Fuel dispenser
The fuel distributor (Fig. 2.102) determines the amount of fuel injected into the cylinders, and this amount is absolutely the same for all cylinders.
Fig. 2.102. Operating principle of the fuel dispenser.
1 - valve spring; 2 - diaphragm; 3 - dispenser plunger; 4 - slotted plunger sleeve; 5 - lower chamber; 6 - upper chamber; 7 — fuel supply to injectors; 8 — plunger control edge.
The fuel line nipples of the injectors have adjusting screws. It is prohibited to change the factory setting. When the pressure disk is raised, the control valve of the dispenser moves accordingly, opening with its control edges the fuel access to the upper chamber 6 of the differential delivery valves, separated from the lower chamber 5 by the diaphragm 2. The fuel pressure and the force of the spring acting on the upper surface of the diaphragm are greater than the pressure on its lower surface. As a result, the diaphragm bends downwards and opens the fuel supply channels to the fuel injectors.
Fuel pressure regulator
The fuel pressure regulator (Fig. 2.103), built into the body of the dispenser-distributor, maintains the required pressure in the fuel line and determines the amount of fuel drained into the tank.
Fig. 2.103. Operating principle of the fuel pressure regulator.
A - non-working position; B - working position.
1 - fuel supply from the fuel pump; 2 - fuel outlet to the tank; 3 — fuel pressure regulator plunger; 4 - isolation valve; 5 — control pressure supply.
This quantity is adjusted by increasing or decreasing the number of gaskets installed under its body.
Control pressure regulator
The control pressure regulator (Fig. 2.104), installed on the exhaust manifold, changes the value of the control pressure acting on the metering valve, depending on the engine temperature.
Fig. 2.104. Operating principle of the control pressure regulator.
A - on a cold engine; B - on a hot engine.
1 - bimetallic spring; 2 - drain fuel; 3 — control pressure supply; 4 — bimetallic spring winding.
When the engine is cold, the bimetallic spring 1 compresses the diaphragm valve spring, opening the fuel drain channel 2, which reduces the counteraction on the metering valve. A decrease in the control pressure with a constant air flow causes an increase in the stroke of the pressure disk. As a result, the metering valve is additionally lifted, increasing the amount of fuel supplied to the fuel injectors. As the engine warms up, the pressure of the bimetallic spring on the diaphragm valve spring decreases and the drain channel gradually closes. The control pressure reaches a normal value, and enrichment of the combustible mixture stops.
(The full article is on the online resource: fordbook.ru)