US2891532A

US2891532A - Fuel injection system

Info

Publication number: US2891532A
Application number: US685734A
Authority: US
Inventors: Joseph D Turlay
Original assignee: Motors Liquidation Co
Current assignee: Motors Liquidation Co
Priority date: 1957-09-23
Filing date: 1957-09-23
Publication date: 1959-06-23
Anticipated expiration: 1976-06-23

Description

' 3 Sheets-Sheet 1 ATTORNEY =i+- mmvron CZm wi Q Zia z Filed Sept. 23, 1957 June 23, 1959 .1. D. TURLAY FUEL. INJECTION SYSTEM 3 Sheets-Sheet 2 Filed Sept. 23, 1 957 uvmvrm i c/grgafi 2 4 21 24! ATTORNEY V J. D. TURLAY FUEL INJECTION SYSTEM June 23, 1959 Filed Sept. 23, 1%"! 3 Sheets-Sheet 3 w l \R Q U 0 Q kw \x v/ s ATTORNEY United States Patent FUEL INJECTION SYSTEM Joseph D. Tnrlay, Flint, Mich., assignor to General Motors Corporation, Detroit, Mich a corporation of Delaware Application September 23, 1957, Serial No. 685,734

30 Claims. (Cl. 123-140) The present invention relates to fuel injection systems of the speed-density type in that the quantity of fuel supplied to the respective cylinders of an internal combustion engine is determined as a function of engine speed and load as manifested by the density of the air in the intake manifold.

In general, the fuel requirements of any given engine are determined by the speed of the engine and the load thereon. Moreover, for any given engine speed, the quantity of fuel required for the formation of a proper combustible charge for the engine will depend upon the quantity of air available to form such a charge. It will be readily apparent that the quantity of air available to form this charge will depend among other things upon the density of the air which, in turn, is affected by such variables as altitude and temperature. Therefore, it is desirable to provide a fuel injection system which will supply the fuel requirements of the engine in accordance with the speed thereof and the load thereon under any given set of operating conditions, while being versatile to the extent of adjusting to changes in temperature, altitude and other atmospheric conditions to provide a proper fuel-air mixture to the engine.

It is, therefore, a general object and feature of this invention to provide a fuel injection system which will supply a combustible charge to the respective cylinders of an internal combustion engine in accordance with the speed of the latter and the load thereon as manifested by the density of the air in the intake manifold.

In addition, it is another feature and object of this invention to provide a fuel injection system of thetype aforedescribed with means acting in concert with an absolute manifold pressure signal and in response to various atmospheric conditionsto provide a proper fuel-air ratio under different operating conditions.

More specifically, it is an object and feature of this invention to provide a fuel injection system in which the fuel-air ratio supplied to the respective cylinders of the engine is determined in the first instance by a fuel pressure regulator mechanism responsive to the load on the engine and various atmospheric conditions and, secondly, by the speed of the engine.

According to another object of this invention, the aforementioned fuel pressure regulator mechanism comprises a plurality of fluid motors responsive to the density of the air in the intakemanifold to. control the quantity of fuel supplied to the distributor mechanism, the areas of the piston elements being so selected as to at least approximate or simulate thetheoretical fuel requirement curve of the engine.

Another feature and object of this invention is to provide a fuel distributing mechanism in the injection system aforementioned which comprises a fuel distributing rotor driven in relation to engine speed to supply fuel to the combustion cylinders in accordance with engine speed.

It is yet another object and feature of this invention to provide a fuel distributing mechanism in combination with the fuel injection system which includes a plurality of fuel 2,891,532 Patented June 23, 1959 supplying scavenge air to the respective fuel nozzles in timed relation with engine speed. I

These and other features, objects and advantages of this invention will become more apparent hereinafter as the description of the invention proceeds, and in which reference is made to the drawings in which there is illustrated a preferred embodiment of this invention.

In the drawings:

Figure 1 depicts, in general, the basic components of the fuel injection system of this invention;

Figure 2 is a longitudinal cross sectional view of the fuel distributor mechanism of this invention;

Figure 3 is a perspective view of a sealing plug forming a part of the distributor of Figure 2;

Figures 4 through 7 are views taken, respectively, on lines 44, 55, 6-6, and 77 in Figure 2;

Figure 8 is a cross sectional view of the fuel pressure regulating mechanism of the system;

Figures 9 and 10 are cross sectional views taken, respectively, on lines 9-9 and 10--10 of Figure 8; and

Figure 11 is a graph indicating the relationship of fuel pressure and absolute manifold pressure in providing the fuel requirements of an internal combustion engine.

As a prelude to a more detail-ed description ofthis invention, it is believed that reference to the curves shown in Fig. 11 will aid in understanding the purpose and function of this invention. As aforementioned, the fuel re quirements of a given engine will bedetermined by the speed of the engine and the load thereon. Insofar as the load factor is concerned, it is considered desirable and convenient to utilize manifold vacuum or absolute manifold pressure as the signal of the load condition. In this regard, manifold vacuum will be discussed hereinafter in terms of absolute manifold pressure in order to eliminate a possible source of confusion in understanding this system. Of course, an increase in absolute manifold'pressure corresponds to a decrease in manifold vacuum such as may be, caused by opening the throttle valve of the engine. I

It is a well known physical law that the flow of fuel through a conduit or orifice of any, given size is a function of or varies as the square root of fuel pressure, ignoring losses due to heat, friction and the like. Moreover, it is desirable to increase the rate of fuel flow or fuel quantity as load increases on the engine, assuming for the moment a constant engine r.p.m. For the purpose of applying this law to the injection system of this invention, it is desirable to make fuel flow or fiuel pressure directly proportional to absolute manifold pressure which has been selected as the signal of the load condition. Therefore, fuel pressure is made directly proportional to absolute manifold pressure.

