US2369134A

US2369134A - Fuel injector system

Info

Publication number: US2369134A
Application number: US435098A
Authority: US
Inventors: Everett S Cameron
Original assignee: Individual
Current assignee: Individual
Priority date: 1942-03-17
Filing date: 1942-03-17
Publication date: 1945-02-13
Anticipated expiration: 1962-02-13

Description

Feb. 13, 1945. E. s. CAMERON ,3

' FUEL INJECTOR SYSTEM Fi1 ed March 17, 1942 7 Sheets-Sheet 1 kwrzervn E. S. CAMERON FUEL INJECTOR SYSTEM Feb. 13, 1945.

Filed March 17, 1942 7 Sheets-Sheet 2 m 1 w I V Efifflameron f1 E. s. CAMERON V ,36

FUEL INJECTOR SXSTEM Filed March 17, 1942 71Sheets-Sheet 3 i v vEffiifldmeron Feb. 13, 1945. E. s. cAMRoN FUEL INJECTOR SYSTEM 7 Sheets-Sheet 4 Filed March 17, 1942 Feb. 13, 1945;

E. S. CAMERON FUEL INJECTOR SYSTEM '7 Sheets-Sheet 5- Filed March 17, 1942 mvQ nhq

v jrwc nton' 58 flameran Feb. 13, 1945. ,E. s. CAMERON 2,369,134

FUEL INJECTOR SYSTEM 0 '7 Sheets-Sheet 6- Filed March 17, 1942 E5 aamero n Feb. 13; 1945.

E. S. CAMERON FUEL INJECTOR SYSTEM Filed March 1'7, 1942 '7 Sheets-Sheet 7 5. flamerorz UNITED STATES PATENT OFFICE 2,309,14 mtmmo'roa SYSTEM Everett S. Cameron, Tottenville,

Staten Island, N. Y.

Application March 17,1942, Serial No. 435,098

7 Claims.

A further object of this invention is to provide a fuel injector which includes an adjustable cylinder structure operatively connected with the throttle, and a. reciprocable piston structure operatively connected with the engine, the cylinder structure being adjustable with movement of the throttle to thereby provide for synchronism between the throttle and the fuel injection.

A further object of this invention is to provide an improved means for timing the fuel injection with relation to the position of the piston on the suction stroke of the latter.

A further object of this invention is to provide in a structure of this kind an improved means for eliminating any vapor or air lock within the structure.

A further object ofthis invention is to provide a device of this kind which will eliminate the usual carburetor and provide for the filling of the engine cylinders with air independent of the fuel injection.

A further object of this invention is to provide a device of this kind which is especially adaptable to airplane engines.

A further object of this invention is to provide a device of this kind which may be easily and qgckly mounted on or removed from the en- 8 e.

A further object of this invention is to provide in a device of this kind a novel means for controlling the quantity of the fuel injected into the engine cylinders and also controlling time of i5 1 injection of the fuel, for predetermined portions of both the suction and compression strokes to thereby provide for the complete'vaporizationof the fuel and the mixture of the fuel with the air.

to complete compression so as to prevent premature compression-ignition of the fuel.

To the foregoing objects and to others which may hereinafter appear, the invention consists of the novel construction, combination and arrangement of parts as will be more specifically referred to and illustrated in the accompanying drawings, wherein are shown embodiments of the invention, but it is to be understood that changes, variations and modifications may be resorted to which fall within the scope of the invention as claimed. I

In the drawings:

. Figure 1 is 'a detail side elevation of an internal combustion engine having a fuel injector constructed according to an embodiment of this invention mounted thereon,

Figure 2 is a detail side elevation of the injector structure,

Figure 2a is a fragmentary side elevation partly broken away and in section of the air intake manifold and butterfly valve,

Figure 3 is a detail end elevation partly broken away and in section of the injector.

