Patent GB-1475338-A (GB)
Title: Common rail fuel injection system
IPC: F02D7/00
Filed: 1974-10-30
Abstract: 1475338 Fuel injection systems BENDIX CORP 30 Oct 1974 [1 Nov 1973] 46984/74 Heading F1B A fuel system for a multi-cylinder I.C. engine having a crank-shaft, comprising means for pressurizing a fuel to a first predetermined pressure, a plurality of fuel injectors each having a nozzle permitting fuel to pass into a respective cylinder when an actuator valve is in a first position, means for receiving and distributing pressurized fuel to the injectors, each injector further having an actuator, the position of the actuators being governed by control means which include means for pressurizing a fluid to a predetermined pressure and means for applying the pressurized fluid to the actuators in timed relation to the rotation of the engine crankshaft, wherein the applying means include a plurality of fluid-flow control circuits which provide a respective actuator with a first rate of flow of pressurized fluid in a first direction towards the nozzle to close the nozzle and with a second fluidflow rate independent of the first rate in the opposite direction away from the nozzle to allow the nozzle to open and a plurality of electromagnetically controlled valves connected between the fluid pressurizing means and a respective fluidflow control circuit, electrical circuitry being provided to open and close each electromagnetically controlled valve in timed relation to the rotation of the engine crank-shaft, whereby the amount of fuel periodically injected into the cylinders at the beginning and end of the injection is dependent respectively upon the fluid flow-rate to open the nozzle or upon the fluid flow-rate to allow the nozzle to close. A rotary or reciprocating piston engine which operates on petrol or diesel fuel has a crank-shaft 82 which drives a distributer 30, which receives pressurized fuel and supplies it sequentially to injectors 40. Each fuel injector consists of a fuel nozzle, Fig. 15, the valve-member 420 of which is opened by fuel pressure in chamber 427, and an actuator, Fig. 14, including a spring-loaded cup 414 which bears on the end 421 of the valve-member and which forms with the hollow pin 414 a cavity 415 to which a pressurized fluid can be admitted to assist spring 413 in opposing the force exerted by fuel in chamber 427 tending to open valvemember 420. The fluid supplied to cavity 415 may be fuel drawn from pressure line 22, or may be a separate fluid supplied at pressure from an independent source. The fluid passes through a control valve 60 and a flow control unit 100 to the actuator 41. The control valve determines the period of time for which fluid is supplied to actuator 41 and for this purpose receives electrical signals from control circuitry 70, in accordance with the rotation of the crank-shaft. The flow control unit determines the rate of flow of fluid to and from the actuator and thus controls the rate of movement of the valve-member 420 in the opening and closing directions. There is a separate control system 70, 60 and 100 for each nozzle actuator. Fluid distributers, Fig. 8. Each distributer comprises a housing 36 containing a crank-shaftdriven rotor 35. Inlet port 361 communicates through annular groove 353 and passage 351 with axial bore 350 which leads to radial bore 352. As the rotor turns, bore 352 communicates in turn with each of outlet ports 362, there being as many outlet ports as there are injectors. The distributer may comprise an identical arrangement, Fig. 11  (not shown) to supply pressurized fluid to each of the control valves 60. Flow control valves, Fig. 16. Each valve comprises an electromagnet coil 630, connected to control circuitry, an inlet passage 21 for pressurized fluid, a spill passage 61 leading back to the fluid reservoir and an outlet port 102 leading to flow control 100. When the coil is not energized, fluid passes through passage 623 to outlet 102. When the coil is energized, fluid enters spill passage 61 via chamber 613. Flow control, Fig. 7, comprises an input passage 102 and an output passage 101 connected by parallel flow-paths which each contain a non- return valve 111, 121 and a restrictor 112, 122. The rate of flow in each direction can therefore be controlled to provide the required rate of opening and closing of the injector valve.