US2642806A

US2642806A - Fuel supply apparatus for internalcombustion engines

Info

Publication number: US2642806A
Authority: US
Inventors: Martin J Berlyn; John J Broderick
Original assignee: American Bosch Arma Corp
Current assignee: Ambac International Corp
Priority date: 1946-04-05
Filing date: 1949-02-28
Publication date: 1953-06-23
Anticipated expiration: 1970-06-23

Description

June 23, 1953 M. J. BERLYN ETAL 2,542,805

FUEL SUPPLY APPARATUS FOR INTERNAL-COMBUSTION ENGINES Original Filed April 5, 1946 4 ShetV-Sheet 1 INVENTORS. MARTIN J. BELYN JOHN J. BEODEPICK AT T0 PNE Y 6 o 2 u 2 e K M Nm Y z E DfN Nw ME. W H. VB@ T 4 N.B T m IJ. A w if H m/ Y M. B N um z Rm EI BR im .s l Mw A6 mm P Aa mm www. www F.l 3 F 2 l a e n m .l .J m

June 23, 1953 M. J. RLYN :TAL 2,642,806

FUEL SUPPLY APPARATUS FOR INTERNAL-COMBUSTION ENGINES Original Filed April 5, 1946 4 Sheets-Sheet 3 4 F jg. 3.

y Tf9.7.

A NVENTORS. MARTIN J. BEELYN JOHN J. BPODEPICI( .ATTOP/VEY.

6 .Nm 0 4 MYR N t. e mi W 2 4 MED T M WB@ T z, m E 1A .m 5 NJ. IN 4 W H Ao 1 MJ M J BERLYN ETAL FUEL SUPPLY AFPRTUS FOR INTERNAL-COMBUSTION ENGINES Original Filed April 5. 1946 June z3, 1953 Patented June 23, 1953 FUEL SUPPLY APPARATUS FOR INTERNAL-r COMBUSTION ENGINES Martin J. Berlyn, Enfield, Conn., and John J. Broderick, Springfield, Mass., assignors to American Bosch Corporation,

Springfield,

Mass., a corporation of New York Original application April 5, 1946, Serial No. 659,708. 'Divided and this application February 28, 1,949, Serial No. 78,806.` In Great Britain May 4, 1946 This invention relates to new and improved means for supplying fuel to the `cylinders of an internal combustion engine and has particular' reference tothe provi-sion of such apparatus which is relatively small, compact and economical in construction yet ecient in operation.

This application is a division of vour application, Serial vNumber` 659,708, filed April 5, 1946, Patent No. 2,465,784, March 29, 1949.

The principal-object of the invention is to'provide fuel supplying apparatus .for smalhrhigh speed diesel engines. or the like, which apparatus is relatively smalL'compact and economical in cost yet satisfactory in operation-and which will incorporate features which make possible the utilizing of less :costly drive and mountingmea-ns.-

Another object of the invention is to provide a relatively small, vcompact and economical fuel supply unit which contains the fuel supply pump, injection pump and governor in a single unit and wherein the injection pump head, supply pump or gever-no1` may be separately removed for service or `replacement Without removing the unit from the engine. y

Another object of the invention is to provide a fuel injection pump which is designed to operate at crankshaft speed when used with four stroke cycle engines,v instead of operating at one-half crankshaft speed asis usual with prior constructions, and thereby allows the use of a pump Adriving pinion 4,of one-half the usual pitchfdiameter and consequently reduces the size of said pinion to a point where it may be withdrawn through the `pilot for lthe mounting flange fork the pump to the engine drive gear housing and also allows thepump pinion to be mounted directly on the pump shaft and in many installations this amounts to the elimination of two bearings, a seal and a coupling.

Another` object ofthe invention is to provide a fuel injection pump which employs a pump drive pinion of relatively small diameter and therefore allows a reduction in the size of the laterally protruding pump drive gear housing and allows the making of the whole engine narrower than previously possible and which feature is especially desirable for'engines for agricultural tractors. y

Another object of the invention is to provide a newk and improved fuel injection pump wherein the number of components requiring exceedingly neworkmanship such as ylapped fits, accurately calibrated dischargeV check valves and lground metering edges have ybeen reduced :to la minimum.