Figure 4 is a sectional view taken on the line 4-4 of Figure 3,

' Figure 5 is a sectional'view taken on the line 5-4 of Figure'4,

Figure 6 is a sectional view 6- 6 of Figure 5,

Figure 7 is a sectional view taken on the line gaken on the line 1-1 of Figure 1,

Figure 8 is a detail side elevation partly broken away and in section of the cylinder assembly,

Figure 9 is a detail'side elevation of a modified form of this injector structure,

Figure 10 is a detail end elevation of the structure shown in Figure 9,

Figure 11 is a longitudinal section taken on the line I|--ll of Figure 10,

Figure 12 is a sectional-view taken on the line lZ-lf of Figure 11,

A further object of this invention is to provide to an improved means for engine operation wherein the fuel injection occurs during the major portion of the. suction stroke and also during a portion of the compression stroke, the injection of Figure. 11,

Figure 14 is a sectional view taken on the line l4-'-l4 of Fig r Figure 15 is a fragmentary sectional view on the line li-IS of Figure 11,

l8--l6 of Figure 14,

Figure 17 is a-fragmentary sectional view looking from the inside of the cylinder assembly shown in Figure 13; 1

Referring to the drawings, andfirst to Figures during the compression stroke being cut of! prior to 1 to 8. incl i the numeral 20 desisna B taken Figure 16 is a sectional view taken on the line Y erally an internal combustion engine including a cylinder block 2| and a crank case 22. The engine 26 has disposed on one side thereof an air intake manifold 23 communicating with the several cylinders and the manifold 23 includes a depending tubular extension 24 having connected therewith a forwardly flared intake member 25. A butterfly valve 26 is secured to a shaft 21 which is journalled in the depending extension 24 and has fixedly secured to one end thereof a lever 28 which is adapted to be connected by means of a throttlerod 29 to a throttle operating element.

in the form of a pedal or the like.

In order to provide a means whereby the usual carburetor provided with internal combustion engines maybe eliminated and the fuel forcibly discharged into the several combustion chambers forming the cylinder block 2|, I have provided a fuel injector member generally designated as 30. The injector 30 comprises a hollow housing 3| which is provided with a head or cap member 32 and a base member 33. The housing 3|, the cap 32 and the base 33 are held together in assembled relation by means of a plurality of bolts 34 which are threaded at their upper ends in threaded openings 35 formed in the lower side of the cap member 32 and extend through openings 36 formed in the housing 3|. The bolts 34 also extend through openings 31 provided in the base member 3| and have threaded onto the lower ends thereof nuts 38 or the like.

A cylinder'assembly generally designated as 39 is mounted within the housing 3| and comprises a plurality of vertically disposed open ended cylinders 40 which are connected together by webs 4|. Each cylinder 40 is formed intermediate the upper and lower ends thereof with a slot or opening 42 communicating with the interior of the housing 3| which constitutes a. fuel chamber .or reservoir 43, Fuel is adapted to be discharged into the reservoir or chamber 43 from a fuel The bell crank 56 has the other arm 69 thereof connected by means of a rod 6| to a manually operable throttle controlling member in the form of a pedal or the like.

The bell crank 56 has fixed thereto a split lug 62 through which an adjustable stop screw 63 is threaded. The stop screw 63 is adapted upon rocking of the bell crank 56 in one direction to engage a stationary stop member 64 which is fixed relative to the bearing member. 48. The bell crank 56 also has fixed thereto an inwardly projecting split lug 65 through which a second stop screw 66 is threaded. The screw 66 is adapted to engage the stop member 64 upon rocking of the bell crank 56 in the opposite direction. The

stop members

63 and 66 provide a means whereby the cam shaft 41 may be limited in its rocking movement to thereby limit the vertical adjustment of the cylinder assembly 39.

The base member 33 is provided on the outer side thereof with a plurality of spaced apart bosses 61 which communicate with vertically disposed passages 68 formed in the base member 33. The bosses 61 are adapted to have connected therewith one end of fuel conducting pipes 69 which are adapted to be extended as shown in Figure 1 to the several cylinders forming the cylinder block 2|. The several cylinders 46 have slidable therein a vertically reciprocable piston I0 which is slidable through an opening 1| formed in the cap member 32. The cap member 32 is provided with 9. depending guide member I2 extending downwardly from the cap 32 into the fuel'chamber 43. The piston 16 is extended upwardly through the cap member 32 into an upper housing 13 which is formed integral with the cap 32. The piston 18 is provided with an extension 14 which terminates at .its upper end in a head 15 slidable in the chamber or housing 13 supply pipe 44 which'is adapted to be connected to a fuel pump or the like. The cylinder assembly 39 is provided with a pair of oppositely extending flanges 45 which constitute cam engage ing members for providing forthe upward movement or adjustment of the cylinder assembly 39.

