US3053313A - Fuel injection system - Google Patents

Fuel injection system Download PDF

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US3053313A
US3053313A US727423A US72742358A US3053313A US 3053313 A US3053313 A US 3053313A US 727423 A US727423 A US 727423A US 72742358 A US72742358 A US 72742358A US 3053313 A US3053313 A US 3053313A
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fuel
pressure
engine
chamber
valve
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Thomas M Ball
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Old Carco LLC
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Chrysler Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/16—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors
    • F02M69/18—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors the means being metering valves throttling fuel passages to injectors or by-pass valves throttling overflow passages, the metering valves being actuated by a device responsive to the engine working parameters, e.g. engine load, speed, temperature or quantity of air

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  • This invention relates to a fuel injection system and in particular to means for metering fuel to the cylinders of an internal combustion engine in amounts determined by engine operating conditions.
  • lt is conventional in fuel injection systems to supply fuel under pump pressure to a metering system which regulates the fuel low to a number of fuel injection nozzles in accordance with the engine speed and load requirements.
  • a metering system which regulates the fuel low to a number of fuel injection nozzles in accordance with the engine speed and load requirements.
  • problems encountered by such systems is the pressure drop across the metering system which often results in fuel vaporization and cavitation on the downstream side of the system, particularly on hot days during conditions of comparatively light load and fuel flow. In consequence of vapor formation and of comparatively low pressure downstream of the metering system, uneven fuel flow to the nozzles and poor nozzle e'iciency results.
  • the ⁇ FIGURE is a schematic representation of the fuel circulatory system showing the speed and load sensory mechanism.
  • -86 represents a fuel distribution chamber or rosette having fuel outlets 88 thereon and is connected to a fuel tank by a feed conduit 92 communicating with said chamber through inlet 93.
  • a constant delivery fuel pump 94 supplies fuel under pressure to chamber 86.
  • a primary return flow outlet 96 having a tapered orifice 98 connects chamber 86 with a primary fuel return flow conduit 100l which communicates with fuel tank 90.
  • a pressure regulator 102 connecting conduits 92 and 100 returns some excess fuel to the tank and eliminates a building up of excessive pressure in chamber 86.
  • a primary return flow metering needle 104 has a tapered end 106 shaped to 4fit snugly into NYC 98 of port 96.
  • a flexible diaphragm 10S of corrosion resistant material is secured to needle 104 by bushing 110.
  • An expansion rib 112 may be provided on diaphragm 108.
  • a housing 114 comprised of two sections 116 and 118 slidably receive needle 104 in bushings 120l and 1.22 respectively. Housing 114 is secured against movement relative to chamber 86. Vent 124 opens one side of diaphragm 100 to atmosphere to prevent compressed air resistance to movement of diaphragm 108.
  • a secondary return flow conduit 126 having a constriction 128 therein connects chamber S6 to chamber 130 ⁇ in housing 114 through a branch 136 of conduit 126 and allows a substantial portion of the pressure in said chamber to act on diaphragm 108.
  • a secondary return llow outlet 132 opens into conduit 126 and is provided with tapered orifice 134. Constriction 138 in conduit 126 is interposed between said secondary outlet and the fuel tank.
  • a secondary return flow metering means or needle 140 having tapered end 142 which is shaped to tit snuglyvinto orifice 134 is secured to flexible diaphragm 144 by bushing 146. Diaphragm 144 may be provided with expansion rib 148.
  • a housing having portions 152 and 154 slidably receive needle 140 in bushings 156 and 158 respectively and vents one side of diaphragm 144 to the atmosphere through aperture 172 to again prevent air resistance.
  • a manifold pressure conduit 160 opens into chamber 162 in housing 150 and is connected at its other end to the low pressure portion of an intake manifold of an internal combustion engine to transmit pressure signals in the manifold to the chamber i162 to exert a force on diaphragm 144 proportional to the manifold pressure.
  • a spring 164 may be interposed between diaphragm 144 and housing portion 152 to provide a slight resistance against movement of diaphragm 144 toward port 132. Suitable means such as screws 168 and 170 are provided to clamp housing portions 152 and 154 together.
  • the tapered end 106 metering needle 104 is provided with a pair of collars 60 and 62.
  • a speed sensor generally designated at 64 is secured to the engine crankshaft 66 to rotate therewith.