Another object of the invention is tol provide a fuel injection pumpv which avoids features unusually diflicult to manufacture and features prone to functional trouble, such as, concentric lapped fits and plungershaving axial holes and which are subjected to high fluid pressure which has been found toA ycause increase of diameter of the :plunger and thereby cause binding of the plungerin its cylinder dueto the inflation of the plunger with uid pressure.

Another object of the invention is to provide a fuel injection pump which is designed to have natural inherent stable rdelivery characteristics, that is, the tendency to deliver a lower volume of fuel per stroke as. -the speed of operation is increased.

Another object of the invention is to provide a fuel injection pump which assists the operation of the governor therefor instead of opposing the action of rthe *governorV as in usual constructions and thereby makes possible the obtaining of satisfactory results with a relatively simple and economical governor.

Another object of the invention is to provide a device of the character described wherein it is practicable to mount the governor directly von the pump drive shaft thus eliminating the necessity for speed'increasing gearing which is both expensive and bulky.

i Another object of ,the invention is to provide an Aarrangement of the type set forth wherein it is possible to `drive the fuel supply pump from the distributor rgear of the fuelinjectionipump and thereby ,eliminating the necessity of specialcharges to variousspray nozzles, if not provided vwith kdischarge check valve means, are inherently instable `and ldo not give a tolerable degree of accuracy'of distribution as between the various Outlets and the introduction .of delivery check lvalvesl in each oftheoutlets is one wayk of improving the accuracy :of distribution, but the discharge check valves themselves have such a marked imiuence on the delivery characteristics that minute differences Vin the dimensions of thev various check -valves used in the pump can impart individual differences to the .delivery characteristics :of :the: various outlets and, therefore, an

3 important object of the present invention is the utilization of a single discharge check valve serving all of the pump outlets and with said discharge check valve located between the pumping clement and the distributing element.

Another object of the invention is to provide a fuel injection pump of the type set forth wherein the metering device is a throttled intake to the pump, and which has no relief port or spilling function which causes the pump to be much less sensitive to fuel supply pressure.

Another object of the invention is to provide a fuel injection pump that may be readily applied for operation in either direction of rotation and which may be readily executed for application to the left or right hand side of the engine.

Another object of the invention is to provide a new and improved fuel injection pump which will not pump fuel if operated in a reverse direction, thereby overcoming a drawback and cause of difficulty with prior constructions.

Other objects and advantages of the invention will be apparent from the following description taken in connection with the accompanying drawings. It will be understood that many changes ma)7 be made in the details of construction and arrangement of parts shown and described, as the preferred form has been shown by way of illustration only.

Referring to the drawings:

Fig. 1 is a top or plan view of a device embodying the invention;

Fig. 2 is a side view thereof;

Fig. 3 is an end view thereof;

Fig. 4 is a sectional View taken on line 4 4 of Fig. 3 looking in the direction of the arrows;

Fig. 5 is a sectional View taken on line 5-5 of Fig. 1 looking in the direction of the arrows;

Fig. 6 is a fragmentary sectional view taken on line 6 6 of Fig. l looking in the direction of the arrows; and

Fig. 7 is a fragmentary sectional view, on an enlarged scale, of the discharge valve.

For the purpose of illustrating the invention only, it has been shown applied to a unit adapted to supply fuel to a four cylinder engine operat ing on a four stroke cycle, but it is capable of being adapted to units for operating engines having other than four cylinders, for example, two or six cylinders.

Referring more particularly to the drawings, wherein similar reference characters designate corresponding parts throughout the several views, the device shown embodying the invention comprises the fuel supply pump I, the fuel injection pump 2 and the governor 3 secured together to form a single relatively small compact unit which may be mounted on or removed from an engine as a single unit.

