US2927570A

US2927570A - Fuel injection system

Info

Publication number: US2927570A
Application number: US712834A
Authority: US
Inventors: Henry E J Pringham
Original assignee: Motors Liquidation Co
Current assignee: Motors Liquidation Co
Priority date: 1958-02-03
Filing date: 1958-02-03
Publication date: 1960-03-08
Anticipated expiration: 1977-03-08

Description

March 8, 1960 H. E. J. PRINGHAM 2,927,570

FUEL INJECTION SYSTEM Filed Feb. 3, 1958 3 Sheets-Sheet l I N VEN TOR.

A Tram/5y March 8,1960 H. E. J. PRINGHAM 2,927,570

FUEL INJECTION SYSTEM Filed Feb. 3. 1958 s Sheets-Sheet 2 HW M F FUEL TANK ATTORNEY March 8, 1960 Filed Feb. 3, 1958 H. E. J. PRINGHAM FUEL INJECTION SYSTEM 3 Sheets-Sheet 3 fig-5W I ll / INVENTOR.

ATTORNEY FUEL INJECTION SYSTEM Henry E. J. Pringham, Grosse Pointe, Mich., assignor to General Motors Corporation, Detroit, Mich, a corporation of Delaware Application February '3, 1958, Serial No. 712,834

Claims. (Cl. 123-140) The present invention relates to a fuel injection system of the speed-density type in which metered quantities of fuel are individually supplied to the cylinders of the engine. I More specifically, the present invention relates to an improved metering control mechanism which determines the volume of the individual metered fuel charges.

In a fuel system in which the quantity of fuel metered is determined by air density, e.g. manifold vacuum, it is necessary to compensate the metering function for changes in temperature as well as barometric pressure. The present device relates to an improved system whereby the basic air density-determined fuel rate is uniquely modified to accommodate temperature and pressure changes.

In addition the presently improved fuel injection system includes a novel device for providing fuel under pressure to the system when the engine is being started and when the normal fuel supply pump is otherwise inoperative to supply adequate quantities of fuel.

Other objects and advantages of the present system will be apparent from a perusal of the detailed description which follows.

In the drawings:

Figure 1 is a sectioned elevational view of a fuel system embodying the subject invention;

Figure 2 shows the pump for the system of Figure 1;

Figure 3 is a side elevation of the metering control device of Figure l; and

V Figure 4 is a detail enlarged portion of Figure l with parts broken away and in section.

The present fuel injection system has been illustrated on a V-type engine a portion of which is indicated at 10 and which includes individual cylinder induction passages 12 formed in the intake manifold and cylinder head casings 14 and 16. Fuel is supplied to the induction passages through individual fuel nozzles 18. The quantity of air supplied to the induction passages is controlled by a common air intake passage formed in a casing 22. Air flo'w is controlled by a common throttle valve 24 rotatably disposed in casing 22. Fuel is supplied from a fuel tank 26 and pressurized by a pump 28 which in turn supplies the fuel to a metering distributor 30. Distributor 30 supplies metered quantities of fuel to the individual fuel nozzles 18 basically in accordance with variations in the density of the air in the intake and induction passages 12 and 20 measured anteriorly of throttle 24 and transmitted through a conduit 32 to the distributor 30.

Both the pump 28 and the metered distributor 30 include rotating elements which are driven in proportion to engine speed from a shaft 34 which through a gear member 36 drives a shaft 3-8 suitably connected to pump and distributor elements as will be subsequently described.

Pump 28 does not, per se, constitute a part of the present invention and may be of any well known type which is capable of supplying fuel under suitable pressure in 2,927,570 Patented Mar. 8, 1960 proportion to engine speed. For present purposes it will sufiice to note that pump 28 includes a shaft member 40 coupled with shaft 38. A cam plate 42 is driven by shaft 40 and actuates a plunger 43 causing the latter to reciprocate within a bore 44 of the pump casing 46. Plunger 42 acts against a diaphragm 48 which in reciprocating back and, forth varies the volume of chamber 50 causing fuel to be drawn in through a valve 52 when the volume of the chamber is increased and to be pumped out of valve 54 when the volume of the chamber is decreased. Inlet valve 52 communicates with a passage 56 formed in casings 46 and 58 to draw fuel through filter 60 from a fuel tank supply conduit 62. The pump outlet valve 54, on the other hand, communicates through a passage 64 with a fitting 66 on which is threadably mounted an accumulator-pump device ,68 which will be subsequently described.

