US3106197A

US3106197A - Fuel inductor pump assembly

Info

Publication number: US3106197A
Application number: US138690A
Authority: US
Inventors: John S Mallory
Original assignee: Individual
Current assignee: Individual
Priority date: 1961-09-18
Filing date: 1961-09-18
Publication date: 1963-10-08
Anticipated expiration: 1980-10-08

Description

Oct. 8, 1963 J. s. MALLORY 3,106,197

FUEL INDUCTOR PUMP ASSEMBLY Filed sept. 18. 1961 2 sheets-sheet 1 f5 i @l/7 A-@EL E j /5 55 5'0 t 55 JO// 5. Aff/QL A 0194-/ INV EN TOR.

BY L il.

Oct. 8, 1963 J. S'MALLQRY 3,106,197

FUEL INDUCTOR PUMP ASSEMBLY Filed Sept. 18, 1961 v 2 Sheets-Sheet 2 3,1%97 Patented Oct. 8, 1963 United States Patent Oli ice 3,166,197 FUEL INDUCTR PUMP ASSEMBLY John S. Mallory, 10133 La Cima Drive, Whittier, Calif. Filed Sept. 18, 1961, Ser. No. 138,690 17 Caims. v(Cl. 12S- 139) The present invention relates to fuel systems forA infternal combustion engines and more particularly to an improved simplified fuel inductor pump assembly including an igniter together with associated auxiliaries, the inductor pump and igniter being self-contained and adapted to be mounted in the spark plug opening of an engine cylinder head in lieu of the conventional spark plug.

The very small, highly efficient fuel inductor .and igniter assembly of the present invention is readily adaptable for use with internal combustion engines of a wide range of types and designs, its `operating principle making use of the cylinder pressure during the compression cycle to operate an inductor pump to introduce a measured charge of fuel into the cylinder in opposition to the compression pressure. -It will therefore be 'understood that the invention pump assembly is operable automatically in response to an engine condition to introduce the fuel. Desirably, the usual fuel pump operating to maimtain a preselected-fuel pressure in the supply conduit mutually cooperates with an adjustable flow control valve to supply a variable quantity of fuel appropriate for power demands to the inlet end of the inductor assembly.

One of the features of the construction is the fact that the inductor piston includes passage means extending substantially the full length of `the piston including a discharge end pontion located principally on the exterior surface of the piston. 'By reason of the latter expedient, part of the fuel being inducted into the cylinder flows in a film between the exterior of the piston and 4the surrounding housing for the piston and serves to cool and lubricate these surfaces and to flush the same with rapidly moving fuel enroute to 'the engine cylinder. In consequence, tendencies of the fuel to carbom'ze owing to the customary high prevailing temperatures is substantially avoided or any slight deposit which does occur is quickly flushed into the engine. IFurthermore, heating of the fuel during its passage into the cylinder results in vaporization of part of the fuel which acts to increase the fuel induction velocity very A appreciably, along with marked additional cooling lof the inductor pants.

v.In a preferred embodiment of the inductor assembly, the inductor chamber proper is Isurrounded with a sleeve of suitable insulating material, the discharge end of which is likewise protected and surrounded by a metallic housing threaded Ito seat Within a mounting bore through the engine head. The high voltage lead of the usual ignition system is attached to the outerl end of the pump housing with the result that the discharge end of this housing cooperates with the adjacent end of the insulator sleeve and with the mounting adapter to form a ring-type igm'ter immediately adjacent fuel being inducted into the cylinder.

Other features of the invention include simple but highly effective locking means for locking the fuel supply conduit to the inlet end of the inductor assembly, as well as engine speed responsive means for discontinuing the supply of fuel rto the inductor assembly during periods when there is no demand for power from the engine as when a vehicle driven by the engine is coasting or when the engine is undergoing deceleration. The fuel control linkage may be actuated by an engine-driven governor such as the governor normally associated with the ignition distributor for advancing the ignition spark during the engine Istarting conditions. This governor and the linkage control thereby is so constructed and arranged with respect to the invention inductor pump as to olo'se olf all fuel supply to the engine when there is no 'demand for power provided the manual control for the fuel supply has been released :to its closed position. The governor and Ilinkage operates to reestablish fuel flow to meet engine idling requirements as engine speed approaches idling speed.

Asan alternate, fuel ow may be discontinued during periodic deceleration by use of a throttle valve on the air inlet which automatically restricts air flow during periods of ydeceleration so that the combustion chamber pressure is insuflicient to operate the fuel inductor.