A'pair of expanding springs 46 are disposed within the housing 3| and bear at their lower ends against .the innermost pair of cylinders 46 and hear at their upper ends against the lower side of the cap member 32.

A cam shaft 41 is journalled in a bearing 48 which is removably secured as by fastening members49 to one side of the housing 3|. The shaft 41 has fixed thereto within the fuel'chamber 43 a pair of cam members 56 which are adapted to engage the lower sides of the flanges 45 'so that-the cylinder assembly 39 may be vertically raised within the housing 3| against the tension which is formed as a cylinder. A spring 16 is disposed about the extension 14 and at its lower end bears against the upper side of the cap 32 and bears at its upper end against the underside of the piston head 15. The spring I6 constantly urges the piston structure including-the piston 18 and the extension 14 upwardly to inoperative position. The head 15 is formed with a pair of upwardly extending ears 11 between which a roller 18 is rotatably mounted. The roller 18 is adapted to engage a cam-member 19 which is fixedly secured to a cam shaft 88 disposed within the cylinder block structure 2 and operatively of the springs 46. The inner end of the shaft 41 is journalled in a bearing 5| carried by'an adjacent side wall 52 of the housing 3|. The bearing member 48 is provided at its outer portion with a threaded boss 53 about which a packing gland member or cap 54 is adapted to engage in order to compress a sealing member 55 against the outer end of the boss '53 and about the shaft 41. The shaft 41 has fixed to the outer' end thereof a bell crank generally designated as 56. The crank 56' has one arm 51 thereof connected by means of a pivoted connector 58 to the for-' ward end of the throttle rod 29. The rod 29 is lengthwise adjustable'with respect to the connector'58 by means of adjusting nuts 59 which connected with the engine to rotate therewith.

" If desired, the camshaft 88 may be formed as an integral part of the conventional cam shaft provided for'operation of the intake and exhaust valves of the engine 20.

An upwardly extending exhaust valve sleeve 8| is carried by the bottom wall 82 of the housing 3| and is formed with a flange 83 seating in an annular recess 84 formed in the lower side of the wall 82. The sleeve 8| is' extended upwardly through an opening 85 which is formed in the bottom wall 82, and preferably, the flange 83 is secured to the sleeve 8| upwardly from the lower end thereof so that a portion of the sleeve 8| will extend downwardly into the discharge opening 68 of the base member 33. The sleeve 8| is slidable within a cylinder 40 and is provided at its upper end with an upper end wall 86 having an opening 81 therethrough. An upwardly closing valve member 88 is slidably mounted within the sleeve 8| and is adapted to be constantly urged toward a valve seat 89 formed in the lower side downwardly through the opening 81 and unseat the valve 88 against the tension of the spring 90 so that the fluid will pass out through the pipe 69 to the cylinder block 2I and discharge into a predetermined combustion chamber.

The cylinder structure or housing 13 formed on the upper side of the cap 32 is provided with a pair of laterally extending ears 9| formed with openings 92 whereby fastening members 93 may be used to secure the injector structure 30 to the appropriate portion of the engine 20. The opposite end of each pipe 69 is connected to a fuel injector nozzle structure generally designated as 94 which is threaded into the cylinder block or head structure 2|. of the engine 20. The nozzle structure 94 includes a cylindrical body 95 having a cap 96 threaded thereonto which is adapted to compress a sealing member 91 for preventing leakage of any fluid through the outer end of the body 95. The cap 96 is formed with a cylindrical the outer end of the housing II3 by fastening bolts I I9. The housing I I3 encloses a fuel chamber .or reservoir I20 within which a cylinder assembly generally designated as I2I is adjustably positioned. The cylinder assembly I2I which is shown in Figure 13 comprises a plurality of circumferentially spaced apart cylinders I22 which ber I through openings I26 formed in the end bushing 98 with which the adjacent end of the pipe 69 is adapted to be connected.