Accumulator-pump 68 includes an inlet passage 70 which communicates with a chamber 72, the upper end of which is sealed by a diaphragm '74. Chamber 72 includes inlet and outlet valves 76 and 78. Outlet valve 78 communicates with a chamber 80 to which a conduit 82 is connected. The accumulator diaphragm 74 is urged in a downwardly direction by a spring 84 acting through an armature plunger 86. Thus during normal operating conditions, pump 28 continuously supplies fuel under pressure which maintains both the inlet and the outlet valves 76 and 78 of the accumulator pump 68 in an open condition. Pressure pulsations in the fuel delivered from pump 28 will be damped out by the flexing 0r accumulator function of diaphragm 74 resulting in a smoother flow of fuel through the conduit 82 which in turn supplies fuel metering distributor 30.

The metering distributor 30 is preferably formed of a plurality of easing

members

90, 92, 94, 96 and 98. In general, however, the metering distributor may be divided, for descriptive purposes, into a shuttle piston or distributor section indicated at 100 and a metering section indicated at 102. The distributor portion 100 of the metering distributor includes a cylindrical sleeve 104 fixed within the

casing members

92, 94 and 96. A rotatable distributor sleeve 106 is mounted within fixed sleeve 104 and is adapted to be driven through plug 108 and member 110 the latter which is coupled to engine driven shaft 38. The distributor sleeve 106 is fixed against longitudinal movement within the fixed sleeve 104 by snap rings 112.

A shuttle piston 114 is slidably disposed within rotatable sleeve 106 and is adapted to reciprocate between fixed stop or plug 108 and an adjustable stop member 116. The extent of reciprocation of the shuttle pisto'n 114 within rotatable sleeve 106 determines the magnitude of the charges to each of the cylinders of the engine.

A longitudinal passage 118 is formed through casings 92 and 94 and communicates at one end with the fuel supply conduit 82 and intermediate its ends with a passage 120. Passage 120 registers with a recessed pocket 122 formed in the peripheral surface of fixed sleeve 104. A pair of longitudinally spaced ports 124 and 126 are also formed in fixed sleeve 104 and are in open communication with recess or pocket 122. A pair of radially extending ports 128 and 130 are formed in rotatable sleeve 106 and are phased from each other. Additional ports or passages 132 and 134 are formed in sleeve 104 and register with ports 136 and 138 in casing 94. Ports 136 and 138 connect with individual

nozzle supply conduits

140 and 142. a

With the parts in the position shown, port 128 of rotatable sleeve 106 is in registry with port 124 of sleeve 104 and fuel is admitted to the left side of shuttle piston 114 which forces the piston to the right in turn forcing liquid to the right of the piston through radial sleeve passages 130, 134 and 138 into nozzle conduit 142. Thereafter as sleeve 106 rotates radial port 130 will come into registry with port 126 and fluid will be admitted to the certain of the cylinders nozzles.

Inasmuch as shuttle piston stop 116 is longitudinally adjustable within sleeve 106, the quantity of fuel metered during each reciprocation of the piston may be varied. Thus by moving stop 116 to the right the metered charge is decreased and correspondingly as'tliestop is moved to the left the metered charge is increased.

The actuationof stop'116'is controlled by .the meter.- ing section 102 of device 30. The left 'end of the adjustable stop is mounted in a follow'er' guide lill'throngha thrust heating device 152. 'Ihe'thrust bearing 1:52, in addition to absorbing longitudinal thrust forces, permits the adjustable stop 116 tobe free for rotation relative to guide 150. The other end of the follower guide 150 is slidably supported within a plug casing 154' fixed to the follower guide casing 96. The left end of .the follower guide is slidably disposed within a cavity 156 formed within casing 154. The left end of cavity 156 communicates through passages 158 and 160 in casings '155l-andfl6 with the fuel supply passage 118 in casings '92 and '94. Inthis way the thrust created by the fuelzunder pressure acting on the right end of the adjustable stop 1-16 is balanced by a corresponding force acting on the left end of the follower guide 150 within cavity 156. Itis possible in this way to reduce the pressure of the fuel being metered as a control force in determining the longitudinal position of the follower guide 150 and accordingly that of the adjustable step 116.

