US2679805A

US2679805A - Fuel supply apparatus for internalcombustion engines

Info

Publication number: US2679805A
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: 1948-10-16
Publication date: 1954-06-01
Anticipated expiration: 1971-06-01

Description

June 1, 1954 M. J. BERLYN ETAL FUEL SUPPLY APPARATUS FOR INTERNAL-COMBUSTION ENGINES 4 Sheets-Sheet 1 Original Filed April 5, 1946 INVENTORS. MAETIN J. BEELYN JOHN J. BE'ODEEICK BY ATTOENZY.

June 1, 1954 M. J. BERLYN ET AL FUEL SUPPLY APPARATUS FOR INTERNAL-COMBUSTION ENGINES 4 Sheets-Sheet 2 Original Filed April 5, 1946 W W H mm? m N2 0 MED T N 1 .I. E J3 a A ma T 2W A0 MJY June 1954 i M. J. BERLYN ETAL 2,679,805

FUEL SUPPLY APPARATUS FOR INTERNAL-COMBUSTION ENGINES Original Filed April 5, 1946 4 Sheets-Sheet 3 INVENTORS. MARTIN J. BEPLYN JOHN J. BKODEEICK BY May June 1, 1954 M. J. BERLYN err/u. 2,679,805

FUEL SUPPLY APPARATUS FOR INTERNAL-COMBUSTION ENGINES Original Filed April 5, 1946 4 Sheets-Sheet 4 INVENTORS. MARTIN J. BETZLYN Bi IOHN J. BEODEEICK ATTOE'NEY.

Patented June 1, 1954 FUEL SUPPLY APPARATUS FOR INTERNAL- GOMBUSTION ENGINES Martin J. Eerlyn, Enfield, 001111., and John J.

Broderick, Springfield, Mass, American Bosch Corporation,

assignors to Springfield,

Mass., a corporation of New York Original application April 5, 1946, Serial No. 659,708. Divided and this application October 16, 1948, Serial No. 54,972

4 Claims.

This invention relates to new and improved means for supplying fuel to the cylinders of an internal combustion engine and has particular reference to the provision of such apparatus which is relatively small, compact and economical in construction yet emcient in operation.

This application is a division of our application, Serial Number 659,708, filed April 5, 1946, now Patent Number 2,465,784, March 29, 1949.

lihe principal object of the invention is to provide fuel supplying apparatus for small, high 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 mounting means.

Another object of the invention is to provide a relatively small, compact 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 governor may be separately removed for service or replacement without removing the unit from the engine.

Another object of the invention is to provide a new and improved delivery valve for fuel injection pumps.

Another object of the invention is to provide a new and improved fuel injection pump wherein the number of components requiring exceedingly fine workmanship such as lapped fits, accurately calibrated discharge check valves and ground metering edges have been reduced to a minimum.

Another object of the invention is to provide a fuel injection pump which is designed to have natural inherent stable delivery 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 the governor as in usual constructions and thereby makes possible the obtaining of satisfactory results with a relatively simple and economical governor,

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 may 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 5-4 of Fig. 3 looking in the direction of the arrows;

Fig. 5 is a sectional view taken on line 55 of 1 looking in the direction of the arrows;

Fig. 6 is a fragmentary sectional view taken on line !i-3 of Fig. 1 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 operating 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 1 has been shown by way of illustration as a conventional gear type pump including the gears la and lb 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 con nected to the fuel injection pump for supplying fuel thereto. The fuel supply pump 1 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 l passes through outlet 253 through a line, not shown, to the fuel inlet $6 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 la, and gear housing lb, 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 H], 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 II and the bearing Ila in the main pump housing la, and is provided with the hub drive |2 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 |3 in said hub |2. The mounting flange I4 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 l6 which has the hub |6a which is rotatably mounted on the bearing I! in the housing I8. The hub |6a of the said face gear l3 has an internal spline engaging an external spline on the tappet I9 and causing rotation of the tappet l9 upon rotation of the face gear l6 and thereby causing rotation of the plunger l0.