  • a pair of arms 68 and '70 having flyweights 72 and 74 respectively are pivotally mounted at 76 and 78 on the speed sensor housing 80.
  • Arms 82 and 84 integral with arms 68 and 70 are loosely tted between collars 60* and 62 and abut collar 60 during the normal operation of the engine. Since arms 63 and 70 are integral with arms 82 and 84 respectively, they are also pivotal about points 76 and 7 S respectively.
  • pump 94 supplies a constant amount of fuel to chamber 86 when the engine is started. Portions of this fuel will be returned to the tank through outlets 96 and 132. Another portion of said fuel will flow through conduit 126 to chamber 130 wherein it will exert a force on diaphragm 108 and urge needle 104 away from orifice 9S.
  • the speed sensor 64 will produce a force on needle 104 tending to urge it toward orifice 98. As the engine approaches its idling speed the force on needle 104 produced by the speed sensor 64 on collar 60 slightly exceeds the force on said needle produced by lche fuel pressure on diaphragm 108.
  • a pressure decrease occurs in chamber #162 of the load sensor and causes needle 140 to move closer to orifice 134 and retard the flow of retunn fuel through outlet 132.
  • the pressure in chamber 130l will increase and cause needle 104 to move further away from orifice 98 and allow more fuel to return to the tank which will result in a decreased fuel supply to the cylinders and a deceleration of the engine.
  • Restrictions 128 and 138 are provided in conduits l126 and 136 respectively and provide a slower rate of fuel flow in the vicinity of outlet 132 to allow small changes in manifold pressure to effectively vary the flow of return fuel through outlet 132.
  • Restriction 138 also insures a limit to the amount of fuel that can be returned to the tank through outlet 132 in the event that needle 140 should override a desirable distance from outlet 132.
  • a fuel distributing chamber having a fuel inlet connected with a fuel source and a plurality of fuel outlets adapted to be operatively connected with said engine, a return flow conduit connecting said chamber with said source, a return ow valve for regulating the flow of return fuel in said return ow conduit from said chamber to said source, engine speed responsive means operatively connected with said valve for progressively closing the latter with increasing speed, fuel pressure responsive means operatively connected with said valve for progressively opening the latter with increasing fuel pressure applied to said pressure responsive means, duct means connecting said pressure responsive means with said chamber for applying the pressure at the latter to said pressure responsive means, said duct means having a restriction therein, and means for controlling the pressure applied to said pressure actuated means by said duct means comprising a second duct means in communication with the first named duct means at a location between said restriction and said pressure responsive means and being in communication with said source, a second valve for regulating the flow of fuel from said location to said source, and engine load
  • a fuel distributing chamber having a fuel inlet connected with a fuel source and a plurality of fuel outlets adapted to be operatively connected with said engine, a return ⁇ flow conduit connecting said chamber with said source, a return flow valve for regulating the flow of return fuel in said return flow conduit from said chamber to said source, engine speed responsive means operatively connected with said valve and operable at a speed proportional to the speed of said engine for progressively closing said valve with increasing speed, fuel pressure responsive means operatively connected with said valve for progressively opening the latter -with increasing Afuel pressure applied to said pressure responsive means, duct means connecting said pressure responsive means with said chamber for applying the pressure at the latter to said pressure responsive means, said duct means having a restriction therein, and means for controlling the pressure applied to said pressure actuated means 'by said duct means comprising a second duct means in communication with the first named duct means at a location between said restriction and said pressure responsive means and lbeing in communication with said source
  • a fuel distributing chamber having a fuel inlet connected Iwith a fuel source and a plurality of fuel outlets adapted to lbe operatively connected with said engine, means for supplying fuel under pressure from said source to said chamber through said inlet, a return ow conduit connecting said chamber with said source, a return ow valve for regulating the flow of return fuel in said return flow conduit from said chamber to said source, engine speed responsive means operatively connected with said valve for progressively closing the latter with increasing speed throughout the operating speed range of said engine, fuel pressure responsive means operatively connected with said valve ⁇ for progressively opening the latter with increasing fuel pressure applied to said pressure responsive means, duct means ⁇ connecting said pressure responsive means with said chamber for applying the pressure at the latter to said pressure responsive means, said duct means having a restriction therein, and means ⁇ for controlling the pressure applied to said pressure actuated means by said duct means comprising a ⁇ second duct means in communication with the first named duct means at a
