US1557151A - Method for regulating the fuel supply with compressorless highpressure crude-oil engines - Google Patents

Description

Oct 13, 1925. 1,557,151

1TH COMPRESSORLESS HIGH PRESSURE CRUDE OIL ENGINES E. FREY METHODFOR' REGULATING THE FUEL SUPPLY W Filed Jan. 4. 1923 3 Sheets-Sheet 1 314- um 1 N1 Erna?" Frag Oct. 13,1925 7,

E. FREY METHOD FOR REGULATING THE FUEL SUPPLY WITH 'COMPRESSORLESS HIGH PRESSURE CRUDE OIL ENGINES Filed Jan. 4, i923 '5 Sheets-Sheet 2 314mm 1 a h Ema? W 7 E. FREY METHOD FOR REGULATING THE FUEL SUPPLY WITH COMPRESSORLESS Get 13, 1925 -HIGH PRESSURE CRUDE OIL ENGINES Filed Jan. 4, L923 5 Sheets-Sheet gnvcnl'oz firms? F1 5 difocnul m/ Patented Oct. 13', 1925.,

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Application filed January 4, 192a Serial No. 610,656.

To all wkomit maylconcem: Be it known; that I, ERNST FREY, a citlzen of the German Republic, residing at Troisdorf, near Cologne, Germany, have in- 5 vented cert'ain ni-iw v and useful Improvements in a Method for Regulatin the Fuel Supply with Compressorless Hig -Pressure Crude-Oil Engines, of which the following is a specification.

This invention relates to an adjustable fuel pump for compressorless crude oil engines in which the efficiency and number of revolutions are influenced by altering the duration of injection.

improved pump in a similar manner as with sential difference that a spring-controlled piston situated in the pressure pipe of the pump serves for positively controlling the pump and for consequently regulating the quantity supplied. i

In order that the invention may be clearly understood, I shall proceed to describe the same with referenceto the several forms of construction shown by way of example on the accompanying drawings, wherein Figure 1 shows in section a motor-cylinder with the improved device. I Figure 2 shows in section a modified construction of the piston which controls the P P- I Fi re 3 shows in section a pump with varia le piston stroke.

Figure 3 is a section on line A-A of Fi re 3. igure 3 is the valve diam. Referring to Figure 1 of the drawings: a is the engine cylinder, 6 the body of the nozzle, 0 the s indie and d the cone of the fuel valve. '1 e fuel valve (5 under the pressure ofspring f, shuts off the fuel pas 5 sage e of the nozzle from communication with the combustion space, said passa e e being exposed to the pressure of the uel. A roller g is arranged in a slit at the upper end of the valve spindle c and is designed to be raised 'by the oscillating lever h during the injection of thefuel, the oscillating lever It being actuated from the eccentric The quantityof fuel supplied is adjusted to the actual charge of the englne 1n the is, as by means of the connectingrod i.

Itis known that by means 0 the Lentz link motion adopted from steam engine practice a variable duration of the o ening period of the valve can be obtaine with approximately uniform starting point of t the Lentz link motion any other link motion.

for variable duration of the opening period could be used.

For any size of charge the fuel pressure must be approximately the same in the pas-1 sagee, the valueof this ressure (approximately 250 atms.) depending on the degree ofithe atomizing required. The atomizing proper takes place exclusively through the narrowboring l of the nozzle.

The fuel pressure is produced by the fuel pump'm connected with the engine cylinder. This pumpis suitably driven, as from cam n keyed upon the cam shaft and indicated in dash lines, said cam pressing'downward the pump piston g througha suitable connection, as the bellcra'nklever 0 and the link At the suction stroke piston g is rais I by means of spring r. For regulat ing the quantity of fuel to be supplied the pump may be provided for instance with a the bell-crank lever o, and on the b other hand the automatic pressure regula tor w-y-z which serves for positively ad-- justin the control of the pump and consequent y the quantity of fuel supplied.

If the pressure in the passage c'becomes too great it is transmitted throu h the preswhic is thus. i-aised against the com res sion of the stpring 2 located in the gui e 3/. the regulating lever t mount- The pivot 0 ed in the guide 3 is'thus raised also and the quantity of fuel supplied by the pump 1s reduced, inasmuch as the valve a is held open during a greater period of time.

By selection of the strength of spring 2 is period, for instance by means of a drum governor and double eccentric. Instead 0t .sure .i'pe c to the space below t e piston m of the piston is facilitated and for the same total length a much better packing is msured without the danger of warping and jamming at fluctuations of temperatures.-

The pressure pipe 0 for the fuel is connected with the regulator piston. The several piston elements 6, d, f. are located in the guide bushings g, h, i and have reduced or conical ends in order to prevent a jamming in the adjacent bushing when the piston is working. The guide bushings are pressed strongly against one another. in a casing is by means of a screw 1'. The spring a which acts upon the subdivided piston, the guide y for the same, and the lever t acting upon the link motion of the pump, are the same as in Figure 1. Y 4

By means of such subdivided piston the leakage, even at pressures of 300 atms. and more, can be reduced to a minimum. Instead of the pump shown in Figure 1 with back-flow suction valve control, any other type of pump With variable delivery can be used, for instance a pump with variable piston stroke.

In Figures 3, 3*,and 3" a pump is shown the stroke of which is controlled positively from a spring-controlled piston situated in the pressure pipe. According to the valve diagram shown in Figure 3 the reciprocating driving rod Z communicates an oscillatingmotion to the lever 3 fulcrumed at 2. The fulcrum 2, as shown, consists of a bolt pivotable in a straight guide 4 in which the lever 3 executes a short sliding movement when pivoting. From lever 3 the pump-stroke is transmitted to the pump pistpln 6 by means of thelink rod 5.