The fuel supply pump I has been shown by way of illustration as a conventional gear type pump including the gears Ia and Ib and the flow from the supply pump is controlled by the throttle lever 4 and the segment 5 on the throttle shaft 6. While, as stated above, a conventional gear type pump has been shown by way of illustration, it will be understood that other prior art types of fuel supply pumps capable of being mounted into a compact unit with the fuel injection pump 2 and the governor 3 may be employed, or, if desired, the fuel supply pump may be formed as a separate member having a fuel supply line connected to the fuel injection pump for supplying fuel thereto. The fuel supply pump I is adapted to receive fuel from the fuel supply tank through a line, not shown, which connects the fuel supply tank with fuel inlet 62 and fuel from the supply pump I passes through outlet 63 through a line, not shown, to the fuel inlet 64 for the fuel injection pump, through which it passes to the fuel inlet supply chamber 59.

The fuel injection pump 2 is composed of the pump head 1, main pump housing Il) and gear housing la, which are secured in assembled relation by bolts or the like, or other suitable means. The pump is operated by the camshaft 8 which is provided with the two oppositely disposed cam lobes 9 which are rotatable upon rotation of the camshaft 8 and adapted to reciprocate the plunger I0, the said plunger making two complete cycles for each rotation of the camshaft 8.

The camshaft 8 is rotatably mounted adjacent its opposite ends on the ball bearing I I and the bearing IIa in the main pump housing 1b, and is provided with the hub drive I2 adapted to be secured to the driving gear of the engine with which the device is employed by being bolted thereto by bolts extending through the openings I3 in said hub I2. The mounting flange I 4 is provided for securing the pump assembly in position on the engine.

On the camshaft 8 is provided the circular gear I5 which is rotated by said camshaft 8 and which meshes with the annular face gear I6 which has the hub IBa which is rotatably mounted on the bearing II in the housing I8. The hub IGa of the said face gear I6 has an internal spline engaging an external spline on the tappet IS and causing rotation of the tappet I9 upon rotation of the face gear I6 and thereby causing rotation of the plunger I0.

Within the hub IBa on the face gear I6 is positioned the tappet I9 which is in splined relation with the inner face of said gear and within which is positioned the upper spring seat 20 and the lower spring seat 2| ,which retains the end of the plunger I0 in engagement with the tappet IB through the action of the concentric coil

plunger return springs

22 and 23 which have their opposite ends engaging the

spring seats

20 and 2 The upper spring seat 20 is merely a stop for the

springs

22 and 23 while the lower spring seat 2I engages both the tappet I9 and the end of the plunger I0 and retains the end of the plunger between the seat 2| and the tappet I9. Said lower spring seat 2I is preferably provided with a self-aligning coupling to eliminate the side thrust of the plunger IU.

The pump head 'I contains the bore 24 in which the plunger III is reciprocably and rotatably mounted. The reciprocation and rotation of the plunger I0 cause the plunger to pump, meter, distribute and time the fuel to the proper outlet. The plunger Il) is provided with the annular lubrication groove 25 adapted to receive lubricating oil through the oil supply opening 26 when the groove 25 passes said opening 26 upon reciprocation of the plunger I0 and said plunger I0 is also provided with the annular fuel receiving groove 21 and the distributing groove 28 which is in communication therewith, and, therefore, is adapted to receive fuel from said annular fuel receiving groove 21.

Fuel is adapted to be supplied to the bore 2l through the filling port 29 in which is positioned the needle portion of the adjustable throttle or restriction member 30 as shown in Fig. 4 adapted amasser fuel from. thelbore 24into. the supply groove=32 which, inl turn, is'connectedto4 the'rbore. 24;y by.

the'fuel passageway."oir-portl 32dy Whichenters the bore 24. iat a pointbelowy the -'lling 1 porti'29 and adaptedftosupplyy fuel to thexannularfuel receiving groove,A 21 inxthefplunger I0: on each delivery stroke of theplungerl0.v A