Accordingly, it is a primary object of the present invention to provide an improved fuel supply and igniter assembly for an internal combustion engine characterized by its simplicity, small size, ruggedness, and the ease with which it can be serviced and installed in an internal combustion engine.

Another object of the invention is the provision of a self-contained fuel inductor pump assembly designed and arranged to be actuated automatically by the pressure of the compression cycle of the associated engine cylinder and effective to force a measured but variable charge of fuel into the cylinder in opposition to the compression pressure, with any suitable type of ignition including compression, hot element or spark ignition.

Another feature of the invention is the provision of a fuel inductor pump having an actuating piston exposed to the compression pressure of the engine cylinder and having clearance with the inductor housing through which fuel flowing to the cylinder is forced -to pass in a thin film highly effective in cooling the pump parts and rto flush away and scour the surfaces across which the fuel flows.

Another object of the invention is the provision of a simplified fuel inductor assembly the active components of which comprise a one-piece pump piston arranged lto be actuated by the cylinder pressure in one.

direction and bya return spring in the other direction, there being associated with rthis piston a pair 0f check valves ope-rating lto control fuel ilow in a direction toward the engine cylinder.

Another object of the invention 4is the provision of a combined .fuel igniter and fuel inductor assembly installable in an internal combustion engine in lieu of the usual spark plug .and including pressure-actuated pump i means automatically responsive to compression pressure to introduce a charge of fuel as an igniting spark is for-med across [the inner end of the assembly.

Another object of the invention is .the provision of a self-contained fuel inductor assembly incorporating unique means for positively locking the parts assembled.

Another object of the invention is the provision of an internal combustion enginer fuel system utilizing an inductor pump responsive to cylinder pressure to introduce the fuel and also including engine speed responsive means for discontinuing flow of fuel to the engine in the absence of a demand for power from the engine, as during vehicle coasting or engine deceleration conditions.

Another object of the invention is the provision of an improved method of controlling the supply of fuel and air to an internal combustion engine and by which the supply of fuel is responsive to compression pressures in the engine cylinders.

Another object of the invention is the provision of a fuel supply system for internal combustion engines featuring means Afor governing the supply of air to the cylindeceleration and coasting to provide a compression pressure adequate to act-nate the fuel supply mechanism for the engine.

Another object of the invention is to provide an improved fuel supply and combustion air control together with means for rendering the same subject to automatic regulation and control during periods of engine deceleration and vehicle coasting and including means for reestablishing fuel and air iiow to satisfy engine idling requirements as the engine approaches idling speed with the result that the momentum of the engine is effective to maintain engine rotation while the combustible mixture is being ignited. j

These and other more specific objects will appear upon reading the following specification and claims and upon considering in connection therewith the attached drawings to which they relate.

Referring now to the drawings, in which preferred embodiments of the invention are illustrated.

FIGURE 1 is a fragmentary side elevational View of a typical internal combustion engine having the fuel system of the presentV invention incorporated therein;

FIGURE 2 is a longitudinal sectional view through one preferred embodiment of the combined fuel inductor pump and igniter assembly showing the position :of the parts prior to the start of the fuel inducting cycle;

FIGURE 3 is a cross-sectional View taken along line 3 3 on FIGURE 2 showing details of the coupling lock device;

FIGURE 4 is a fragmentary View similar to FIGURE 3 but showing the position of the parts during the fuel induction cycle;

FIGURE 5 is a fragmentary view of FIGURE l on a larger scale showing the linkage connecting the manually controlled fuel regulating means to the governor and to the combustion air flow control valve;

FIGURE 6 is an enlarged cross-sectional view taken along line 6 6 on FIGURE 5 showing details of the fuel regulating means; and

FIGURE 7 is a longitudinal sectional view through a second preferred embodiment of the fuel inductor assembly showing the parts in their normal or non-pumping position.

