US2708880A - Fuel injection means for multi-cylinder engines - Google Patents

Description

jA. c. PETERSON l 2,708,880

FUEL INJECTION MEANS FOR MULTI-CYLINDER ENGINES- Filed Nov. 7. 1949 May 24, 1955 5 SheetsSheet l May 24, 1955 A. c. PETERSON FUEL "NJECTION MEANS FOR MULTI-CYLINDER ENGINES Filed Nov. 7, 1949 5 Sheets-Sheet 2 I N VEN TOR.

Maly 24, 1955 A. c. PETERSON 2,708,880

FUEL INJECTION MEANS FOR MULTI-CYLINDER ENGINES Filed Nov. 7, 1949 5 Sheets-Sheet 3 I N VEN TOR.

May 24, 1955 A. c. PETERSON FUEL INJECTION MEANS FOR MULTI-CYLINDER ENGINES Filed Nov. 7. 1949 5 Sheets-Sheet 4 .N m8 n J.. .Wr-...Www y E uw LL mm mm Tm May 24, 17955 A. c. PETERSON FUEL INJECTION MEANS FOR MULTI-CYLINDER ENGINES 5 Shee'ts-Sheet 5 Filed NOV. 7, 1949 INVENTOR.

nited States Patent FUEL INJECTION MEANS FOR MULTI-CYLINDER ENGINES Adolphe C. Peterson, Edina, Minn.

Application November 7, 1949, Serial No. 125,864 7 claims. (ci. 10s-s) My invention relates to fuel injection means for internal combustion engines, and especially to a means adapted for multi-cylinder engines, wherefore it is called fuel injection means for multi-cylinder engines.

The principal objects of my invention are to provide a form of metering and distribution means for engines, which means shall be simple in construction, relatively easy of manufacture, and reliable in operation. An especial object is to provide such a means for use in connection with the commonly used types of engine, such as truck engines, automotive engines, aviation engines, Caterpillar engines, industrial engines, whether the engines be of the diesel type or the commonly used Otto cycle type, employing fuel distributing means, other than the ordinary carburetor means. An object is to provide such Va means for fuel metering and distribution, which shall not be as difficult in manufacture, to secure accurate fuel metering and distribution, as commonly used types, and which may accordingly be more easily manufactured especially for `the small types of engines wherein a relatively small quantity of fuel must be delivered to each cylinder, but wherein the fuel must be very accurately meterd in order to secure balanced operation of the cylinders. An object also is to provide a means wherein the control of the quantity of fuel supply x per cycle is easily accomplished, and is at all times nickly subjected to the will of the operator. In general the object is to improve upon fuel metering and distribution means especially for the average and small types of engines.

The principal devices and combinations of devices comprising my invention, are as hereinafter described and as defined in the claims. In the accompanying drawings, which illustrate my invention, in several different forms,

like characters refer to like parts throughout the several 3;

views.

Referring to the drawings:

Figure 1 is a view chiey in vertical cross-section on a plane passing through the axes of the principal operating elements of the device, this section being on the lines y 1 1 of Figures 2, 3, and 4, some parts being shown in full side elevation and some parts being broken away.

.Figure 2 is a vertical section, at right angles to the plane of the section of Figure 1, this sectionbeing on the lines 2 2 of Figure l, some parts being yshown in full side elevation.

Figure 3 is a vertical section, at right angles to the plane of the section of Figure l, this section being on the 6 line 3 3 of Figure 1, some parts being shown in full side elevation.

Figure 4 is a view of the under face of the fuel dis- I tributing valve, this view is that which would be seen looking from the left of Figure 1, if the valve were free of the other parts of the device.

Figure 5 is a diagrammatic sketch showing the relative timing of fuel distribution accomplished by the valve shown in Figure 4.

Figure 6 is a view separately of the manual control means which is used in conjunction with the means shown in Figures 1, 2, 3, 4, but is not shown in these figures, it being noted that the broken away pipe of Figure 6 is a part of the broken away pipe of Figure l, at the right of Figure l. The control device is thus shown apart from the metering and distribution means, in order that each may be adequately illustrated, with the permissible space for illustration.

Figure 7 shows on a much smaller scale, the connection of the control device of Figure 6, with the fuel metering and distribution means of Figure 1, each of these devices being shown diagrammatically only in Figure 7 in connection with an internal combustion engine of multicylinder type, to which it is connected, for supply of fuel.

Figures 8, 9, and 10, are illustrations of a modied form of my device.

Figure 8 is a view in vertical section through the axes of the principal operating elements of this form, this section being on the line 8 8 of Fig. 9, some parts being broken away. Figure 9 is a View in vertical cross section on the line 9 9 of Figure 8, some parts being shown in full side elevation, and some broken away.

Figure l0 is a diagrammatic illustration of the division of fuel distribution in this modified form, by the valve distributing means.

Figure 1l is a view in vertical section through the axes of the principal operating elements of a further modified form of my device, this form being in general similar to the form illustrated in Figure 8, but showing a slightly modified form of the pressure control means for the device.

