U.S. patent number 3,796,205 [Application Number 05/256,361] was granted by the patent office on 1974-03-12 for fuel injection apparatus for internal combustion engines.
This patent grant is currently assigned to Robert Bosch GmbH. Invention is credited to Heinz Kuschmierz, Heinz Links.
United States Patent |
3,796,205 |
Links , et al. |
March 12, 1974 |
FUEL INJECTION APPARATUS FOR INTERNAL COMBUSTION ENGINES
Abstract
There is described a pump-and-nozzle assembly which forms part
of a fuel injection apparatus serving an internal combustion engine
and which includes a reciprocating pump piston performing its
injection strokes by virtue of hydraulic pressure intermittently
applied thereto in a servo pressure chamber. Between two injection
strokes the pump work chamber is charged with pressurized fuel
while the pump piston executes its return or charging stroke.
During this period the fuel in the servo pressure chamber is
discharged through a throttle which brakes the motion of the pump
piston during its charging stroke to effect a charging period which
is substantially longer than the injection period. By varying the
switching periods of a solenoid valve which controls the admission
of pressure into the servo pressure chamber, the duration of the
charging strokes and thus the injected fuel quantities may be
altered.
Inventors: |
Links; Heinz (Stuttgart,
DT), Kuschmierz; Heinz (Gerlingen, DT) |
Assignee: |
Robert Bosch GmbH (Stuttgart,
DT)
|
Family
ID: |
5809299 |
Appl.
No.: |
05/256,361 |
Filed: |
May 24, 1972 |
Foreign Application Priority Data
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|
|
|
|
May 28, 1971 [DT] |
|
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2126787 |
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Current U.S.
Class: |
123/446;
123/458 |
Current CPC
Class: |
F02M
59/105 (20130101) |
Current International
Class: |
F02M
59/10 (20060101); F02M 59/00 (20060101); F02m
039/00 (); F02b 003/00 () |
Field of
Search: |
;123/32AE,139E,139AC,139.10,139R |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Goodridge; Laurence M.
Assistant Examiner: Cox; Ronald B.
Attorney, Agent or Firm: Greigg; Edwin E.
Claims
What is claimed is:
1. A fuel injection apparatus serving an internal combustion engine
and having at least one pump-and-nozzle assembly of the type that
includes (a) a hydraulically operated pump piston having two
opposite radial faces of identical area, (b) a pump work chamber
bounded by one of said radial faces of said pump piston, (c) a
servo pressure chamber bounded by the other of said radial faces of
said pump piston, (d) a compression spring disposed in said servo
pressure chamber and exerting a force on said pump piston, (e) a
pressure source externally of said assembly for pressurizing fuel,
(f) first supply conduit means extending from said pressure source
to said pump work chamber, (g) a check valve disposed in said first
supply conduit means to permit a fuel flow from said pressure
source to said pump work chamber, (h) second supply conduit means
extending from said pressure source to said servo pressure chamber,
(i) discharge conduit means extending from said servo pressure
chamber, (j) a control valve for controlling the flow in said
second supply conduit means and in said discharge conduit means for
intermittently causing pressurized fuel to be admitted from said
pressure source into said servo pressure chamber to effect,
together with said compression spring, the delivery strokes of said
pump piston, (k) a throttle member disposed in said discharge
conduit means downstream of said control valve and (1) a
spring-biased fuel injection valve communicating with said pump
work chamber, the improvement comprising
A. means defining a permanently set throttle opening in said
throttle member,
B. a solenoid valve situated immediately adjacent said servo
pressure chamber and constituting said control valve, said solenoid
valve adapted to assume a closed position and an open position,
C. means establishing communication between said servo pressure
chamber and said discharge conduit means through said throttle
member in the closed position of said solenoid valve,
D. means establishing communication between said servo pressure
chamber and said pressure source in the open position of said
solenoid valve and
E. means controlling the periods of closed and open positions of
said solenoid valve for determining the duration of the charging
strokes of said pump piston during which fuel is supplied to said
pump work chamber from said pressure source, said duration
determining the fuel quantity readied for injection in said pump
work chamber.
2. An improvement as defined in claim 1, wherein said throttle
opening of said throttle member is so dimensioned that the duration
of the charging period during which fuel is supplied to said pump
work chamber from said pressure source extends, for the maximum
permissible engine rpm, to the entire period between the terminal
moment of the injection period of one work cycle and the starting
moment of the injection period of the successive work cycle.
