US1181778A - Fuel-pump. - Google Patents

Description

H. LEMP. FUEL PUMP.

APPLICATION FILED JUNE 12, 1913- 4 SHEETS-SHEET l.

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Patented May 2, 1916.

H. LEMP FUEL PUMP.

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H. LEMP.

FUEL PUMP.

APPLICATION HLED luNE 12. 1913.

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{mf/M Patented May 2,1916.

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H. LEMP.

FUEL PUMP.

APPLICATION r|Lo1uNE12,|9|3.

I EJEEINNINE DFETRKE NU LDA H 7 ,7 III 79 7 1V LENExTH Inventor: Her-mann Lem 1MM@- Hsoqttorneg.

V VI VII VIII IX X XI XII XIII w l 0 1 Y Witnesses HERMANN LEMP,

0F ERIE, PENNSYLVANIA, ASSIGNOR- TO GENERAL ELECTRIC COMPANY, A CORPORATION OF NEW YORK.

FUEL-PUMP.

Application filed .Tune 12, 1913.

T 0 all whom t may concern Be it known that I, HERMANN LEMP, a citizen of the United States, residing at Erie, in the county of Erie, State of Pennsylvania, havev invented certain new and useful Improvements in Fuel-Pumps, of

which the following is a specification.

The present invention relates to fuel pumps and more especiallyl to those em ployed for supplying crude oil to internal combustion engines of the high compression type, z'. e. those engines in which air is compressed in the cylinder to a temperature above the igniting temperature of the fuel and into which the fuel is introduced by'a suitable injector operating with compressed It is in the nature of an improvement on the fuel pump disclosed in my co-pending application Serial No. 676,529, filed February 9, 1912, and subject matter common to both vcases. is claimed in such co-pending application.

The object of my invention is to improve the construction and operation of such pumps whereby they will accurately regulate-the supply of fuel to the engine in accordance with the load thereon.

For a consideration of what I believe to be novel and my invention attention is directed to the accompanying description and claims appended thereto.

In the drawings which illustrate one of theembodiments of my invention, Figure 1 isa side elevation of an internal combustion oil engine driving a compound wound electric generator; Fig. 2 is a view of a speed governor for controlling the pump; Fig. 3 is a view partly in elevation and partly in section of a fuel pump; Fig. 1 is a sectional vie-w showing the governor controlled sleeve valve and associated parts for determining the position of the fulcrum of the plunger actuating lever; Fig. is a plan view of the same with the casing in section; Fig. 6 is a side view of the same: Fig. 7 is a sectional view of the fulcrum adjusting pump; Fig. 8 is a diagrammatic view illustrating the operation of the pump. and Fig. 9 is a dev scriptive table of the action of the pump in Fig. 8.

Referring to Figs. 1 and 2, l0 indicates thc hase of the engine and ll the cylinders thereof of which one or more may be provided. .Rach cylindcrinay have one or two Specication of Letters Patent.

Patented May 2, 1916.

Serial No. 773,160.

pistons, thev latter being the preferred arrangement. 12 indicates the main shaft on which is mounted the rotor of the electric generator 13, the latter being preferably of the compound type so that current of constant potential will be delivered to the bus bars throughout the working range of speed of the engine. On the main shaft is a spiral gear 14 which meshes with a similar gear on the governor shaft 15.

Experience has demonstrated that inaccuracies in the cutting of gears frequently result in causing 'a slight periodic acceleration or retardation of the speed governor thus giving rise to minor speed variations. The same effect is also brought about by slight irregularities in the load or in the action of the engine itself. I have found that by making the governor shaft in two parts and connecting them by a relatively stiff spring, such as 16, Fig. 2, the objections above noted are overcome, said spring actingV to transmit the power necessary to drive the governor but preventing or largely reducing the direct transmission of sudden irregular motions.