Referring rst to Figures 1 to 4, both inclusive, these figures illustrate my device as constructed for a six cylinder engine, and according to one form of my device. The manual control means therefor, shown in Figure 6, will be later described. My device, apart from the control means, employs generally, a fuel pumping means which may be of any number of pump cylinders as necessary to secure a requisite uniform flow of fuel, also a fuel metering and distributing means, and in connection with these features, a plunger means which has one plunger for each cylinder of an associated engine, these plungers being adapted to provide the pressure necessary for injection of fuel to the individual cylinders of the associated engine, or means with which the device is to be associated (as in Figure 7).

A principal unit denoted 1, with which the other elements are mounted, may be a casting or as many castings as are necessaryv to properly manufacture the unit, or it may be forging or pressing, or pressings, and is preferably formed of steel or iron, although it may be formed of other material, preferably some durable metal. The unit 1 has formed therein six pump cylinders 2 each having a connecting valve chamber 3, and the cylinders 2 are placed in one plane about the axis of the unit, so that the axes of the pump cylinders are in that plane, and are at locations equidistantly about the axis of the unit in the circle, about the axis, each cylinder having its axis in one radius in that circle. In another plane transversely of the axis of unit 1, somewhat removed from the plane of pump cylinders 2, there are formed six plunger cylinders 4, each of which has its axis in the said plane, the said axes being radii of the circle about the axis o'f the unit. A valve chamber S, of which there are in all, six, is associated with each plunger cylinder 4. The unit 1 has formed with' it or secured to it, at its right end, Fig. 1, a conical valve seat 6, and also a bearing 7 leftwardly of the valve seat 6.

At the leftward end of unit 1, Fig. l, there is secured to the unit 1 a bearing member 8 which has centrally of it a bearing 9, the latter having its axis in line with the axis of the bearing 7. An eccentric shaft is mounted `to rotate in the bearings 7 and'9 by means of the roller bearings 11 and 12, respectively. These bearings may be of any kind which will adequately retain the eccentric shaft in its place and permit near frictionless rotation of the eccentric shaft. The eccentric shaft 10 has formed on it or firmly secured to it, an eccentric 13 which is in the plane of the pump cylinders 2, and an eccentric 14 which is in the plane of the plunger cylinders 4. The eccentric 13 has mounted on it a master eccentric rod 15 to which are exibly connected five other eccentric rods 16, one only of the latter being shown in Figure l. The master rod 15 and the other five rods 16, are flexibly connected to six pump pistons, 17, one to each, so that the said pump pistons 17 will be reciprocated in pump cylinders 2, by the action of the eccentric 13 in rotation. The eccentric 14 has mounted on it by means of roller bearing 18, the cylindrical outer bearing race 19, so that in rotation of eccentric 14 the bearing race 19 is carried eccentrically of the eccentric shaft 10, but may have rotation as necessary to avoid friction as between it and the inner ends of the plungers 20. The plungers 20 are reciprocably mounted in the plunger cylinders 4, one in each, in the plane of the eccentric 14 and bearing race 19, so that in rotation of eccentric 14 the bearing race 19 will contact the inner rounded ends of the plungers 20, in rotation, that is cyclically, the contact with each being made in a period, which may be at the maximum, fifteen to thirty degrees, or thereabouts, of the cycle, according to the design of the construction, and the desired period of injection, and which may be, as to each contact, less than that, according to the volume of fuel which is flowing per cycle of rotation of eccentric shaft 1t), as hereinafter described. The contacts of plungers 20 with eccentric 14 will be made cyclically, in rotation, at periods, about sixty degrees apart,

in a design for a six cylinder engine, which is, as it is shown in the figures, of this form.

The plungers 20 are not, it should be expressly noted, connected to the eccentric 14 so that they are positively reciprocated, but plungers 20 are freely reciprocable in their cylinders 4, that is under the influence of the pressure of liquid fuel in cylinders 4, as will be hereafter described, and are subject to the force of eccentric 14 only during the period that bearing race 19 actually contacts the inner ends of any one plunger, and this contact will be only during a period which is determined by the actual radial inward movement of a plunger 20 under the infiuence of liquid fuel delivered into the plunger cylinder 4. The period of contact will therefore, as to each plunger 20, vary according to the quantity of fuel which has been forced into its plunger cylinder 4, as hereafter described, during an intervening period (as affected also slightly by the flow during the period of injection), but as this flow is uniform as between the plunger cylinders, the contacts `Jvill be uniform.

The eccentric shaft 10 at its rightward end, Fig` l, has formed axially therein, a toothed or gear type bore 21 wherein there is slidably mounted to slide axially within it, but so that it will be positively driven by eccentric shaft 10, a valve stem or shaft 22, the latter being formed integrally with or firmly secured to a conical valve 23. The latter is mounted rightwardly of valve seat 6, so that it will rotate on the valve seat 6, as a bearing, to form a close and relatively tight leakproof fit with the valve seat 6, so that passage of liquid fuel will be permitted only by way of the port 24 in valve 23.