The check valve arrangement 3|', aszshown in Fig. 6,v comprises the cylindrical vmember 33'..posi.. tioned'in the boref24ian'dfhaving'the flanged-,head 341 .seatednon the pump head1'v surrounding: said bore 24; andthe delivery'v valve-member '35 :having opposed attened surfaces 36.only'one1of which is'shown, andA having the enlarged' head 31 which has a tapered .seat 38fadapted to engage an annular tapered seat inthe `flanged .head-34=. of thefcylindrical member 33v t0.-normal1y. prevent the'fiow of fuel through the discharge valve;

Itwill be noted that the cylindrical member'33i might he omittedin'which case the head 31| Wouldseatdirectly on the pump-head;.1. The flattened opposed surfaces 361cm the'opopsite sides ofthe member 35'. are preferablysoA formed aslto control the time of' the beginningof nowx offfuelv through the dischargexvalveandzalso theurateof ow therethrough.

If desired', and for particular purposes, the .surface of vthe member 35 may be'rformed: ofot'her, suitable contours than the flattened1surfaces36f described; for example; such asurface mightgbe formedwith longitudinal flutes; straight or 'ta-1 pered.

Abovethe cylindrical memberx33; is positioned:

ak speed-delivery adjusting; member 39 whichk is` of: the valve member against its seat when the fluid flow pressure drops and alsov returns the.

member 34 `against-itsgseat onfthe head. 1. Over the adjusting member -3 9 .is providedv the threaded'.

plug 42 for closing the opening in the housing` andY which mayl be removedi for adjustingy the?` member 39: The lower end oftheadjustingY member 39 is provided with slotsoropening'sf43 to vallow fuel to pass into the ysupply groove, 32L

and from said supply groove thefueljpasses through the port 32a' connecting; theY fuelsupplyy to the annularfuel receivingY groove=121 in4 thef plunger as previouslydescribed;

It is pointed out thatl with the formofdelivery valveemployed, as described above,thatas ther speed at which the-pump operatesincreases;`

the time for flow throughthe delivery valve de-` creases, and also that itis'thetendency` of the valve-member 31 to be raisedI higher, thatfis; the valve opens Widervwith higher-operatingspeeds:A

A verydesirable featureof: the' present'con'- struction'is its tendency to reduce'fdelivery-per strokeathigh speeds; that :ist it-provides ai natu'.-`

ral. decline in quantity; of

fuelzdeliveredfperfstroke

7,6

6,; astherspeed'cf operationz ofztheengine per stroke; increases; andv since; the engine gets a smallercharge-.of` air per` stroke at higher engine speeds,- thepump tends to maintain the correct air fue ratiofover theengine speed range. f

In thel pump housing 1 and surrounding the bore 24 and:connected thereto are aseriesof out,- let'portsr44; each of whichis inzcommunication witha; separate :distributing out1etq44a, each of a different cylinder of the engine to whichxfuel is tobesupplied.

The outlet ports. 44' are preferably in the-same longitudinal plane, although this is not necessary,y

i but radially spaced around the bore 24 sothat the distributing groove 281' on theplunger |0wi11 com.- municatewithone of saidoutletports during each strokerof the plunger and due to the rotation of the plunger |05', said groove 28 will communicate with 2 eachgof said ports 44 'successively duringsucces-l sive= strokes yof .the plunger Il);

Thethrottle. oie-restriction member 30 in-r the fill; port orfuelinlet 29 extendslthroughv the diavphragm` member 58' which allows motion of the throttle member 30.fand also provides a seal for the fuel inletsupply 59. The throttle ,member 30 extends through an opening in the diaphragmf58 and is locked in positiontherewith bythe locking.' nut 601or other suitable means.

Thebalancing or neutralizing spring 6|' is pro vided. .to partially balance orI offset the'efect of thez'supply fuel pressure. inl the inlet supply '59' against the diaphragm. member 58.

Outletllatis the outlet for `the overflowv return 6l4b-f-to the fuel rsupplytank and is adapted to b connectedr'to .the tank ybyasupply line.

vThe relief 'valve 6.5; which is connected to said return 64b between theloutleta and-.the chamber 59, is provided for controlling the fuel supply pressure. v

The setting of the throttle or restriction mem-` ber -30-is automatically accomplished by the Agovernor .3 asrhereinafter described.