The sealing member 91 is formed with a centrally disposed opening 99 through which the fluid is adapted to passfor discharge into the fluid chamber I00 formed within the body 95. The body 95 is formed at its inner end with a threaded bushing IOI which is adapted to be threaded through a boss I02 formed in the adjacent side of the cylinder block or head 2|. A cylindrical extension I03 is formed integral with the bushing or extension IM and is adapted to project inwardly of the wall of the head or block member 2I and to extend interiorly of the combustion chamber of one of the cylinders forming the engine 20'. A' valve member or head I04 is adapted to engage a valve seat I05 which is formed at the inner end of the cylindrical extension I03 and the valve head I04 is formed with an outwardly extending stem I06 which extends through the extension I03 and terminates in a reduced stem I01 engaging within the chamber I00. A split washer I08 is mounted within an annular channel I09 which is formed adjacent the inner end of the stem member I01 and the split washer I08 is held within the groove or channel I09 by means of a. retainer III. An

expanding spring III is disposed about the stem I01 and bears atits inner end against the inner wall II4.-v The valve housings I25 extend slidably into the cylinders I22 and provide a supporting means for the cylinder assembly I2I. Each valve housing I25 is formed at its outer end with also communicating with the bolt opening II6.

Preferably, the bolt H1 is formed with a peripheral groove I3I which communicates with an axial bore or duct I32 formed in the bolt I21 by means of one or more radial openings I33. In this manner, the bolts II1 constitute not only a means for securing the housing II2 onto the engine, but also provide a means for communicating thefuel to the desired portion of the en gine. By providing a fuel conducting means as hereinbefore described, the usual fuel conducting pipes may be eliminated and the removal of the housing II2 will also cut oil or disengage the fuel connections of the housing II2 with the engme.

The valve housing or sleeve I25 is provided with an inner end wall I34 having an outlet port I35 axially thereof and a slidable valve I36 is adapted to be normally held on a valve seat I31 formed aqmm a stem I39 about which the spring I38 enend portion of the bushing IN and bears at its humeral II2 designates generally a horizontally disposed fuel injector housing which is designed particularly for mounting on a radial internalcombustion' engine of the type used in aircraft. The housing "I I2 includes a hollow body I I3 which is provided in the-inner end thereof with an end wall H4 and is also provided with an annular" flange III having a plurality of circumferentially spaced apart openings II3 through which fasteningbolts II1 are adapted to engage for securlngthe housing II2 on 't he desired portion ofthe engine. The housing, II2 also includes a cap crhead lllwhichisadaptedtobesecuredto gages and the spring I39 at one end thereof is seated in a recess I40 which is formed in a threaded nut I40a. A fuel delivery piston MI is slidable in each cylinder I22 and the piston I is: also slidable through a sleeve I42 which is extended through the cap I I8. The piston H4 at its outer end has secured thereto or formed integral therewith a roller cage I43. The cage I43 is slidable in a guide I44 which is U-shaped in transverse section and which is secured to or fermedintegral' with the bearing sleeve I42. The

guide I44 has the bight I45 thereof seated in a recess I46 which is formed in a cylindrical wall I41 formed integral with the cap I I8 and extending outwardly therefrom.

The wall I41 encloses a cam chamber I48 'which is also a lubricating chamber as will be hereinafter described. Each cage I43 has a pair of tapered rollers I48 and I50 rotatably mounted I therein and the inner side .of the cage I43 is pro- I32 is adapted to rotatably engage.' The cam I32 is of substantiallyspiral configuration and is fixed to the outer end of scam shaft Illwhieh is journalled in an anti-friction bearing I54 carried by the cap H8. The shaft I53 is also provided at its outer end with a reduced stub I55 joumalled in an anti-friction bearing I56, which is positioned within an annular bearing housing I51 carried by an outer plate or head I58. The belts II9 engage through the outer head or plate I58 and preferably the plate I58 is formed on its inner side with a rib or annular flange I59 providing a means for holding the plate I58 concentrically of the cylindrical wall I41. A gasket I60 may be interposed between the plate I58 and the outer end of the wall I41 to provide a liquid-tight seal for the chamber I48.

