US1857192A

US1857192A - Fuel injector nozzle for internal combustion engines

Info

Publication number: US1857192A
Application number: US545652A
Authority: US
Inventors: James J Hauser
Original assignee: Individual
Current assignee: Individual
Priority date: 1931-06-20
Filing date: 1931-06-20
Publication date: 1932-05-10
Anticipated expiration: 1949-05-10

Description

May 10, 1932 J. J HAUSER 1,857,192

FUEL INJEcToR NozzLE FOR INTERNAL 'coMBUsTIoN ENGINES Filed June 20, 1931 IIIIIIIII.

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l NVENTOR 'www ATroRNE Patented May 10, 1932 UNITED STATES PATENT OFFICE JAMES J. Hansen, or NEW Yom; N. Y.

FUEL INJECTOR NOZZLE FOR INTERNAL COMBUSTION ENGINES Application filed June 20,

nal combustion engines of any cycle and with any fuel and can be used either as a dual or multiple nozzle.

I employ a primary jet which is coarse and of restricted area so that a small amount of fuel can be introduced into the combustion space to start local combustion, which might represent idling conditions of the engine. I

also employ secondary and later operating jets which give a fine spray with rapid distribution of the fuel whereby quick combustion is assured so that operating conditions of high efficiency are obtained during that portion of the expansion stroke of the piston during which these conditions are highly desirable.

In the drawings Fig. 1 is a sectional view of my `invention embodied in a dual orifice nozzle; Fig. 2 a top view of the structure of F ig. 1; and Fig. 3 a view of a pair of pistons and valves for use in a slightly modified form of nozzle in which the effective pressure area of the pistons is obtained by differences in the diameter of the valve stems.

In the form shown my improved nozzle consists of a body 1 having a plurality of chambers 2 and 3 therein, which are preferably circular in cross-section, the cross-sectional area of the chamber 2 being preferably greater than that of the chamber 3. A fuel Oil passage 4 connects with both of these chambers. Each chamber preferably has an open, threaded upper end to receive the plugs 5 and 6 for a purpose hereinafter explained.

Each chamber has a nozzle orifice, 7 and 8. at its lower end. I prefer to make the shape and size of the orifice 7 in the chamber 2 such that a small, concentrated stream of 1931. Serial No. 545,652.

`fuel oil will be injected therethrough while the size and shape ofl the orifice 8 in the chamber 3 is such that the fuel oil injectedA therethrough will be larger and more diused than that ejected by the orifice 7.

In each cylinder or chamber I lit a piston, v 9 and'10, which is a sliding fit. As shown in the drawings I prefer to counterbore the head of each piston at 11 and 12. Each piston is provided with a valve stem, 13 and 14, which 00 j terminates in a valve, 15 and 16, engaging the inner ends of the orifices 7 and 8 to open and close the same.

In .the form shown I have placed a spring, `17 and 18, in the counterbores of the cylinders 65 and close the upper ends of the chambers or cylinders with the screw plugs 5 and 6 so that by screwing these plugs Lin or out the springs will be more or less compressed thus l varying the pressure required to lift the

valves

15 and 16 olf their seats to permit the ejection `of fuel oil through the orifices 7 and 8 during `the injection stroke of the fuel pump (not shown) Instead of two chambers with their associated parts I mayemploy any number more than one.

The body 1 is preferably provided with a ange 19, or other means for securing the nozzle to a cylinder head with the orifices within the cylinder and in the combustion space.

In operation the injection pump will force the lfuel oil through the oil passage 4 and lill both chambers 2.and 3 below the pistons. As 85 the pressure on the fuel oil rises under the continued movement of the pump and the restricted outlet of the nozzle resisting the flow the piston 9 will lift first, due to its larger effective area and lift the valve 15 oii` its seat 90 permitting a small, concentrated jet of fuel oil to enter the combustion space in which the air charge has been compressed on the up stroke of the engine cylinder. This small jet of injected oil begins to burn and pressure is applied to the engine piston. After this burnlng has begun the increased oil pressure in the'chambers 2 and 3 causes the piston 10 to lift and raise the valve 16 olf its seat permitting fuel oil to be injected into the already burning mixture of air and oil and progressively building up the pressure in the engine cylinder `so that maximum elliciency is obtained without high initial pressures while the engine piston is approximately at .top dead center.'

- The successive action of ythe jets may be obtained in a number of ways. v For example, the cylinders and pistons in the nozzle may be of the same diameters and the valve stems 13 and 14 of different diameters as shown in Fig. 3, thus varying the piston surface exposed to pressure of the fuel oil.

By this construction I start the burning by injecting ay small amount of fuel oil through the primary orifice and thereafter inject the main charge of fuel oil through the secondary orice into the already burning mixture.

I claim 1. A fuel injector nozzle for internal combustion engines comprising-a body, a plurality of chambers therein provided with orifices at their lower ends, a fuel oil passage through said body communicating with said chambers, a piston in each chamber, a valve on each piston adapted to open and close the chamber orifice, the effective cross-sectional areas of said pistons being different whereby they will successively lift under fuel oil pressure in the chambers.

2. A fuel injector nozzle for internal cornbustion engines comprising a body, a plurality of chambers therein provided with orifices at their lower ends, the orifice in one chamber 'giving a small, concentrated discharge and the orifice in the other chamber giving a large, diffused discharge, a fuel oil passage through said body communicating with said chambers, a piston in each chamber, a valve on each piston adapted to open and close the chamber orice, the effective crosssectional area of the pistonoperating on the small discharge orifice being greater'than the effective cross-sectional area of the piston in the chamber having the large discharge orifice whereby they will successively lift under fuel oil pressure in the chambers.

3. A fuel injector nozzle for internal combustion engines comprising a body, a plurality of chambers thereinprovided with orifices at their lower ends, a fuel oil paage through said body communicating with said chambers, a piston in each chamber, a valve on each piston adapted to open `and close the chamber orifice, means for adjusting the pressure of the valves on their seats, the effective cross-sectional areas of said pistons being different whereby they will successively lift under fuel oil pressure in the chambers.

4. A fuel injector nozzle for internal combustion engines comprising abody, a plurality of chambers therein of different crosssectional areas and provided with orifices at their lower ends, a fuel oil passage through said body communicatin with said chambers, a pistonin each cham r, a valve on each piston adapted to open and close the orifices, a spring bearing on theupper side ofeeach piston and a screw plug in the body bearing on eachspring whereby the pressure on the valve on its seat may be adjusted.

In testimony whereof I have affixed my signature.

JAMES J. HAUSER.