US1607753A - Fuel-feeding device for internal-combustion engines - Google Patents

Description

Nov. 23 1926. 1,607,753

R. HILDEBRAND FUEL FEEDING DEVICE FOR INTERNAL COMBUSTION ENGINES Filed Nov. 27, 1922 By @GUM m A r TOR/YE vs Patented Nov. 23, 1926.

UNITED STATES PATENT OFFICE.

REINHARD HILDEBRAND, OF WEESTER GROVES, MISSOURI, ASSIGNOR TO FULTON IRON WORKS COMPANY, OF ST. LOUIS, MISSOURI, A CORPORATION OF DELAWARE.

FUEL-FEEDING DEVICE FOR INTERNAL-COMBUSTION ENGINES.

Applicationfiled November 27, 1922. Serial No. 603,616.

5 oil from entering the fuel injection valve or the working cylinder of an internalcombustion engine, while the fuel pump is being primed. Another object of my invention is toequalize the load betweenythe cylinders of an internal combustion engine. A further object is to avoid the dripping of the fuel at the intake nozzles of the internal combustion engines.

The ordinary priming devices for internal combustion engines do not positively prevent fuel oil from entering the fuel injection valves, or the working cylinders, while the fuel pumps are being primed. This frequently results inaccidents when the engine is started because the first opening of the fuel injection valve admits into the working cylinder an excess of fuel oil, which was previously primed into ,the fuel injection valve. My invention furnishes a means by improper priming is eliminated.

Fig. 1 is a diagrammatical view showing the general arrangement of a working cylinder, a fuel pump and the priming device.

Fig. 2 shows the valve of my priming device, the parts of said valve being'shown in the positions they will assume while the fuel pump is being primed.

Fig. 3 shows-a modified form of the valve of my priming device as it will appear while the engine is in operation.-

Fig. 4c shows my primin device applied to an engine of the so-calle solid injection type.

The letter a indicates a working cylinder of an internal combustion engine; I) a fuel injection valve; 0 the needle of the fueljnjection valve in lifted position; d indicates a fuel pump with plunger 6, a suction valve 7 and discharge valve 9'. The fuel pump, while the engine is in operation, sucks the fuel oil by means of pipe h from receptacle i and discharges the fuel oil through pipe 70, priming valve m and pipe n into the fuel 59 in'ection valve 6. High pressure air.1s adinto the fuel injection valve 6., into the working cylinder a. I

When the engine is in operation the valve stem 0 of the priming valve m is screwed down on its seat as shown in Fig. 3. Thus the fuel oil, entering the priming valve m through pipe 70, will flow through passages 2), g, and '2", through passage t and pipe n into the fuel injection valve" 6, whence it is blown into the working cylinder (1.

Before the engine is started and before the fuel pump is primed, the Valve stem 0 of the priming valve m is :rewed ou wardly until its collar '2; comes in contact with the stop to, as shown in Fig. 2. In this position, the piston X being connected to the valve stem 0 by means of rod ;2 will close the passage p. If now the priming pump 2 (Fig. 1) is operated, fuel oil will be sucked through pipe 1 and discharged through pipe 2 into the fuel pump 03 from which it passes discharge valve g, and through pipe is, open passage 3 (Fig. 2), passage i, pipe 5, cock 6 (F 1g. 1) funnel 7, and pipe 8, leading back into the receptacle 2'. The fuel oil thus primed through the fuel pump d will displace any air which may be in the fuel pump or its discharge pipe. After the fuel pump and its discharge pipe is primed, the valve stem 0 is screwed down on its seat as shown in Fig. 3 and the engine is then ready to be started.

It will be understood that the described means of priming prevents any fuel oil from entering the fuel injection valve or the working cylinder'while the fuel pump is being primed, because the piston 02 (Fig. 2) shuts ed the passage p to the fuel injection valve during the priming period. Therefore, when the engine is started, i. e., when the needle 0 of the fuel injection valve b-begins to lift, no excessive pressure (explosion) inside of the working cylinder can occur, because no excess of fuel oil will enter the working cylinder through the fuel injection valve, as no fuel oil was accumulated therein while priming the fuel pump. My priming device is therefore a simple and effective means to prevent accidents in starting the engine. The priming valve is substantially a two-way valve, consisting of the needle 0 (see Figs. 2 and 3) and piston 00, both being connected by rod :1 This two- -way valve permits the fuel oil flowing through pipe (Figs. 2 and 3) to pass either through pipe a into the fuel injection valve, or through pipe 5 into the overflow funnel 7.

In Fig. 3 of the drawing I show a priming valve associated with a check valve S for preventing fuel oil from entering the fuel chamber during the priming period. However, said valve is not essential and can be dispensed with, as my priming valve furnishes a positive means for preventing fuel oil from being primed into the fuel injection valve.

Some types of internal combustion engines do not use compressed air to inject the fuel, but pump the fuel oil directly into the working cylinder eliminating the fuel injection valve 1) shown in Fig. 1. Fig. 4 illustrates such a type of engine. There a shows the working cylinder, is indicates the discharge pipe from the fuel pump, m shows my priming valve and 5' the return flow pipe. The fuel oil coming from the fuel um throu h )i e la arimin valve m and pipe 72', will pass through passage 9 and nozzle 10 directly into the working cylinder. The application of my priming valve to an engine of this kind will prevent accidental explosion in the working cylinder when the engine is started, because it will prevent the entering of fuel oil into the working cylinder during the priming of the fuel pump.