The cam shaft I53 is formed with an annular flange or rib I6I against which the inner race I62 of the anti-friction bearing I54 is adapted to engage so that the bearing I54 will be held against endwise movement in' an outer direction with respect to the shaft I53. The bearing I54 is seated in an annular recess I63 which is formed in the outer side of the head or wall II8 concentrically of the annular series of pistons MI. The cam shaft I53 is formed with an inwardly tapering or reducing extension I64 which loosely engages through a, cylindrical sleeve I65 which is formed integral with the inner end wall H4 and which extends concentrically through the fluid chamber I28. The outer end of the sleeve I65 is formed with a flange I66 which is seated in an annular recess I61 provided in the inner side of the head H8. The inner end wall II4 is also formed with a relatively large recess I68 through which the shaft extension I64 loosely extends and the inner end of the shaft extension I64 is provided with a splined coupling member I69 for connection to a rotating part of the internal combustion engine The threaded nuts I49a are locked against rotation by means of asecond nut constituting a lock nut I18 which is provided with a flange I1I abutting against the inner side of the end wall I I4. The two nuts I48a and I18 are preferably of the socket type.

Th'e bolts I I9 at their outer ends have threaded thereonto nuts I12 which provide means for holding the housing H2 in assembled condition. The spiral cam I52 provides a positive means for effecting reciprocation back and forth of the .pistons MI in timed relation with respect to the movement of the engine pistons on the suction stroke of the latter and also on a portion of the compression stroke of the latter. The cylinder assembly I2I is shiftable endwise within the fluid chamber I28 by means of a cylindrical shifting member I13 whichis rotatably mounted on a bushing or hearing I14 formed around the inner portion of the sleeve I65. The. shifting member I13 is provided adjacent the outer portion thereof with a plurality of'rollers I15 which are adapted to engage in a plurality of circumferentially spaced apart spiral channels I16 which are carried by the inner side of the cylinder assembly I2I. In order to effect rotation of the cylinder assembly shifting member I18, 1

reciprocation of the pistons MI. .plished Without changing the stroke of the pismember I13. The shifting member I13 at the inner end portionof the slot I82 is provided with gearteeth I83 with which the teeth of the quadrant I8I are adapted to engage. In this manner, rotation of the shaft I11 will effect rotation of the shifting member-I13 and upon rotation of this member I13 the rollers I11 engaging in the spiral channels I16 will effect .endwise adjlustment or movement of the cylinder assembly The outer end portion of the shaft I1 12 has. adjustably fixed thereto a lever I86 which is similar to the bell crank 56 and which is adapted to be connected with the butterfly valve shown in Figure 2a. The lever I84 is also adapted to be connected to a throttle controlling member (not shown) whereby the lever I84 may be rocked t6 the desired degree in order to effect opening of the butterfly valve and endwise adjustment of' the cylinder assembly I2I.' The endwise adjustment of the cylinder assembly I2I provides a means whereby the space between the slots I24 and the inner ends of the valve housings I25 may be increased or decreased so as to provide for a greater or lesser quantity of fuel engaging within each cylinder I22; In other words, the endwise adjustment of the cylinder assembly I2| will have the effect of regulating the amount of fuel which is forced out of the cylinders I22 upon This is accomtons I4I.

In order to provide a means whereby the position of the cylinder assembly I2I may be visibly determined from the exterior of the housing structure II2, I have provided an arcuate gage I85 which is fixed by fastening devices I86 to the outer side of the housing structure H2. The lever I84 has fixed to the inner side thereof a pointer I81 which is adapted to move across the face of the gage I85 so that the position of the cylinder assembly I2! can be easily determined by the relative position of the lever I84 with respect to the gage I85.

The correct position of the spiral cam' I52 is determined by means of a spring-pressed timing pin I81 which is slidable in a guide I88 carried by the plate I58. The outer side of the cam I52 isprovided with a socket I89 within which the inner end portion of the pin I81 is adapted to engage so that when the pin I81 is manually forced inwardly into the socket I89, the correct position of the cam I52 can be determined, and

particular positions of one or more of the pisspring I93 is mounted in a bushing I94 carried tons I4.I can also be determined. The pin I81 has fixed thereto an annular rib I98 which provides a stop means for limiting the outward movement of the pin I81. A nut or knob I9I is threaded onto the outer end of a shaft I92 which is formed integral with the pin I81 and a by the head I58 and bears at its inner end against have provided a controlling shaft 111 which is journalled through a bearing ,or bushing I18 fixed by fastening devices I19 to the outer side the head or plate I58 and'at its outer end against the nut or button, I9I.