A roller 162 is rotatably mounted onthe follower guide 150 and is adapted to .coact with an element 164 having a cam surface 166 formed thereon. Element 164 -is.in turn pivotally connected through a pin 168 with a lever 170 the latter which is rotatably supported upon an eccentric shaft 172. Lever 170 is connected through a link 1-74 with a piston 176 disposed within casing 98. As already noted, casing 98 communicates-through. conduit'32 with manifold vacuum in induction passage 12. Thus manifold vacuum tends to lift the piston .176 up.- wardly against theforce of a spring 178 which biases the piston in a downwardly position.

Due to the eccentricity of shaft 172, the basic'setting of the adjustable stop 116 may be varied by loosening a nut 186 threadably mounted on the extended portion of the shaft terminating exteriorly of the casing 96 and thereafter rotating shaft 172 through a nut portion 188 formed thereon. in this way the basic setting of the fuel distributor may be adjusted to match the needs of a particular engine.

Assuming no changes in temperature or atmospheric pressure, no further modifying factors would have to be introduced to the control system as thus far described. However, as a practical matter, it is realized that there are changes in temperature and atmospheric pressure under which any engine must operate. Inasmuch as changes in ambient atmospheric gonditions will vary the density of the air within induction passage 12 and thus.

the quantity of air supplied to the engine means must be provided to also vary the quantity of fuel supplied to mainain a constant fuel-air ratio. In other words, with an in crease in temperature or decrease in atmospheric pressure the density as the air induced into the engine will decrease and'it is necessary that a corresponding decrease in the fuel supply be made to maintain a constant fuel-air ratio.

To compensate the metering control device 102 for variations in atmospheric conditions, pin 182 is slidably mounted in an opening 190, casing 96 and similarly sup ported within hollow portion 192 of eccentric shaft 172. :Pin 182 includes a tapered section 194 which-is adapted to .cQ-act with the'notched portion 180 of element 164 It willzbe seen that as pin 182 is moved to-the left, a progressively larger .radiusof tapered portion 194 will engage the notch 18% of member 164 rotating the member in a clockwise direction about pivot 168. In so doing the adjustable stop 116, through .follower guide 150 and roller162, is moved to the right to reduce the quantityoffuel metered during each reciprocation of the shuttle piston 114. Correspondingly, if the pin 182 is moved to the right, member 164 will be caused to rotate in a counterclockwisedirection increasing the quantity of fuel metered.

The reciprocatory movement of the -pin 182 is controlled by a pressure responsive bellows 3.96 suitably connected to the pin and :further byatemperature responsive bellows 198 connected tothe pressure responsive bellows through a pin 20i. Acasing 202 is;mounted on the casing 96 and is adapted to house the anero id and tempera- Element 164has .a notched portion 180 which is adapted to slidingly engage with and pivot about a tapered pin member 132. The purpose of pin 182 will subsequently be discussed in detail but forthe present rpurposes itis sufficient to note that'as the link 174 is moved upwardly with an increasein manifold vacuum, e.g.vdecrease in engine load, lever 170 will be caused to rotate about eccentric shaft 172 in a counterclockwise direction, as viewed in Figure 1. This rotation will causeasimilar rotation of the element 164 aboutQthe pin 182 causing cam surface 166' to engage with rol1er162 and move the follower guidelStl to the rightdue to the progressively increasing .radius of .the cam surface. The rightvvard movement .of the guide follower 515.0 inresponseto an increase in manifold vacuum signifiesadecrease in load on the engine and a correspondinglyreduced need for fuel. The result of the rightward movement of adjustablestop 116 is to decreasethequantity of fuelsupplied by the shuttlepiston fleas already described.

