US1678398A

US1678398A - Fuel nozzle and control

Info

Publication number: US1678398A
Application number: US737583A
Authority: US
Inventors: Edward C Lange
Original assignee: Individual
Current assignee: Individual
Priority date: 1924-09-13
Filing date: 1924-09-13
Publication date: 1928-07-24
Anticipated expiration: 1945-07-24

Description

July '24, 1928.

E. c. LANGE FUEL NOZZLE AND CONTROL Filed Sep1 l3, 1924 I as N In uentaw MM W (3' 2 7250 rive gs.

Patented July 24 1928 stares EDWARD o. LANGE, or MILL VALLEY, CALIFORNIA.

FUEL NQZZLE AND CONTROL.

Application filed September 13, 1924. Serial N03 737,583.

This invention relates to an improved fuel nozzle and control mechanism for high compression explosive engines, usually called Diesel engines. Since these engines operate under extremely high compression, it is essential that means be provided for forcing the explosive fuel into the engine cylinders under very high pressure. It is one object of my invention to provide an improved mechanism for performing this function with great facility and eiiicienc v.

My improved device preferably includes a two-stage compression mechanism for forcing the fuel into the engine cylinders. this mechanism, as illustratecL-being a first compression stage comprising a rotary compression pump and a second compression stage comprising a reciprocating plunger. It is anorher object of my invention to provide an improved mechanism ofthis type, and means in conjunction therewith for controlling the amount of fuel admitted to the engine. this means herein preferably taking the form of a fuel regulator located in the fuelconduit between the fuel valve and the said reciprocating plunger. I

lVith the above and other objectsin view, my invention consists in the features of construction and operation set forth inthe following'specification and illustrated in the accompanying drawing. In such drawing annexed hereto and forming a partof this specification. Ihave shown one specific embodiment of my invention. but it will be understood that the invention can be otherwise embodied. and that the drawing is not to be construed as defining or limiting the scope of the invention. the claims appended to this specification being relied upon for that purpose. i

The one view shown in the drawing diagrammatically illustrates one mechanical embodiment of my invention.

Referring more specifically to the drawing by reference, characters. 1 indicates a fragmentary portion of an engine cylinder block having my improved fuel nozzle 2 mounted therein. The fuel control mechanism cooperating with the nozzle comprises broadly a first compression stage rotary pump 3. a. second compression stage reciprocating plunger pump at 4. and a fuel regulator 5.

The fuel nozzle 2 comprises a lower body portion 6 extending into the engine block 1 to the upper body portion 7. A valve piece 8 threaded into the lower end of the body portion 6 has a central opening therethrough and an orifice and spray holes 9 at its lower end. A valve plunger 10 extending axially.

through the portions 6 and 7 has a reduced portion 11 at its lower end extending axially through the valve piece 8 and into the orifice 9 in a manner to close the same.

A tuelchamber 12 is between the shoulder 13 on the plunger 10 and the top of the valve piece 8. This chamber is in communication with a fuel conduit 14 in the manner illustrated. It will be noted that fluid pressure in the chamber 12 acts against theshoulder 13 in a manner tending to raise the valve plunger 10 and open the orifice 9. This plunger is normally held down by the means now to be described. e

Mountedon the upper end of the plunger between a flanger15 and a nut 16 is a flexible diaphragm 17. A housing 18 is threaded into the upper end of the body portion 7 in a manner to grip the circular edge of the diaphragm between such elements and form a, chamber 19., A spring 20 in this chamber normally operates to hold the plunger downwardand the orifice 9 closed. Fluid pressure is admitted to this chamber. through a conduit 21. A drain pipe 22 is provided below the chamber 19.

prises the rotary gear pump 3 having an inlet 23 and an outlet 24. A spring pressed valve 25 provides for a circulation through a pipe 26 when the pressure in the outlet 2 1 ,bec'omes great enough to life the ball 25. This pressure canbe regulated by adjusting the screw plug 27. I

The second stage of fuel compression comprises a body member 4 having a duct 28 therein in communication with the conduit 14. A plunger 29 is adapted to reciprocate with'inan enlarged portion 30 of the duct 28. The outlet 24 of the pump 1 is in communication with the duct 30 through a con- 'duit 31. a ball valve 32. and a duct 33, and in communication with the chamber 19 through the before-mentioned conduit 21.

The pump plunger 29 is operated by a cam 34 and a spring 35. The cam operates on a roller 36 between the pivoted fulcrumv 37 and the load end 38 of a lever 39. A rod 40 connects the end 38 with one arm 41 of a bell crank pivoted at 42, a roller 43 on the other arm of the bell crank engaging the end of the plunger. The construction is such that a small cam rise gives a relatively long stroke to the plunger.