On the upper end of the shaft 15 islal speed governor 17 of any suitable construction whose weights move the sliding collar 1S. The collar acts on a bell-crank lever 19, 85 the lower end of which is connected to the horizontal rod 20. The left-hand end of this rod is connected to the bell-crank lever 21 whose other end is connected to a sleeve valve which determines the position of the fulcrum of the pump lever as will appear later. On the left hand end of the engine beyond the air compressor 22 is a f-uel pump located in a casing 23. The pump may have a cylinder and plunger for each working piston or only a single cylinder and plunger for all of the working cylinders. I prefer the former arrangement. From the pump, pipes 24 convey fuel to the fuel injectors 2- in the engine cylinders. \j

It will assist to an understanding of the apparatus to be described hereinafter if it be borne in mind that the pump is of the displacement type having an inlet port in each cylinder controlled by the piston and one or more spring pressed discharge valves. Each plunger has a constant length of stroke but its region of reciprocation varies as the load changes by adjusting the position of the fulcrum of the actuating lever up or down, thus causing the plungers to force Vmore or less fuel past the discharge valves into the engine.

- as will appear later. The cross-head 1s connected by links 29 to the two-part actuating lever, 30. The right hand end of the lever is attached to an adjustable fulcrum 31, and the left hand end to the Aconnecting rod 32, the latter being driven by a crank on the main shaft 12, and has a constant length of stroke. The connecting rod is also attached to a rod which actuates a lubricant forcing device contained in the casing 34. To the device are connected pipes 35 leading to the bearings of the engine set.

The cross-head is mounted on a pistonlike guide 36 moving in a stationary guide formed in the pump casing or attached thereto. The lower end of the guide below the trunnions 37, Figs. 3 and 7, is extended to lform a piston 38 which is contained in a cylinder. For convenience the piston and cylinder may be termed a fulcrum adjusting pump. The piston is utilized to create a fluid pressure which pressure forces fluid to the cylinder 39. In the cylinder is a tubular hollow or chamberedY piston 40, Fig. 4, to which is attached a block 41 that carries the fulcrum /31, Fig. 3, of the plunger actuating lever /and'is guided by an exten sion of the cylinder 39. To the lower end of the tubular piston is attached a tube 42 having a closed lower end and one or more orifices 43 through which more or less fluid is being constantly discharged, subject however to governor control while the pump is in operation. As the main lever 30 moves up and down to actuate the pump plungers the fulcrum adjusting pump piston is also operating on each upward stroke to draw oil into its cylinder through the suction valves 44, Figs. 4 and 7, and deliver it through the discharge valves 45. From the valves 45 oil passes by pipe 46 into the cylinder 39. In this pipe is a fitting, Fig. 4, containing a hand actuated needle valve 47 located in a by-pass 48,'by means of which the engine can be shut down quickly. It is evident that if the orifices 43 were not provided something would have to break for there is no other exit for the fluid. It is also evident that if they fluid could flow uncontrolled out of the orifices there could be no regulation. In order to obtainthe desired regulation a sleeve valve 49 is mounted to slide on thev tube 42, which valve is connected by the rod 50 to the bell-crank lever 21, Fig. 1, which in turn is moved by the speed governor. During the operation of the pump this sleeve valve is constantly moving with load changes so that its lower end throttles the escape of fluid through the orificesf43 to a greater` or less extent. The apparatus is so organized and arranged that a downward movement of the left-hand end ofthe plunger actuating lever 30 tends to force the fulcrum 31 and piston 40'upward into thel cylinder 39.` This action is resisted by the fluid from Athe piston 38 which always tends to move the piston v 40. and fulcrum 31 downward to increase the delivery of fuel by the pump plungers'. Obviously by throttlingthe orifices 43 by a greater or less amount the opposing forces acting on the fulcrum can be adjusted one to the other with the result that the fulcrum 31 will assume intermediate positions and the region of reciprocation of the working plungers will be changed. This important throttling action is taken care of by the balanced sleeve valve 49. As it freely slides on 'the tube 42 and has no work to perform aside from throttling the orifice ory orifices 43 it follows that the load thus imposed on the speed governor will be negligible, a fac-l tor of great importance where close regulation is necessary. It is also t0 be noted that under normal operating conditions fluid is continually flowing through the tube 42 and orifices 43, the amount being determined by the sleeve valve 49.

