driving shaft and generates the pulse every time the driving shaft reaches the reference angle position, and from needle valve lift sensor 144 that detects the needle's lifting time. In Fig. 25, the processes carried out in the aforementioned control unit 40 are shown, for convenience, by a functional diagram. The following explanation is given on the components which are not shown in Fig. 2. In other words, the desired injection level computation unit 46, cam angle conversion unit 47, valve-closed time length 48, pulse generation control unit 49, and time delay computation unit 50 are the same as shown in Fig. 2 therefore are not explained again here. The driving pulse D p formed in pulse generation control unit 49 is sent to driving pulse correcting unit 57, mentioned below, and after being processed according to the prescribed program, is sent to driving circuit 58 to control solenoid valve 20. The driving current I d flowing in solenoid 32 due to the driving pulse charged in solenoid 32 of solenoid valve 20, through this driving circuit 58, is sent to actual valve's closing detection unit 59, where the seating time is detected based on the minimal value of the current which is lowered at the time when the solenoid valve 20 seats; the signal that indicates the time point of this seating is sent to the aforementioned pulse generation control unit 49 and time delay computation unit 50, where the time point of the driving pulse D p 's rising and the time delay in valve's closing T v are computed. In driving pulse correction unit 57, the aforementioned driving pulse D p is corrected, according to the flowchart shown in Fig. 26. The following explanation is given on this flowchart. The driving pulse correction control that begins at step 700 is initiated in step 705, by defining the variable k as 1, and in step 710, the cylinder designated by this variable k is turned on; first, the first solenoid valve (SV) is turned on by the driving pulse from driving voltage V d1 . In step 725, it is judged whether the time delay T v1 in closing of the first cylinder's solenoid valve and the desired time delay in valve's closing are equal or not, and if it is not equal (N), in step 730, the amount of the time delay T v1 in closing of the first cylinder's solenoid valve and that of the desired time delay in valve's closing T t are compared ( T v1 < T t ). If the time delay T v1 in closing of the first cylinder's solenoid valve is found smaller (Y) than the desired time delay in valve's closing T t in this comparison (Y), the driving pulse's driving voltage V d1 is reduced by the prescribed value (α) in step 735. If the time delay T v1 in closing of the first cylinder's solenoid valve is found greater (N) than the desired time delay T t in valve's closing in step 730, the driving pulse's driving voltage V d1 is raised by the prescribed value (α). Subsequently, in step 245, 1 is added to the aforementioned variable k (k←k + 1), and in step 750, this number is compared with the designated cylinder number (n). If this number is smaller than the cylinder's number (n), the process goes back to step 710, and the aforementioned process is continued until the number reaches the n cylinder. If the number reaches the n cylinder, the process goes back to step 705, and the process is repeated from the first cylinder. Accordingly, when the driving pulse D p of the driving voltage V dk , shown in Fig. 27 (a), is charged in solenoid 32 of solenoid valve 20 mounted on the designated cylinder (the k-th cylinder), the time delay T vk in closing of this cylinder's solenoid valve (t 1 -t 2 ') is detected, and the width Td of the driving pulse Dp becomes the value (t 1 - t 3 '), which is the sum of the time delay in valve's closing T vk and the valve-closed time T q . Thereby, the preflow becomes the amount Q p ' indicated by the diagonal line in Fig. 27 (c), which is greater than the desired preflow amount, so the value of the driving voltage V dk for the driving pulse D p is corrected by the prescribed value α, as shown in Fig. 27 (d). Fig. 27 (b) shows the driving current Id flowing in solenoid 32 of solenoid valve 20 mounted on the designated cylinder (the k-th cylinder) when the driving pulse shown in Fig. 27 (a) is charged. Fig. 27 (e) shows, likewise, the driving current I d flowing in solenoid valve 32 when the driving pulse shown in Fig. 27 (d) is charged. The time point of the solenoid valve's seating (t 2 , t 2 ') is detected by the minimal value of this current caused by the drastic drop in the current. On the contrary, when the driving pulse D r of the driving voltage V dk , shown in Fig. 28 (a), is charged in solenoid 32 of solenoid valve 20 mounted on the prescribed cylinder (the k-th cylinder), and the detected time delay in valve's closing T vk (t 1 - t 2 '') is resultantly short, the preflow Q p '' decreases, as shown in Fig. 28 (c), and the driving pulse width T d is shortened to t 1 - t 3 ''. In addition, the detection of the minimal value (t 2 '') of the driving current I d that detects the seating, shown in Fig. 28 (b), becomes difficult, so the driving voltage V dk is corrected, by the prescribed value , to the smaller value, as shown in Fig. 28 (d). Accordingly, since the time delay in valve's closing T vk equates with the desired time delay in valve's closing T t , the driving pulse D p having the prescribed pulse width (t 1 - t 3 ) can be obtained as well as the prescribed preflow Q p . In addition, in this example of the preferred embodiment, the explanation was given, on the bases of the method of correcting the driving voltage for the driving pulse; however, with the device to control the solenoid valve by the duty ratio of the driving pulse, the same effect can be obtained by changing the duty ratio of the driving pulse. More specifically, if the time delay in valve's closing is long, the driving pulse will be corrected to make the duty ratio greater, and if the time delay in valve's closing is short, the driving pulse will be corrected to make the duty ratio smaller. As explained above, according to the present invention, the time delay in closing of the solenoid valve installed on every fuel-injection pump for every cylinder is detected, and the voltage for the driving pulse of the solenoid valve or the duty ratio is corrected, according to this detected value; therefore, the time delay in every valve's closing can be uniform, by which the preflow and pulse width can be uniform in every solenoid valve, making the responsiveness of the solenoid valve uniform, and making the injection amount and pressure of the fuel injection pump uniform for every cylinder.