As thus far described, it will be seen that the first stage pump 1 provides fuel to the chambers 12 and 19 under equal pressures. The operating area of the fuel on the shoulder 13 to raise the valve plunger 10, however, is considerably smaller than the operating area of the fuel on the diaphragm 17 to force the plunger downwardly. The fuel must therefore be forced into the chamber 12 with a sufficiently increased pressure to raise the plunger and open the orifice 9. This increased pressure is provided by the reciprocating plunger 29. When the plunger is in its rearward position, as illustrated in the drawing, the pump 3 fills the entire fuel channel between the plunger 29 and the chamber 12 with'fuel, and forward movement of the plunger forces this fuel toward the chamber with great pressure suflicient. to raise the plunger 10 to permit a portion of the fuel to spray through the orifice 9.

The regulator for controlling the amount of fuel sprayed through the orifice 9 comprises a body member 5 screw threaded into the member 4, and having a chamber 44 at its lower end in communication with the duct 28. A rod 45 in the member 5 has a piston 46 operating in the said chamber. A spring 47 normally keeps the piston in its lowermost position, as illustrated. A plug 48 screw threadedinto the member 5 has a yoke 49 at its uppen end over a block 50 on the upper end of the rod 45. A wedge 51 slidably mounted between these elements limits the upward movement of the rod 45- and piston 46. (The wedge can be operated either manually or automatically from a bell crank 52.)

The operation of the regulator is as follows. When the wedge is forced to its full depth inwardly, no upward movement in the rod 45 and piston 46 is permitted, and therefore the full amount of fuel displaced by the plunger 29 is forced through the orifice 9. When the wedge is drawn backwardly, an upward movement of the rod against the action of the spring 47 is-permitted. This action permits a portion of the fuel displaced by the plunger 29 to enter. the chamber 44, and therefore the amount of fuel entering the orifice 9 is diminished by the amount entering the chamber 44.

,It should furthermore be noted that the (permitting of fuel to enter the chamber 44 slightly retards the discharge of the fuel through the valve 9, since suflicient pressure to force fuel therethroughis not built up until the block 5 sets solidly against the, wedge 51. In starting the engine, the wedge 51 is drawn outwardly, thereby injecting less fuel through the valve 9 and also retarding the time of such injection. Then, when speeding up the engine by forcing the wedge inwardly to inject more fuel, the time of in- .jection thereof is automatically advanced.

Thus, my improved regulator automatically serves two functions; namely, regulates the amount of fuel injected, and automatically therewith retards and advances the time of such injection in accordance with the amount of fuel injected and the speed of the engine.

It is believed that the construction and operation of my improved mechanism will be understood without further discussion thereof. The valveplunger 10 is held down by fluid pressure which preferably is furni shed by thefirst'stage compression pump 3. The second stage 'pump at 4 provides an increased pressure for the fuel sufficiently to raise the valve stem 10, and my improved regulator between the second stage pump and the valve provides means for accurately regulating the amount of fueladmitted to the engine.

Having thus described my invention, what I claim and desire to secure by Letters Patent is:

1. A fuel nozzle and control therefor comprising the combina'tion of a spray valve including an orifice and a cooperating plunger, a fuel chamber adjacent the plunger and orifice, a fluid chamber adjacent an other portion of the plunger, fluid pressure in the first chamber normally acting on the plunger to withdraw the same from the orifice and fluid pressure in the second chamber normally acting on the plun er in the opposite direction, means providing a conduit to the firstchamber, and means for forcing fuel through the conduit and into the first chamber, the plunger operating area in the first chamber being several times smaller than that in the second chamber whereby a high fuel pressure is required in the first chamber to lift the plunger from the orifice.

2. A fuel nozzle and control therefor comprising the combination of a spray valve including an orifice and a cooperating plunger,a fuel chamber adjacent the plunger and orifice, a fluid chamber adjacent another portion of the plunger, fluid pressure in the first chamber normally acting on the plunger to withdraw the same from the orifice and fluid pressure in the second chamber normally acting on the plunger in the opposite direction, means including a conduit in communication with both chambers and conducting a fuel thereinto under pressure, and other means for forcing the fuel into the first chamber under increased pressure, the plunger operating area in the first chamber being considerably smaller than that in.

the second chamber whereby a high fuel pressure is required in the first chamber to lift the plunger from the orifice.

3. A fuel nozzle and control therefor comprising the combination of a spray valve in- I eluding an orifice and a cooperating plungportion of the plunger, fluid pressure in the first chamber normally acting on the plunger to withdraw the same from the orifice and fluid pressure in the second chamber normally acting on the plunger in the opposite direction, a pump in communication 10 with both chambers and operative to force fuel thereinto under pressure, and a reciproeating plunger for forcing the fuel into the first chamber under increased pressure, the fluid operating area in the first chamber being considerably smaller than that in the second chamber whereby a high fuel pressure is required in the 'first' chamber to lift 3 the plunger fromthe orifice.

' N EDWARD o. LANGE;