' On the other hand,jsiIIfanifOld'vacilumtdeCmas finfi nifying an increased load on t h'e,eng1rie', s g 178 will urge the piston 176 downwardly resultingfm aleftward movement of the follower guide 150 as'the cam surface 166 presents a reduced radius contact. with-the roller 162.

ture bellows196and 5198 respectivelyinphambers 2041and 206. Aneroid bellows ChiiBLiQQl; ZQ;lS in open communia ion wit th atm spher and-a co di y w l -r po to chasse i aba qms ic pres ur t sex themsitiqn 9 pinl fih mbe a ea d. flfiaresenarat d fr mte s oth r bra-wal 2.11 iltavi g 1 neut a ope n the n thrc ahtwhic en n .2 9 P ote t sEa hctth mews-19s an 18:14 a ringtn tnbe 209 and210, respectively disposed therein. "Spring 209 is a calibrating spring-between spindles or pins 182and 200. Spring 210urges the entirecompensating assembly, including pin-18,2, in arightwardly or fuel increasing direction. Chamber 206 is actually formed by a sleeve 212 inserted'yvithin the casing 202. Sleeve 212 has a port 214 formed in the end wall thereof and is sealedby bellows 19-8 and.wall 208atits other end. Chamber 206 is communicated througha conduit .216 with a temperature responsivemember 218 suitably disposedinaportion ofthe engine, such as the water jacket,220, sensing engine temperature. The temperature responsivememher or bulb .218; is filled with any suitable fluid which will expand and contract upon increases and decreases in Ill-u as en in te p r t nc ase the 21 ndu l .a d;f .=ha tb j2 l Wi E p prssuns' th be w 1 1am thereb .u siss the'pin'200 to the left against'th'e'force of spring 210. This action moves the pin 182 to the left to decreasethe quantity of fuel supplied by the shuttle piston 114 as already noted. A decrease in atmospheric pressure will cause a similar type action through evacuated bellows 196.

The maximum wide open throttle fuel ad ustment is controlled by a screw 222 threadably mounted on casing 98. A lever 224 is pivotally supported at 226 upon a casing 228 and is urged by a spring 230 into engagement with screw 222. At wide open throttle, which will cause the manifold vacuum in casing 98 to be a minimum, the diaphragm spring 178 will urge the diaphragm downwardly until it engages the free end of lever 224 which will restrain the diaphragm against further downward movement. To provide excess fuel for rapid acceleration, the force of spring 178 can be designed to allow the vacuum piston or diaphragm 176 to momentarily overshoot its maximum fuel position due to its momentumattained during a sudden decrease in manifold vacuum. This diaphragm overtravel will allow roller 162 to recede into a concave slope 232 of cam surface 166 on member 164 permitting the adjustable stop 116 extra leftward travel to momentarily increase the fuel supplied to the engine cylinders.

Additional fuel enrichment may be provided during starting conditions by providing a solenoid 234 disposed in casing 228. Solenoid 234 includes an armature 236 fixed to the cantilever lever 224. Solenoid 234 is disposed in the ignition and starter circuit as shown schematically in Figure 2. The circuit includes battery B, ignition switch S starter switch S starter motor M and a parallel connected solenoid 272, infra. When ignition switch S and starter switch 8;, are closed solenoid 234 is energized moving lever 224 downwardly against the force of spring 230. This permits the diaphragm spring 178 to urge the control link 174 downwardly beyond its normal position again permitting the roller 162 to move into the concave recess 232 of member 164. In order that the amount of starting enrichment may be variable in accordance with engine temperature, an adjustable wedge 238 is disposed in casing 228 subadjacent armature 236. Wedge 238 includes a stem portion 240 fixed for movement with temperature controlled pin 200.

Thus when the engine is cold the lowest portion of the wedge will be adjacent the armature 236 permitting it a maximum amount of downward travel and hence maximum enrichment. correspondingly, as the engine temperature increases a progressively higherportion of the wedge is moved beneath the armature reducing the amount of travel it may make and accordingly reducing the amount of enrichment consistent with increased engine temperature.

In order to provide adjustments in the axial movement of the pin 182 an axially adjustable stud 242 is threadably mounted within the eccentric cam shaft 172. The inner end of stud 242 provides a seat for a spring member 244, the other end of which biases against pin 182 urging the same in a rightwardly or fuel increasing direction. Stud 242 is retained in position by a lock nut 246. It is apparent that by adjusting the axial position of the stud 242 the force of spring 244 is varied and the actuation of the pin modified.

The present fuel control system includes an automatic idle speed control device indicated generally at 250 and which is the subject matter of copending applications Serial No. 667,153 now Patent No. 2,860,617, issued Nov.