  • a return ow fuel metering system for an internal combustion engine, a -fuel distributing chamber having a fuel inlet connected with a fuel source and a plurality of fuel outlets adapted to be operatively connected with said engine, means for supplying fuel under pressure from said source to said chamber through said inlet, a return flow conduit connecting said chamber with said source, a return flow valve for regulating the flow of return fuel in said return ilovv conduit from said chamber to said source, engine speed responsive means operatively connected with said valve for progressively closing the latter With increasing speed throughout the operating speed range of said engine, fuel pressure responsive means operatively connected with said valve ⁇ for progressively adjusting the latter with increasing lfuel pressure applied to said pressure responsive means, duct means connecting said pressure responsive means with said chamber ⁇ for applying the pressure at the latter to said pressure responsive means, said duct means having a restriction therein, a second duct means in communication with the iirst named duct means at a location between said restriction and said pressure responsive means and being in communication with said
  • a fuel distributing chamber having a fuel inlet connected With a fuel source and a plurality of fuel outlets adapted yto be operatively connected with said engine, means for supplying fuel under pressure from said source to said chamber through said inlet, a return flow conduit connecting said chamber with said source, a return flow valve for regulating the flow of return fuel in said return flow conduit from said chamber to said source, engine speed responsive means operatively connected with said valve for progressively closing the latter With increasing speed throughout the operating speed range of said engine, fuel pressure responsive means operatively connected with said valve for progressively adjusting the latter with increasing fuel pressure Kapplied to said pressure responsive means, duct means connecting said pressure responsive means with said chamber for applying the pressure at the latter to said pressure responsive means, said duct means having a restriction therein, a second lduct means in communication with the first named duct means at a location between said restriction and said pressure responsive means and being in communication with said source, a second valve for regulating the ow of fuel
  • a return iiow fuel metering system on an internal combustion engine a fuel distributing chamber having a fuel inlet connected With a fuel source and a plurality of fuel outlets adapted to be operatively connected with said engine, means for supplying fuel under pressure from said source to said chamber through said inlet, a return ilow conduit connecting said chamber with said source, a return ow valve for regulating the iiow of return fuel in said return flow conduit from said chamber to said source, engine speed responsive means operatively connected with said valve and operable at a speed proportional -to the speed of said engine for progressively closing said valve with increasing speed throughout the operating speed range of said engine, fuel pressure responsive means operatively connected lwith said valve for progressively adjusting the latter With increasing fuel pressure applied to said pressure responsive means, duct means connecting said pressure responsive means Wit-h said chamber for applying 4the pressure at the latter to said pressure responsive means, said duct means ⁇ having a restriction therein, a second ⁇ duct means in communication lwith the first named

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Description

Sept 11, 1952 T. M. BALL 3,053,313
FUEL INJECTION SYSTEM Filed April 9, 1958 array/VIAS',
United States Patent Office 3,053,313 Patented Sept. 11, 1962 3,053,313 FUELINJECTEON SYSTEM Thomas M. Ball, Bloomfield Hills, Mich., assigner to j Chrysler Corporation, Highland Park, Mich., a corporation of Delaware Filed Apr. 9, 1958, Ser. No. 727,423 7 Claims. (Cl. 15S-36.3)
This invention relates to a fuel injection system and in particular to means for metering fuel to the cylinders of an internal combustion engine in amounts determined by engine operating conditions.
Although the invention is concerned mainly with automotive engines, it is anticipated that the disclosed type of fuel metering system may be used on other types of internal combustion engines.
lt is conventional in fuel injection systems to supply fuel under pump pressure to a metering system which regulates the fuel low to a number of fuel injection nozzles in accordance with the engine speed and load requirements. In such systems it is common to meter the fuel to the nozzles through one or more needle valve controlled metering orifices which are subject to regulation by various atmospheric and engine operating parameters, including speed and load as aforesaid. Among the problems encountered by such systems is the pressure drop across the metering system which often results in fuel vaporization and cavitation on the downstream side of the system, particularly on hot days during conditions of comparatively light load and fuel flow. In consequence of vapor formation and of comparatively low pressure downstream of the metering system, uneven fuel flow to the nozzles and poor nozzle e'iciency results.