3. An improvement as defined in claim 1, wherein the maximum
permissible fuel injection quantity is determined by the maximum
stroke of said pump piston.
4. An improvement as defined in claim 1, wherein said solenoid
valve is an electromagnetically operated, pressure-equalized
3/2-way valve having a sphere as the movable valve member.
5. An improvement as defined in claim 1, including means defining
an additional throttle of permanently set flow passage section,
said additional throttle is disposed in said first supply conduit
means between said check valve and said pressure source.
Description
BACKGROUND OF THE INVENTION
This invention relates to a fuel injection apparatus for internal
combustion engines and is of the type which has at least one
pump-and-piston nozzle assembly including a hydraulically driven
pump piston having two effective radial faces of identical area.
One radial face bounds a pump work chamber, whereas the other
bounds a servo pressure chamber in which there is disposed a
compression spring exerting pressure on the pump piston. For
performing the pressure or delivery stroke, the pump piston is
additionally exposed to a fuel servo pressure generated by a
pressure source. The fuel injection apparatus is further provided
with a supply conduit which extends from the pressure source to the
pump work chamber and which contains a check valve. There is
further provided a control valve by means of which the fuel supply
and fuel discharge (fuel return to the fuel tank) may be controlled
to and from the servo pressure chamber. The fuel injection
apparatus also has a throttle member in the discharge conduit
downstream of the control valve and further includes a spring
biased fuel injection valve.
In a known fuel injection apparatus of the aforenoted type (such as
disclosed, for example, in German Pat. No. 535,494), the control
valve is mechanically driven by a cam shaft and the throttle member
disposed in the discharge conduit may be controlled for varying the
fuel quantities readied for injection. This regulation effects an
alteration of the counterpressure in the servo pressure chamber, so
that the fuel quantity prepared for injection during the charging
period -- which, because of the cam shaft drive, is necessarily
always of identical duration -- is variable as a function of the
throttling effect of the throttle in the discharge conduit. Since
the rotation of the cam shaft is proportionate to the engine rpm,
the charging period controlled by the cam shaft is also
rpm-dependent, whereas the aforenoted throttling effect is not.
Consequently, in case of a rapidly changing engine rpm which often
occurs in vehicle engines, an accurate adaptation to the rpm is
required which is superposed to the arbitrary control of the
throttle member. In view of the fact that to this rpm control there
is added the incalculable hydraulic effect of the long fuel lines
necessitated by the system itself, an accurate regulation to a
predetermined fuel injection quantity is very difficult to achieve
within a wide rpm range.
There is further known a fuel injection apparatus (as disclosed,
for example in U.S. Pat. No. 2,598,528), which is free from the
disadvantages of long fuel lines and in which the control valve is
formed of a solenoid valve which is situated immediately adjacent
the servo pressure chamber. This fuel injection apparatus, however,
is complex and expensive, it operates with an additional servo
piston and further, the solenoid valve controls only the beginning
moment of the injection. In this apparatus the injected fuel
quantity is determined by control edges at the servo piston or the
pump piston.
OBJECT, SUMMARY AND ADVANTAGES OF THE INVENTION
It is an object of the invention to provide an improved fuel
injection apparatus which is of simple and compact structure, which
is economical to manufacture and which ensures the injection of
accurate fuel quantities independently from the rpm.
Briefly stated, according to the invention, the throttle member
inserted in the discharge conduit is provided with a permanently
set throttle bore and further, the control valve is a solenoid
valve which, in a manner known by itself, is arranged immediately
adjacent the servo pressure chamber. In the closed position of the
solenoid valve, during the charging stroke, the servo pressure
chamber is in communication through the throttle member with the
discharge conduit and in the open position of the solenoid valve
the servo pressure chamber is in communication with the pressure
source. The duration of the charging strokes and thus the fuel
injection quantities readied in the pump work chamber may be
altered by means of varying the switching periods of the solenoid
valve.
A fuel injection apparatus as outlined above ensures a rapid and
safe operation with an extremely simple structure without an
additional servo piston. The fuel injection apparatus according to
the invention, has the further advantage that the charging period
which is rpm-independent and which is substantially longer than the
period of injection, makes possible a correspondingly greater
accuracy in the metering of the injection quantities. By means of
the lengthened charging period even very small injection quantities
can be very accurately controlled.