For this reason, the curves have been plotted as functions of fuel pressure and absolute manifold pressure to indicate the fuel requirements of an actual engine. A theoretical fuel requirement curve is shown in solid line. As a practical matter, it is rather difficult and not necessary to obtain this exact theoretical curve under actual operating conditions. Therefore, it has been found to be satisfactory to simulate this curve by a plurality of straight line portions indicated by the dotted lines as extendingfuel injection system of this invention which now follows Figs. 1 through 10 show a preferred form of the fuel injection system of this invention which includes a pressurized float bowl 2 to which fuel is supplied through the conduit 4 from a conventional low pressure fuel pump. An engine-driven pump 6 disposed within the float bowl supplies fuel at high pressure through the outlet conduit 8.

Fuel under high pressure is supplied through the conduit 8 to the fuel pressure regulator mechanism 12 and from the latter through the conduit 14 to a fuel distributor mechanism 16 from which fuel is supplied through the respective conduits 18 to the cylinders of the internal combustion engine.

Referring first to the fuel pressure regulating mechanism 12, shown in Fig. 8, it may be seen to be mounted within the intake manifold 20 of the engine to be directly responsible to absolute manifold pressure as will be hereinafter described. However, as the description proceeds, it will be readily apparent that the regulator mechanism could be mounted in other positions rather than directly in the manifold; the latter is desirable since it eliminates the need for additional plumbing to provide the absolute manifold pressure signal.

The regulator mechanism 12 includes a primary fuel regulating mechanism 22, a secondary mechanism 24 and a third mechanism 26. The primary regulator mechanism 22 includes a housing portion 28 having a fuel inlet 30 and an outlet 32 respectively communicating with the conduits 8 and 14. A fuel regulator valve includes a valve body 34 disposed within the housing 23 having an opening or orifice therein through which fuel may pass as controlled by the tapered portion 36 of the reciprocable valve spool or plunger 38 secured to an operating stem 40. A flexible diaphragm 42 is secured to the stem 40 while its peripheral edge is clamped between the housing 28 and main manifold body to define a fuel pressure chamber 44 separated from the large chamber 46 which is in actuality the engine intake manifold. It will therefore be apparent that the valve spool 38 will be moved in accordance with the differential in absolute manifold pressure in the chamber 46 and the pressure of the fuel in chamber 44.

The secondary regulating mechanism 24 includes a bellows 48 having one wall 50 thereof secured to the adjacent wall of the housing 52 secured to the manifold body, while a stem 54 is secured to the opposite wall 56 thereof for movement therewith. A mounting bracket 58 is secured within the manifold and has a central aperture therein through which the stem 54 projects. A spring seat or bracket 61) is secured to the stem 54 for eng g m n it h spr n 6 seat d on e b t The third regulator mechanism 26 includes a flexible diaphragm 63 having its peripheral edge sealed to the manifold body and having its central portion secured to a stem 64 extending through a bracket 66 again secured to the manifold and forming a seat for the spring 68 abutting the diaphragm 62. The side of the diaphragm 62 opposite the spring 68 is exposed to atmosphere. A resilient spring arm 70 abuts a bolt or collar 72 on the lower end of the stem 64 and is adapted to be moved downwardly in Fig. 8 in response to counterclockwise rotation of the lever 74 pivotally mounted to a portion of the engine adjacent to, if not on, the manifold. One end of the lever is adapted for connection to the throttle control linkage for a purpose which will appear more fully hereinafter.

A rock shaft 78 is rotatably mounted on the supports 80 within the manifold. The rocker arms 82, 84 and 86are fixedly secured to the rock shaft. The upperend of the stem 40 of the primary regulator mechanism 22 is of a reduced diameter to extend through an eye 88 in the rocker arm 82, as. shown in Fig. 9, Thus, it will. be seen that the rocker arm 82 may move upwardly rela' tive to and, without disturbing theposition of the stem 40. Furthermore, the upper end of'the stem 54 of the secondary regulator mechanism 24 is connected to its associated rocker arm 84 by a pivotal pin connection 90. On the other hand, the upper end of the stem 64 of the third regulator mechanism 26 terminates in a clevice 92 surrounding the rocker arm 86 which has an elongated slot 94 therein in which the pivot pin 96 may ride, all for a purpose to appear more fully hereinafter.

it will therefore be seen that the fuel pressure regulator mechanism 12 includes three regulator sub-mechanisms 22, 24 and 26, each of which includes a fluid motor directly acted upon by absolute manifold pressure in the chamber 46. However, the primary regulator mechanism 22 opposes absolute manifold pressure in accordance with the fuel pressure in chamber 44, while the third regulator mechanism 26 is exposed to atmospheric pressure. The bellows 48 of the secondary regulator mechanism 24 is adapted in a well known manner to be responsive to changes in altitude or temperature, or both, to affect the position of the valve 38. Finally, it will be noted that the spring 62 of the second regulator mechanism 24 supplements the effects of the forces opposing absolute manifold pressure, while the spring 68 of the third regulator mechanism 26 augments the force of absolute manifold pressure.

Therefore, under any initial set of conditions of temperature, altitude and the like, the absolute manifold pressure will act upon the respective regulator assemblies as opposed by the various control pressures aforedescribed to position the valve spool or plunger 38 thereby controlling fuel pressure and the quantity of fuel supplied through the chamber 44 to the conduit 1.4. For example, if the vehicle operator should step down on the accelerator to open the throttle, an increase in absolute manifold pressure occurs thereby causing spool 38 to move downwardly in Fig. 8 to increase the quantity of fuel supplied to the system. However, as the valve opens and the fuel pressure in the chamber 44 increases, the latter will reach a point where the opening movement of the valve is stabilized. Moreover, it will be apparent that as altitude or temperature changes occur, the secondary control or regulator assembly 24 will be actuated to further control the position of the valve plunger 33. For example, assuming that the engine is operating under lower temperature or altitude conditions than initially, the density of the air will be greater. The secondary control or regulator assembly 24 under these conditions will compensate accordingly to open the regulator valve to admit more fuel. i

If a condition of power enrichment is desired, the third control or regulator assembly 26 is employed. Depression of the accelerator pedal to open the throttle causes counterclockwise rotation of the lever 74 to pull downwardly upon the stem 64. secured to the diaphragm 62 thereby supplementing the effect of absolute manifold pressure and increasing the. size of the valve opening through which fuel flows until the stabilizing action takes place.