Within the hub |6a 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 l9 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 2| engages both the tappet H3 and the end of the plunger l0 and retains the end of the plunger between the seat 2| and the tappet l9. Said lower spring seat 2| is preferably provided with a selfaligning coupling to eliminate the side thrust of the plunger Ill.

The pump head 1 contains the bore 24 in which the plunger I0 is reciprocably and rotatably mounted. The reciprocation and rotation of the plunger l0 causes the plunger to pump, meter, distribute and time the fuel to the proper outlet. The plunger I0 is provided with the annular lubrication groove 25 adapted to receive lubrieating oil through the oil supply opening 26 when the groove 25 passes said opening 26 upon reciprocation of the plunger Ill and said plunger I0 is also provided with the annular fuel receiving groove 2'! and the distributing groove 28 which is in communication therewith, and, therefore, is adapted to receive fuel from said annular fuel receiving groove 27.

Fuel is adapted to be supplied to the bore 24 through the filling port 29 in which is positioned the adjustable throttle or restriction member 30 adapted to be adjusted to control the quantity of fuel supplied the bore 24 as hereinafter described.

In the pump head 7 at the upper end of the bore 24 is provided the discharge or check valve arrangement 3|, for controlling the discharge of fuel from the bore 24 into the supply groove 32 which, in turn, is connected to the bore 24, by the fuel passageway or port 32a, which enters the bore 24 at a point below the filling port 29 and adapted to supply fuel to the annular fuel receiving groove 21 in the plunger H) on each delivery stroke of the plunger I0.

The check valve arrangement 3|, as shown in Fig. 7 comprises the cylindrical member 33 positioned in the bore 24 and having the flanged head 34 seated on the pump head 7 surrounding said bore 24, and the delivery valve member 35 having opposed flattened surfaces 36, only one of which is shown, and having the enlarged head 3'! which has a tapered seat 38 adapted to engage an annular tapered seat in the flanged head 34 0f the cylindrical member 33 to normally prevent the flow of fuel through the discharge valve. It will be noted that the cylindrical member 33 might be omitted in which case the head 3| would seat directly on the pump head I. The flattened opposed surfaces 36 on the opposite sides of the member 35 are preferably so formed as to control the time of the beginning of flow of fuel through the discharge valve and also the rate of flow therethrough.

If desired, and for particular purposes, the surface of the member 35 may be formed of other suitable contours than the flattened surfaces 36 described, for example, such a surface might be formed with longitudinal flutes, straight or tapered.

Above the cylindrical member 33 is positioned a speed-delivery adjusting member 39 which is threaded into the pump housing in alignment with the bore 24 and delivery valve member 35 for vertical adjustment for controlling the quantity of fuel to be delivered. The speed-delivery adjusting member 39 has a central bore 40 in aligned relation with the enlarged head 3'! on the member 35 and within said central bore 40 is positioned a coil spring 4| adapted to rest at one end against the inner edge of the bore 40 in the member 39 and to have its opposite end engaging said enlarged head 37. This spring 4| is provided for effecting return of the head 31 of the valve member against its seat when the fluid flow pressure drops and also returns the member 34 against its seat on the head 1. Over the adjusting member 39 is provided the threaded plug 42 for closing the opening in the housing and which may be removed for adjusting the member 39. The lower end of the adjusting member 39 is provided with slots or openings 43 to allow fuel to pass into the supply groove 32 and from said supply groove the fuel passes through the port 32a connecting the fuel supply to the annular fuel receiving groove 27 in the plunger 0 as previously described.

It is pointed out that with the form of delivery valve employed, as described above, that as the speed at which the pump operates increases, the time for flow through the delivery valve decreases, and also that it is the tendency of the valve member 37 to be raised higher, that is, the valve opens wider with higher operating speeds.