The invention will be better understood as well as further objects
and advantages become more apparent from the ensuing detailed
specification of a preferred, although exemplary embodiment of the
invention taken in conjunction with the drawing.
BRIEF DESCRIPTION OF THE DRAWING
FIG. 1 is a longitudinal sectional view of a pump-and-nozzle
assembly constituting the preferred embodiment shown in cooperation
with symbolically illustrated further components of the fuel
injection apparatus;
FIG. 2 is a longitudinal sectional view of one component of the
pump-and-nozzle assembly shown in FIG. 1 and
FIG. 3 is a diagram illustrating the injection quantities Q.sub.E
as a function of the injection, charging and control periods.
DESCRIPTION OF THE PREFERRED EMBODIMENT
Turning now to FIG. 1, the fuel injection apparatus shown therein
has at least one pump-and-nozzle assembly 10, in the housing 11 of
which there is guided, in a cylinder bore 12, a pump piston 13,
having opposite radial faces 14 and 15 of identical area. One
radial face 14 bounds a pump work chamber 16 while the other radial
face 15 bounds a servo pressure chamber 17. The latter has a
greater inner diameter than the cylinder bore 12 and is closed by a
cap screw 18 which, through an attachment 19 supports one end of a
spring 21 compressed between the attachment 19 and a spring seat
disc 22.
The spring seat disc 22 is supported on a spherical attachment 23
which projects from the frontal face 15 of the pump piston 13 and
thus transmits the force of the compression spring 21 to the pump
piston 13 which, in addition to the aforenoted spring force, is
also affected by a hydraulic pressure prevailing in the servo
pressure chamber 17 and controlled by a solenoid valve 24.
The solenoid valve 24, the internal structure of which is
illustrated in FIG. 2, is disposed in a mounting bore 25 in the
head of the housing 11 immediately adjacent the servo pressure
chamber 17. The solenoid valve 24 is formed as a 3/2-way valve and
closes, in the position shown, the flow of fuel from a supply
channel 26 which extends from a fuel supply bore 27 in a coupling
nipple 28 to the servo pressure chamber 17 and, at the same time,
connects a control conduit 29 coupled to the servo pressure chamber
17 with a discharge bore 31 into which there is inserted a throttle
member 32 having a throttle bore 32a.
The coupling nipple 28 is threadedly engaged in a stepped
transversal bore 33 of the housing 11 and fixedly positions in the
transversal bore 33 a check valve 34 which permits fuel flow only
to the pump work chamber 16. The check valve 34 may, as shown, also
contain a throttle 40, by means of which the supply of the fuel to
the pump work chamber 16 may be additionally affected. The latter
and the check valve 34 are interconnected by means of a bore 35
which extends from a pressure conduit section 36 disposed parallel
to a spring chamber 37 in the lower part of the housing 11. The
pressure conduit section 36 terminates in an annular channel 38
provided in a radial terminal face 39 of the housing 11.
The spring chamber 37 accommodates a closing spring 41 for a fuel
injection nozzle 42. The latter, together with an intermediate
block 43, is tightened by means of a sleeve nut 44 in a known
manner against the terminal face 39 of the housing 11 and is thus
securely clamped thereto. Thp pressure conduit portion 36 continues
as a pressure conduit portion 36a in the intermediate block 43 and
then as a pressure conduit portion 36b in the fuel injection nozzle
42. All three portions together form the pressure conduit 36, 36a,
36b through which the fuel quantity readied in the pump work
chamber 16 and driven by the pump piston 13 may flow to the nozzle
opening 45.
To the coupling nipple 28 there is connected a supply conduit 51
which delivers fuel to the pump-and-nozzle assembly 10 from the
pressure source 52 at the supply pressure p.sub.Z. The pressure
source 52, as well as the accessory components, are in general
known and therefore are shown only symbolically.