18, 1957 and Serial No. 680,743 now Patent No. 2,862,489, issued Dec. 2, 1958. Briefly, the idle speed control device includes idle air passages 252 and 254,

which bypass air around throttle 24 for idling purposes. A cavity 256 is provided in casing 22 and slidably supports a tapered valve 258 therewithin. Valve 258 is adapted to coact with the bypass passages 252 and 254 to variably control the quantity of air flow through the passages in accordance with engine temperature. When the engine is cold it is desired to bypass the maximum quantity of air around the throttle to increase the engine idling speed. Accordingly, a temperature responsive bellows 260 is provided and which is urged by a spring 262 in an expanded or rightwardly direction when the engine is cold. Bellows 260 is connected to the valve 258 through a pin 264 with the result that the valve is opened as engine temperature is reduced. Bellows 269 is also communicated with temperature responsive bulb 218 though a conduit 266 and a chamber 265. As engine temperature increases the expansible fiuid in the conduit 266 and chamber 265 will move valve 258 to restrict the amount of air being bypassed around throttle 12.

An adjustable pin 268 is provided and includes a stem 270 adapted to be abutted by the adjustable valve member 258 to limit the hot idle position of the valve. Further a lost motion connection is provided between temperature controlled pin 264 and valve 258 whereby, after the valve has engaged the pin, the temperature responsive fluid may continue to expand without further affecting the movement of the valve.

The operation of the accumulator-pump device 68 will now be described. As already noted, fuel under pressure will be supplied to the metering control device 30 by the pump 28 which is driven in proportion to engine speed. However, pump 28 is unable to supply sufiicient fuel under engine starting conditions since the engine is being rotated too slowly when being cranked. Accumulatorpump 68 is adapted, under these limited conditions, to supply fuel under pressure to the metering control device 30. For this purpose solenoid 272 is provided in casing 274. The plunger 86 has already been referred to with respect to the accumulator function of device 68. It will be further noted that plunger 86 forms an armature for the solenoid 272.

When ignition switch S is closed solenoid 272 will be energized lifting the armature against the force of spring 84. Lifting armature 86 and diaphragm 74 will draw fuel into chamber 72 through one-way valve 76. At the same time a movable contact 276 fixed to the upper end of the armature will be moved away from flexible contact 278 to break the solenoid circuit. This permits spring 84 to move the armature and hence the diaphragm in a downwardly direction pumping the fuel from chamber 72 through outlet valve 78 to metering control device 30. When the pressure in chamber 72 -is reduced below a given value armature contact 276 will once again engage with the contact 278 reenergizing the solenoid causing the process to be repeated. This process will be repeated so long as the pressure in chamber 72 is insufficient to maintain the movable armature contact 276 out of engagement with fixed contact 278. When the engine'becomes selfoperative pump 28 will maintain the pressure in chamber 72 at a sufiiciently high level to maintain the solenoid in a deenergized state so that thereafter the accumulatorpump device 68 will function only as an accumulator, supra.

Referring again to the metering control vacuum force transmitted by conduit 32 to the diaphragm 176, it should be observed that a metering signal supplementing device is utilized to compensate for the fact that a speed-density control system does not take into account air pumping losses at high engine speeds. Accordingly, a small, low efiiciently venturi 280 is disposed in the induction passage downstream or posteriorly of the throttle 24. The venturi 280 communicates with conduit 32 through a passage 282. In this way a supplementary vacuum force is transmitted to the metering control device 30 at high engine speeds and wide open throttle to reduce the amount of fuel in accordance with a reduction in the air charge.

I claim:

1. A charge forming device for an internal combus-- tion engine comprising an induction passage for each cylinder of the engine, throttle means for controlling the quantity of air flow through said induction passages, a fuel nozzle in each of said induction passages, pumpmeans for supplying fuel under pressure, a fuel distributing mechanism adapted to receive fuel under pressure from said pumpmeans and adapted to deliver individual metering charges of fuel to each of said nozzles, said distributing means including a control device adapted tot vary the magnitude of the individual fuel charges in accordance with variations in the induction passage'pressure posteriorly of said throttle, means for timing the distribution of the individually metered fuel charges in accordance with engine speed, a first means for modifying the operation of said control device in accordance with changes in temperature and atmospheric pressure, and a second means for modifying the action of'said control device in accordance with the quantity of air flow through said induction passage when said throttle is in a substantially wide open position. i