An idle adjustment for the engine may be provided by utilizing a strip of metal 98 secured within the mani fold and extending over the tip of the stem 40 for abutment therewith to limit the degree of closing movement of the valve plunger 38. A suitable screw or other means 100 is then provided for adjusting the height of the strip 98 relative to the stem 40.

Having disclosed the structure and operation of the fuel pressure regulator mechanism 12 it remains to be noted that this mechanism is so constructed and arranged as to simulate the engine fuel requirement curve of Fig. 11. It will be noted that the theoretical curve shown in solid line is of a constantly varying slope as absolute manifold pressure increases from relatively low to relatively high values. The simulated curve shown in dotted line, however, is comprised of a plurality of attached locate the simulated curve at a given starting point on the theoretical curve.

In the first instance, from the curves it will be noted that for a given increase in absolute manifold pressure, there must be a corresponding increase in fuel pressure. For example, if from the point 0 to the point A of the simulated dotted line curve an increase of five pounds occurs in absolute manifold pressure, perhaps a corresponding increase in fuel pressure such as twenty pounds is required; that is, the slope of the simulated curve in this portion would be four to one. Similar changes occur in the portions of the simulated curve from the points A to B and B to C thereby requiring adjustment of the slope of the curve in these portions.

The primary and secondary control or regulator assemblies 22 and 24 control the slope of the curve from the point 0 to A while all three assemblies control the slope of the curve from the points A to B and B to C. In the portion of the curve from O to A, the third control as sembly 26 is not effective to control the position of the valve 38, inasmuch as the atmospheric pressure acting thereon is substantially balanced by the pressure of the spring 68 and absolute manifold pressure in chamber 46 which is relatively low in this portion of the curve. Thus, the pin 96 idles intermediate the ends of the slot 94 in the rocker arm 86.

Assuming an initial set of atmospheric conditions and thereby ignoring the effect thereof on the second and third control assemblies and also ignoring the 'efiect of the springs 62 and 68, the simulated curve from O to A is achieved by providing diaphragm and bellows sizes respectively in the assemblies 22 and 24 in which the dotted line curve will have a slope approximately that of the solid line curve. In this portion of the curve, absolute manifold pressure acts upon one side of the bellows 48 and the diaphragm 42, while the fuel pressure in the chamber 44 acts against absolute manifold pressure. Therefore, the ratio of the sum of the areas of the diaphragm 42 and the bellows 48 on which absolute manifold pressure acts relative to the area of diaphragm 42 against which fuel pressure acts is equal to the slope of the curve desired.

However, some means must be provided in the system for locating the simulated curve with respect to the solid line curve. To accomplish this purpose in the actual system shown, the spring 62 is provided to oppose the effect of absolute manifold pressure thereby locating the point 0 on the curve. However, it is quite possible that in some other system the spring would have to be employed to supplement absolute manifold pressure to locate this point.

'As the simulated engine fuel requirement curve moves from the point 0 to point A, the diaphragm 63'has had no effect on the system because of the lost motion connection to the rocker arm 86 as aforedescribed. At the point A, however, the simulated curve again must change in slope to reach the point B. To achieve this slope from the already located and stabilized point A necessitates a selection of an area for the diaphragm 63 of the third control assembly 26 which, when added to the areas of the diaphragm 42 and bellows 48, bears a relation to the diaphragm 42 acted upon by the fuel in the chamber 44 to provide this new slope in the same manner as has already been described.

The slope of the simulated dotted line curve from the point B to the point C is again altered in accordance with the operation of the power enrichment lever 74 working off the throttle control linkage. The force supplementing manifold pressure provided by this lever may be conveniently made directly proportional to the angle of the throttle. In any event, whether a manual means as shown is employed or a fluid motor means as aforementioned, the effect is to further increase manifold pressure or the effect of the latter acting upon the system which, it will be apparent from the curve, causes a corresponding increase in fuel pressure and change in the slope of the simulated curve from B to C.

Therefore, it will 'be seen that insofar as the function of the fuel pressure regulator mechanism 12 is concerned, the quantity of fuel discharged therefrom through conduit 14 is controlled in accordance to an absolute manifold pressure signal opposed by various other pressures among which are those provided by the pressure of the fuel in the chamber 44, atmospheric pressure and other atmospheric conditions such as altitude and temperature. Therefore, the fuel pressure regulator mechanism functions to adjust the quantity of fuel supplied in accordance with the fuel requirement curve under all atmospheric conditions which affect the density of the air available for forming the combustible charge.

Referring now more palticularly to Figs. 2 through 7, fuel supplied from the fuel pressure regulator mechanism 12 communicates with the fuel distributor mechanism 16 which includes a distributor body 102 in which the fuel metering rotor 104 is rotatively disposed. The rotor 104' includes four circumferentially spaced axially extending parallel bores 106 in each of which a valve plunger 108 is reciprocably disposed. A spring 110 is positioned in the bottom of each bore and engages the respective plungers 108 to urge them outwardly from the rotor. A cam plate 112 is axially fixedly secured within the distributor body and has its cam surface 114 in abutting engagement with the exposed ends of the valve plungers. An end cap 116 is provided for the distributor body, and a rotatable drive shaft 118 suitably connected to be driven at engine speed extends through this cap and the cam member 112, and is splined or otherwise drivingly secured in the central portion of the rotor. A spring 120 positioned between the end cap 116 and cam member 112 maintains the latter against the reciprocable plungers 108.