The pressure source 52 includes a gear pump 54 which is driven by
the engine 53 and the output pressure of which is maintained by
means of a pressure limiting valve 55 at the desired supply
pressure p.sub.Z which may be, for example, 100 kg/cm.sup.2. In
order to compensate for the pressure fluctuations, the pressure
source 52 is provided with a pressure accumulator 56. The gear pump
54 draws fuel through a suction conduit 57 and a filter 58 from a
fuel tank 59 into which the fuel released by the pressure limiting
valve 55 may return. Further, in the shown position of the solenoid
valve 24, the fuel displaced by the pump piston 13 from the servo
pressure chamber 17 may flow through the return bore 31 and the
throttle 32 through a discharge conduit 61 back into the fuel tank
59. The leakage fuel accumulating in the spring chamber 37 may also
flow back to the fuel tank 59 through the return conduit 61, since
the spring chamber 37 is connected by means of a conduit 62 (shown
in broken lines) with that portion of the bore 25 with which the
return bore 31 communicates.
Additional pump-and-nozzle assemblies (not illustrated) are
connected with the supply conduit 51 through supply conduit
portions 51a, 51b and 51c and with the return conduit 61 through
return conduit portions 61a, 61b and 61c.
The pump piston 13 is shown in its upper dead center position in
which its spring seat disc 22 is in engagement with an abutment 63
forming part of the attachment 19. The length of the abutment 63
determines the maximum stroke H.sub.max of the pump piston 13 and
thus fixes the magnitude of the maximum injection quantity
Q.sub.max. By a proper setting of the stroke H.sub.max, the maximum
injection quantity Q.sub.max may be limited to the admissible full
load injection quantities. Thus, even in case of a defective
control of the fuel injection apparatus, the injected fuel quantity
cannot exceed the full load quantity. This feature is of interest
particularly in diesel engines and is very advantageous, since an
emission of uncombusted exhaust gases resulting from excess fuel
and prohibited in an ever increasing extent by the clean air laws
is effectively prevented.
The solenoid control valve 24 shown in a simplified manner in FIG.
2, is a known, pressure-equalized, 3/2-way valve actuated by an
electromagnet 64 and has a valve housing 65 and a sphere 66 as the
movable valve member. The sphere 66 is adapted to assume a closed
position (shown in FIG. 2) and an open position.
In the closed position the sphere 66 engages a valve seat 67 and
thus blocks the supply of fuel from the pressure source 52 to the
servo pressure chamber 17. At the same time, the servo pressure
chamber 17 is connected through a second, open valve seat 68, the
return bore 31, and throttle member 32 with the return conduit 61.
The electromagnet 64 has an armature 69 which is guided in the
valve housing 65 and which, urged by a spring 71, presses the
sphere 66 against the valve seat 67 when the electromagnet 64 is in
a de-energized condition. To permit the use of a spring 71 of
moderate strength, the solenoid valve 24 is pressure-equalized by
providing a channel 72 which communicates the supply pressure
p.sub.Z prevailing in the supply channel 26 to a chamber 73 which
accommodates the spring 71 and which is located behind the armature
69. The effective surface of the sphere 66 and of the armature 69
exposed to the pressure of fuel are at least substantially
identical, so that the hydraulic forces exerted on the sphere 66 in
the opening and closing directions are also at least substantially
equal to one another. For this reason the force of the spring 71 is
needed only to maintain the sphere 66 against the seat 67.
The solenoid valve 24 is in its second, open position (not
illustrated) as a result of the energization of the electromagnet
64, for example, by means of an electronic control apparatus 75
shown only symbolically. Upon energization of the electromagnet 64,
the force of the spring 71 is overcome by the electromagnetic
forces and thus the armature 69 is displaced. The inflowing fuel
then presses the sphere 66 against the second valve seat 68,
whereupon the fuel may flow from the supply channel 26 through the
first valve seat 67 into the servo pressure chamber 17 where,
together with the force of compression spring 21, it drives the
pump piston 13 downwardly and thus effects the fuel injection. The
sections of the valve housing 65 which are under different high
pressures are sealed from one another in the stepped bore 25 by
packing rings 76, 76a and 76b. The use of the above-described
solenoid valve 24 is particularly advantageous since the mass of
its moving components is small and thus its response to switching
commands is almost instantaneous.
A fully satisfactory operation of the fuel injection apparatus may
be achieved if the pressure of the compression spring 21 exerted on
the pump piston 13 is smaller than the fuel supply pressure p.sub.Z
exerting a force in the pump work chamber 16 on the pump piston 13
and the nozzle opening pressure p.sub.O of the fuel injection
nozzle 42 is greater than the fuel supply pressure p.sub.Z, but
smaller than the sum of the fuel supply pressure p.sub.Z and the
spring pressure p.sub.F. Thus,
(p.sub.Z + p.sub.F) > p.sub.O > p.sub.Z and
p.sub.F < p.sub.Z .