The housing H3 is provided on the lower side thereof with an intake housing I95 having positioned therein a screen or filter element I96. The

' housing I95 is adapted to have one end of a fuel of the housing 8., The shaft I11 is sealed with- I respect to the housing I I3 by means of a packfins gland I80 which is formed as a part of the bearing I18. The shaft I11 at its inner end has fixed thereto ,a fragmentary gear or quadrant I8I which is positioned in an elongated slot I82 formed lengthwise of the cylindrical shifting pipe line connected therewith, the fuel pipe line being connected at the end I91 which constitutes the intake end of the housing I95. The housing I95 also has connected thereto a pipe I98 which may be extended to a pressure gageso that the pressure of the fuel in the chamber I28 can be determined from a point remote from the hous- ---lbbricant whichi already provided in the ternal combustion engine.

ing H2. .The intake housing I95 is provided with a removable drain plug I99 which is threaded into a bushing 200 formed integral with the housing I95.

In order to provide a means whereby the accumulation of any vapor or air within the chamber I20 may be automatically released, I have provided a dome 20I which is formed as an integral part of the housing II3 on the upper side thereof, and which constitutes also a float chamber. The dome 20I is formed with an upstanding boss 202 in which a combined valve seat and coupling member 203 is threaded. A vertically movable valve member 204 is disposed within the coupling 203 and is provided with a stem 205 extending downwardly into the float chamber and terminating in a pair of spaced apart ribs 206 and 201. A buoyant float member 208 is disposed within the float chamber MI 'and has fixed thereto a bifurcated lever 209 which is pivotally mounted on a stationary pivot 2I0 extending transversely through the float chamber 20I. The lever 209 at its outer or forward end terminates in an 'L-shaped member 2 which constitutes a means for limiting the downward movement of the float 208 when the fluid in the chamber I20 does not completely fill the chamber I20 and also the chamber of housing 20I..

The vertical leg of the L-shaped stop memher 2 is adapted to engage the upper or top wall of the housing 20I when the quantity of fluid in the housing or chamber 20I drops to a predetermined degree and at this time the valve member 204 will be in an unseated position with respect to the valve seat formed in the combined coupler and valve seat member 203. v

In order to provide a means whereby the movable parts of this injector may be constantly lubricated, I have provided a lubricating duct 2I2 which is formed in the head H8 and which discharges into the lubricating chamber I48. Each piston I4I is formed with a longitudinal lubricating duct 2I3 which extends through a cage I43 and communicates at its outer end with the chamber I48. The duct 2I3 is slightly less than the length of the piston HI and the piston MI is provided with one or more radial passages 2I4 opening through the periphery of the piston MI. The piston I4I may also be provided with a plurality of annular lubricating grooves 2I5 outwardly of the radial openings 2I4 and the bearing sleeve I42 may be provided with an opening 2I6 which is adapted to communicate with a radial passage 2" communicating with the central duct 2I3. The head I I8 is formed with an annular lubricating channel 2I8 engaging about the outer race of the bearing I54 and with which. the openings 2I6 of the bearings I42 are adapted bearing I54 and then through the interior of the sleeve I65.

The head vH8 is formed with a boss 220 with which a lubricant conducting pipe is adapted to .be connected from a suitable pressure source forming part of the internal combustion engine.

intake manifold 23. Rocking of the bell crank 56 will rock the cam shaft 41 whichwill thereby effect vertical adjustment of the cylinder assembly 39. The vertical adjustment of the assembly 39 will provide for increasing or decreasing the space between the lower' ends of the pistons I0 As the housing H2 is connected to one side or end of the engine, the sleeve I65 may communicate with the crankcase or other reservoir for the m.

and the upper wall 86 of the valve sleeve 8I. As the fluid in the chamber 43 is under constant pressure when a piston I0 rises above a slot 42 the fluid willenter the cylinder 40 between the lower end of the piston 10 and the upper end of the valve structure 8|. Downward movement of the piston I0 past the intake port 42 will close the port 42 and further downward movement will causethe fluid in the cylinder 40 to unseat the valve 88 and this fluidwill then be forced out of the base member 33 into the fluid conducting pipe 69.