My two-way valve 0, 3 and 00 (Figs. 2 and 3) will also serve for the following purpose: In case the engine has several working cylinders, it is sometimes ditlicult to equalize the load between the several cylinders. These uneven loads are due to the fact that the fuel oil supply to the various cylinders is not equal, My two-way valve furnishes a convenient means to equalize the fuel oil delivered to the various cylinders. This can be accomplished by slightly screwing outwardly the valve stems 0 associated with those cylinders which receive too much fuel oil, thus permitting some of the fuel oil to escape through passageway 4 and flow back through the return pipe 5. My priming valve also acts, therefore, as a convenient bleeder valve for equalizing the loads between the several cylinders of the engine.

In' case the engine is of the solid injection type, the compressed air for injection of the fuel oil into the working cylinder is eliminated. Then my priming valve will perform another function. In a solid injection engine (Fig. 4) the fuel valve 6 and the check valve 8 are generally eliminated, and the fuel oil is forced by the fuel pump directly into the combustion chamber of the engine. Here it is very important that, as soon as the fueloil discharge from the fuel pump ceases, the pressure in the pipe is and n be released as quickly as possible, to avoid fuel oil dripping from the nozzle 10. This releasing of the pressure in the pipe in and n is conveniently accomplished by keeping the valve stem 0 of my priming valve adjusted'slightly outwardly from the position shown in Fig. 3, so that a small amount of fuel oil will bleed back through return pipe 5 or 5. By maintaining the proper adjustment while the engine is running, a convenient means is provided to instantly stop the delivery'of fuel when the pump completes its pressure stroke, and this avoids dripping of the fuel at the nozzle 10. Under these conditions, a fine spray of atomized fuel issues from the nozzle during each pressure stroke of the pump, but immediately upon the completion of the stroke, the pressure in the engine cylinder forces the excess fuel backwardly in the nozzle, thereby preventing the delivery of excess fuel in the formof'solid drops which would not be effectively consumed. In this case the fuel pump must deliver a slightly greater amount of fuel oil than needed for combustion, be cause a small part of it is allowed to bleed back through the'priming valve m into the return pipe 5 or 5.

I claim:

1. An internal combustion engine provided with a combustion chamber, a fuel pump having a discharge conductor for the delivery of liquid fuel to said combustion chamber, a priming device arranged to deliver priming liquid to said pump, said discharge conductor being provided with an outlet for the fluid escaping from said pump when the priming device is effective, a valve member adapted to close communication between said pump and combustion chamber to prevent the delivery of priming liquid to said chamber, a-valve member adapted to open said outlet to permit free escape of said fluid, and an operating handle common to both of said valve members.

2. -An internal combustion engine provided with a combustion chamber havin a fuel injector for the admission of liqui fuel, a fuel pump, a conductor whereby the liquid fuel is delivered from said fuel pump to said fuel injector, a priming device arranged to discharge priming liquid through said fuel pump and into said conductor, and means for preventing the delivery of priming liquid to said fuel injector, said means including a manually operated valve arranged in said conductor to positively close communication between said priming device and fuel injector, and said conductor being provided with an outlet for excess priming liquid.

An internal combustion engine profuel, a fuel pump provided with a discharge '4. An internal combustion engine pro-.

videdwith a combustion chamber having a fuel injector for the admission of liquid fuel, a fuel pump provided with a discharge conductor for the delivery of liquid fuel to said fuel injector, apriming device arranged to deliver priming. liquid to: said pump, said discharge conductor being provided with an.outlet for the fluid escaping from said pump When the priming device is effective, a valve member adapted to close communication between said pump and fuel injector to prevent the delivery of priming liquid to said chamber, and a valve member adapted to open said outlet to permit free escape of said fluid.

5. An internal combustion engine provided with a combustion chamber having a fuel injector for the admission of liquid fuel, a fuel pump comprising a pump chamber provided with intake and discharge valves and a plunger whereby liquid fuel is drawn into and discharged from said pump chamber, a conductor leading from said discharge valve to said fuel injector, a valve member arranged 111 said conductor to control communication between said pump chamber and the fuel injector, said conductor having an outlet between the last mentioned valxe and said discharge .valve, apriming pump communicating with said pump chamber to provide for the delivery of priming liquid into-said conductor and through said outlet, and a valve member adapted to close said outlet.

6. An internal combustion engine provided with a combustion chamber, a fuel pump having a discharge conductor for the delivery of liquid fuel to said combustion chamber, a priming device arranged to deliver priming liquid to said pump, said discharge conductor being provided with an outlet for the fluid escaping from said pump when the priming device is effective, a valve member adapted to close communication between said pump and combustion chamber to prevent the delivery of priming liquid to said chamber, and a valve member adapt-- ed to open said outlet to permit free escape of said fluid, said valve members being operati'vely connected together and so arranged that one valve member will 00- cupy its closed position While the other is in its open position.

In testimony that I claim the foregoing 65 I hereunto affix my signature.

REINHARJ) HILDEBRAND.

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