A stationary sealing plug 122 is positioned in a central aperture at the opposite end of the rotor and within the distributor body. A fuel metering plate 124 has a central opening piloted upon the nose portion 128 of this sealing member, and is fixedly secured to the distributor body as by bolts 130 passing through an end cap 132 having tapered fuel delivery ports 134 therein in communication with the respective conduits 18 leading to the combustion cylinders of the engine. It will be noted that the inner face of the fuel metering plate 124 is axially spaced to a slight degree from the adjacent face of the sealing plug or member 122 to form therewith an annular fuel reservoir 136.

Fuel supplied from the pressure regulator mechanism travels through the conduit 14 and cover plate 132 into a central passage 138 axially extending through the sealing member 122 and the rotor 104. A plurality of passages 140, herein shown to be four in number in Fig. 5, radiate from the ends of the passage 138 for communication with the bores 106. Moreover, four axially extending passages 142 are also circumferentially spaced within the rotor body and communicate with the valve plunger bores 106 through a second set of passages 144 as shown in Fig. 4 particularly.

The valve plungers 108 each include two axially spaced lands 146 for controlling open communication between the radial passages and the passages 144 thereby controlling the flow of fuel from the conduit 14 to the combustion cylinders. The spacing of the lands 146 on the respective valve plungers, the mass of the plungers and the force and mass of the springs 110 are so selected and designed as to provide a uniform acceleration for the plungers as they drop from the high point of the cam or to the left in Fig. 2. Therefore, irrespective of the speed at which the rotor 104 is driven, the time interval per cycle during which fuel may flow through the passage 140, the bore 106 and passage 144 is constant. As engine speed increases, the number of cycles increase and the total time any one plunger opens the fuel circuit in the rotor body increases.

It will be apparent that the respective valve plungers could open the fuel circuit as the plungers drop or move to the left, or rise on the cam surface or move to the right. However, to simplify the control of the fuel supplied to the engine cylinders, it is desirable to provide means whereby fuel is supplied only when the plungers are dropping or moving to the left in Fig. 2 thereby facilitatin fuel control as aforedescribed. To accomplish this purpose, the fixed sealing member 122 includes an arcuate slot 148 (Fig. 3) which is disposed within the distributor body in such a manner as to allow fuel to flow from the passages 142 only as the latter rotate in registry with the slot. Therefore, the arcuate slot 148 in the sealing plug is located within the distributor body so that the slot is in registry with the passages 142 only as the respective plungers are dropping, whereas the closed surface of the sealing member seals the passages 142 as the valve plungers are rising.

The fuel thus supplied through the passages 142 and the arcuate slot 148 falls into the reservoir or small fuel chamber 136 from which fuel may flow through. the plurality of circumferentially spaced orifices or small nozzles 152 integrally formed within the metering plate 124, the nozzles in turn being in open communication with the respective conduits 18 leading to the engine cylinders. If desired, however, instead of forming the nozzles directly in the metering plate, suitable nozzles may be manufac tured separately and threaded into or otherwise secured in the positions noted in the fuel metering plate.

A passage 154 is provided in the wall of the distributor body in communication with a fitting 156 to which a conduit is connected for draining any leaking fuel to a conventional fuel supply reservoir.

Means is provided for scavenging the fuel distributor mechanism and includes a conduit 158 in communication with atmosphere and preferably the air cleaner of the engine. This conduit is connected to a port 160 in the distributor body 162 which is in continuous registry with an annular groove 162 on the exterior surface of the rotor 164. A recessed cavity 164 of limited circumferential and axial extent is formed in the rotor body in communication with the annular groove 162. As the rotor rotates in accordance with engine speed, the recessed portion 164 sequentially registers with a plurality of radial ports 166 in the distributor body 1% in communication with the axially extending air distributing passages 168 which communicate through elongate slots 170 circumferentially spaced about the periphery of the metering plate and communicating with the fuel delivery ports 134. Thus, air is supplied adjacent the fuel orifices 152 in timed relation to engine speed. Eight

passages

166, 168 have been shown to correspond to an eight cylinder engine.

it will therefore be seen that the preferred embodiment of the fuel injection system of this invention includes fuel pressure regulating means which, in the first instance, insures proper functioning of the vehicle engine in accordance with its fuel requirements irrespective of changes in temperature, altitude and the like. Moreover, this system includes a speed responsive distributing mechanism for supplying additional quantities of fuel directly as engine speed increases, in addition to means for providing scavenge air to the respective cylinder nozzles in timed relation to engine speed.

While only one embodiment of the invention has been shown, many alternative constructions will be apparent to those skilled in the art and, therefore, it is not intended to limit the scope of this invention to the embodiment shown but only by the claims which follow.

I claim:

1. A fuel injection system for supplying fuel to the respective cylinders of an internal combustion engine comprising a source of fuel under pressure and a fuel circuit communicating said source with said cylinders; a fuel pressure regulator mechanism in said circuit, said g mechanism comprising aregulator valve controlling the flow of fuel through said circuit, fluid motor means operatively connected to said valve for controlling the position of the latter, said fluid motor means being differentially responsive to absolute manifold pressure and the pressure of the fuel emitted past said valve; a fuel distributing mechanism in said circuit, said mechanism comprising means for metering fuel therethrough in accordance in with engine speed, said mechanism further including means for metering scavenge air to respective ones of said engine cylinders.