T e which for the two dead point positions are shown in full lines, correspond to the largest pump stroke SU which is effective at full load. In order to reduce the stroke of the pump the straight guide 4 and consequently the fulcrum 2 is shifted to the right, whereby lever 3 is made to slide in the pivot bolt 2. The extreme right hand position of fulcrum 2, which is designated by 2', corresponds to the smallest pump stroke. Lever 3 assumes in this position. the two extreme positions indicated in dash lines. The pump stroke is of the smallest amount 8L correspondin to no load. The stroke :can be reduce to zero with the aid of a convenient construction.

In Figures 3 and 3, l designates the driving rod, 2 the fulcrum of the oscillating lever, 3 the oscillating lever, 4 the straight guide designed to displace the fulcrum 2, and 5 the articulated rod for transmitting positions of the driving lever 3,

of the pump by the driver is requir the stroke upon the piston 6. In the pump casing 7 the straight guide 4 is adjustably vmounted. The adjustment is efiected by is to be used. The position of the regulating lever shown corresponds to the largest delivery. As soon as the amount of charge to the motor decreases the pressure in the pressure pipe is increased.

The increased fuel pressure acts immediately upon the regulating piston 11, which in opposition to spring 10 adjusts a correspondingly smaller pump stroke by means of a lever 4, which shifts the pivot bolt 2. Tnversely a movement of the several parts in opposite direction takes place under the pressure of spring 10 as soon as the amount of fuel supplied to the motor is increased, which would be accompanied by a reduction of pressure in the pressure pipe.

The piston ll, controlled by spring 10, i

the suction valve acting as back-flow valve,

the pump is filled with fuel even at a high number of revolutions.

This mechanism serves therefore not for regulating the'pump, but with the aid of the adjusting screw 16 of lever 15 the time of commencement of the pump stroke can be regulated. For the variation of the fuel pump stroke a large number of other well 'known stroke-adjusting devices are available. It is essential only that the justing' of the stroke is efiected positively by a spring-controlled piston situated in the pressure space or in the pressure pipe. I

' The improved pump presents special advantages for automobile engines. For varying the number of revolutions no adiusting The driver has merely to adjust the duration of the open position of the fuel valve. At the stopping of the engine the injectin period of the fuel valve is merely reduce while at the pump no adjustment takes place. The fuel pressure is maintained constant and to zero the delivery is correspondingly controlled automatically and positively.

In order to prevent a stronger drop of the fuel pressure during the injection of the fuel, and air chamber ais arranged upon the nozzle body as shown in Figure 1, this air chamber communicating with the fuel passage and carrying a manometer b for" indicating thefuel pressure. The air chamber assists in the action of the control piston but it would not be necessary if the pres sure pipe is comparatively flexible. Before the engine is started after a longer period of rest a sufficiently high injecting pressure has to be produced in the air chamber by pumping by hand or, with larger machines, even with the aid of auxiliary motors. With this object in view a square for a hand lever c is arranged upon the angle lever 0 as shown in Figure 1.

I claim 1. In combination with a fuel pump for engines of the class described including a suction valve and a pump plunger, and having a pressure passage leading from said pump, means operatively connecting said plunger and suction valve to positively control closure of the latter in accordance with the piston stroke, and a spring-controlled piston in communication with said pressure passage operable to positively adjust the time of closing said suction valve in ac cordance with the pressure in said pressure passage, thereby to vary the delivery of the pump.

2. In combination with a fuel pum for 7 engines of the class described including a 3. In combination with a fuel pum for engines of the class described including a suction valve, and having a pressure passage leading from, said pump, a spring-controlled piston in communication with said pressure passage operable to positively adjust said suction valve, thereby to vary the delivery of the pump, said piston being composed of several elements, a bushing guiding said piston and likewise composed of several parts, and means for tightly packing the several parts of said guide bushing.

4. In combination with a fuel pump for engines of the'class described including a suction valve, and having apressure passage leading from said pump, a. springcontrolled piston in communication with said pressure passage operable to positively adjust said suction valve, thereby to vary the delivery of the pump, said piston being composed of several elements, each havin conical ends, a bushing guiding said piston and likewise composed of several adjoining parts, the ends of the piston elements being 'movable past the joints between the bushing "parts, and means for tightly packing the several parts of said guide bushing.

5. In combination with a fuel pump for engines of the class described including a pump plunger and a suction valve, and having a pressure passage leading from said pump, said suction valve having an utter nally projecting stem, a spring-controlled piston having its axis parallel with and offset from said suction valve stem, and in communication with said pressure passage, a lever fulcrumed upon said piston and engageable between its ends with said suction valve stem, and means operatively connecting the outer end of said lever with the pump plunger, to positively control the time with the plunger stroke and the pressure in said pressure passage.

6. In combination with a fuel pump for engines of the class described including a constant-stroke pump plunger and a suction valve, and having a pressure passage leading from said pump, said suction valve having anexternally projecting stem, a lever engageable with said stem to control the time of closure of said valve, a fulcrum member supporting one end oi" said lever and shiftable under the influence of pressure in said pressure passage, and means operativelyconof closing said suctionvalve in accordance necting the opposite end of said lever with said pump plunger.

In testimony whereof Iaflix my signature.

nnns'r Paar.

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