2. A charge forming device for an internal combustion engine comprising an induction passage for each cylinder of the engine, throttle means for controlling the quantity of air flow through said induetion passages, a ue n z s in e ch o sa d in s a p ssa e p m means f p in fu l s s Pr s e a fu di t bu ing mechanism adapted to receive fuel underpressure rom s d mp m a s and adapted to eli er m e ed char s u t catch a r zz e sa d ribut n means including a control device adapted to vary the magnitude of the individual fuel charges in accordance with variations in the induction passage pressure posteriorly of said throttle, means for timing the distribution of the metered fuel charges in accordance with engine speed, a first means for modifying the operation of said control device in accordance with changes in temperature and atmospheric pressure, and a venturi disposed posteriorly of the throttle for modifying the action of said control device in accordance with the quantity of air flow through said induction passage when said throttle is in a substantially wide open position.

3. A charge forming device for an internal combustion engine comprising an induction passage for each cylinder of the engine, throttle means for controlling the quantity of air flow through said induction passages, a fuel nozzle in each of said induction passages, pump means for supplying fuel under pressure, a'fuel distributing mechanism adapted to receive fuel under pressure from said pump means and adapted to deliver metered charges of fuel to each of said nozzles, said distributing 'means including a control device adapted to vary the magnitude of the individual fuel charges in accordance with variations inthe induction passage pressure posteriorly of said: throttle, means for timing the distribution of the individually metered fuel charges in accordance with engine speed, a first means for modifying the operation of said control device in aecordaElQ? with han es n e s at a d a m ic p sure, nd a second means for modifying the action of said control device in accordance with the quantity of air flow through said induction passage when said throttle is in a substantially wide open position, passage means for bypas ing air around said throttle when the latter is closed, and engine temperature responsive valve means associated with said bypass passage means for controlling the quantity of air flow through said bypass passage in inverse proportion to engine temperature.

4. A charge forming device for an internal combustion engine comprising an induction passage for each cylinder of the engine, throttle means for controlling the quantity of air flow through said induction passages, a fuel nozzle in each of said induction passages, pump means for supplying fuel under pressure, a fuel distributing mechanism adapted to receive fuel under pressure from said pump means and adapted to deliver metered charges of fuel to each of said nozzles, said distributing means including a control device adapted to vary the m n t d t h n ividua fu l h s s assord ss ith tera i n in the in cti n a sa e era u e H teriorly of said throttle, means for timingthe distribution of the individually'metered fuel charges in accordance with engine speed, a first means for modifying the as atioa of said contro evice i ac ordance will changes in temperature and atmospheric pressure, and a through said induction passage when said throttle is in a substantially wide open position, means for operating said pump means at a 'speed"p 'roportional to engine speed, and a' second pump means for supplying fuel to said fuel distributor when engine speed is below' a value.

5. A charge forming device for an internal combustion engine comprising an induction passage for each cylinder of the engine, throttle means 'for controlling the quantity of air 'flow through said induction passages, a fuel nozzle in each-of said induction passages, first pump means for supplying fuel under pressure, a fuel distributing mechanism adapted to receive fuel under pressure rom s id r p me ns n da ed to liv met ed c e Q f l' ash f st d zz es; s d d ribut mea n l dig o t1 is'a si t .t o ar t ma ni de qfth ind id a tel har es in as r a be with'variah'on'sin the induction passage pressure posg ic of sa d th st e m ns f r imi h st buti of the individually metered fuel charges in accordance with engine speed, a first means for modifying the operation of said control device in accordance with changes in temperature and atmospheric pressure, and a second means for modifying the action of said control device in accordance with the quantity of air flow through said induction passage when said throttle is in a substantially wide open position, means for operating said pump man a a speed p po ti al to en ine eed, a d a second p m ns for s p l n fu to s d fu d stributsr hfin v n e pe d is below a a ue s id fiISt p mp m a s being a p d o re de sa d secon pu p inoperative under normal engine operating conditions.

