US2019578A - Fuel supply system - Google Patents

Description

Nov. 5, 1935. v j G. F. NoLTl-:IN f v 2,019,578 i FUEL' SUPPLY sYsTEM Filed Jan. 27, 195o 5 sheets-sheet 1 f -A TT0RNEY NOV- 5, 1935- G. NoLrExN 2,019,578

FUEL SUPPLY SYSTEM l Filed Jan. 27, 1930 5v sheets-sheet 2 INVENTOR 65ans: A 1vol rem.

A TTORNEY NOV- 5, 1935# G. F. Nom-EIN FUEL SUPPLY SYSTEM Filed Jan. 27,' 1930 5 Sheets-Sheet 5 NOV 5,1935 G. F. N'LTEIN K 2,019,578

Y 1 `FUEL SUPVPLY SYSTEM Filed Jan* 27, 195o 5 Smets-sheet .4

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A TTQRNEY Y NOV 5, 1935- G. F. NoLTElN FUEL SUPPLY SYSTEM Filed Jan. 27, 1930 5 Sheets-Sheet 5 A TTORNE Y Patented Nov. 5, 1935 .UNITED STATES PATENT OFFICE FUEL SUPPLY SYSTEM George F. Noltein, Springfield, Ohio, assignor to Superior Engine Company, Inc., Springfield, 0hio,. a corporation of Delaware Application January 27, 1930, Serial No. 423,704

` (Cl. 12S-140) 7 Claims.

t My invention relates to a fuel supply system for internal combustion engines.

.It is the object of my invention to provide a governor controlled fuel supply system in which the operation of the governor can be adjusted at any predetermined setting, within which range the fuel control system will operate.

I Adraws the fuel in the event that the fuel has It is a further object to provide a fuel by-pass system in order'that excessive fuel may be bypassed-back to the source of supply, and this adjustment for by-passing may be varied according tothe conditions of operation of the apparatus, thereby attaining a fuel pressure as desired.

i It is a further object to provide this control system to facilitate starting of the engine, the regulation of the speed of the engine after starting, the regulation of the fuel supply, al1 in combination with an injector, through which solid l fuel is injected under a predetermined fuel pressure being admitted at intervals according to the mechanical adjustment of the adjusting mechanism of this invention by mechanical operation ofthe fuel injector.

- i Referring to the drawings:

Figure 1 is a diagrammatic view of the fuel system;

Figure 2 is a section on the lin'e 2-2 of Figure l showing the details of the fuel by-pass control;

f `Figure 3 is an enlarged detail view partially in section showing the fuel by-pass arrangements and the relationship of the control levers;

Figure 4 is a detail view of the fuel control system showing the relative position of the control shafts with certain of the parts removed for the purpose of clearness, such as the quadrants, etc.;

Figure 5 is a skeleton view showing the relative positioning of the injector, the control mechanism for determining the amount of fuel, the cam shaft, cam, push rod and rocker arm construction for operating the fuel injector;

Figure 6 is a detail view showing the fuel relief valve adjustment, rocker and cam;

Figure 7 is a section through the injector in its closed position;

Figure 8 is a section on the line iI--Il of Fig ure 1 showing in detail the governor mechanism and the governor control.

Referring to the foregoing views, l represents a pipe line from a tank that supplies the fuel through a pump indicated diagrammatically at 2 and suitably driven from any source of power,

such as` the-engine itself, or otherwise. The fuel is ejected from the pump through the line 3 and thence passes through the pipe 4 to the fuel exceeded a predetermined pressure, as herein-'- after determined.

Fuelby-pass system When the fuel passes through the pipe 5, it enters the chamber 8 beneath the shoulder 9 and tends to lift the needle valve stem Ill which j closes the port I I that shuts oif the passage of fuel between the pipe 5 and the pipe l.

The lifting of the needle valve I0 is resisted-by the spring I2 which is mounted on the ,cap I3 at one end and rests against the cap I 4 at the other end. N

The cap I li is engaged by a stud I5 carried on 20 the rocker arm I6 which, in turn, is mounted on the shaft Il. The movement in one direction, that is, upwardly, of the rocker arm I6 is limited by the set screw I 8 which is locked in position by the nut I9. 'I'his set screw is carried by the 25 cover 20 which formsa part of thek housing for this mechanism. l The other end of the rocker arm I 6 opposite to that carrying the stud I5 has a stud 2| which engages with the fuel reliefvalve eccentric 22, 30 which is keyed to the shaft 23 by the key 24 andclamped thereon by the bolt 25.

The compression of the spring I2 is thus controlled and, therefore, the pressure at which the valve stem I0 is lifted is controlled. The pres- 35 sure ofthe fuel is thereby regulated. The shaft 23, which carries the fuel relief valve eccentric 22,- hasl connected thereto the governor control handle 26 which serves to rotate and position it.

Governor adjustment mechanism y 'I'he governor adjustment lever 26 is positioned by the detent 2'I.engaging the toothed quadrant 28. 'I'he detent 2l is disengaged from the l quadrant 28 by the depression of the sleeve 26a 45 against the spring 29 which serves to carry the reciprocating plunger 30 downwardly andwith it the detent 2l.