The governor 3 is secured tothe fuel injection pump housingxby means ofthebolts 45 or other? suitable means and the governorshaft 46 is keyedtoftheadjacentendof the camshaft 8y whereby, the'v governor shaft. and governor is driven simultaneously-with and at the-same speed as thecama shaft 8'; Ony ther governor shaft-45vand rotatable therewith isth'esupport 48A on which are mounted the pivotally f mounted centrifugal governor weights =4'1, each of 'which has a finger 49 adapted toengage the adjustable collar 50; which is slidably i: mounted on the governor shaft 4S, and said collar 50, in turn, abutsfthe forkedend 5| on the pivoted lever/52 which hasits opposite end'operatively connectedjbya resilient connection to the :adjacent endr'of another pivoted leverA 53; which has its opposite end connected to the throttle-member 30 for'controlling. the'supply of fuel to the bore 24.

A` manually operated lever 4; exterior of the pump housing,-is connectedto shaft 6 which is connected to thev opposite ends'of the'coil spring 55:which'is also connected adjacent its center to the forked end 5| of'y lever 52 forcontro1lingY theamount ofzpressurefuponthe pivoted lever 52..'and` tension of `the-spring j55f andthe shut off lever 5.4 on shaft 54u; operates the lug 56 on shaft 54a which is adapted to engage pin. 56aon forked end 5| for .pivotingofthe forked end 5|.cf the pivoted lever 52v forv closing thesupply of fuel to the bore 24;:

With: the vconstruction described above, rotation i of thefgovcrnonshaft 46l`will' cause pivotalfmovewhich isfconnected by a pipe line, not shown, to` y ment of the centrifugal weights 41 which will impart axial movement of the collar member 50 against the forked end l of the pivoted lever 52 and thereby cause adjustment of pivoted lever 53 which will adjust the setting of the throttle meinber 30 and thereby automatically control the amount of fuel supplied to the bore 24 of the pump. By control of the tension on the spring 35, the setting of the governor may be effected.

The low idle adjustment, that is, the control of the throttle member 30 at low speeds is effected through the leaf spring 66 which bears against the lower end of the pivoted lever 53. The adjusting screw 61, which may be reached for adjustment by removal of the threaded plug 68, adjusts the tension of said leaf spring 66 on said lever 53 and thereby controls the position oi' the throttle 30 in conjunction with the governor 3.

On the pump housing is provided the pointer 51 by means of which the pump is timed in the following manner: After the pump is assembled, the hub l2 is rotated until the plunger I0 is in position to close the inlet port and the distributing groove is aligned with number one outlet, and the hub is then marked in line with the pointer 51. This allows the mounting of the pump on the engine with the pump in proper phased relation with the crankshaft.

In the operation of the device the fuel supply pump receives fuel through the inlet 62 and supplies fuel to the fuel injection pump 2 through the inlet 64 and inlet supply 59 to the filling port 29 and then to the bore 24.

On the descending stroke of the plunger l0, the delivery valve closes and the plunger creates a partial Vacuum and uncovers the inlet or filling port 29 which tends to fill the bore 24 due to the pressure drop created in the bore and the pressure supply of fuel.

The amount of fuel supplied to the bore 24 is controlled by means of the throttle member 30 which, in turn, is controlled .by the governor 3 as previously described. On its pumping stroke, the plunger I0 closes the inlet port 28 and forces the fuel in the bore 24 through the discharge valve member 3l, opening 32 and port 32a to the annular fuel receiving groove 21 in the plunger from which the fuel flows to the distributing groove 28 which is aligned on successive pumping strokes with cach of the ports 44 and supplies fuel to each of said ports 44 and discharge outlets 44a to the engine cylinders successively upon alignment of said distributing groove with each of said outlets successively upon successive strokes of said plunger l0.

With the delivery valve as described above having the flattened surfaces on opposite sides of the stern, the valve controls both the time of the start of flow and the rate of flow. As pointed out above, as the speed of the pump increases, the time allowed for flow by the delivery valve shortens and as it is the tendency of the valve to open higher or wider with higher pump speeds.