It is accordingly an object of this invention to provide an improved fuel distributing system which utilizes the principle of supplying fuel at optimum pump pressure in parallelism with both a fuel metering system and the fuel injection nozzles of an internal combustion engine and for returning the excess fuel to the fuel tank via conduit means downstream of the metering system, thereby to maintain an optimum fuel pressure downstream of said metering system and also to assure an optimum ow of fresh fuel through said metering system particularly at light loads, whereby over heating of the fuel and vapor formation downstream of the metering system is minimized.
It is another object of this invention to provide a fuel distributing system which returns excess fuel to the fuel tank in accordance with the engine requirements as transmitted to the fuel distributing system by the speed of rotation of the engine crankshaft and the pressure of the gases in the intake manifold of the engine.
It is still another object of this invention to provide a fuel distributing system wherein the amount of fuel returned to the fuel tank is a function of two return flow metering needles one of which acts in accordance with engine speed and the other of which acts independently and in accordance with the manifold pressure.
It is another object of this invention to provide a fuel distributing system wherein vapor formed in the fuel tank or feed conduit and carried by the feed fuel is purged from said fuel by continuously returning a large portion of said fuel back to the fuel source.
For the purpose of particularly describing the principal features of the invention, reference will be made to the accompanying drawing wherein:
The `FIGURE is a schematic representation of the fuel circulatory system showing the speed and load sensory mechanism.
Referring to the drawing, -86 represents a fuel distribution chamber or rosette having fuel outlets 88 thereon and is connected to a fuel tank by a feed conduit 92 communicating with said chamber through inlet 93. A constant delivery fuel pump 94 supplies fuel under pressure to chamber 86. A primary return flow outlet 96 having a tapered orifice 98 connects chamber 86 with a primary fuel return flow conduit 100l which communicates with fuel tank 90. A pressure regulator 102 connecting conduits 92 and 100 returns some excess fuel to the tank and eliminates a building up of excessive pressure in chamber 86.
A primary return flow metering needle 104 has a tapered end 106 shaped to 4fit snugly into orice 98 of port 96. A flexible diaphragm 10S of corrosion resistant material is secured to needle 104 by bushing 110. An expansion rib 112 may be provided on diaphragm 108. A housing 114 comprised of two sections 116 and 118 slidably receive needle 104 in bushings 120l and 1.22 respectively. Housing 114 is secured against movement relative to chamber 86. Vent 124 opens one side of diaphragm 100 to atmosphere to prevent compressed air resistance to movement of diaphragm 108. A secondary return flow conduit 126 having a constriction 128 therein connects chamber S6 to chamber 130` in housing 114 through a branch 136 of conduit 126 and allows a substantial portion of the pressure in said chamber to act on diaphragm 108.
A secondary return llow outlet 132 opens into conduit 126 and is provided with tapered orifice 134. Constriction 138 in conduit 126 is interposed between said secondary outlet and the fuel tank. A secondary return flow metering means or needle 140 having tapered end 142 which is shaped to tit snuglyvinto orifice 134 is secured to flexible diaphragm 144 by bushing 146. Diaphragm 144 may be provided with expansion rib 148. A housing having portions 152 and 154 slidably receive needle 140 in bushings 156 and 158 respectively and vents one side of diaphragm 144 to the atmosphere through aperture 172 to again prevent air resistance. A manifold pressure conduit 160 opens into chamber 162 in housing 150 and is connected at its other end to the low pressure portion of an intake manifold of an internal combustion engine to transmit pressure signals in the manifold to the chamber i162 to exert a force on diaphragm 144 proportional to the manifold pressure. A spring 164 may be interposed between diaphragm 144 and housing portion 152 to provide a slight resistance against movement of diaphragm 144 toward port 132. Suitable means such as screws 168 and 170 are provided to clamp housing portions 152 and 154 together.
Opposite the tapered end 106 metering needle 104 is provided with a pair of collars 60 and 62. A speed sensor generally designated at 64 is secured to the engine crankshaft 66 to rotate therewith. A pair of arms 68 and '70 having flyweights 72 and 74 respectively are pivotally mounted at 76 and 78 on the speed sensor housing 80. Arms 82 and 84 integral with arms 68 and 70 are loosely tted between collars 60* and 62 and abut collar 60 during the normal operation of the engine. Since arms 63 and 70 are integral with arms 82 and 84 respectively, they are also pivotal about points 76 and 7 S respectively.