A very desirable feature of the present construction is its tendency to reduce delivery per stroke at high speeds, that is, it provides a natural decline in quantity of fuel delivered per stroke as the speed of operation of the engine per stroke increases, and since the engine gets a smaller charge of air per stroke at higher engine speeds, the pump tends to maintain the correct air fuel ratio over the engine speed range.

In the pump housing I and surrounding the bore 24 and connected thereto is a series of outlet ports 44, each of which is in communication with a separate distributing outlet 44a, each of which is comiected by a pipe line, not shown, to a different cylinder of the engine to which fuel is to be supplied.

The outlet ports it are preferably in the same longitudinal plane, although this is not necessary, but radially spaced around the bore 24 so that the distributing groove 28 on the plunger ill will communicate with one of said outlet ports during each stroke of the plunger and due to the rotation of the plunger iii, said groove 28 will communicate with each of said ports M successively during successive strokes of the plunger Hi.

The throttle or restriction member 36 in the fill port or fuel inlet 29 extends through the diaphragm member 53 which allows motion of the throttle member 313 and also provides a seal for the fuel inlet supply 59. The throttle member .30 extends through an opening in the diaphragm 58 and is locked in position therewith by the locking nut 60 or other suitable means.

The balancing or neutralizing spring provided to partially balance or offset the effect of the supply fuel pressure in the inlet supply 59 against the diaphragm member 53.

Outlet Sta is the outlet for the overflow return 65b to the fuel supply tank and is adapted to be connected to the tank by a supply line.

The relief valve 65, which is connected to said return 6% between the outlet S te and the chamber 59, is provided for controlling the fuel supply pressure.

The setting of the throttle or restriction memher 373 is automatically accomplished by the governor 3 as hereinafter described.

The govemor 3 is secured to the fuel injection pump housing by means of the bolts as or other suitable means and the governor shaft '16 is keyed to the adjacent end of the camshaft 8 whereby the governor shaft and governor is driven simultaneously with and at the same speed as the camshaft 8. On the governor shaft 45 and rotatable therewith is the support 48 on which are mounted the pivotally mounted centrifugal governor weights 4'1, each of which has a finger as adapted to engage the adjustable collar 56 which is slidably mounted on the governor Shaft 4-6, and said collar 56, in turn, abuts the forked end at on the pivoted lever 52 which has its opposite end operatively connected by a resilient connection to the adjacent end of another pivoted lever 53 which has its opposite end connected to the throttle member 3!! for controlling the supply of fuel to the bore 24.

A manually operated lever 5, exterior of the pump housing, is connected to shaft 6 which is connected to the opposite ends of the coil spring 55 which is also connected adjacent its center to the forked end 5| of lever 52 for controlling the amount of pressure upon the pivoted lever 52 and tension of the spring 55 and the shut off lever at on shaft 54a operates the lug 5'5 on shaft 54a which is adapted to engage pin 56a on forked end 5! for pivoting of the forked end 5| of the pivoted lever 52 for closing the supply of fuel to the bore 26.

With the construction described above, rotation of the governor shaft 56 will cause pivotal movement of the centrifugal weights 4'! which will impart axial movement of the collar member 50 against the forked end 5| of the pivoted lever 52 and thereby cause adjustment of pivoted lever 53 which will adjust the setting of the throttle member 36 and thereby automatically control the amount of fuel supplied to the bore 24 of the pump. By control of the tension on the spring 55, 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 the-lower end of the pivoted lever 53. justing screw 61, which may be reached for through the leaf spring 66 which bears against The adadjustment by removal of the threaded plug 68, adjusts the tension of said leaf spring 66 on said lever 53 and thereby controls the position of the throttle 30 in conjunction with the governor 3.

On the pump housing is provided the pointer 5? by means of which the pump is timed in the following manner: After the pump is assembled, the hub 52 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 5?. 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 5A and inlet supply 59 to the filling port 25 and then to the bore 2 5.