-On the shaft 23 is mounted the governor adjustment arm 3l which, in turn, carries. the 50 transversely extending governor adjustment lever 32 which has theY cam face 33 riding upon the governor spring cup 34 which, in turn, rests upon ,the governor Lspring 35. 'I'he upper end of this spring is encased within the sleeve 36 of the sup- 55 porting cover 31 of the casing. 'Ihe lower end of this spring 35 rests within the governor cup 36 which in turn rests upon the ball bearings 39.

The underside of the ball bearings 39 carries the collar 40 and sleeve 4I. This collar and sleeve are guided upon the shaft 42 and are .adapted to reciprocate thereon as, they travel with the cup 38 during the course of expansion or compression of the spring 35 of the governor. The under side of this collar 40 carries ,depending ears 43 and rollers 44 that are engaged by the governor arms 45 which are connected to the governor weights 46 that are pivoted at 41 upon the ears 48 of the governor yoke. This yoke is keyed by the key 49 to the shaft 42 and rests upon the tapered bearings 56 within the governor housing 5|. The outward movement of the weights 46, due to centrifugal force applied thereto by the rotation of the governor, will serve to compress the spring 35. The state of compression of the spring initially is determined by the setting of the governor adjustment lever 26. The governor housing 5I may-be partially lled with oil through the pipe 52, if desired.

Thus, the sensitiveness or responsiveness of the governor is determined by the predetermined compression of the spring 35. This is likewise synchronous through the adjustment of the common handle -26 with the compression of the spring I2 of the by-pass valve so that the maximum pressure of the oil comprising the fuel delivered to the engine will depend upon the adjustment of the governor. The cup 38 is provided with studs 36a engaging the arms of the yoke 38h which is mounted on the shaft 61.'

The governor is driven in the usual manner by the bevel pinion 42a, bevel gear 42h and cam shaft 42e.

Control of the fuel amount delivered the detent 21 in conjunction with the quadrant .51.

'Ihis lever is mounted upon the shaft *58. The shaft 58 carries the governor rod control yoke 59 which is provided with the cam nose 68 engaging the collar 6I which is pinned to the governor rod 62. This rod is slidably mounted Within the shaft 63 and is retained therein by the nut 64. Between the collar 6| and the shaft 63 is the helical spring 65 surrounding the shaft 62. The shaft 63 is carried in the yoke 66 pivoted upon the shaft 61 that is suitably carried upon the frame work of the engine. Connected to theyoke 66 is an arm 68 that is in turn connected to a piston rod 69 and piston 10 working within the cylinder which is pivotally mounted at 12 by the bracket 13 to any suitable part of the engine. This piston 10 ts loosely within the cylinder 1i and acts as an oil brake or dash pot.

'Ihe upper end of the rod 62 is pivotally connected at 14 to the lever 15 that is fixed upon the shaft 16 by the clamping jaws 11 and bolts 18. On this shaft is mounted-an arm 19 which carries pivotally at a wedge 8i which is interposed between the fuel injector, rocker arm 82 and the cam shaft rocker arm 83. A set screw 84carried by the latter arm adjusts this connection.

push rod 85, cam 86 and cam shaft 81 driven from the engine. The adjustment of the position of the shaft 58 by the lever 53 will determine the position of the wedge 8|. When the wedge is withdrawn to its rearwardmost posi- 5 tion, there is substantially no opening of the 'injector and no fuel is admitted. As the wedge is inserted, more and more fuel is injected. When the shaft and its governor rod control yoke 59 are in starting position, the parts are .as indi- 10 cated in dotted lines. The yoke 59 has the position marked A. The running position is where the yoke is in position B. 'I'he stop position in which the wedge 8| is withdrawn `so no fuel is being admitted is where the yoke is in position C 15 shown in full lines.

Thus, the lever 53 controls the starting, running and stopping positions and determines in connection with a certain fuel pressure the quan- The injector, as shown in Figure '1, is actuated by the injector rocker 82 which is pivoted at 88 on the body 89 of the injector. The inner end of this rocker 82 is provided with a cam nose 90 that engages the washer 9| on the shoulder 92 of the valve stem 93. The valve stem is normally seated by the spring 94. The lower 30 end of the valve stem operates in the sleeve 95 and then the chambered passageway 96. It terminates in a head 91 controlling the port 98. Fuel is admitted through the line 4, passageway 99, passageway |00, passageway 96 around and 35 beneath the valve when the valve stem 93 and its head 91 are elevated.

yOperation When the engine is to be started by the usual 40 air starting system, the starting handle 53 is moved to the position indicated by A or the yoke 59 in Figure 5, which permits the rod 62, under the influence of the spring 65, to move the wedge 6l into maximum fuel injecting position so that, 45 as the engine is turned over by the air starter, electric starter, or any .other means, the maximum of fuel under the predetermined pressure will be injected into the engine to facilitate starting. When the engine gets under way, the lever 50 53 is movedto position B of the starting yoke 59 in Figure 5. Thus, the amount of fuel tobe injected is determined by the setting of the lever 53. i f