The valve 23 must have such a smooth finish and be so formed, as to its angle or otherwise, that its rotation will be relatively easy while still providing the leakproof fit with valve seat 6. In lieu of this form of valve any valve means such as are commento hydraulic designs, may be used, it being necessary only, that the valve provide equal periods of distribution of liquid fuel therethrough by way of freely passable or unrestricted port means into each of six distribution conduits or passages 25, in cyclic rotation. The passages 25 are formed in the valve seat 6 and in the material of unit 1, rightwardly of Fig. l, and equidistantly spaced about its axis, so that each passage 25 conducts liquid fuel through it and by way of an associated valve port 26 into valve chamber 5, associated, and thereby into the associated plunger cylinder 4, the ow therethrough being permitted only toward the plunger cylinder 4, flow the other way being barred by the non-return valve 27, there being one of the latter for each passage 25. Each passage 25 is isolated from the others and not connected with the others. The valve 23 is held lightly against its seat in rotation by a ball bearing 28, annular race 29, and a plural number of small coil springs 30, which are individually mounted in sockets, as shown, Fig. l, in a nozzle fixture 31, the latter being secured to the rightward end of unit 1, Fig. l.

The nozzle fixture 31 is apertured axially and has rmly xed in the aperture a nozzle member 32 which has centrally of it and passing through it a metering aperture 33, the nozzle member 32 being exteriorly threaded and having a head 34 so that it may be tightly screwed into the fixture aperture, so as to bar all passage to the space leftwardly of it within valve 23, except by way of metering aperture 33 which connects valve space 35 (a common secondary fuel chamber) with a so-called pressure chamber 36, the latter being formed in nozzle fixture 31. The pressure chamber 36 (a common fuel pressure chamber) is always connected with valve space 35 by metering aperture 33, which is restricted as to its ow, as hereafter described, and it is at its top by way of passage 37 within fixture 31 connected with a small air reservoir 38, and it is at its bottom connected with and open to pump delivery conduit 39 so fuel may be received therefrom, and it is at its side subject to connection with a by-pass conduit 40 by way of port 4l, as controlled by pressure control valve 42, which is seated in port 41 to bar passage therethrough by its valve rod 43 which is connected with pressure piston or pressure control member 44. The latter is reciprocable in pressure cylinder 45 and in the closed end of the latter there is pressure of a control liquid or huid received from control conduit 46. The pressure cylinder 45 has connection permanently with a, small air reservoir 47 so that this reservoir 47 may serve to equalize pressures in cylinder 45 but at the same time to permit the slight movements of the pressure control valve 42, which are necessary to permit by-passing of fuel from pressure chamber 36 to by-pass conduit 40, when the control pressure is exceeded.

The pressure chamber 36 to which fuel is constantly delivered according to the full capacity of the pumping means described by pump pistons 17, as they discharge fuel from the pump cylinders 2 by way of ports 48, nonreturn valves 49, to pump delivery conduit 39, may, whenever the control pressure of control valve 42 is exceeded, pass some of the fuel received through the by-pass conduit 40, back to fuel supply conduit 5G, but this by-passing of fuel is at all times limited by the socalled idling pressure valve 51 which normally closes by-pass port 52, and is kept closed, except` when fuel pressure in the by-pass conduit 40 exceeds the small pressure of valve 5l (which may otherwise be called a bypass valve), and that pressure is adjustable by means of screw adjustment means 52*1 bearing upon one end of coil spring 53. The latter has only a sufficient tension, at any time, to maintain a slight pressure in the by-pass conduit 40 which will ensure ow of sufficient fuel for idling of the associated engine through the metering passage or aperture 33, and this pressure may be eased to stop all fuel flow, at any time, by adjustment means-52.

The fuel supply conduit 56 receives fuel, preferably liquid fuel from any supply means (not shown), under suction from the pump cylinders 2, by way of ports 54, one for each pump cylinder 2, on which non-return valves 55, are seated by springs 56. Each plunger cylinder 4, during the brief period of contact of its associated plunger with the bearing race 19, as the plunger is pressed inwardly of the plunger cylinder 4, will deliver the fuel through the port-passage 57, on which is seated non-return valve 58 one for each plunger cylinder 4), into its associated injection conduit 59, and the latter will under the pressure of injection, discharge the metered quantity of fuel through its associated injection nozzle 60 (Fig. 7) into the associated cylinder of the six cylinder internal combustion engine 61, -Fig. 7. The injection conduits 59 may for the purpose of description of the distributing means be called ejection conduits, as the fuel is ejected from the metering and distributing means through them. The injection nozzles 60, of which there are six, one for each cylinder of engine 61, may be of any type, such as are commonly used with injected cylinder engines. There are many kinds of such nozzles, and it is contemplated that any such nozzles as are used with pressure fuel lines may be used, and it is further contemplated that the injection for each cylinder may be at any point found desirable, directly into the cylinder, or indirectly into the cylinder, by way of any associated passage therefor, and it is further contemplated that the engine may be of any type, such as compression ignition, or spark ignition, such as are commonly known, or otherwise.