It will be seen that because the same deivery valve, distributing groove and metering means are employed in all cases that the amount of fuel supplied to each of the outlets is precisely the same, thus overcoming one of the most serious difficulties present in prior art constructions as pointed out above.

It is also pointed out that instead of the arrangement shown with the external bore 32a, the device could be constructed by forming a hollow plunger having a single discharge delivery valve and with the plunger having a port adapted to 8 connect the discharge delivery valve and the fuel distributing means which would distribute the fuel to the various outlets 44 as described above.

With this type of construction the pump could be adapted for manifold-type gasoline injection since this only requires low peak injection pressures having a value of approximately one-tenth of that employed in diesel engines of the general type to which the fuel injection pump of this application is directed. Because of the low injection pressure, such construction would not be subject to the difficulties previously set forth with injection pumps wherein the pumping plunger has an axial bore which is subject to high pressure.

From the foregcng, it will be seen that we have provided simple, eflicient and economical means for obtaining all of the objects and advantages of the invention.

Having described ou1` invention, we claim:

l. In a fuel injection pump, a pump housing having a pumping bore, said housing having a supply chamber for supplying fuel to said bore. a fuel inlet passage between said bore and said supply chamber, a throttle member' for controlling the passage of fuel through said passage from said chamber to said bore, said throttle member having a needle portion extending into said fuel passage and adjustable therein for controlling the quantity of fuel passing through said passage, a flexible diaphragm, said diaphragm being connected to said throttle member and to the wall of said chamber in sealed relation and means for adjustably positioning said needle portion of said throttle member in said fuel passage.

2. In a fuel injection pump, a pump housing having a pumping bore, said housing having a supply chamber for supplying fuel to said bore, a fuel inlet passage between said bore and said supply chamber, a throttle member for controlling the passage of fuel through said passage from said chamber to said bore, said throttle member having a needle portion extending into said fuel passage and adjustable therein for controlling the quantity of fuel passing through said passage, a flexible diaphragm, said diaphragm being connected to said throttle member and to the wall of said chamber in sealed relation and means for adjustably positioning said needle portion of said throttle member in said fuel passage and a threaded connection between said needle portion and said throttle member whereby said needle portion may be adjustably positioned relative to said diaphragm.

3. In a fuel injection pump, a pump housing having a pumping bore, said housing having a supply chamber for supplying fuel to said bore, a fuel inlet passage between said bore and said supply chamber, a throttle member for controlling the passage of fuel through said passage from said chamber to said bore, said throttle member having a needle portion extending into said fuel passage and adjustable therein for controlling the quantity of fuel passing through said passage, a flexible diaphragm, said diaphragm being connected to said throttle member and to the wall of said chamber in sealed relation and means for adjustably positioning said needle portion of said throttle member in said fuel passage and a threaded connection between said needle portion and said throttle member whereby said needle portion may be adjustably positioned relative to said diaphragm, said flexible diaphragm allowing reciprocating motion of said throttle member while providing a seal for the fuel supply chamber, a governor for controlling said throttle member and means connecting said governor and said throttle member and comprising a rst pivoted lever connected adjacent one end to said throttle member and a second pivoted lever detachably connected to said rst pivoted lever adjacent the free end thereof and said second pivoted lever having a portion actuated by said governor and spring means urging said second pivoted lever against the force of said governor.

MARTIN J. BERLYN. JOHN J. BRODERICK.

References Cited in the le of this patent UNITED STATES PATENTS Number Number Cil Number 15 309,136 560,788

Name Date Bohuslav Mar. 20, 1934 Dug Aug. 28, 1934 Rodler Oct. 16, 1934 Rockwell Nov. 6, 1934 Goldberg Mar. 5, 1935 Hawxhurst Nov. 2 6, 1935,r Vogelei et al Jan. 31, 1939 Pipkin, Jr.A June 16, 1942 Edwards Jan. 19, 1943 Bremser Aug. 14, 1945 Y FOREIGN PATENTS Country Date Italy 1933 Great Britain 1944