2. A fuel injection system for supplying fuel to the respective cylinders of an internal combustion engine comprising a source of fuel under pressure and a fuel circuit communicating said source with said cylinders; a fuel pressure regulator mechanism in said circuit, said mechanism comprising a regulator valve controlling the flow of fuel through said circuit, two fluid motor means operatively connnected to said valve for jointly controlling the position of the latter, each of said fluid motor means being differentially responsive to absolute manifold pressure and a control pressure, one of said control pressures being the pressure of the fuel emitted past said valve, the other of said control pressures resulting from ambient atmospheric condition; a fuel distributing mechanism in said circuit, said mechanism comprising means for metering fuel therethrough in accordance with engine speed.

3. A fuel injection system for supplying fuel to the respective cylinders of an internal combustion engine. comprising a source of fuel under pressure and a fuel circuit communicating said source with said cylinders; 21 fuel pressure regulator mechanism in said circuit, said mechanism comprising a regulator valve controlling the flow of fuel through said circuit, two fluid motor means operatively connected to said valve for jointly controlling the position of the latter, each of said fluid motor means being differentially responsive to absolute manifold pressure and a control pressure, one of said control pressures being the pressure of the fuel emitted past said valve, the other of said control pressures resulting from ambient atmospheric conditions; a fuel distributing mechanism in said circuit, said mechanism comprising means for metering fuel therethrough in accordance with engine speed, said mechanism further including means for metering scavenge air to respective ones of said engine cylinders in timed relation with engine speed.

4. A fuel injection system for supplying fuel to the respective cylinders of an internal combustion engine comprising a source of fuel under pressure and a fuel circuit communicating said source with said cylinders; a fuel pressure regulator mechanism in said circuit, said mechanism comprising a regulator valve controlling the flow of fuel through said circuit, fluid motor means for controlling the position of said valve, said fluid motor means being differentially responsive to absolute manifold pressure and pressure of the fuel emitted past said valve; a fuel distributing mechanism, said mechanism comprising a distributor body, a fuel inlet port in said body, a plurality of fuel outlet ports in said body, a fuel reservoir within said body in communication with said outlet ports, a fuel metering rotor rotatively driven within said body in accordance with engine speed, fuel passage means in said rotor for metering fuel to said reservoir, an atmospheric air inlet port in said distributor body, and air passage means establishing timed communication between said air inlet port and respective fuel outlet ports as said rotor rotates.

5. A fuel injection system for supplying fuel to the respective cylinders of an internal combustion engine com prising'a source of fuel under pressure and a fuel circuit communicating said source with said cylinders; a fuel pressure regulator mechanism in said circuit, said mechanism comprising a regulator valve controlling the flow of fuel through said circuit, two fluid motor means for controlling the position of said valve, each of said fluid motor means being differentially responsive to absolute manifold pressure and a selected control pressure, one of said control pressures being provided by the pressure of the fuel emitted past said valve, the other of said control pressures being provided by ambient atmospheric conditions; a fuel distributing mechanism, said mechanism comprising a distributor body, a fuel inlet port in said body, a plurality of fuel outlet ports insaid body, a fuel metering rotor rotatively driven within said body in accordance with engine speed, means including valving for metering the supply of fuel to said outlet ports, an atmospheric air inlet port in said distributor body, and air passage means establishing timed communication between said air inlet port and respective fuel outlet ports.

6. A fuel injection system for supplying fuel to the respective cylinders of an internal combustion engine comprising a source of fuel under pressure and a fuel circuit communicating said source with said cylinders; a fuel pressure regulator mechanism in said circuit, said mechanism comprising a regulator valve controlling the flow of fuel through said circuit, two fluid motor means for controlling the position of said valve, each of said fluid motor means being differentially responsive to absolute manifold pressure and a selected control pressure, one of said control pressures being provided by the pressure of the fuel emitted past said valve, the other of said control pressures being provided by ambient atmospheric conditions, a fuel distributing mechanism, said mechanism comprising a distributor body, a fuel inlet port in said body, a plurality of fuel outlet ports in said body, a fuel reservoir within said body, a fuel metering plate including a plurality of fuel nozzles in communication with said reservoir and said respective outlet ports, afuel metering rotor rotatively driven, within, said body in accordance withengine speed, said rotor including means for metering fuel to said reservoir, an. atmospheric air inlet port in said distributor body, an air passage means in said rotor establishingtimed communication between said air inlet port and respective fuel nozzles and outlet ports.

7. In combination with a fuel injection system for supplying fuel to the respective cylinders of an internal combustion engine, and a sourceof fuel under pressure communicating through a fluid circuit with said cylinders, a fuel distributing mechanism in said circuit; said mechanism comprising means for metering fuel to said cylinders in accordance with engine speed, and scavenge air means in said mechanism for supplying air to respective ones of said cylinders in timed relation with engine speed.

8. In combination with a fuel injection system for supplying fuel to the respective cylinders of'an internal combustion engine, and a source of fuel under pressure communicating through'a fluid circuit with said cylinders, a fuel distributing mechanism in said circuit; said mechanism comprising a common fuel reservoir for said cylinders, means for metering fuel to said reservoir in accordance with engine speed, and scavenge air means in said mechanism for supplying air to respective ones of said cylinders in timed relation with engine speed.

9. A fuel injection system for supplying fuel to'the respective cylinders in an internal combustion engine and including a source of fuel under pressure communicating through a fuel circuit with said cylinders; a fuel distributing mechanism in said circuit and including a plurality of fuel outlets in communication .with respective ones of said engine cylinders, a common fuel reservoir in said mechanism in communication with said outlets, .a rotor including fuel metering passage means in said mechanism completing said fuel circuit through said mechanism to said reservoir, said rotor being driven in accordance with engine speed to meter fuel to said reservoir, and means for supplying scavenge air to respective ones of said fuel outlet ports in timed relation with engine speed, said means including scavenge air passage means in said rotor communicating said fuel outlet ports with atmosphere.

it). A fuel injection system for supplying fuel to the respective cylinders of an internal combustion engine and including a source of fuel under pressure communicating through a fuel circuit with said cylinders; a fuel distributing mechanism in said 'circuit and including a plurality of fuel outlets in communication with respective ones of said engine cylinders, a common fuel reservoir in said mechanism in communication with said outlets, a rotor including fuel passage means in said mechanism communicating with said reservoir, valve means in said rotor controlling fuel metering through said passage means, said rotor being driven in accordance with engine speed, and means for supplying scavenge air to respective ones of said fuel outlet ports in timed relation with engine speed, said means including scavenge air passages in said rotor communicating said fuel outlet ports with atmosphere.