As an example, the fuel injection apparatus may operate at the
following pressures: p.sub.Z = 100 kg/cm.sup.2, p.sub.O = 115
kg/cm.sup.2, and p.sub.F = 80 kg/cm.sup.2.
In FIG. 3 in the lower portion of the diagram there is shown the
course of the stroke H of the pump piston 13 and thus the injected
quantity Q as a function of the charging, injection and control
periods (t.sub.F , t.sub.E, t.sub.S). The largest possible fuel
injection quantity Q.sub.max (highest point on curve A) is achieved
with a stroke H.sub.max and for a charging period t.sub.F. The
associated injection period is t.sub.E. In case of curve A, the two
periods add up to a 360.degree. cam angle which corresponds to one
revolution of the cam shaft. In case of a four-cycle engine, to one
cam shaft rotation there correspond two crank shaft rotations, that
is, a crank shaft angle of 720.degree.. The injection and charging
periods (t.sub.E + t.sub.F) total, for example, in case of an
engine rpm n = 4,500, according to curve A, 26.7 milliseconds (ms).
This duration corresponds to the cycle period T of one work cycle
of the engine, since T = 2.60/4,500 = 2.360/6.4500 = 26.7 .times.
10.sup.-.sup.3 sec. = 26.7 ms, of which t.sub.F = 25.2 ms and
t.sub.E = 1.5 ms. The equality T = t.sub.F + t.sub.E holds true
only when the moment t.sub.2 designates both the end of the
injection period and the beginning of the charging period.
The smaller fuel injection quantity Q.sub.1 (partial load injection
quantity) is obtained with a stroke H.sub.1 and with a course of
injection as indicated with the curve B drawn in broken lines. The
associated charging period and injection period are t.sub.F1 and
t.sub.E1, respectively.
In FIG. 3 it is assumed that for Q.sub.1 the rpm n is also 4,500,
since a smaller rpm would result in a correspondingly greater cycle
period T (not shown). Between the time interval defined by the end
of t.sub.E1 and the beginning of t.sub.F1, the pump piston 13
dwells in contact with its lower abutment. The said interval is
designated as the dwelling period t.sub.R1. Thus, in such a case
the cycle period T is composed of t.sub.E1 + t.sub.R1 +
t.sub.F1.
The switching periods of the electromagnet 64 of the solenoid valve
24 are illustrated by the curve C drawn in solid line for the
largest possible fuel injection quantity Q.sub.max and by the curve
D drawn in broken line for the partial load quantity Q.sub.1. In
C.sub.1 and D.sub.1, respectively, the valve 24 is in its closed
position, while in C.sub.2 and, respectively, D.sub.2, it is in its
open position.
The beginning and the end of the energizing periods t.sub.S and
t.sub.S1 determine the beginning moment t.sub.1 of the injection
period and the beginning moment t.sub.2 and, respectively, t.sub.4
of the charging period. The duration between two energizing periods
t.sub.S or t.sub.S1 in which the solenoid valve 24 is in a
de-energized condition (closed position C.sub.1 and D.sub.1) is
designated as de-energized periods t.sub.A and, respectively,
t.sub.A1. The terminal moment t.sub.2 and, respectively, t.sub.3 of
the injection period is affected practically only by the readied
fuel injection quantities Q.sub.max and, respectively, Q.sub.1
because the other influencing magnitudes, such as the fuel supply
pressure p.sub.Z and the characteristics of the fuel injection
nozzle 42 are constant. If desired, the fuel supply pressure
p.sub.Z may be varied to alter the length of the injection period
within limits, for example, in a rpm-dependent manner.
OPERATION OF THE PREFERRED EMBODIMENT
In the description that follows there will be set forth the
operation of the abovedescribed pump-and-nozzle assembly 10 for one
work cycle T of the engine 53.
Prior to the beginning of the injection of the full load fuel
quantity Q.sub.max (curves A and C in FIG. 3), the pump piston 13
is, upon completion of its charging stroke, at H.sub.max in which
its spring seat disc 22 is in engagement with the upper abutment
63.
