US2026069A - Engine fuel control means - Google Patents

Description

Dec. 31, 1935. H. SCHNEIDER 2,026,069

ENGINE FUEL CONTROL MEANS Filed June 29, 1932 5 Sheets-Sheet 1 \m INVENTO-R. 3% 4 v HEM/A7677 Saw/57pm Dec. 31, 1935.. H. SCHNEIDER 2,026,069)

ENGINE FUEL CONTROL MEANS Filed June 29, 1932 5 Sheets-Sheet 2 BY I A TTORNE Y.

I Dec. 31', 1935. SCHNEIDER 2,026,069

ENGINE FUEL CONTROL MEANS A TTORNE Y.

Dec. 31, 1935. N ER 2,026,069

' ENGINE FUEL CONTROL MEANS Filed June 29, 1932 5 Sheets-Sheet 4 l [I I .f: Qp I. 1% I v 77 p\ ll JNVENT'OR.

HEM /m SCH/V575? Dec. 31, 1935. scHNElDER 2,026,069

ENGINE FUEL CONTROL MEANS I Filed June 29, 1952 s Sheefs-Sheet 5 Hunuuuunn mTTm A TTORNE Y.

Patented Dec. 31, I935 res" PATENT Price ENGINE FUEL CONTROL MEANS Heinrich Schneider, Beloit, Wis. assignor to Fairbanks, Morse & Co., Chicago, 111., a corporation of Illinois Application June 29, 1932, Serial No. 619,842 5 Claims. (01. 103-41) This invention relates to improvements in internal combustion'engines, and more particularly tonimprovements in fuel pumps and associated control assemblies used in connection with internal combustion engines of the solid injection type.

An object of the present invention is to provide an improved fuel pump assembly which includes an engine driven cam shaft arranged to reciprocate a cam follower and associated fuel pump plunger which operates in a fuel pump chamber, the chamber being provided with --automatically -actuated suction and discharge valves, and means associated with the cam follower for varying the timing of the stroke of the fuel pump with respect to the crank position of the engine, by adjustably moving the pump ac.- tuating cam follower transversely of a longitudinal axis of the cam shaft.

A further object is to provide an improved fuel pump for an internal combustion engine, thefuel pump including a cam actuated pump plunger, means for varying the timing of the pump plunger stroke with respect to the crank position of theengine, the fuel pump plunger being arranged to reciprocate in a fuel pump displacement chamber which is provided with automatically actuated suction and discharge valves; a by-pass valve arranged to be concurrently actuated with the pump plunger and disposed between the pump chamber and the suction side-of the pump, and means associated with the by-pass valve for regulating the effective fuel charge delivered by the fuel pump to the engine cylinder,

A still further object is to provide an improved fuel pumpassembly operatively associated with an internal combustion engine, an engine driven fuel pump operating shaft provided with cams which are arranged respectively to actuate pivoted cam followers operatively associated with a pump plunger which is arranged to reciprocate within a; fuel pump displacement chamber provided with automatically actuated suction and discharge valves, a cutoff valve arranged to be actuated by the fuelpump operating shaft, means associated with the cutoff valve for automatically controlling the. effective fuel charge delivered by the fuel'pump responsive to engine speed, a housing for enclosing the fuel pump assembly, and means, externally of the housing and operatively associated with the cam follower assembly, for varying the timing of the fuel pump stroke with respect to the crank posi-. tion of the engine.

An additional object is to provide an improved fuel pump assembly which includes cam actuated mechanism for actuating a fuel pump plunger disposed within a fuel displacement cylinder, automatically actuated suction and dis- 5 -means actuated from the exterior of the housing for adjusting the controlling movement of the governor mechanism.

An additional object is to provide an improved 15 I fuel pump assembly for internal combustion engines, which is neat and compact in arrangement and is inexpensive to construct and maintain.

Further objects and advantages will appear from the following detailed description of parts 20 and from the accompanying drawings, in which: Fig. 1 is a longitudinal sectional elevation of a preferred form of fuel pump assembly, taken along lines II- in Figs. 3 and 5; Fig. 2 is a sectional elevation taken along lines 22 in Figs. 5 3 and 5 Fig. 3 isa section taken along line 33 in Figs. 1 and 2; Fig. 4 is a section, partially in elevation, taken along line 44 in Fig. 2; Fig. 5 is a section taken along line 55 in Fig. 2; .and

Fig. 6 is a fragmentary section taken along line 0' 66 in Fig. 2.