The eccentric shaft 10 has mounted at its left end, outside of unit 1, a centrifugal governor means 62 which may have weight arms 63, spring 64, controlling collar 65, by which the governor may according to speed, act upon the bifurcated near end 66 of lever 67, pivoted at 68, so that that lever may thereby by means of link rod 69 act on lever 70, pivoted at 71, and thereby by its opposite end, act, under centrifugal force of speed, upon governor means 62, place thrust, rightwardly, in Fig. 1, upon the shoulder of flange 72 of the valve rod 43, so as to thereby pull it rightwardly and open pressure control valve 42 fromits port, so fuel may be passed. This will not occur, however, until the pressure exerted upon pressure piston 44 by pressure of liquid in pressure cylinder 45 is overcome.

The pressure of liquid in pressure cylinder 45 is alterable manually, by the operator or pilot, by means of the control means shown in Figure 6, and which is shown as connected with the fuel distributing means in Fig. 7. This control means, Fig. 6, consists generally of a manually operated control pump 73, reciprocable in cylinder 74, by means of connecting link 75 and foot pedal or hand lever 76; and an oil reservoir 77 and a release valve 78. The pump 73 may under reciprocation by manual force, by the operator or pilot, draw oil from reservoir 77 through port 79, past non-return valve 80, and will force that oil by repeated movements of pump 73 through port 81 past non-return valve 82, into control conduit 46, through which the oil will flow to the pressure cylinder 45 (see Figure 7) and in the latter pressure may be accumulated by the operator until the pressure is such that a sutlicient pressure is exerted on the valve rod 43 and thereby on pressure control valve 42, to retain the latter on its seat, at all times, until the pressure of fuel in pressure chamber 36 exceeds that determined pressure. That determined pressure, determined, as stated by the operator or pilot, by repeated pump reciprocations of pump 73, will be such as to secure the desired power output in the associated engine 61, and that determined pressure, if desired, may reach a maximum, so that pressure control valve 42 is kept constantly seated, on its by-pass port 41, whereupon the pump cylinders 2 will deliver the maximum flow of fuel into pressure chamber 36 and none of that fuel so delivered will be permitted to by-pass into by-pass conduit 40, soV that all that delivered fuel will be forced thereby to flow through the metering aperture 33, in constant unvarying flow, and all of the fuel will thus be forced to pass through the port 24 of valve 23, and as it is distributed by valve 23, into the several, six, distributing conduits 2S, and this flow into these distributing conduits 25, will be in exactly equally timed or proportioned periods, each distinct from the other in point of time, and will thus be forced to flow in each such timed period into one of the plunger cylinders 4, where the flow of fuel will increase pressure in the plunger cylinder 4 and force its associated plunger out from the cylinder, radially inward, toward eccentric shaft 10. This movement of the plunger will in any cylinder, as fuel is distributed by Valve 23, be unrestricted by the bearing race 19, and its eccentric 14, as the fuel ilow to any one plunger cylinder 4 is timed to occur at a time or period of rotation of shaft 10, when the eccentric 14 removes bearing race 19 from the plunger, so that the movement of the plunger, may be unrestricted by the bearing race 19. There is as has been explained, a lost motion, condition as between race 19, and the plungers, which permits this unrestricted movement of the plungers during the period when the valve 23 permits ow of fuel through its port 24 to the particular plunger cylinder 4. The distributing passages 25 where the valve 23 is contacted, are so exactly spaced circumferentially in unit 1, and the port 24, being one only (in this form), permits passage through exactly one-sixth of each cycle to any one plunger cylinder 4, so that there is thus free ilow to the connected plunger cylinder 4, during its period of connection with pressure chamber 36 by way of metering aperture 33, and thus the flow from metering aperture 33 is exactly evenly divided as between the plunger cylinders 4, and accordingly the flow of fuel or quantity of fuel per cycle must be exactly equally divided as between the plunger cylinders 4, and each plunger in its cylinder 4, being free to move will permit exactly that flow into its plunger cylinder 4. As the ilow through metering aperture 33 does not change during the cycle, unless the operator or pilot wills it to, the fuel ow to each cylinder 4 is accordingly limited by metering aperture 33, although it is unrestrained by port 24 in valve 23. The connecting passages are at all times filled with the fuel.

The eccentric shaft 10 at its extreme leftward end, Fig. l, bears fixed thereon a spur gear or any type of connecting means 83, by which the eccentric shaft may be connected into any means such as an internally geared member 84, whereby the eccentric shaft 10', may be driven at a speed which is exactly that of the crank shaft 85 of engine 61, if the latter is a two-cycle engine, or at any speed according to the cycle of engine 61, such that there is a fuel injection for each engine cylinder, for each power stroke of the engine 61.

Figure 5 diagrammatically shows the division in each cycle of the fuel ow from pressure chamber 36, by way of port 24 of valve 23 to plunger cylinders 4. Each division, of the cycle as shown by the circle, and as limited by the radii a, b, c, d, e, f, represents the fuel flow to one plunger cylinder 4, and thus there is fuel flow during the entire cycle of rotation of eccentric shaft 10, but' there is fuel flow during any one division, to only one plunger cylinder 4, and the ow is exactly evenly divided, as to time, by the six divisions of flow. A rotating valve, valve 23, is shown as timing that ilow, but it is to be expressly understood that any means for distributing this flow may be used in any construction.