The pump casing 23 is provided with a pocket 65 as best shown in Fig. 3. vIn the pocket is a partition 66 which divides it into two parts. The lower part contains the -chamber 59 which supplies fuel to the inlet ports 58 of the working pump cylinders 27a. The partition 66 is inclined from the left to the right'so that air will be prevented from getting into the cylinders. Fuel is admitted from a suitable source of supply, such as an elevated tank, by the pipe 67. The spacein the pocket above the partition is filled with lubricating oil which serves to lubri; cate the parts and also to supply the fulcrum adjusting pump..- This` oil is conveniently supplied by the lubricator in the casing 34, and any Vexcess drains into the crank chamber.

Referring to Fig. 3 it will be seen that above each working plunger and in line therewith is a rod 55 which passes through the cross-head 26 and engages the head of the plunger. On the top of the rod is a handle and around it is a coiled compression spring 56. By opening a by-pass 24al in the fuel pipes 24 leading to the engine at a point near the injectors and actuating the 4so operated the cross-head will remain stationary, the rods passing down through the same. It will not always be necessary to do this but it should be done after the engine has been at rest for a considerable period of time. The by-passes also form a means for indicating when thepipes are filled with oil since as soon as the pipes are filled, the

oil will begin to fiow out through these by-/R passes.

Referring to Fig. 8 especially, the operation of my improved pump will be described: As shown the sleeve valve 49 is in the full load position. The parts also assume the same position when the engine is at rest. As the engine is turned over by some extraneous source of power, the pump plungers 27- will be forced downward by the crosshead 26, lever 30, connecting rod 32 and main shaft 12. Fuel enters the cylinders 27al through the ports 58 from the supply chamber 59 and is delivered through the discharge valves 60 from which it passes to the engine injectors by the pipes 24, Fig. 1. As soon as the plungers begin to work the fulcrum adjusting pump piston 38 delivers fluid to the cylinder 39 which causes the fulcrum carrying piston 40, block 41, fulcrum 31, and orifice tube 42 to descend at the same time the'speed governor begins to raise the sleeve valve 49 by means of the rod 50. In other words the regulating parts move in opposite directions which causes them to quickly assume control in starting and to quickly compensate for load changes while running.

At the predetermined speed of the engine for a given load, the sleeve valve 49 will uncover the orifices 43 by a greater or less amount and the fulcrum 31 will assume a position in accordance with said load. Under this condition the upward thrust on the fulcrum is balanced bv the fluid bressure from the fulcrum adjusting pump, a certain amount of the fluid escaping through the orifices 43, subject al'ways to the control of the valve 49. Assuming an increase in load and a decrease in speed the governor will cause the valve to cover the orifices to a greater degree or even to completely cover them for the moment. As a result the pressure in the cylinder 39 will increase thus forcing the piston 40 and fulcrum 31 downward until the working` plungers 27 displace from th'eir cylinders the necessary amount of fuel on each working stroke. This action will lower the position of the orifices 43 `until the proper amount of fluid escapes therefrom to maintain the fulcrum in its new position. For every speed and load on the engine the sleeve valve 49 and fulcrum 31 have definite positions. As shown in Fig.

8 three of the principal positions are shown, and above in Fig. 9 1s an explanatory table.

From the foregoing it will be seen that the pump plungers have a constant length of stroke due to the action of the connecting rod 32 and lifting springs 28 but that the region of reciprocation 1s varied by changing the positlon of the fulcrum 31, and that the position of the latteLis determined by the joint action of the fulcrum adjusting pump, orifice tube 42 and sliding sleeve valve 49. By changing the region of reciprocation the amount of fuel displaced by the plungers on each working stroke is changed, it being greater as the fulcrum 31 descends.

Referring to Fig. 6 a coiled compression spring 61 is provided which surrounds the governor rod 50 and is contained in the housing 62. The tension of the spring can be adjusted by the nut 63. This spring is normally inactive but comes into play under conditions of light load in which case it is compressed between the shoulder 64 on the rod and the adjusting nut. This spring acts aS a cushion to decrease the sensitiveness of the mechanism at light load. At other times it has no effect because the rod can slide freely downward.

In Fig. 1 is shown an adjustable extension spring 65 which is attached at one end of the bell-crank lever 2l and at the other end to a stop carried by the engine frame. By adjusting this auxiliary spring the speed of the engine can be changed as it acts in opposition to the governor weights.