Claims: Fuel-injection device for an engine with several cylinders comprising: several fuel-injection pumps (1), wherein each fuel-injection pump (1) is assigned to one cylinder and has a compressor (15) with a cylinder (3), in which a plunger (4) is slidably inserted, a high-pressure passage (14) guiding fuel from the compressor (15) to a nozzle (10), and a fuel-supplying passage (34) supplying fuel supplied from a fuel-intake (35) to said compressor (15); and several solenoid valves (20), wherein each solenoid valve (20) is installed at some point along the fuel-supplying passage (34) of one fuel-injection pump (1), has a valve (23) to adjust the communication conditions between the compressor side and the fuel-intake side on said fuel-supplying passage (34), and controls the motion of the valve (23) by control signals externally supplied to the solenoid (32) of the solenoid valve (20); further comprising: a means for detecting the respective time delay in valve's closing when the solenoid valves (20) shut off the fuel-supplying passage (34) of the corresponding fuel-injection pump (1); a driving pulse forming means for forming driving pulses, wherein each driving pulse has a pulse width that is determined by the sum of the respective time delay in valve's closing and of the valve-closed time length required for obtaining the desired fuel-injection level and computed at least from an accelerator pedal position and engine rotation number, and a solenoid valve driving means for driving the solenoid valves (20) by the driving pulses put out from the driving pulse forming means, characterized in that the driving voltage or the duty ratio of the driving pulses are corrected, so that each time delay in valve's closing is equal to a desired time delay. Fuel-injection device according to claim 1, characterized in that the driving voltage of a driving pulse is reduced, when the time delay for closing the corresponding valve (23) is shorter than the desired time delay, and raised, when the time delay for closing the corresponding valve (23) is longer than the desired time delay. Fuel-injection device according to claim 2, characterized the desired time delay is an average value of a specific value prescribed for every cylinder of the engine. Fuel-injection device according to claim 2, characterized in that the desired time delay in valve's closing is an average value of the time delay in valve's closing detected from every cylinder of the engine. Fuel-injection device according to claim 1, characterized in that said valve-closed time length is determined by computing a desired injection level based on the position of an acceleration pedal and engine rotation condition, by converting said computed desired injection level to a cam angle necessary to obtain the injection level, and subsequently, by computing the time necessary for the cam to rotate by the cam angle. Fuel-injection device according to claim 1, characterized in that each solenoid valve (20) extendedly installed on the side of one injection pump (1), and inserted by a slidable rod (22) having said valve (23) has a valve housing (21) with a valve seat (24) for said valve (23) to be seated on, a header (25) mounted on said valve housing (21) to cover said valve (23) and to create a space (27) to accommodate said valve (23) between itself and said valve housing (21), the solenoid (32) facing an armature (31) secured to said rod (22) and positioned at the opposite side to said header (25) of said valve housing (21), and a spring (33) constantly pushing said valve (23) away from said valve seat (24), and wherein said fuel-supplying passage (34) is reaching near said valve's accommodating space (27) and said rod (22) that connects to this accommodating space (27) at the time of valve's opening.

Inventors: FUJITA MITSUHIRO, OHISHI TAKASHI, YAJIMA SATOSHI, FUJITA, MITSUHIRO, OHISHI, TAKASHI, YAJIMA, SATOSHI
Applicants: ZEXEL CORP, ZEXEL CORPORATION
Application year: 1993
Main classification: F02D41
IPC codes: F02M57, F02M59, F02D41, F02B3