Having described the detailed construction, and some features of the operation, the general operation is more generally described, so that the coordination of features or details, may be more clearly understood. Assuming v that the fuel supply conduit 50 is connected to any source of supply of fuel, and that the engine crank shaft of engine 61 is started in rotation by any means, as commonly used with such engines, the eccentric shaft 10 is rotated at the appropriate speed (the same speed as that of the engine shaft if it -is a two-cycle engine), and thereby the 7 pump cylinders 2 under action of the reciprocated pump pistons, will pump fuel in relatively constant volume, according to the speed however, into the pump delivery conduit 39 and thereby into the pressure chamber 36, and pressure will be accumulated therein to the determined pressure, as controlled by the operator, and the fuel will flow in an exactly metered constant flow through metering aperture 33 from pressure chamber 36 -into the valve space 35 and will be distributed by valve 23 and its port 24 in exactly evenly spaced intervals to the passages 25, and thereby to the plunger cylinders 4. This flow frommetering aperture 33 will never vary unless the operator alters the control pressures, or unless the speed of eccentric shaft 10 changes for some other reason. Thus there can only be a quantity of equal flow to each plunger' cylinder 4, per interval of time, or per cycle, and that flow is as permitted by metering aperture 33, and that is as predetermined by the design, which for any particular construction, must be such that the flow is maintained in the exactly even ow through the cycle and cycles, unless manually altered, or altered by the gov* ernor means, That is the flow must be so limited by metering aperture 33, proportioned in accordance with the pumping capacit'y, that constant flow is maintained by aperture 33 and the equalizing reservoir in any condition of pressure under which the device will operate, that is any pressure from the necessary idling pressure to the maximum full volume capacity for full power output of the associated engine.

To secure a variation of the ow through metering aperture 33 and thus a variation of the power output, the operator or pilot, will by means of manual lever or pedal 76, increase pressure of oil in pressure cylinder 45, by pumping oil from reservoir 77 into pressure conduit 46, until a pressure is reached in pressure cylinder 45 under which the pressure control valve 42 will be held to prevent by-passing of fuel from pressure chamber 36, except when the sufficient pressure of flow is maintained in pressure chamber 36. At any time when the operator desires to decrease the power output, he will permit the manual lever or pedal 76 to rise to the full limit of its rise under compulsion of spring 86, and thereupon the release valve 78 will be moved by link 87 and the upper end 88 of lever 76, to place its release port 89 into position, permitting flow from control conduit 46 through bypass 90 and into reservoir 77, thereby releasing all pressure of oil in control conduit 46, and in this conduit there is no pressure then on pressure control valve 42 and all fuel tlows through by-pass conduit back to the induction side of the pumping cylinders 2, except that amount which is determined by the idling bypass valve control to be necessary for idling of the engine 61. At all times in the event that the operator prevents release of pressure from pressure chamber 36 by his manual control means 75, the idling control is ineffective. The governor means will at any time become effective to release fuel through the by-pass from pressure chamber 36, at any time when the centrifugal force for governor con- .trol causes a thrust on the pressure control valve 42 to open it against the pressure in pressure cylinder as determined by the operator. Thus the effective control of the governor is at any time subject to change by the operator by means of pedal 76.

Referring now to Figures 8 and 9 showing the modified form of my device, this form -is in general similar in operation to that of the first form described, but in this form the pump cylinders and plunger cylinders are all placed in one plane, vertical as shown, the distributing valve means is different, although performing the same function, and the control means is different although performing the same function. The unit 1a has pump cylinders 2 all in one line and in a vertical plane, that of the axis of the eccentric shaft or cam shaft 10a, and it has plunger cylinders 4 all in one line and in the same plane but on the opposite or lower side of eccentric shaft 10H. The pump cylinders have the pump pistons 17 and their connecting rods but the latter denoted 91 are placed individually on separat'e or individual eccentries 13a to be individually operated and timed thereby. The plunger cylinders 4 have the plungers 20, operated in cyclic timed relation, and with lost motion as between them and the cams 92, of which there are four, one for each plunger cylinder 4, of which there are in this case only four. This four cylinder device may be used for a four cylinder internal combustion engine, not shown. The cams 92 in turn Contact their associated plungers 20 and each contact is during only a limited period, say fifteen degrees, as in the rst form.