In the operation of the fuel distributing system, pump 94 supplies a constant amount of fuel to chamber 86 when the engine is started. Portions of this fuel will be returned to the tank through outlets 96 and 132. Another portion of said fuel will flow through conduit 126 to chamber 130 wherein it will exert a force on diaphragm 108 and urge needle 104 away from orifice 9S. However, as the engine is being cranked and as the first portions of fuel ignite in the cylinders, the speed sensor 64 will produce a force on needle 104 tending to urge it toward orifice 98. As the engine approaches its idling speed the force on needle 104 produced by the speed sensor 64 on collar 60 slightly exceeds the force on said needle produced by lche fuel pressure on diaphragm 108. However, simultaneously with the application of these forces to the needle 104, the intake manifold pressure decreases and the greater atmospheric pressure on diaphragm 144 urges needle 140` toward outlet 132. As the return ow through outlet 132 decreases, the fuel pressure in chamber 130 builds up sufficiently to maintain needle 104 the correct distance from outlet 96 to allow the engine to idle. i
As the engine throttle is opened, a pressure increase occurs on the manifold side of diaphragm `144 tending to urge needle 140 to an open position to allow the return of fuel through outlet `132. Upon the return of a portion of the fuel through outlet 132 which fuel normally ows to chamber 130, the pressure on the fuel side of diaphragm 108 decreases and allows the speed sensor 64 to urge needle 104 closer to orifice 98 which causes more fuel to be retained in chamber 86 and consequently greater fuel flow to the cylinders. As the pressure in chamber 130 gradually attains the pressure in chamber S6 the needle 104 becomes stationary at a closer distance to the orifice 98. Any further opening of the engine throttle will again provide a pressure drop between chambers 86 and 130 and again cause the needle 104 to be urged closer to orifice 98.
As the throttle is closed or partially closed, a pressure decrease occurs in chamber #162 of the load sensor and causes needle 140 to move closer to orifice 134 and retard the flow of retunn fuel through outlet 132. As this occurs, the pressure in chamber 130l will increase and cause needle 104 to move further away from orifice 98 and allow more fuel to return to the tank which will result in a decreased fuel supply to the cylinders and a deceleration of the engine. Restrictions 128 and 138 are provided in conduits l126 and 136 respectively and provide a slower rate of fuel flow in the vicinity of outlet 132 to allow small changes in manifold pressure to effectively vary the flow of return fuel through outlet 132. These restrictions tare desirable to produce a greater range of more accurate pressure variations on diaphragm 108 with a smaller degree of travel of the needle 140. Restriction 138 also insures a limit to the amount of fuel that can be returned to the tank through outlet 132 in the event that needle 140 should override a desirable distance from outlet 132.
The structural details herein disclosed for the purpose of illustrating my invention may be widely varied without departing from the substance of the invention, or sacrificing the advantages thereof, and hence I do not limit my invention to the specific structure disclosed, except to the extent clearly indicated in specific claims, but reserve all such variations, modications and equivalents .as fall within the spirit and purview of the claims.
I claim:
1. In a return flow fuel metering system for an internal combustion engine, a fuel distributing chamber having a fuel inlet connected with a fuel source and a plurality of fuel outlets adapted to be operatively connected with said engine, a return flow conduit connecting said chamber with said source, a return ow valve for regulating the flow of return fuel in said return ow conduit from said chamber to said source, engine speed responsive means operatively connected with said valve for progressively closing the latter with increasing speed, fuel pressure responsive means operatively connected with said valve for progressively opening the latter with increasing fuel pressure applied to said pressure responsive means, duct means connecting said pressure responsive means with said chamber for applying the pressure at the latter to said pressure responsive means, said duct means having a restriction therein, and means for controlling the pressure applied to said pressure actuated means by said duct means comprising a second duct means in communication with the first named duct means at a location between said restriction and said pressure responsive means and being in communication with said source, a second valve for regulating the flow of fuel from said location to said source, and engine load responsive means operatively connected with said second valve foi progressively opening the latter with increasing load, thereby to decrease the pressure applied to said pressure actuated means with increasing load.