The adjustment of the position of the lever 26 55 will determine the compression of the spring I2 and thereby the point at which fuel oil will be by-passed and determine the maximum pressure of injection as the injection of the fuel takes place by the pressure thereon imparted by the 60 pump 2. Likewise, the setting of the lever 26 through the actuation of the shaft 23 determines the compression of the governor spring 35 and the speed of the engine is controlled. 'Ihis speed of the engine controlled by the governor is reg- 65 ulated -through the connection of the governor 38having the studs 38a engaging through the yoke 38h mounted on the shaft 61 which in turn is connected to the yoke 66 with the governor rod 62, which it can operate within the limits Set 'l0 by the yoke 59. Thus, the yoke 59 determines the maximum quantity of `fuel which can be 1njected at the predetermined fuel pressure and the extent to which such injection takes place within the maximum so established depends upon 75 f the action of the governor, which thus regulates the speed of theengine.

Consequently, there is an interdependence between:

(1) The determination of the maximum amount of fuel which can be injected f or'any given opening of the injector by the setting of the lever 53 and the positioning of the yoke'59.

i2) The control of the speed of the engine and the amount of fuel injected within the maximum thus established by the governor operating the rod 62 and wedge 8| within the limits established.

(3) The sensitiveness or responsiveness of thegovernor within the range of its action is determined by the setting of the handle 26, shaft 23, cup 34 and compression of the spring 35.

(4) The simultaneous adjustment of the fuel injection pressure by the adjustment of the cornpression of the spring I2.

It will be understood that the starter handle is at the same time the stop lever for the engine, permitting at any desired movement engine speed and fuel pressure to move the wedge out so as to discontinue the fuel injection, thus stopping the engine.

It will be understood that I desire to comprehend Within my invention such modifications as may be necessary to adapt it to varying conditicnsand uses.

Having thus fully described my invention, what I claim as new and desire to secure by Letters Patent, is:- v

1. In combination, a source of fuel, means to deliver lsaid fuel under pressure to an engine, adjustable means to by-pass at least a part of the fuelv at a predetermined pressure, a governor for controlling the supply of fuel to the engine, yielding means for regulating the sensitiveness of the governor, and means for simultaneously adjusting said yielding means and said adjustable means.

2. In combination, a source of fuel, means to deliver said fuel under pressure to an engine, adjustable means to by-pass at least a part of the fuel at a predetermined pressure, a governor for controlling the supply of fuel to the engine,and means for simultaneously adjusting the sensitiveness of the governor and for adjusting said adjustable means.

3. In combination in` an engine, a fuel injector, means having anadjustable pressure operated fuel by-pass, a governor operatively connected 'to the fuel injector means for controlling the sup-` connecting said by-pass line with the source of supply, a `valve in said means adapted to be opened by the pressure in the by-pass line to bypass part of the fluid under pressure, yielding means to maintain said valve closed, means for adjustingthe compression of said yielding means, a centrifugally operated governor for controlling the supply of fuel to the engine, yielding means 5 for regulating the sensitiveness of said governor, and means for simultaneously adjusting both of said yielding means.

. 5. A fuel injection system for an internal combustion engine of the Diesel type comprising a 10 source of fuel supply under pressure, a fuel injection valve receiving fuel from said source of supply, engine driven means for operating said valve, an engine driven governor, means controlling the lift of the fuel injection valve regulated 15 by said governor, a by-pass line leading from said source of fuel supply, a by-pass valve in said bypass line provided with a pressure regulating adjustment, the setting of which determines the fuel pressure in said source of fuel supply, means 20 for adjusting the sensitiveness of said governor and means for simultaneously regulating the pressure regulating adjustment of said by-pass valve and the means for adjusting the sensitiveness of said governor.-

6. A fuel injection system for an internal combustion engine of the Diesel type comprising a source of fuel supply under pressure, a fuel injection valve receiving fuel from said source of supply, engine driven means for operating said 30 valve, an engine driven governor, means controlling the lift of the fuel injection valve regulated by said governor, a by-pass line leading from said source of fuel supply, a by-pass valve in said by-pass line provided with a pressure regulating 35 adjustment, the setting of which determines the fuel pressure in said source of fuel supply, means for adjusting the sensitiveness of said governor, means for simultaneously regulating the pressure regulating adjustment of said by-pass valve 40 and the means for adjusting the sensitiveness of said governor and independent means for regulating the range within which said pressure regulating adjustment is adjusted.

7. In afuel injection system for an internal 45 combustion engine, a. source of fuel supply under pressure, a fuel injection valve receiving fuel from said source of fuel supply, engine driven meansfor periodically opening said fuel injection valve, adjustable means to regulate the maximum lift of said fuel injection valve, an engine-driven governor, governor-controlled means for regulating the valve lift within said maximum, a. by-pass line leading from said source of fuel supply, a by-pass valve in said by-pass line provided with a pressure regulating adjustment, the setting of ,which determines the fuel pressure in said source of fuel supply, means for adjusting the sensitiveness of said governor and means for simultaneously regulating the pressure regulating adjustment of said by-pass valve and the means for adjusting the sensitiveness of said governor.

GEORGE F. NOLTEIN.

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