11. A fuel injection system for supplying fuel to the respective cylinders of an internal combustion engine comprising a source of fuel under pressure; a fuel distributing mechanism, said mechanism comprising a distributor body, a fuel inlet port in said body communicating with said source, a fuel outlet port in said body communicatingwith said cylinders, a fuel metering rotor rotatively driven within said body, a plunger reciprocably disposed within said rotor,'a cam member within said body and engageable with said plunger, spring means engaging said plunger to continuously urge the latter against said cam member, said rotor including a passage communicating said fuel inlet and outlet ports past said plunger, said plunger including means opening communication through said passages during a portion of each cycle of said rotor.

12. A fuel injection system for supplying fuel to the respective cylinders of an internal combustion engine comprising a source of fuel under pressure; a fuel distributing mechanism, said mechanism comprising a distributor body, a fuel inlet port in said body communicating with said source, a fuel outlet port in said body communicating with said cylinders, a fuel metering rotor rotatively driven within said body, a plurality of plungers reciprocably disposed within said rotor, a cam member fixed within said body and engageable with said plungers, spring means carried by said rotor and engaging said plungers to continuously urge the latter against said cam member, said rotor including a plurality of passages communicating said fuel inlet and outlet ports past said plungers, said plungers including means opening communication through said passages during a portion of each cycle of said rotor.

13. A fuel injection system for supplying fuel to the respective cylinders of an internal combustion engine comprising a source of fuel under pressure; a fuel distributing mechanism, said mechanism comprising a distributor body, a fuel inlet port in said body in communicationwith said source, a plurality of fuel out-let ports in said body in communication with said cylinders, a metering body, a plurality of bores within said body, a plurality of valve plungers reciprocably disposed within said bores and each having an intermediate fue-l admitting position, resilient means urging said plungers through said intermediate position outwardly of said bores, a cam member in abutting'engagement with the ends of said plungers limiting outward and inward movement of the latter through said intermediate position, means for relatively rotating said metering body and cam member, fuel passage means including said bores for establishing communication between said fuel inlet and outlets with said respective plungers in their intermediate positions, said plungers controlling the flow of fuel through assures i said fuel passage means during a portion of each relative cycle of said cam member and metering body.

14. A fuel injection system for supplying fuel to the respective cylinders of an internal combustion engine comprising a source of fuel under pressure; a fuel distributor mechanism, said distributor mechanism comprising a distributor body, a fuel inlet port in said body communicating with said source, a fuel outlet port in said body, a fuel reservoir within said body, a fuel metering plate including a fuel nozzle in communication with said reservoir and said outlet port, a fuel metering rotor rotatively driven within said body, a bore within said rotor, a valve plunger reciprocably disposed Within said bore, resilient means in said bore urging said plunger out of said bore, cam means in said body and abutting said plunger, fuel passage means in said rotor including said bore establishing communication between said fuel inlet and reservoir, said valve plungers opening communication through said fuel passages during a portion of each cycle of said rotor.

15. A fuel injection system for supplying fuel to the respective cylinders of an internal combustion engine comprising a source of fuel under pressure; a fuel distributor mechanism, said distributor mechanism comprising a distributor body, a fuel inlet port in said body communicating withsaid source, a plurality of fuel outlet ports in said body communicating with said cylinders, a fuel reservoir within said body, a fuel metering plate including a plurality of fuel nozzles in communication with said reservoir and said outlet ports, a fuel metering rotor rotatively driven within said body, a plurality of spaced parallel bores within said rotor, a valve plunger reciprocably disposed within each of said bores, said plungers being fewer in number than said outlet ports, resilient means in said bores urging said plungers out of said bores, a cam plate fixed to said body and abutting said plungers, fuel passage means in said rotor including said bores establishing communication between said fuel inlet and reservoir, said valve plungers opening communication through said fuel passages during a portion of each cycle of said rotor.

16. A fuel injection system for supplying fuel to the respective cylinders of an internal combustion engine comprising a source of fuel under pressure; a fuel distributor mechanism, said distributor mechanism comprising a distributor body, a fuel inlet port in said body communicating with said source, a plurality of fuel outlet ports in said body communicating with said cylinders, a fuel reservoir within said body, a fuel metering plate including a plurality of fuel nozzles in communication with said reservoir and said outlet ports, a fuel metering rotor rotatively driven within said body, a plurality of spaced parallel bores within said rotor, a valve plunger reciprocably disposed within each of said bores, resilient means in said bores urging said plungers out of said bores, a cam plate fixed to said body and abutting said plungers, fuel passage means in said rotor including said bores establishing communication between said fuel inlet and reservoir, sealing means controlling communication between said fuel passage means and reservoir during a selected position of each distributor body cycle, said valve plungers opening communication through said fuel passages during a portion of each cycle of said rotor.

17. A fuel injection system for supplying fuel to the respective cylinders of an internal combustion engine comprising a source of fuel under pressure; a fuel distributor mechanism, said distributor mechanism comprising a distributor body, a fuel inlet port in said body communicating with said source, a plurality of fuel outlet ports in said body communicating with said cylinders, a fuel reservoir within, said body, a fuel metering plate including a plurality of fuel nozzles in communication with said reservoir and said outlet ports, a fuel metering rotor rotatively driven Within said body, a plurality of spaced parallel "bores within said rotor, a valve plunger reciprocably disposed within each of said bores, resilient means in said bores urging said plungers out of said bores, a cam plate fixed to said body and abutting said plungers, fuel passage means in said rotor including said bores establishing communication between said fuel inlet and reservoir, a sealing member disposed between said rotor and reservoir and having an opening therein controlling communication between said fuel passage means and reservoir as said rotor rotates, said valve plungers opening communication through said fuel passages during a portion of each cycle of said rotor.