The pump cylinders receive fuel from supply conduit by way of common conduit 93 and pass the fuel by way of ports as controlled by non-return valves 94 into the pump cylinders 2, and the fuel is pumped from these cylinders through conduit 95 to pressure chamber 36, from whence it flows through metering aperture 33 to valve space 35a in a distributing valve 96 which in this case is placed under the plunger cylinders in unit 1Bl to revolve in the valve casing as shown, and has four distributing ports each denoted 24a, which perform the same function as the single port 24 in the rst form. The four ports 24a, are so located in the valve that one only connects the valve space with a plunger cylinder 4, at any one time, and so that these connections are in cyclic order, to the four plunger cylinders 4, so that fuel will flow in four equally spaced periods of time of the cycle into the four plunger cylinders 4, and so that there will always be flow through one port 24a to a plunger cylinder 4. Non-return valves 97 prevent return ow or any pressure of return ow. The plunger cylinders 4 discharge fuel independently, each of the other, by way of valve chambers 98 and past non-return valves 99 to the injection conduits 59 which as in the case of the rst form may independently discharge through injection nozzles such as nozzles 60, not shown in this form. There are four of these injection conduits 59, one for each cylinder of four cylinder engine, such as will be assumed will be used with this form. The valve 96 is driven by sprocket wheels 100, 101, and sprocket chains 102, in the same timed rotation as eccentric shaft 10a, and so that connections of the valve space with plunger cylinders 4 is made during periods intermediate with the periods which are the injection periods, during which fuel is forced through the injection conduits 59.

The control means in this form consists of the idling bypass control valve, as in the tirst form, and similarly numbered, and of a modied form of pressure control, consisting in this case of pressure control valve 42, and coil spring 103 bearing on control valve 42 through head 42a, and an adjusting screw means 104, which may be turned and thereby may be moved axially thereof in fixture 105 so as to alter, that is to increase or diminish the pressure of spring 103 on the pressure control valve 42. By manual alteration of this pressure of spring 103, in this manner, the pressure maintained in pressure chamber 36 may be manually controlled for increase or diminishment of that pressure. By alteration of the pressure in pressure chamber 36 the flow through metering aperture 33 to valve space 35a, may be varied, according to the power output desired. At no time will the flow be less than that necessary for idling of the engine, unless that is altered, that is discontinued, by means 52, and at no time will the flow be more than the predetermined maximum per cycle of the associated engine, because of the maximum limitation of output of pump cylinders 2, by the construction or design. The pressure in valve space 35EL and the similar space of the other form (space 35), will always be less than the pressure in the pressure chamber 36, since the plungers 20 are always free in any induction period, of cylinders 4, to move outwardly, that is, to increase the space for fuel in cylinders 4, as may be necessary to accommodate the flow of fuel from metering passage 33. And the flow from the latter is always free.

It should be noted, especially, that in either form, the passages for flow of fuel from metering aperture 33 to plunger cylinders 4, are of such large capacity that they, in themselves, do not restrict ilow from metering aperture 33. The plungers 20 must have such accurate and easy fit in their plunger cylinders 4, that there is free movement of the plungers, during an induction period, but that, there is no leakage past the plungers, and that condition may in any construction be facilitated by any form of packing means, such as commonly used piston rings or other types of commonly known packing means. Any such means must, however, be such, as to not restrict the induction movement of a plunger 20, during its induction period. The construction, may be such, however, as controlled by the pressure maintaining means, that there will in any construction be a suflicient pressure in space 35 (35a), for this purpose.

In any construction, pressures, as sustained, may be within any desired range, which will adequately effect the controls, and the metering of fuel and the movement of plungers 20, and these pressures, may differ, according to the design of the engine, as for instance, in a diesel type engine, where fuel is to be injected to cylinders, at high pressure, the pressures may be relatively high, and in a low pressure engine of the ignition type, as the Otto cycle engine, the pressures may be relatively low, and only such as to maintain the necessary ow. Suppose, for instance, that it is desired to maintain a pressure in valve space 35 or 35S', of not less than fty pounds, at idling operation, so as to effect the movement of the plungers 20 in induction periods, then the metering aperture 33 is accordingly proportioned, and the pressures in pressure chamber 36, may vary during operation, from say, a few pounds above that, for idling flow, to any pressures desired, for suiicient variation of fuel ilow, and such maximum pressures may in any construction, be as Vmuch as one thousand pounds, or even as much as ive thousand pounds, or any pressure which will provide the adequate variation of ow, for control of the fuel flow to the plunger cylinders, andrfor change of the power output of the associated engine. Any means for variation of the pressures in pressure chamber 36, may be used, the means shown being only illustrative of such means for variation of the pressure in chamber 36. That is, any means or combination of pumping means and control means therefor, may be used, within the contemplation of my invention. The pressures in injection conduits 59 and to nozzles 60 (or any individual outlets for fuel) may be of any intensity, such as the construction may be designed and proportioned for, in the periods of fuel ilow, therethrough.

Referring again to Fig. 6, and the control of pressures in conduit 46, it should be noted that the release valve 78 will open the bypass conduit 90 to reservoir 77, only at the eXtreme upward movement of lever 76, so that the operator, may for control repeatedly move lever 76 up and down, pumping by pump 73, without releasing uid from conduit 46, so that he may thereby increase pressure in conduit 46, by repeated reciprocations of pedal lever 76. As soon as he removes his foot or hand from lever 76 the spring 86 moves it to its uppermost position, whereupon pressure is released from conduit 46. To retain any pressure indelinitely in conduit 46, he merely allows his foot or hand to rest on lever 76, holding it downward, preferably at its lowest position, for rest of his foot. Aperture 77a permits air ow into the top of reservoir 77, or out of it, so that pressure on liquid in reservoir 77 is always atmospheric. Preferably liquid is used in reservoir 77 and in this control system, conduit 46 and pressure chamber 45, but only air may be used in this means for the pressure control, the means operating similarly with air passing into or out of aperture 77a.