I have shown the pump as having only two cylinders but it may have as many as are necessary to supply fuel to the engine cylinders. c So long as the plungers are operated by a single lever only one fulcrum adjusting pump will be required.

It will be evident from the foregoing description that the governor will set the sleeve valve 49 in accordance with the speed of the engine and that the fulcrum 31 of the plunger actuating lever 30 will have to follow it either up or down as the case may be until it again assumes its proper position. From this it also follows that the governor and controlled parts will always have definite positions for definite loads.

I have shown the sleeve valve 49 as being actuated by a speed governor but other forms of automatic governors can be employed to suit various conditions. For motor car work the valve and its rod may be moved by hand thus permitting of a wide range of speed and power.

'Inaccordance with the provisions of the patent statutes, I have described the principle of operation of my invention, together with the apparatus which I now consider to represent the best embodiment thereof; but I desire to have it understood that the aptherein which carries the paratus shown is only illustrative, and that the invention can be carried out by other means.

What I claim as new and desire to secure by LettersPatent of the United States, is

1. In a pump, the combination of a working cylinder, a plunger, an actuator therefor having a fulcrum, a pressure sensitive means for adjusting the fulcrum and through which fluid flows, and a device movable on the means for regulating -the flow of fluid through it.

2. In a pump, the combination of a working cylinder, a plunger, an actuator therefor having a fulcrum, a fulcrum positioning pump which moves in synchronism with the plunger, a cylinder, a piston mounted fulcrum and through which fluid received from the fulcrum positioning pump flows, and a device for regulating the passage of fluid through the piston.

3. In a pump, the combination of a Working cylinder, a plunger therefor, a lever for actuating the plunger, a fulcrum for the i lever located on one side of the plunger, a driving means attached to the lever on the opposite side of the plunger, a fulcrum positioning pump, a hollow ./piston that supports the fulcrum, a cy/linlderfor the piston,

a valve which controls the flow of fluidA from the cylinder through the piston, and means for adjusting the position of the valve.

4. In ,a pump, the combination of a working cylinder having an inlet port, a. discharge valve therefor, a plunger for the cylinder, a vibrating lever for actuating the piston, an adjustable fulcrum -for the lever, means for vibrating the lever which has a fixed length of stroke, a fulcrum positioning pump, a cylinder receiving fluid from the pump, a hollow piston having a restricted outlet mounted in thev cylinder and `through which fluid flows, said piston carrying the fulcrum, and a valve that controls the escape of fluid through said outlet.

5. In a pump, the combination of a working cylinder having an inlet port, a discharge valve therefor, a plunger for the cylinder, a vibrating lever for actuating the piston, an adjustable fulcrum for the lever,`

means for vibrating the lever, which has a fixed length of stroke, a fulcrum positioning pump, a cylinder receiving fluid from the pump, a controllable by-'pass around the cylinder, a hollow piston in the cylinder through which fluid flows, said piston carrying the fulcrum, and means for controlling the passage of fluid from the last named cylinder.

6. In a. pump, the combination of a casing, working cylinders supported thereby, plungers therefor, a cross-head that moves the plungers, a lever that moves the crosshead, a driving connection for the lever, a

piston for controlling the escape of fluid;`

therefrom.

7. The combination with an internal combustion engine having a fuel injector, of a pump having a working cylinder, a plunger therefor, power means for moving the plunger, a pipe connecting the discharge side of the pump to the fuel injector, said pipe having a valve-controlled by-pass adjacent the injector, and means for operating the pump plunger independently of the power actuated means.

8. In a pump, the combination of a plurality of working cylinders, plungers therefor, suction and discharge valves for the cylinders, a cross-head which engages the plungers for operating the same, a driving connection for the cross-head, and a hand operated member for each plunger for operating it independently of the cross-head.

9. In a pump, the combination of a casing, working cylinders supported thereby, plungers therefor, a cross-head that moves the plun ers, a lever that moves the crosshead, a riving connection for the lever, a fulcrum for thelever, means for adjusting the fulcrum, controlling mechanism for the 11. In a pump, the combination of a work- 4 ing cylinder, a plunger therefor, a lever for `actuating the plunger, an adjustable fulcrum for the lever, a fulcrum positioning pump, a cylinder receiving fluid from the pump, a hollow piston in the cylinder, which carries the fulcrum, a valve that controls the passage of fluid through the piston, a governor, a means connecting the valve and governor, and a spring that acts on the valve and governor under light load conditions only.