Referring to the drawings, the numeral [0 designates, generally, a housing for enclosing and supporting the fuel pump assembly which includes a fuel pump operating shaft 1| suitably journaled in ball bearings l2 carried in wall portions of the housing. This shaft is, by preference, provided with spaced cams 3 whichmay be formed integrally with the shaft. 'It will, of course, be understood that \the cam shaft H is 40 operativelyv connected to. and driven in timed relation by the crank shaft (not shown) of an internal combustion engine. The cams 13 are arranged operatively to engage, respectively, associated,cam followers or rollers H! which are carried, respectively, on pins l5 suitably journaled in connecting links l6. Reciprocating movement of the cam follower I4 is transmitted through the link Hi to a crosshead member H.

which is provided, by preference, with a replunger 23 which is arranged to be reciprocated within a fuel displacement cylinder 24 formed in a pump barrel ,25, the pump plunger being maintained in' contact with the end portion 22 of the crosshead by means of a spring. 26. This spring, acting through the pump plunger 23, crosshead I1, link l6 and pins l5, urges the camroller into engagement with the operative surface of the cam l3. Y

In the preferred example, four individual pump barrel assemblies are, by preference, disposed in a row, and are removably secured to a block or body member 21 which is secured by means of cap screws 28 tothe housing 10. The

pump barrel is secured to the; block member 21 by means of a threaded bushing member 29 which also serves as an end abutment'for the spring 26. The cylinder portion 24 ofthe pump is, by preference, in fluid communication with a passage or conduit 30 formed transversely of the block member .21, this passage being, at

times, in fluid communication with the fuel supply reservoir. 3| which is disposed longitudif nally of the blockmember 21, and serves-as the common supply source for all. the individual pump assemblies. The passage of fuel from the supply source 3i to each individual pump cylinder is controlled by an automatically actuated suction valve 32, one of whiclris provided for each fuel pump assembly. As the fuel is compressed within the cylindler 24 by actuation of the pump plunger which it will be noted is of substantially constant stroke, the compressed fuel is discharged through the passage 30, and

' thence through an automatically actuated, s'pring the fuel supply reservoir 3|. The conduit 41 is,

loaded discharge valve 33 Which controls the discharge of fuel into a conduit 34 connected, bypreferenceto aninjection nozzle (not shown) associated with the combustion chamber of an internal combustion engine. The timing of the fuel pump plunger actuationby the cam shaft, 'withrespect to the crank position of -the engine,.

may be varied by the mechanism hereinafter de- I scribed.

An eccentric shaft 35 isjby preference, spaced above and parallel to the cam shaft II, the end portions, of the shaft being suitably journaled in' bearings carried in wall portions of the housing I 0. A plurality of rocker arms 35-are carried on the, eccentric shaft 35; each rocker arm being connected with its associated .cam follower assembly by means of the pins l5. By partial rotation of the eccentric shaft 35, the cam follower I4 may be moved transversely'of the longitudinal axis of the shaft H for adjustably positioning the roller l4 with respect to the caml3. Partial rotation of the eccentric shaft 35 may be effected from the exterior of the housing III by means 'of' a manually, controlled lever 31 which is operatively connected to an end portion 33 of the shaft 35 which extends through and is journaled in a wall portion of the. housing ID. This lever is, by preference, provided with .a spring pressed member 39 which is arranged to engage, selectively, a plurality of J notched portions 40 formed in a casing 4| which is removably' secured to an end portion of the housing Ill. By-urging the spring pressed member 39 out of register with any particular notch 49, the lever may then be manually actuated sons to rotate the eccentric shaft 35 to move the rocker arms 36, with their associated cam hereinafter described.

sciated cylinder.

housing 89. As shown in Fig. 3, an upper end followers l4, transversely of the ,cam shaft ll. Such a control movement varies the time relation of the individual fuel pumps with'respect to the crank position of the engine, and once theproper timing has been determined, the 5 spring pressed member 39 of the manual control lever may be released and locked into engagement so as to maintain the eccentric shaft in adjusted timed position. It will be readily seen that the entire timing control movement is ef-, 1o fected from the exterior of the housing l9; suitable indicia may be provided upon the casing 4| for visibly indicating the adjusted timed setting. v Further, this control movement varies the timing of the fuel pumpstroke, ,with respect to the 15 crank position of the engine, but does not appreciably affect the fuel charge delivered by the fuel pump which is supplied by an independently adjustable charge controlling mechanism 20 The quantity or charge of fuel delivered by the fuel pump is controlled by the time operationof a cylindrical by-pass or cut-01f valve 42 which is; by preference, arranged to reciprocate in a valve bore 43 formed in a valve body 44 25 which is removably secured'to the blockmember 21. This cut-off valve is arranged to control a port 45 which is in fluid communication with the passage 30 and fuel pump chamber by means of a conduit 46. formedin the body mem- 90 I by preference, formed within the body member 21, and connects all the individual valve 40 piston bores 43 of the fuel pumps with the fuel supply reservoir 3| through the single passage 48. .It will be apparent that proper timing of the cut-off valve '42 with respect to the port 45, and the position of the pump plunger with 45 respect to its pump stroke, control the effective. fuel charge delivered by the pump to its asso- Time'd actuation of the piston valve is effected by means of the cam l3, crosshead member l1 and associated parts, and