2. In a return flow fuel metering system on an internal combustion engine, a fuel distributing chamber having a fuel inlet connected with a fuel source and a plurality of fuel outlets adapted to be operatively connected with said engine, a return `flow conduit connecting said chamber with said source, a return flow valve for regulating the flow of return fuel in said return flow conduit from said chamber to said source, engine speed responsive means operatively connected with said valve and operable at a speed proportional to the speed of said engine for progressively closing said valve with increasing speed, fuel pressure responsive means operatively connected with said valve for progressively opening the latter -with increasing Afuel pressure applied to said pressure responsive means, duct means connecting said pressure responsive means with said chamber for applying the pressure at the latter to said pressure responsive means, said duct means having a restriction therein, and means for controlling the pressure applied to said pressure actuated means 'by said duct means comprising a second duct means in communication with the first named duct means at a location between said restriction and said pressure responsive means and lbeing in communication with said source, a second valve `for regulating the flow of fuel from said location to said source, and engine load responsive means operatively connected with said second valve and `being in communication with the intake manifold pressure of said engine and responsive thereto for progressively opening said second valve with increasing load on said engine, thereby to decrease the pressure applied to said pressure actuated means with increasing load.
3. In a return flow fuel metering system for an internal combustion engine, a fuel distributing chamber having a fuel inlet connected Iwith a fuel source and a plurality of fuel outlets adapted to lbe operatively connected with said engine, means for supplying fuel under pressure from said source to said chamber through said inlet, a return ow conduit connecting said chamber with said source, a return ow valve for regulating the flow of return fuel in said return flow conduit from said chamber to said source, engine speed responsive means operatively connected with said valve for progressively closing the latter with increasing speed throughout the operating speed range of said engine, fuel pressure responsive means operatively connected with said valve `for progressively opening the latter with increasing fuel pressure applied to said pressure responsive means, duct means `connecting said pressure responsive means with said chamber for applying the pressure at the latter to said pressure responsive means, said duct means having a restriction therein, and means `for controlling the pressure applied to said pressure actuated means by said duct means comprising a `second duct means in communication with the first named duct means at a location between said restriction and said pressure responsive means and being in communication with said source, a second valve for regulating the flow of fuel from said location to said source, and engine load responsive means operatively connected with said second valve for progressively opening the latter `with increasing load, thereby to decrease the pressure applied to said pressure actuated means with increasing load.
4. -In a return ow fuel metering system for an internal combustion engine, a -fuel distributing chamber having a fuel inlet connected with a fuel source and a plurality of fuel outlets adapted to be operatively connected with said engine, means for supplying fuel under pressure from said source to said chamber through said inlet, a return flow conduit connecting said chamber with said source, a return flow valve for regulating the flow of return fuel in said return ilovv conduit from said chamber to said source, engine speed responsive means operatively connected with said valve for progressively closing the latter With increasing speed throughout the operating speed range of said engine, fuel pressure responsive means operatively connected with said valve `for progressively adjusting the latter with increasing lfuel pressure applied to said pressure responsive means, duct means connecting said pressure responsive means with said chamber `for applying the pressure at the latter to said pressure responsive means, said duct means having a restriction therein, a second duct means in communication with the iirst named duct means at a location between said restriction and said pressure responsive means and being in communication with said source, a second valve for regulating the iiow of fuel from said location to said source, and engine load responsive means `operatively connected with said second valve for adjusting the latter to `control the pressure applied to said pressure actuated means to close the first named valve progressively with increasing engine load.
5. In a return flow fuel metering system on an internal combustion engine, a fuel distributing chamber having a fuel inlet connected With a fuel source and a plurality of fuel outlets adapted yto be operatively connected with said engine, means for supplying fuel under pressure from said source to said chamber through said inlet, a return flow conduit connecting said chamber with said source, a return flow valve for regulating the flow of return fuel in said return flow conduit from said chamber to said source, engine speed responsive means operatively connected with said valve for progressively closing the latter With increasing speed throughout the operating speed range of said engine, fuel pressure responsive means operatively connected with said valve for progressively adjusting the latter with increasing fuel pressure Kapplied to said pressure responsive means, duct means connecting said pressure responsive means with said chamber for applying the pressure at the latter to said pressure responsive means, said duct means having a restriction therein, a second lduct means in communication with the first named duct means at a location between said restriction and said pressure responsive means and being in communication with said source, a second valve for regulating the ow of fuel from said location to said source, and engine load responsive means operatively connected with said second valve and being in communication with the d intake manifold pressure of said engine and responsive thereto for adjusting said second valve to control the pressure applied to said pressure actuated means to progressively close the first named valve With increasing engine load, thereby to decrease the pressure applied to said pressure actuated means with increasing load.