At moment t.sub.1 the solenoid valve 24 switches from its closed
position C.sub.1 into its open position C.sub.2, whereby the sphere
66 (FIG. 2) quickly moves from the first valve seat 67 to the
second valve seat 68 and the fuel pressurized to the supply
pressure p.sub.Z by the pressure source 52 is admitted to the servo
pressure chamber 17. There, together with the force of the
compression spring 21, it exerts a force on the radial face 15 of
the pump piston 13 and drives the same downwardly until, at moment
t.sub.2, it reaches its lower dead center position. During this
downward motion, the pump piston 13 travels its maximum stroke
H.sub.max and drives the fuel from the pump work chamber 16 through
the pressure conduit 36, 36a, 36b to the fuel injection nozzle 42.
Since the fuel supply pressure p.sub.Z exerting a force on the
upper radial face 15 of the pump piston 13 is, together with the
pressure exerted by the compression spring 21, greater than the
opening pressure p.sub.O of the fuel injection nozzle 42, and
further, since the check valve 34 is closed, the fuel injection
nozzle 42 injects in a known manner the injection quantity
Q.sub.max -- delivered by the pump piston 13 during its pressure
stroke -- into the cylinder of the engine.
At moment t.sub.2 which is the end of the injection, the solenoid
valve 24, after an energizing period t.sub.S, switches back from
its open position C.sub.2 into its closed position C.sub.1. The
sphere 66 now blocks the fuel flow to the servo pressure chamber 17
and, at the same time, depressurizes the latter through the open
second valve seat 68 through the return bore 31, the permanently
adjusted throttle bore 32a of the throttle member 32 and the return
conduit 61. Simultaneously, the pressure in the servo pressure
chamber 17 and the pump work chamber 16 very suddenly drops, the
check valve 34 opens and the fuel which is at the fuel supply
pressure p.sub.Z, moves the pump piston 13 during a charging period
t.sub.F -- delayed by means of the throttle member 32 -- against
the force of the compression spring 21 away from its lower dead
center position. This charging step occurs during a period t.sub.F
between moments t.sub.2 and t.sub.1 until, at moment t.sub.1, the
solenoid valve 24 again switches into its switching position
C.sub.2 and the successive work cycle T is ready to start. In this
case the charging period t.sub.F is identical to the de-energized
period t.sub.A of the fuel valve 24.
The flow passage section of the throttle bore 32a of the throttle
member 32 threadedly engaged in the return bore 31 affects the
discharge flow speed of the fuel from the servo pressure chamber
17. Stated differently, the said flow passage section determines
the charging period t.sub.F of the pump-and-nozzle assembly 10. By
means of the charging period t.sub.F which is lengthened
substantially (for example 18 fold) with respect to the injection
period t.sub.E by the throttle member 32, a correspondingly greater
accuracy in the metering of the fuel injection quantity Q is
possible. By means of the lengthened charging period t.sub.F, even
extremely small injection quantities (smaller than 3 mm.sup.3 per
stroke) may be controlled very accurately.
An automatically operating safety control is achieved if by
appropriate dimensioning of the throttle bore 32a of the throttle
member 32, the charging period t.sub.F (FIG. 3) for a maximum
permissible rpm (n.sub.max) is extended to the entire period
between the terminal moment t.sub.2 of the injection period of one
work cycle T and the beginning moment t.sub.1 of the injection
period of the successive work period T, as it is the case for the
curve A in FIG. 3. If the maximum rpm (n.sub.max) is exceeded, an
automatic reduction of the fuel quantities takes effect because as
the rpm becomes greater, the charging period, which is
rpm-independent, is no longer sufficient for the full charging of
the pump work chamber 16.
During delivery of a partial load fuel quantity Q.sub.1 according
to the curves B and D, during the charging period t.sub.F1 between
t.sub.4 and t.sub.1 there is readied, with a stroke H.sub.1, an
injection quantity Q.sub.1 only. At moment t.sub.1, when the
solenoid control valve 24 switches from D.sub.1 to D.sub.2, the
injection stroke begins and terminates at moment t.sub.3. From this
moment until the end t.sub.4 of the energized period t.sub.S1 of
the electromagnet 64, the pump piston 13 dwells in its lower dead
center position. This interval is the dwelling period t.sub.R1. As
the solenoid valve 24 is switched from its open position D.sub.2
into its closed position D.sub.1 at moment t.sub.4, the charging
stroke begins which takes place during the charging period t.sub.F1
until the moment t.sub.1. At t.sub.1 the successive injection
starts and the operation described hereinbefore is repeated.
* * * * *