The pressure of the'fluid in the pipe 69 will unseat the valve I04 carried by the nozzle I03 thereby discharging the fluid within the combustion chamber of the engine'structure. Prefwill initially begin discharging into the combustion chamber of the engine atthe time the crank shaft of a particular engine piston is about' five degrees beyond the top center thereof and the engine piston associated therewith has started downwardly on its suction stroke. The fluid ejecting piston 10 is also so timed in its movement toward fluid ejecting position sothat the ejecting operation will continue from a five degree position oif top center of the crank shaft to a position about thirty-five degrees after the crank shaft has passed the bottom center of its movement. In other words, the piston I0 will continue ejecting fuel into the combustion chamber of the engine during the entire suction stroke of the engine piston and will also continue to discharge fuel for a portion of the compression stroke of the engine piston.

The injector provide a means for positive injection of fuel into the combustion chamber and cylinder of an engine so that suction provided in the housing structure II2 onthe desired part of the engine. Rotation ofthe cam shadt I53 will effect rotation of the cam I02 which will-1n turn eil'ect positive reciprocation back and forth oi the circumferentially arranged pistons I.4I'.- The amount-of fluid forced out. of the cylinders I22 bythe pistons I is determinedby the. relative positionor the cylinder assembly III with respect to the; valve housing I25. In the position of the'cylinders IZI shown in Figure 11, the injector structure is in its fullest open position and discharging the greatest amount of fluid through the valve housings I25 and the conducting passages I30 to the ducts I32 which are formed in I22. In order to provide for draining of the lubricating chamber I48, the wall I41 is pro.- vided with an opening 22I which communicates with a boss 222 having a threaded plug 223 mounted therein. One of the bolts 9 is dormed with an annular groove or channel 224 so that the lubricant may flow from the opening 22! through the threaded opening in the boss 222. At full throttle, with the butterfly valve 26 in a wide open position, the cylinder assembly 39 will be in a position with the intake ports 42 the greatest distance from the valve housings 8|. At this time each piston 10 will start-ejecting fuel from a cylinder 40 as soon as the piston passes the port 42 which occurs atthe beginning of the ejecting stroke of the piston. In this position of the cylinde assembly, the fuel injection into the engine cylinders starts when the crankshaft is about five degrees past top center, and continues untilthe crankshaft has moved to a position of about thirty-five degrees beyond bottom center or until the engine piston has moved upward on its compression stroke.

Assuming that the" engine is throttled down,

the butterfly valve 26 will be partly closed to restrict the air admission, and at this time, the 3 housing cylinder assembly 31 will be moved in the direction of the bottom wall 82 by means of the springs 48. At all throttle positions, the pistons will travel the same distance, but with. the assembly 39 moved toward the wall of each cylinder! will be closer to the adjacent end of the valve housing so that when the piston moves on the ejecting stroke thereof, a smaller quantity of fuel will enter each cylinder 40 for carried by said webbing, and cam means carried by said housing engaging the lug for shifting the cylinder assembly to thereby vary the cutoff of said ports during the injection cycle of said pistons.

2. A fuel injector' comprising a housing for connection with a source of fuel under pressure, a fuel chamber in said housing, a cylinder assembly in said chamber including a plurality of parallel cylinders, webbing connecting said cylinders together, an injector piston for each cylinder slidably carried by said housing, a check valve for each cylinder fixed relative to said housing and slidably engaging in a cylinder, each cylinder having an intake port intermediate the ends thereof, means for adjusting said cylinder assembly relative to said check valves to thereby regulate the quantity of fuel ejected from a cylinder upon reciprocation of a piston, said adjusting means including a laterally projecting lug can-led by said webbing, and cam means carried by said housing engaging the lug for shifting the cylinder assembly to thereby vary the cutoff oi said ports during the injection cycle of said pisinjection into the engine cylinder. At this time, 45

that is, at reduced throttle position, the initial movement of the piston 10 will be an idling movement as the inner end of the latter is disposed above the intake part 42 and any fuel in this portion of a cylinder 40 will be forced out through the intake port and back into the fuel chamber 43. At reduced throttle position, the fuel injection into the engine cylinders occurs beyond the five degree past top center position of the crankshaft proportionate to the throttle position, but the end of the fuel injection cycle occurs at the same time, that is, at about thirty-five degrees past bottom center of the crankshaft, for all throttle positions.