6. A charge forming device for an internal combustion engine comprising an induetion passage for each cylinder of the engine, throttle means for controlling the quantity of air flow through said induction passages, a fuel nozzle in each of said induction passages, pump means for supplying fuel under pressure, a fuel distributing mechanism adapted to receive fuel under pressure from said pump means and adapted to deliver metered charges of fuel to each of said nozzles, said distributing means including a control device adapted to vary the magnitude of the individual fuel charges in accordance with variations in the induction passage pressure posteriorly of said throttle, means for timing the distribution of the individually metered fuel charges in accordance with engine speed, a first means for modifying the operation of said control device in accordance with changes in temperature and atmospheric pressure, and a'second means for modifying the action of said control device in accordance with the quantity of air flow through said of the type in which metered quantities of fuel are individually supplied to each cylinder of the engine QOHlPl'lS? ing a source of fuel under pressure, a rotary distributor sleeve adapted to be driven in proportion to engine speed, a shuttle piston member reciprocably disposed within said sleeve, a fixed stop for limiting the movement of said piston in one direction, a movable stop for adjustably limi in he movement of sa d i o is the ti s, i a i n, first pa sage means ts? inm n' arisen fuel aus f r ommunic in d tlis r iwith t d v. a cy inder ur i terior ao 'z s, a p ural y of a t it Said d str butor e ve ada t d 9 sequentially connect" said source of pressure to one side iv ua passe of said shuttle piston and at the same time connecting the other side of said piston to at least one of said indivldual cylinder fuel supply conduits whereby said fuel under pressure will shift said piston to pump a metered quantity of fuel to said one conduit, further rotation of said sleeve being adapted to connect the opposite side of said piston to said fuel under pressure and the opposite sioe or said piston to at least another of said individual cylinder fuel supply conduits, and a control device operatlvely connected to said ad ustable stop for changing the position thereof in accordance with changes in engine demand, 111 wnich said control device comprises a guide memoer adapted to movably support said adjustable stop, a follower on said guide member, a cam member adapted to engage said follower member, a lever pivoted to said cam member and rotatable about a fixed pivot, a pin providing a fulcrum for said cam member, means for rotating said lever about its fixed pivot and said cam member about said pin to cause the follower to be moved and in turn imparting movement to the guide member and adjustable stop relative to said shuttle piston to control the quantity of fuel pumped during each stroke of said piston in accordance with engine demand.

8. A fuel distributor for an internal combustion engine of the type in which metered quantities of fuel are individually supplied to each cylinder of the engine comprising a source of fuel under pressure, a rotary distributor sleeve adapted to be driven in proportion to engine speed, a shuttle piston member reciprocably disposed within said sleeve, a fixed stop for limiting the movement of said piston in one direction, a movable stop for adjustably limiting the movement of said piston in the opposite direction, first passage means for communicating said fuel under pressure with said rotary distributor sleeve, individual passage means for communicating said distributor with the individual cylinder fuel injector nozzles, a plurality of ports in said distributor sleeve adapted to sequentially connect said source of pressure to one side of said shuttle piston and at the same time connecting the other side of said piston to at least one of said individual cylinder fuel supply conduits whereby said fuel under pressure will shift said piston to pump a metered quantity of fuel to said one conduit, further rotation of said sleeve being adapted to connect the opposite side of said piston to said fuel under pressure and the opposite side of said piston to at least another of said individual cylinder fuel supply conduits, and a control device operatively connected to said adjustable stop for changing the position thereof in accordance with changes in engine demand, in which said control device comprises a guide member adapted to movably support said adjustable stop for axial movement therewith, passage means for causing fuel under pressure to act axially against said guide member to balance the fuel pressure force acting against the movable stop, a follower on said guide member, a cam member adapted to engage said follower member, a lever pivoted to said cam member and rotatable about a fixed pivot, a pin providing a fulcrum for said cam member, means for rotating said lever about its fixed pivot and said cam member about said pin to cause the follower to be moved and in turn imparting movement to the guide member and adjustable stop relative to said shuttle piston to control the quantity of fuel pumped during each stroke of said piston in accordance with engine demand.