thence through a rocker member 49 which is pivoted intermediate its ends on an eccentric shaft. 59- suitably supported in wall portions of the housing l9. This eccentric shaft serves as a shiftable fulcrum for the rocker arm for controlling the stroke of the cut-off valve plunger.

An end portion of the rocker arm is, by preference, operatively connected to a link 5| which is pivotally connected to an end portion 52 of the piston valve 42. The opposite end of the rocker arm 49 is, by .preference, provided with a portion 53 which slidably engages a slotted portion 54 formed in -a spherical member 55 which is supported in a socket formed in the crosshead member l1.- As the crosshead mem-.

- ber I1, with its associated parts, is reciprocated bythe cam shaft II, the rocker arm is oscillated to reciprocate the piston valve 42 with, respect to its valve bore. Therefore} it" will be readily seen that as the pump plunger is being urged inwardly,-'or on its compression stroke, the cutoff valve 42 will, through the rocker arm connection to the crosshead l1, be moved toward '-the port opening position, and that when the port 45 is uncovered the effective fuel delivery vided about the cut-ofi valve 42 in fluid communication with the port 45 so as to equalize and distribute the fuel pressure about the peripheral surface of the cut-01f valve 42 whereby to balance the valve within the bore 43. The cut-ofi point of the cut-01f valve with respect to the position of the pump plunger in the pump stroke may be automatically controlled in response to the speed of the engine, and thereby control the effective fuel charge that is being delivered to the engine cylinder.

For effecting automatic control of the cutoil valve 42, the eccentric shaft 58 is operatively connected to a governor generally indicated at 51, which is mounted within a housing or casing 58 detachably secured to a wall portion of the housing I8. An end portion 59 of the cam shaft II projects into the interior of the governor casing 58, the cam shaft being, by preference, connected by means of a suitable coupling member 68 to a shaft extension GI which is suitably journaled in a bearing 62 carried by the casing 58. A spiral gear 63 is, by preference, carried on a sleeve 64 which is secured to the shaft extension 6|, the sleeve being provided with an annular beveled portion 65. A corresponding beveled portion formed on the spiral gear 63 is urged by means of a spring 66 into engagement with the beveled portion on the sleeve, the spring 66 being disposed between the flanged portion formed on the couplingand the lateralface of the spiral gear. Rotation of the cam shaft is transmitted through the spiral gear 63 to a meshing gear 61 which is suitably secured to a shaft 68 journaled in suitable bearings 69 supported by the housing 58. Weighted members I8 are, by preference, pivotally connected by means of pins II to a'carrier member I2 which is suitably secured to the shaft 68.

It will be readily seen that rotation of the shaft 68 causes outward movement of the weighted members I8, responsive to increase in engine speed to cause an endwise movement of the inner ends I3 of the weighted arms I8.' These end portions of the arms I8 engage an annular channeled portion 14 which is provided on a governor spindle I5, carried loosely 'on the shaft, and being arranged tobe moved endwise of the shaft under the influence of the centrifugal action of the governor weighted arms I8. This endwise movement is imparted to an annular member which is, by preference, carried on a roller bearing 11 supported on an end portion of the endwise movable governor spindle I5,

I the member 16 being provided with diametrically opposed tnmnion portions I8 to which are pivotally connected linlm 19. The opposite end of each link I9 is, by preference, connected by means of a pin 88 to an intermediate portion of a rocker arm 8I which is pivotally connected by means of a pin 82 to the governor casing.'