6. ln a return iiow fuel metering system on an internal combustion engine, a fuel distributing chamber having a fuel inlet connected With a fuel source and a plurality of fuel outlets adapted to be operatively connected with said engine, means for supplying fuel under pressure from said source to said chamber through said inlet, a return ilow conduit connecting said chamber with said source, a return ow valve for regulating the iiow of return fuel in said return flow conduit from said chamber to said source, engine speed responsive means operatively connected with said valve and operable at a speed proportional -to the speed of said engine for progressively closing said valve with increasing speed throughout the operating speed range of said engine, fuel pressure responsive means operatively connected lwith said valve for progressively adjusting the latter With increasing fuel pressure applied to said pressure responsive means, duct means connecting said pressure responsive means Wit-h said chamber for applying 4the pressure at the latter to said pressure responsive means, said duct means `having a restriction therein, a second `duct means in communication lwith the first named duct means at a location between said restriction and said pressure responsive means and being in communication with said source, a second valve for regulating the flow of fuel from said location to said source, and engine load responsive means operatively connected with said second valve for adjusting the latter to control the pressure applied to said pressure actuated means to close hedirst named valve progressively with increasing engine 7. In the combination according to claim 6, said load responsive means comprising pressure responsive means responsive to the intake manifold pressure of said engine.
References Cited in the le of this patent UNITED STATES PATENTS 2,412,289 Pugh et al Dec. 10, 1946 2,590,853 Fulton Apr. 1, 1952 2,604,75 6 Greenland July 29, 1952 2,668,416 Lee Feb. 9, 1954 2,832,193 Wood Apr. 29, 1958 2,856,910 Goodridge Oct. 21, 1958 2,871,844 Elliott et al Feb. 3, 1959
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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1284153B (en) * 1965-02-26 1968-11-28 Tecalemit Gmbh Deutsche Device for regulating the fuel supply to an externally ignited injection internal combustion engine
US4100904A (en) * 1973-09-28 1978-07-18 Robert Bosch Gmbh Fuel injection system

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US2412289A (en) * 1941-04-07 1946-12-10 Plessey Co Ltd Pump having bypass with speed-sensitive and pressure-responsive control
US2590853A (en) * 1945-10-16 1952-04-01 Gen Electric Liquid fuel metering and spraying system
US2604756A (en) * 1945-05-03 1952-07-29 Hobson Ltd H M Fuel supply system for internalcombustion engines
US2668416A (en) * 1946-09-28 1954-02-09 Niles Bement Pond Co Fuel control apparatus for turbojet engines
US2832193A (en) * 1948-09-04 1958-04-29 Garrett Corp Gas turbine fuel control system responsive to speed and compressor load
US2856910A (en) * 1956-04-23 1958-10-21 Acf Ind Inc Fuel injection system
US2871844A (en) * 1955-12-30 1959-02-03 Chrysler Corp Low pressure, continuous flow fuel injection system

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2412289A (en) * 1941-04-07 1946-12-10 Plessey Co Ltd Pump having bypass with speed-sensitive and pressure-responsive control
US2604756A (en) * 1945-05-03 1952-07-29 Hobson Ltd H M Fuel supply system for internalcombustion engines
US2590853A (en) * 1945-10-16 1952-04-01 Gen Electric Liquid fuel metering and spraying system
US2668416A (en) * 1946-09-28 1954-02-09 Niles Bement Pond Co Fuel control apparatus for turbojet engines
US2832193A (en) * 1948-09-04 1958-04-29 Garrett Corp Gas turbine fuel control system responsive to speed and compressor load
US2871844A (en) * 1955-12-30 1959-02-03 Chrysler Corp Low pressure, continuous flow fuel injection system
US2856910A (en) * 1956-04-23 1958-10-21 Acf Ind Inc Fuel injection system

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1284153B (en) * 1965-02-26 1968-11-28 Tecalemit Gmbh Deutsche Device for regulating the fuel supply to an externally ignited injection internal combustion engine
US4100904A (en) * 1973-09-28 1978-07-18 Robert Bosch Gmbh Fuel injection system

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