In Fig. 10, there is diagrammatically shown, a division of the fuel distributing cycle, into four divisions, as denoted by the radii, a1, b1, c1, d1, and this is the division of the fuel flow from metering aperture 33, per cycle of the eccentric shaft 10a, of the modified form wherein there are four plunger cylinders 4. The fuel passes in one division to one associated plunger cylinder 4 and no other, but fuel may always iiow to one of the plunger cylinders 4. Slight over-lapping of the divisions, to insure, that there would be no stoppage of the flow, would not appreciably alter the accurate division of the fuel flow, as between the four cylinders 4, per cycle, but any such overlapping should be limited to the minimum, and preferably there would be none at all, although there should preferably be iiow always through one distributing passage to one plunger cylinder 4. While I have shown par ticular devices and combinations of devices in illustration of my invention, I contemplate that other combinations and devices, may be used, without departing from the spirit and contemplation of my invention.

Referring new to Figure 11, which shows a modified form of control means, and employs generally the form of pump and plunger means as shown in Figures 8 and 9, the pump pistons and cylinders and the plungers and their cylinders and the distributing valve means and its ports are all numbered as in Figures 8 and 9 and operate as described in connection with those figures. The pump discharge conduit delivers into pressure chamber 36 and the metering aperture 33 delivers into the valve space 35a, from whence the fuel flows by means of the ports 248 into the individual plunger cylinders 4, and in the latter the fuel is compressed and discharged to the individual injection conduits 59 which are as in the other forms connected individually with the individual nozzle means of an associated engine for delivery into or adjacent to any individual engine cylinder.

The pressure chamber 36 may be relieved of excess fuel by means of by-pass conduit 40a through by-pass port 41 as controlled by by-pass valve 42a, and the latter is normally seated on its seat by pressure of a coil spring 1039', the compression tension of which is adjustable by means of the screw means 10411. Passage of fuel through metering aperture 33 is in this case controlled by needle valve 106 which is formed with screw adjusting means 107 and the head 108 of the said means. By means 107-108 the operator or pilot may at any time adjust the metering aperture 33 to increase or diminish its cross-sectional area, and thereby control passage of fuel through aperture 33. In this form of control the pressure of fuel in chamber 36 may be maintained at say one thousand pounds or any suitable relatively high pressure, and once this suitable pressure is attained the operator controls the volume 0f fuel passing by means of adjusting means 107-108 and needle valve 106 to in crease or diminish volumetric capacity of aperture 33 per unit of time or per cycle of rotation of shaft 10a. The pressure in distributing valve space 35a is always lower than that in pressure chamber 36.

It is important to note that the proportioning of passages and especially that of the metering aperture 33 is a very important factor in the operation and control, in the case of any of the forms of my device. In all of the figures the parts of the device, as well as the passages and metering apertures 33, are shown as large as necessary to clearly illustrate the features of the device. In practical constructions, the parts will, in the case of the average type or size, especially for the usual automotive type engines, be even smaller than as shown in the drawings. Especially, the aperture 33 will be, proportioned, so as to be relatively smaller in cross section than as it appears in the drawings, where it must be so shown as to be discernible in reduced photo-lithographie copies. The aperture 33 would in any case be limited in cross sectional area, to that cross sectional area which would permit the volume of fuel to pass per cycle of shaft 10 or 10a which would enable the designed operation and power output of the engine with which it is to be associated, but would not permit any faster rate of passage of the fuel, under the predetermined pressures in chamber 36, than such as would restrict the ow to such an extent that the flow is continuous during the entire cycle of rotation of shaft or 10a, that is so that the ow is of the same extent and volume during all six or all of the periods of a cycle into which the ow is divided by the distributing valve means. To secure this result the aperture 33 might in a relatively small engine unit be say as small as one thousandth of an inch across, or in some cases say one one-hundredth or one two-hundredths of an inch across. On the other hand the valve space 35, ports 24, 24a, passages 25, and valve ports 26, would even in a small engine, be of substantially large cross sectional area, say even as much as one-eighth or even one-quarter of an inch, or any cross sectional area, which would ensure that the fuel flow from the metering aperture 33 to the plunger cylinders 4, during each period of the cycle, is so free that the flow from aperture 33 will never be restricted. The pressure in chamber 36 must in operation be so high, that always a lower pressure in valve space 35 is such as to procure the necessary movement of plungers in their induction periods.