It will be seen in Fig. 5 that clockwise move-x ment of the arm 8I is opposed by springs 83 which are attached, respectively, to lever memend portions of the lever, by manual rotation of a hand wheel 89 which is secured to a projecting portion of a shaft 98 supported by.-and extending through the governor casing. This shaft is, by preference, provided with a threaded por- 5 tion 9I which operatively engages 9, correspondingly threaded portion provided in the carrier structure 81. Manual rotation of the shaft 98 produces endwise movement of the fulcrum carrier structure for effecting, a variable fulcrumlO positioning or-loading of the springs 83. The setting of the fulcrum is visible from the exterior of the casing by means of a pointer 9I which is associated with a suitable scale formed on the outer wall of the case. This pointer is oper-rlfi atively connected to the traveling nut portion of the fulcrum carried by means of a crank and pin connection 92. The control movement of the governor spindle is transmitted to the rocker arm 8|,and thence to a link 93 which is pivotally connected to the rocker arm 8I- by means of a pin 94, and to a crank arm 95 which is secured to an end portion 96 of the eccentric shaft 58, Fig. 6. Control movement of the governor is transmitted through the, above described mechanism to cause a partial rotation of the eccentric shaft 58 which results in effective control of the movement of the cut-off valve 42 for regulating the fuel discharge delivered by the fuel pump responsively to the speed of the engine. #3 To provide manual control of the eccentric shaft 58 and cut-off valve 42, the end portion of the eccentric shaft is extended beyond the wall portion of the casing I8, a collar member 91 being secured to the extended portion of the eccentric shaft. This collar member is, by preference, provided with a projecting lug portion 98. The manual control lever 99 is, by preference, suitably mounted on a stud shaft I88 which is carried by the casing '4I. A pin I8I is secured .to the lever 99 in such a manner that a portion thereof projects transversely of the collar member 91 and into the path of movement of the lug 98. This manual control lever is, by preference, provided with a cylindrical bore I82 for receiving a plunger member I83 which is urged outwardly by means of a spring I84 to selectively engage notches I85'or I86 formed in the casing M. This plunger is secured to a handle portion I81 which fits over the bore portion of the lever, so that by drawing the handle outwardly the plunger I83 may be removed from the notch engaged and the handle moved angularly for adjusting movement. With the manual control lever in the position shown in Fig. 4, the pin I81 is angularly spaced from the lug portion 98 on the collar 91 sufliciently to permit appreciable control movement of the eccentric shaft 58 under the influence of the governor. Now when the lever 99 is moved counterclockwise, Fig. 4, the pin I8I engages the projecting lug .98 to rotate the eccentric shaft 58 and collar member 91' sumciently to permit the spring pressed member I83 to engage a notch I86 formed in the casing 4|. In this position the manual control lever is locked in position, Such a positioning of the manual control lever results in an adjustment of the stroke of the cut-off valve 42 whereby the fuel charge is by-passed at a point in the pump plunger stroke so that no fuel is delivered to the injection nozzles, the adjustment resulting in an insuiflcient pressure within the displacement chamber to actuate the discharge valve 33.

Provision is made for preventing admixture rating the pump housing into a pair of independent compartments I08 and I09, by means of the partition 2|. The compartment N38, disposed beneaththe partition, is provided with a sumcient quantity of lubricating oil III! for splash oiling the mechanism contained therein, the lilbricating oil being maintained at a level III by means of an overflow counduit H2 or the equivalent, any suitable means being provided to supply lubricant to this chamber. This lubricating oil is confined within the compartment I08, and

is separated from the compartment I09 which serves to catch fuel oil drip from the pump assembly. In order to prevent fuel oil from seep ing down the crosshead guideways, and into the compartment l08 to mix with the lubricant oil therein, the crosshead members are each provided with suitable drip arrestors H3 which direct the fuel oil into the chamber I09. Suitable means (not shown) may be provided for draining the drip fuel oil accumulating in the compartment I09 back to the fuel reservoir or any other suitable receptacle.

It will, of course, be understood that the present' detailed description of parts and the accompanying drawings relateponly to a single preferred embodiment of .the invention, and that substantial changes may be made in the described arrangement and construction of. parts without departing from the spirit and full intended scope of the invention, as defined in the appended claims.