What I claim is:

1. A fuel injector comprising a housing for connection with a source of fuel under pressure, a fuel chamber in said housing. a cyl nder assembly in said chamber including a plurality of parallel cylinders, together, an injector piston .for each cylinder slidably carried by said housing, a check valve for each cylinder fixed relative'to said housing and slidably engaging .n a cylinder,ea ch cylinder having an intake port intermediate the ends thereof, and means for adjusting said cylinder assembly relative to said check valves to thereby regulate the quantityof fuel ejected from a cylinder upon reciprocation of a piston saidadjusting means including a laterally projecting lug webbing connecting said cylinders 6 tons and means for reciprocating said pistons.

3. A fuel injector comprising a housing having a fuel chamber therein, a cylinder assembly in said chamber including a plurality of parallel cylinders, webbing connecting said cylinders together, reciprocable ejecting pistons slidable in the cylinders of said assembly, means for reciprocating said pistons, each cylinder of said assembly having an intake port intermediate the .ends thereof, check valve means carried by said and engaging within the cylinders of said assembly, and means for adjusting the position of said assembly relative to said check valve means to thereby vary the quantity of fuel admitted into each cylinder for ejection by said 82 the port 42 40 pistons said adjusting means including a laterally projecting lug carried by said webbing, and cam .means carried by said housing engaging the lug for shifting the cylinder assembly to thereby vary the cutoff of said ports during the injection cy-.

cle of said pistons.

4. A fuel injector comprising a housing having a fuel chamber therein, a cylinder assembly in said chamber including a plurality of parallel cylinders, webbing connecting said cylinders together, reciprocable ejecting pistons slidable in the cylinders of said assembly, means for reciprocating said pistons, each cylinder of said as- V nection with a source of fuel 'under pressure, a

sembly having an intake port intermediate the ends thereof, check valve means carried by said housing and engaging within the cylinders of said assembly, a lug projecting from said webbing, and

cam means engageable with said lug for adjusting the position of saidamembly relative to said check valve means to thereby vary the quantity of fuel admitted into each cylinder for ejection bysaid pistons.

5. A fuel injector comprising a housing for confuel chamber in said ho n a cylinder assem- 5 bly comprising a plurality of'parallel connected cylinders in said chamber, each cylinder having fixed to said housing and projecting into one end of said cylinder, an injector piston for each cylinder carried by said housing and slidable in the opposite end of said. cylinder, means for reciprocating said pistons, said ports being so positioned that movement of said pistons inwardly 01' said cylinders will cut oil said ports, means for-adlusting said assembly endwise to therebyfvary the cutoff of said ports, said assembly including a cylindrical web fixed to said cylinders, and spiral ribs carried by said web, 'said adjusting means eng n said ribs.

6. A fuel injector comprising a housing for connection with a source of fuel under pressure, a fuel chamber in said housing, a cylinder assembly comprising a plurality of parallel connected cylinders in said chamber, each cylinder having an intermediate intake port communicating with said chamber, a check valve for each cylinder fixed to said housing and projecting into one end of said cylinder,'an injector piston for each cylinder carried by said housing and slidable in the opposite end of said cylinder, means for reciprocating said pistons, said portsbeing so positioned that movement of said pistons inwardly of said cylinders will cut off said ports, means for adjusting said assembly endwise to thereby vary the cutoff of said ports, said assembly including a cylindrical web fixed to said cylinders, spiral ribs carried by said web, said adjusting means including a cylindrical member rotatably carried cylindrical member to thereby adjust said assembly endwise. .r Y

7. A fuel injector comprising a housing having a fuel chamber therein, a cylinder assembly movable endwise in said chamber including a plurality of parallel cylinders, webbing connecting said cylinders together, each cylinderrof said assembly having an intake port communicating with said chamber, means for ejecting fuel from a cylinder, and means for adjusting said assembly endwise to thereby vary the quantity of ejected fuel, said adjusting means including a laterally projecting lug carried by said webbing, and cam means carried by said housing engaging the lug for shifting the cylinder assembly to thereby vary the cutofi of said ports during the injection cycle.-

" EVERE'IT S. CAMERON.