9. A fuel distributor for an internal combustion engine of the type in which metered quantities of fuel are individually supplied to each cylinder of the engine comprising a source of fuel under pressure, a rotary distributor sleeve adapted to be driven in proportion to engine speed, a shuttle piston member reciprocably disposed within said sleeve, a fixed stop for limiting the movement of said piston in one direction, a movable stop for adjustably limiting the movement of said piston in the opposite direption, first passage means for communicating said fuel under pressure with said rotary distributor sleeve, individual passage means for communicating said distributor with the individual cylinder fuel injector nozzles, a plurality of ports in said distributor sleeve adapted to sequentially connect said source of pressure to one side of said shuttle piston and at the same time connectingithe other side of said piston to at least one of said individual cylinder fuel supply conduits whereby said fuel under pressure will shift said piston to pump a metered quantity of fuel to said one conduit, further rotation of said sleeve being adapted to connect the opposite side of said piston to said fuel under pressure and the opposite side of said piston to at least another of said individual cylinder, fuel supply conduits, and a control device operatively connected to said adjustable stop for changing the position thereof in accordance with changes in engine demand, in which said control device comprises a guide member adapted to movably support said adjustable stop and movable therewith, a follower on said guide member, a cam member adapted to engage said follower member, a lever pivoted to said cam and rotatable about a fixed pivot, a pin providing a fulcrum for said cam member, means for rotating said lever about its fixed pivot and said cam member about said pin to cause the follower to be moved and in turn imparting movement to the guide member and adjustable stop relative to said shuttle piston to control the quantity of fuel pumped during each stroke of said piston in accordance with engine demand, said pin including a tapered section about which the cam member fulcrums, an aneroid and a temperature responsive means operatively connected to i said pin to move the tapered pin section relative to the cam member in order to modify the quantity of fuel metered in accordance with temperature and atmospheric changes.

10. A fuel distributor for an internal combustion engine as set forth in claim 7 in which said fixed pivot is supported upon an eccentric shaft, means for rotating the eccentric shaft to provide a basic adjustment of the movable stop for best economy fuel operation.

11. A fuel distributor for an internal combustion engine as set forth in claim 7 in which the lever rotating means comprises a piston, a link articulated between the piston and the lever, spring means biasing said piston in a fuel flow increasing direction, means communicating a force inversely proportional to engine load to the piston wherebythe latter will be moved to decrease the fuel supplied to the engine as engine load decreases, means for limiting the travel of said piston in its fuel increasing direction.

12. A fuel distributor as set forth in claim 11 in which the piston travel limiting means includes means permitting increased travel of said piston to provide additional fuel enrichment during engine starting conditions.

13. A fuel distributor for an internal combustion engine as set forth in claim 11 in which the piston travel limiting means comprises a cantilever the free end of which is adapted to engage with said piston, an adjustable stop adjacent the free end of said cantilever, a spring element urging the cantilever into engagement with said stop, an armature mounted intermediate the ends of the cantilever and a solenoid energizable by the engine starter circuit to move the armature and the free end of the cantilever to compress said spring element to permit the piston additional travel in the fuel increasing direction when the engine is being started.

14. A charge forming device for an internal combustion engine comprising a distributor for supplying individually metered fuel charges to each engine cylinder, means for controlling the distributor to vary the magnitude of said charges in accordance with engine demand, a source of fuel, conduit means communicating said fuel source and said distributor, an engine speed responsive pump connected to the conduit means for pumping fuel from the fuel source to the distributor, a second pump 11 connected to said conduit means in parallel with the engine speed responsive pump, andmeans for operating the'second pump to supply fuel to'the distributor, the output pressure of the enginespeed responsive pump when above a given value rendering said second pump operating means inoperative, said second pump comprising a casing having a chamber formed'therein, a diaphragm mounted 'in' said casing and forming one wall of said chamber, a solenoid, anarmature disposed within the solenoid, a spring biasing the armature against the diaphragm, a first contact connected with the engine ignition circuit, a second contacton said armature adapted to engage the fixed contact to energize said solenoid and increase the volume'of said chamber, said armature contact disengaging with the first contact when the chamber volume increases beyond a given amount, inlet and outlet valves disposed in said 'ehar'nber, said conduit means ineluding a'iirst conduit for communicating the outlet of said engine speed responsive pump with the inlet valve of said second pump,the engine speed responsive pump tmulator'to reduce the pulsations in the fuel supplied from the engine speed responsive pump to the distributor when the second pump is inoperative.

References Cited in the file of this patent UNITED STATES PATENTS 1,995,601 Browne Mar. 26, 1935 2,731,175 Downing Jan. 17, 1956 2,807,252 Downing Sept. 24, 1957 2,821,184 Groezinger -a--- Jan. =28, 1958 2,849,999 Morris Sept. 2, 1958 FOREIGN PATENTS