I claim:

1. In an injection pump assembly for solid injection engines, a pump body or block having a bore therethrough constituting a displacement chamber therein, a pair of spaced bored passages arranged in parallel relation so as to intersect the first said bore, a pump plunger in one of said bored passages,'a by-pass plunger in the -other bored passage, the plungers being adapted for reciprocal movement into spaced portions of said displacement chamber, an intermediate bored passage transverse to and communicating with the ,first said bore, an inlet valve and a discharge valve each of automatic'type, disposed in alignment in said intermediate bore between said plungers, a fuel supply conduit formed in the block and extended at an angle from one end of said intermediate passage, a by-pass conduit formed in the block, and extended at an angle from the opposite end of one of said parallel passages, a duct formed in the block connecting said conduits, means for operating. said pump plunger, and means operatively connecting the by-pass plunger to the pump plunger for positive actuation of the latter plunger in eachdirection, the last means including an element between the plungers, for controlling their operative relation. I

2. In an injection pump assembly for multicylinder solid injection engines, including a pump body for a plurality of pumps, and provided. for each pump, with a bore. forming a displacement chamber therein, a constant-stroke plunger disposed transversely of and operable adjacent one end of said chamber, a second bore for each pump unit, located transversely and intermediate the ends of the displacement chamber, inlet and discharge valves of automatic type in controlling relation to said chamber and dis-' posed in said second bore, a by-pass duct within said pump ody, to connect the several ply, apslidalble plunger in each pump unit, serving as a cutoff valve for controlling communication between the associated displacement chamber and said by-pass, the cut-off valve being dis- 5 posed adjacent the opposite end of the displacement chamber, a fuel supply duct formed in'the pump body, and common to the several pump units, a conduit connecting the supply duct and by-pass duct, a rocker forieachkpump unit, for actuating each cutofi valve responsively to movement of the associated plunger, an eccentric fulcrum shaft common to said rockers, and control means operatively associated with said eccentric fulcrum. 15

3. An injection pump and fuel control assembly for internal combustion engines, including a housing, a pump body for a plurality of pumps carried by said housing, and including a displacement chamber for each of the several 20 pumps, individual pump plungers operating in said displacement chambers, a cam and canifollower assembly for actuating each of said plungers, a mechanically actuatedcutoflf valve for each displacement chamber, arranged parallel to and spaced from the associated plunger, a rocker disposed substantially between and operatively interconnecting each of the said plungers and itsassociated cutofi valve, intake and discharge valves in each displacement chamber, between the plunger and cutofi valve, an eccentric control shaft common to the several rockers, an intake conduit formed in the pump body, common to the several intake valves, a by-pass conduit formed in the pump body, common to the several cut-off valves, and a conduit formed by the'pump body, interconnecting the said bypass and intake conduits.

4. In an injection pump assembly for solid injection engines, a pump body or block having 40 a displacement chamber therein, a pair of plungers arranged in parallel relation, and adapted for reciprocal movement into spaced portions of said displacement chamber, an inlet valve and a discharge valve each of automatic type, disposed in line with each other in said chamber intermediate said plungers,'an oil supply passage in the block, leading to the inlet valve, an overflow passage-in. the block, controlled by one of said plungers, a conduitin the block, between said passages, a rocker disposed below the pump body, between said plungers and pivotally connected at one end to one of said plungers,; an element rockably carried by the other plunger and slidably receiving the other end of the rocker, an eccentric fulcrum for said rocker, disposed substantially between said plungers, and means for rotating said eccentric, to shift the fulcrum of said rocker.

5. An injection pump assembly for solid injection engines, including a fuel pump of a type embodying spaced displacement and cut-off nor is operatively related to the adjacent projecting end of the fulcrum shaft, a manual control lever pivotally mounted near the opposite end of the block and shaft, and a lost-motion connection between the shaft and manual control lever, adapted to permit normal governor control of the shaft independently of movement of the manual control lever, the connection including an arm or projection adjustably secured to the control end of the shaft, and a companion, abutting projection carried by the lever,

6. An injection pump assembly for solid injection engines including, in combination with a fuel pump embodying spaced displacement and cut-off plungers, means for actuating the displacement plunger, .a rocker operatively connecting the plungers, an eccentric fulcrum shaft providing a pivot for said rocker between its ends, and between the said plungers, a crosshead carried by the displacement plunger, a

bushing for slidably receiving one end of the rocker, and adapted for oscillation in the cross head, a governor at one end of said shaft beyond the pump, an arm adjustably carried by said end of the shaft, to which the governor is operatively connected, a pivoted manual control lever disposed at the opposite end of the pump, a projection carried by said lever and a projection carried by said shaft, the projections adapted to be brought into abutting relation for manual actuation of said shaft to an extreme position, the projections being normally angularly displaced, whereby to permit normal governor control of the shaft, free of movement of the manual control lever, and a collar element adjustably secured to said eccentric fulcrum shaft, the shaft-mounted projection being carried by said collar element.

' HEINRICH SCHNEIDER.

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