18. A fuel injection system for supplying fuel to the respective cylinders of an internal combustion engine comprising a source of fuel under pressure, a fuel distributing mechanism, said mechanism comprising a distributor body, a fuel inlet'port in said body in communication with said source, a plurality of fuel outlet ports in .said body in communication with said cylinders, a metering body, a plurality of bores within said body, a plurality of valve plungers reciprocably disposed Within said bores, resilient means urging said plungers out of said bores, a cam member in abutting engagement with the ends of said plungers, means for relatively rotating said metering body and cam member, fuel passage means including said bores for establishing communication between said fuel inlet and outlets, said plungers controlling the flow of fuel through said fuel passage means during a portion of each relative cycle of said cam member and metering body, an atmospheric air inlet port in said distributor body and air passage means establishing timed communication between said air inlet port and respective fuel outlet ports.

19. A fuel injection system for supplying fuel to the respective cylinders of an internal combustion engine comprising a source of fuel under pressure; a fuel distributing mechanism, said mechanism comprising a distributor body, a fuel inlet port in said body communicating with said source, a plurality of fuel outlet ports in said body communicating with said cylinders, a fuel metering rotor rotatively driven within said body, a. plurality of plungers reciprocably disposed Within said rotor, a cam member fixed within said body and engageable with said plungers, spring means carried by said rotor and engaging said plungers to continuously urge the latter against said cam member, said rotor including a plurality of passages communicating said fuel inlet and outlet ports past said plungers, said plungers including means opening communication through said passages during a portion of each cycle of said rotor, an atmospheric air inlet port in said body, a plurality of air passages in said rotor in communication with said fuel outlet ports, and air distributing passage means on said rotor adapted for timed discharge of air to said respective air passages as said rotor rotates.

20. A fuel injection system for supplying fuel to the respective cylinders of an internal combustion engine comprising a source of fuel under pressure, a fuel distributing mechanism, said mechanism comprising a distributor body, a fuel inlet port in said body communicating with said source, a plurality of fuel outlet ports in said body communicating With said cylinders, a fuel metering rotor rotatively disposed within said body, a plurality of plungers reciprocably dis-posed within said rotor, a cam member fixed within said body and engageable with said plungers, spring means carried by said rotor and engaging said plungers to continuously urge the latter against said cam member, means for driving said rotor at engine speed, said rotor including a plurality of passages communicating said fuel inlet and outlet ports, means on said plungers for opening communication through said passages during a portion of each cycle of said rotor, an atmospheric air inlet port in said body, a plurality of air passages in said rotor in communication with said fuel outlet ports, and an air distributing passage means '13 on said rotor for timed discharge of air to said respective air passages in accordance with engine speed.

21. A fuel injection system for supplying fuel to the respective cylinders of an internal combustion engine comprising a source of fuel under pressure; a fuel distributor mechanism, said distributor mechanism comprising a distributor body, a fuel inlet port in said body communicating with said source, a plurality of fuel outlet ports in said body communicating with said cylinders, a fuel reservoir within said body, a fuel metering plate including a plurality of fuel'nozzles in communication with said reservoir and said outlet ports, a fuel metering rotor rotatively driven within said body, a plurality of bores. within said rotor, a valve plunger reciprocably disposed within each of said bores, resilient means in said bores urging said plungers out of said bores, a cam plate fixed to said body and abutting said plungers, fuel passage means in said rotor including said bores establishing communication between said fuel inlet and reservoir, said valve plungers opening communication through said fuel passages during a portion of each cycle of said rotor, an atmospheric air inlet port in said body, a plurality of air passages in said body in respective communication with said fuel outlet ports, and air metering means formed on said rotor for timed supply of air from said air inlet to respective ones of said air passages.

22. A fuel injection system for supplying fuel to the respective cylinders of an internal combustion engine comprising a source of fuel under pressure; a fuel pressure regulator mechanism,-said mechanism comprising a regulator valve controlling the flow of fuel from said source to said cylinders, first servo-motor means for controlling said valve, said servo-motor means being operable in response to the differential between absolute manifold pressure and the pressure of the fuel emitted past said valve, and a second servo-motor means for controlling said valve, said second servo-motor means being responsive to the differential between absolute manifold pressure and ambient atmospheric conditions.

23. A fuel injection system for supplying fuel to the respective cylinders of an internal combustion engine comprising a source of fuel under pressure; a fuel pressure regulator mechanism mounted in the intake manifold of said engine, said mechanism comprising a valve body having an inlet communicating with said source and an outlet communicating with said cylinders, a regulator valve in said body controlling the flow of fuel from said source to said cylinders, first servo-motor means for controlling said valve including a diaphragm disposed downstream of said valve, said servo-motor means being operable in response to the differential between absolute manifold pressure and the pressure of the fuel emitted past said valve, and a second servo-motor means for controlling said valve, said second servo-motor means being responsive to the differential between absolute manifold pressure and ambient atmospheric conditions.

24. A fuel injection system for supplying fuel to the respective cylinders of an internal combustion engine comprising a source of fuel under pressure; a fuel pressure regulator mechanism comprising a pressure regulator valve, said valve controlling the quantity of fuel supplied from said source to said cylinders, a valve controlling mechanism, said mechanism comprising a first servomotor means operatively connected to said valve, said first servo-motor means being differentially responsive to absolute manifold pressure and fuel pressure, a second servo-motor means, said second servo-motor means being differentially responsive to absolute manifold pressure and the pressure of ambient atmospheric conditions, and a third servo-motor means, said third servo-motor means being differentially responsive to absolute manifold pressure and atmospheric pressure.