What I claim is:

l. A fuel metering and distribution means for internal combustion engines, comprising; a rst and a second set of fuel compression chambers, plungers each reciprocable in one of said compression chambers of each set to force fuel therefrom, ejection conduits each for conducting fuel from one of said compression chambers of said second set to an associated fuel injection nozzle of an associated engine, a common fuel pressure chamber connecting said first set of compression chambers, a common secondary fuel chamber, a metering passage discharging fuel from said fuel pressure chamber to said secondary fuel charnber, a distributing valve means rotatably mounted within said secondary chamber distributing fuel in cyclic order from said secondary fuel chamber to said second set of fuel compression chambers, and means operable in timed sequence to contact each of said plungers of said second set to force the plunger into its said compression chamber for ejection of fuel therefrom to its associated ejection conduit.

2. A fuel metering and distributing means for internal combustion engines comprising; a first and a second set of fuel compression chambers, plungers each reciprocable in one of said compression chambers of each set to force fuel therefrom, ejection conduits each for conducting fuel from one of said compression chambers of said second set to an associated fuel injection nozzle of an associated engine, a common fuel pressure chamber connecting said first set of compression chambers, a common secondary fuel chamber, a metering passage discharging fuel from said fuel pressure chamber to said secondary fuel chamber, a distributing valve means rotatably mounted within said secondary chamber distributing fuel in cyclic order from said secondary fuel chamber to said second set of fuel compression chambers, a means operable in timed relation with said distributing valve means to contact each of said plungers of said second set to force the plunger into its said compression chamber for ejection of fuel therefrom to its associated ejection conduit, and pressure responsive means connected to said pressure chamber to provide for a change in the rate of emission of fuel through said metering passage into said secondary fuel chamber.

3. The device as set forth in claim 2, including a remote control device connected to said pressure responsive means to regulate the same.

4. A fluid metering and distributing means including a housing, a plurality of compression chambers mounted in said housing, a plunger in each of said compression chambers reciprocable therein, inlet and outlet means connected to each of said compression chambers, a uid pressure chamber within said housing providing a source of fluid for each of said compression chambers, a secondary iluid chamber within said housing disposed between said inlets and said pressure chamber, a fluid metering passage connecting said pressure chamber and said secondary chamber, distributing valve means rotatably mounted within said secondary chamber to control passage of fluid from said secondary chamber to each of said inlets in cyclic order, means Within said housing operable in timed relation with said distributing valve to force each of said plungers to eject fluid from its associated compression chamber into its respective outlet, said plungers being moved outwardly in their suction stroke by pressure of fluid in the compression chamber, said last named means being so constructed and arranged to limit said outward movement of Said plungers, a secondary pumping means within said housing including means connected to and operable in timed relation with said distributing valve to supply fluid to said pressure chamber, inlet means for said secondary pumping means, control means having an element thereof so mounted with respect to said pressure chamber as to be subject to the pressure existing therein to thereby regulate the fiow of uid through the metering passage into the secondary fluid chamber, by pass means connecting said secondary pumping means inlet with said pressure chamber through said control means and an adjustable valve in said by-pass means to regulate the flow area of said by-pass means.

5. The device as set forth in claim 4, including pressure responsive means connected to said element of said control means and means connected to said pressure responsive means to regulate the pressure therein to thereby change the effective pressure of said pressure responsive means and said element of said control means to modify the sustained pressure in said pressure chamber at which fluid is permitted to escape into said by-pass.

6. The device as set forth in claim 4, including pressure responsive means connected to said element of said control means and means connected to said pressure responsive means to regulate the pressure therein to thereby change the effective pressure of said pressure responsive means and said element of said control means to modify the sustained pressure in said pressure chamber at which fluid is permitted to escape into said by-pass; and a centrifugal governor means rotatably operable with and in timed relation with said distributing valve means and actuable centrifugally according to speed to engage said element of said control means to modify the sustained pressure in said pressure chamber at which uid is permitted to escape into said by-pass.

7. A fuel metering and distribution means for internal combustion engines, comprising; a first and a second set of fuel compression chambers, plungers each recprocable in one of said compression chambers of each set to force fuel therefrom, ejection conduits each for conducting fuel from one of said compression chambers of said second set to an associated fuel injection nozzle of an asociated engine, a common fuel pressure chamber connecting said rst set of compression chambers, a means for supply of fuel to said first set of compression chambers, a common secondary fuel chamber, a metering passage discharging fuel from said fuel pressure chamber to said secondary fuel chamber, a distributing valve means rotatably mounted within said secondary chamber distributing fuel in cyclic order from said secondary fuel chamber to said second set of fuel compression chambers, and means operable in timed relation with the rotation of the distributing valve means to reciprocate each of the plungers of said first set of fuel compression chambers and to contact each of Said plungers of said second set to force the plunger into the said compression chamber for ejection of fuel therefrom to its associated ejection conduit.

(References on following page) References Cited inthe le of this patent UNITED STATES PATENTS Wilson et al. Apr. 25, 1899 Sundstrand Nov. 11, 1930 5 Ensign Jan. 17, 1933 Dilg Aug. 28, 1934 Svenson Oct. 30, 1934 Wells Feb. 8, 1938 14 Drayton June 14, 1938 Clark June 20, 1939 Coffey June 17, 1941 Grossman Nov. 28, 1944 Peterson Sept. 19, 1950 Stephens Apr. 3, 1951 FOREIGN PATENTS Germany 1924

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