On the descending stroke of the plunger 10, 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 2t 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 it closes the inlet port 29 and forces the fuel in the bore 24 through the discharge valve member 3i, opening 3'2 and port 32a to the annular fuel receiving groove 2'! in the plunger from which the fuel flows to the distributing.

groove 28 which is aligned on successive pumping strokes with each of the ports it and supplies fuel to each of said ports at and discharge outlets Ma to the engine cylinders successively upon alignment of said distributing groove with each of said outlets successively upon successive strokes of said plunger H).

With the delivery valve as described above having the flattened surfaces on opposite sides of the stem, 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 delivery 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 difiiculties present in prior art constructions as pointed out 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 pressures, 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 foregoing, it will be seen that we have provided simple, efficient and economical means for obtaining all of the objects and advantages of the invention.

We claim:

1. In a device of the character described, a pump housing having a bore in said housing in which fuel is adapted to be pumped, a delivery valve for controlling the delivery of fuel from said bore, said valve comprising a control plunger fitted in said bore and longitudinally movable therein by fuel pressure and having an opening therethrough, means for limiting the extent of movement of said control plunger in said bore. a valve member in said aperture in said control plunger and adapted to be moved under fuel pressure, resilient means for normally retaining said valve member in closed position in said opening and said control plunger in said bore, the periphery of said valve member having portions for allowing flow of fuel past the valve when said valve member is lifted relative to said control plunger.

2. In a device of the character described, a pump housing having a, bore in said housing in which fuel is adapted to be pumped, a delivery valve for controlling the delivery of fuel from said bore, said valve comprising a control plunger fitted in said bore and longitudinally movable therein by fuel pressure and having an opening therethrough, adjustable means for limiting the extent of movement of said control plunger in said bore to thereby adjust the maximum output of the pump, a valve member in said aperture in said control plunger and adapted to be moved under fuel pressure, resilient means for normally retaining said valve member in closed position in said opening and said control plunger in said bore, the periphery of said valve member having portions for allowing flow of fuel past the valve when said valve member is lifted relative to said control plunger.

3. In a device of the character described, a pump housing having a bore in said housing in which fuel is adapted to be pumped, a delivery valve for controlling the delivery of fuel from said bore, said valve comprising a control plunger fitted in said bore and longitudinally movable therein by fuel pressure and having an opening therethrough, means for limiting the extent of movement of said control plunger in said bore, a valve member in said aperture in said control plunger and adapted to be moved under fuel pressure, said control plunger and valve member having seat portions adapted to engage when the valve is closed, resilient means for normally retaining said valve member in closed position in said opening and said control plunger in said bore, the periphery of said valve member having cut away portions for allowing the flow of fuel past the valve when said valve member is lifted relative to said control plunger.

4. In a device of the character described, a pump housing having a bore in said housing in which fuel is adapted to be pumped, a delivery valve for controlling the delivery of fuel from said bore, said valve comprising a control plunger fitted in said bore and longitudinally movable therein by fuel pressure and having an opening therethrough, adjustable means for limiting the extent of movement of said control plunger in said bore to thereby adjust the maximum output of the pump, a valve member in said aperture in said control plunger and adapted to be moved under fuel pressure, said control plunger and valve member having seat portions adapted to engage when the valve is closed, resilient means for normally retaining said valve member in closed position in said opening and said control plunger in said bore, the periphery of said valve member having cut away portions for allowing the flow of fuel past the valve when said valve member is lifted relative to said control plunger.

References Cited in the file Of this patent UNITED STATES PATENTS Number Name Date 412,789 Probert Oct. 15, 1889 522,170 Thompson June 26, 1894 558,034 Brown et a1 Apr. 14, 1896 862,752 Pennell Aug. 6, 1907 1,120,118 Ashlock Dec. 8, 1914 1,651,778 Rice Dec. 6, 1927 1,934,878 Parker Nov. 14, 1933 2,049,487 Beeh Aug. 4, 1936