25. A fuel injection system for supplying fuel to the respective cylinders of an internal combustion engine comprising a source of fuel under pressure, a fuel pressure .of a plurality of ambient atmospheric conditions, a third servo-motor means, said third servo-motor means being differentially responsive to absolute manifold pressure'and atmospheric pressure, each of said servo-motor means being operatively connected to a common operating linkage to jointly control regulator valve position.

26. A fuel injection system for supplying fuel to the respective cylinders of an internal combustion engine comprising a source of fuel under pressure; a fuel pressure regulator mechanism, said mechanism including a fuel pressure regulator valve controlling the quantity of fuel supplied from said source to said cylinders, three pressure responsive fluid motors jointly controlling operation of said fuel pressure regulator valve, each of said fluid motors being responsive to absolute manifold pressure, said manifold pressure being opposed by fuel pressure in one of said fluid motors, and being opposed by atmospheric pressure in the other two of said fluid motors, a common valve operating linkage connecting the respective fluid motors to said pressure regulator valve whereby the latter is positioned in accordance with the joint movements of said fluid motors, one of said atmospheric pressure controlled motors having an idling connection with said linkage whereby said last-named motor will not effect valve position at relatively low values of absolute manifold pressure.

27. A fuel injection system for supplying fuel to the respective cylinders of an internal combustion engine comprising a source of fuel under pressure; a fuel pressure regulator mechanism, said mechanism including a fuel pressure regulator valve controlling the quantity of fuel supplied from said source to said cylinders, three pressure responsive fluid motors jointly controlling operation of said fuel pressure regulator valve, each of said fluid motors being responsive to absolute manifold pressure, said manifold pressure being opposed by the pressure of fuel emitted past said valve in one of said fluid motors, and being opposed by atmospheric pressure in the other two of said fluid motors, a common valve operating linkage connecting the respective fluid motors to said pressure regulator valve whereby the latter is positioned in accordance with the joint movements of said fluid motors, one of said atmospheric pressure controlled motors having an idling connection with said linkage whereby said last-named motor will not effect valve position at relatively low values of absolute manifold pressure.

28. In combination with an internal combustion engine, a fuel injection system for supplying the fuel requirements of said engine as a function of fuel pressure and absolute manifold pressure and including a fuel pressure regulating mechanism; said mechanism including a pressure regulator valve, two fluid motor means operatively connected to said valve for jointly controlling the position of the latter, each of said motor means being differentially responsive to absolute manifold pressure and a selected control pressure, one of said control pressures being provided by the pressure of the fuel emitted past said valve, the other of said control pressures being provided by ambient atmospheric conditions, and the respective areas of said fluid motor means being so selected as to simulate the theoretical engine fuel requirement curve.

29. In combination with a fuel injection system for supplying fuel to the respective cylinders of an internal combustion engine, a source of fuel under pressure, a fuel pressure regulating mechanism disposed in the intake manifold of said engine, said mechanism including a fuel pressure regulator valve, a diaphragm operatively connected to said valve, one side of said diaphragm being exposed to absolute manifold pressure While the other side is exposed to the pressure of fuel emitted past said valve, an ambient atmospheric condition responsive bellows exposed to absolute manifold pressure, a second diaphragm having one side exposed to absolute manifold pressure and the other side exposed to atmospheric pressure, linkage means for connecting said diaphragms and bellows to said valve for controlling the latter, the operative connection of said second diaphragm to said linkage including a lost motion connection whereby said second diaphragm has no effect in positioning said valve at relatively low values of manifold pressure, and a power enrichment device to supplement the force of manifold pressure, said device comprising manually actuated means operatively connected to said linkage.

30. In combination with a fuel injection system for supplying the fuel requirements of an internal combustion engine as -a function of fuel pressure and absolute manifold pressure, an apparatus for simulating a theoretical engine fuel requirement curve having a variable slope by a plurality of interconnected straight-line functions of diiferent slopes; said apparatus comprising a source of fuel under pressure, a fuel pressure regulating mechanism disposed in the intake manifold of the engine and com municating with said source, said mechanism including a fuel pressure regulator valve, a diaphragm operatively connected to said valve, one side of said diaphragm being exposed to absolute manifold pressure While the other side is exposed to fuel pressure, an ambient atmospheric condition responsive bellows exposed to absolute manifold pressure, a second diaphragm having one side exposed to absolute manifold pressure and the other side exposed to atmospheric pressure, linkage means connecting said diaphragms and bellows to said valve for controlling the latter, the areas of said first diaphragm and bellows being so selected as to provide one portion of the simulated fuel requirement curve of a given slope, the operative connection of said second diaphragm to said linkage including a lost motion connection whereby said second diaphragm has no effect on the slope of the aforementioned portion of the curve, said second diaphragm being effective in controllingsaid valve and providing a straight line portion of the curve at a slope different from said first-named slope at relatively high values of absolute manifold pressure, and a power enrichment device to supplement the force of manifold pressure and again change the slope of said curve, said device comprising means operatively connected to said linkage and actuable at relatively high absolute manifold pressures.

Winfield Nov. 15, 1938 Vincent Apr. 30, 1946 UNITED STATES PATENT OFFICE CERTIFEATE 0F CORRECTION Patent No. 2,891,532 June 23, 1959 Joseph Do Turlay It is hereby certified that error appears in the printed specification of the above numbered patent requiring correction and that the said Letters Patent should read as corrected below.

Column 8, line 9, strike out the Word "in"; column 9, line 62, for

in an" read mi of an -=---o Signed and sealed this 22nd day of December 1959o (SEAL) Attest:

KARL H. AXLINE ROBERT C. WATSON Commissioner of Patents Attesting Ofiicer