12. In a pump for supplying fuel to an internal combustion engine, the combination of a working cylinder, a plunger, an actuator for the plunger having an adjustable fulcrum adapted to be positioned by fluid pressure, means operated by the engine for supplying said fluid pressure, and a sliding sleeve controlling the escape of said fluid pressure to regulate the position of the fulcrum.

13. The combination with an internal combustion engine, of a pump for supplying fluid thereto comprising a cylinder, a plunger, and an actuator for the plunger having a fulcrum adapted to be positioned by fluid pressure furnished by the engine, said fulcrum positioning means comprising a hollow piston through which the fluid flows, and a sleeve adjustable on the piston to regulate the flow therethrough.

14. The combination with an internal combustion engine, of a pump for supplying fuel thereto comprising a cylinder, a plunger, an actuator for the plunger, and means for adjusting the actuator to vary the effective stroke of the plunger, said means comprising a cylinder to which fluid under pressure is supplied, a hollow piston therein having a portion which projects beyond the cylinder and has an opening for the escape of fluid, a sleeve which slides on said projecting portion and controls said opening, and means responsive to the load on the engine for ositioning said sleeve, said sleeve being so llocated on said projecting portion relative to said opening that a decrease in load or an increase in the pressure of the fluid supplied to the second named cylinder tends to uncover the opening, and an increase in load or a decrease in the pressure of the fluid supplied to such cylinder tends to cover the opening.

15. The combination with an internal combustion engine, of a pump for supplying fuel thereto comprising a cylinder, a plunger, an actuator for the plunger, and means for adjusting the actuator to vary the effective stroke of the plunger, said means comprising a cylinder, a pump actuated by the engine for supplying fluid under pressure thereto, a hollow piston in the cylinder, a tube connected to said piston and having an orifice therein for the escape of fluid, a sleeve which slides on said tube and controls said orifice, and means responsive to the load on the engine for positioning said sleeve, said sleeve being so located on said tube relative to said orifice that a decrease in load or an increase in the pressure of the fluid supplied to the second named cylinder Gopiel tends to uncover the orifice, and an increase in load or a decrease in the pressure of the fluid supplied to such cylinder tends to cover the orifice.

1G. The combination with an internal combustion engine having a speed governor, of a pump for supplying fuel to the engine comprising a cylinder, a plunger, and means for varying the effective stroke of said plunger, said means comprising a cylinder to which fluid under pressure is supplied, a piston therein, a tube connected to the piston and having an orifice for the escape of fluid, a sleeve which slides on the tube andcontrols said orifice, and means connecting the speed governor to the sleeve for positioning it, said sleeve being so located on said tube-relative to the orifice that an increase in speed or an increase in the pressure of the fluid supplied to the second named cylinder tends to uncover the orifice, and a decrease in speed or a decrease in the pressure of the fluid supplied to such cylinder tends to cover the orifice.

17. The combination with an internal combustion engine, of a fuel pump therefor comprising a cylinder, a plunger, a pivoted actuator for the plunger, and means for adjusting the position of its fulcrum to vary the effective stroke of the plunger, said means comprising a cylinder, a hollow piston therein which carries the fulcrum, a fulcrum adjusting pump driven by the engine and supplying fluid under pressure to the last named cylinder, a tube connected to said piston and having an orifice for the escape of fluid from such cylinder, a sleeve which slides on the tube and covers and uncovers the orifice, a speed governor, and means connecting it to said sleeve, said sleeve being so located on the tube relative to the orifice that an increase in speed or an increase in the pressure of the fluid supplied by the fulcrum adjusting pump tends to uncover the orifice, and a decrease in speed or a decrease in the pressure of the fluid supplied by the fulcrum adjusting pump tends to cover the orifice.

In witness whereof, I have hereunto set my hand this 10th day of June, 1913.

HERMANN LEMP. lVitnesses:

B. H. ARNOLD, A. H. RICHARDSON.

by addressing the "Commissioner of Patents,

Wallington, D. U."

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