Referring more Vparticularly to FIGURE l, there iS shown a typical internal combustion engine, designated generally 10, of the eight cylinder V-type. Installed in the conventional spark plug openings for each cylinder is one preferred embodiment of the fuel inductor pump and igniter assembly of the present invention designated generally 13. Each assembly i3 is completely self-contained and preassembled and ready `for installation and has suitable coupling means to be described in detail below and convenient for connecting its upper or inlet end to a fuel supply conduit I4 having its midport-ion opening into an air chamber 15. The main fuel supply conduit 16 is connested with any suitable storage tank and includes a conventional combination filter and low pressure pump 17 discharging through a conduit '18, a further filter 19 and into a manually adjustable flow regulating valve of any suitable type, designated generally 21 (FIGURE 6), supported on a bracket 22. Although a pump of variable output performance is quite suitable, as here shown the fuel regulating means 21 includes a needle valve to be described below arranged to be manually controlled, as by an accelerator pedal, not shown, through a control linkage designated generally 24. Linkage 24 includes an operating connection to the combustion air control and regulating mechanism designated generally 23 in FIGURE 1 and shown in greater detail in FIGURE 5. The engine also includes the usual ignition distributor 25 having insulated leads 26 each of which is connected to the igniter facility of. an associated pump assembly 13. Attachment of the insulated ignition leads 26 to the igniter may be accomplished in any suitable manner as by the aid of a suitable spring clip 27.

Referring now more particularly to FIGURES 2, 3 and 4, it is pointed out that the combined igniter and inductor pump assembly 13 comprises a tubular mounting adapter 36 having a threaded lower end 31 mating with threads 32 of engine head 33 as for example but not necessarily, the spark plug mounting threads of the usual engine head. A suitable gasket 34 of high temperature material is seated between the top of the cylinder head and shoulder 35 of housing 3). Insulator sleeve 37 has an enlarged midportion 38 serving to center the same within the enlargement within the upper end of mounting adapter 30, the lower end of portion 38 being held pressed against sealing gasket 39 by an assembly bushing 40 having threaded en gagement at 41 with the upper end of adapter 30.

The fuel inductor pump per se has a tubular main housing 44 extending concentrically through insulator sleeve 37 and is held assembled thereto as by threads 45. Housing 44 has a close rotating fit with the interior of sleeve 3'7 and its lower end 46 terminating substantially flush with the lower end yi7 of sleeve 37 as well as with lower end 43 of `adapter 3i). The -upper portion of main body 44 immediately adjacent the upper end of sleeve 37 -is preferably non-circular to receive a wrench for threading and unthreading the main body with respect to sleeve 37.

The working components of the pump assembly comprise a stationary pump cylinder 50 Ihaving an internal bore 5l slidably receiving a hollow stem 52 of pump piston unit 53. Stem 52 is suitably supported in the upper end of an axial bore 54- of piston 53 in any suitable manner, a downwardly-opening spring pressed check valve 5S being held captive between the lower end of stem 52 and the underlying shouldered portion of bore 54. A suitable bonding agent may be employed or

parts

52, 53 may be brazed or otherwise secured together either flxedly or in a manner permitting disassembly.

A light compression spring 56 surrounds stem 52 with one end bearing against the upper end of piston 52 and the other end bearing against a gasket 57 seated against the `adjacent end of cylinder Sil. This spring urges the piston downwardly away from cylinder Eil with piston shoulder S9 normally seated against a resilient sealing gasket 60 supported on shoulder' 61 of main body 44.

Piston S3 has an axial passage 63 communicating with a diametric passage 64 opening at its ends into an annular groove surrounding the piston and communicating with a pair of helical passages 616, l67 encircling the lower portion of the piston. The -depth of passages 66, 67 -is exaggerated and it is additionally pointed out and emphasized that the adjoining exterior sidewalls of piston 53 preferably have clearance Iwith the juxtaposed side walls of main body 44 for the passage of a film or fuel, as for example, one mil. These structural `features perform important functions in that they provide for an annular film of lfuel flow along the side walls of piston 53 as Well as along passages 66, 6'7 which open into the engine combustion chamber at diametrically opposed points. It will also be recognized that passages `66, r67 discharge fuel in -a direction inclined -with respect to the top` surface of the piston and the opposed interior surface of cylinder head 33. In consequence of the described fuel passages, it will be understood that the outer surface of piston 53 as well as the interior side walls of thelower end of main pump housing 44 are ushed with a thin ilm of rapidly moving fuel during each induction stroke of the pump. This rapidly moving film of liquid not Vonly scours away any sediment or impurities which may tend to settle out but, equally important, cools the parts and prevents carbonization of the fuel and the eventual clogging or serious restriction of the fuel supply passages. Considerable portions of the thin film of fuel vaporize and the heat of vaporization requiredv for this purpose is supplied from the parts thereby effecting highly eilicient cooling of the piston and the surrouding housing of the pump chamber.

Referring now to the upper end of pump cylinder Sil, it is pointed out that a springpressed check valve 70 similiar to check valve 55 normally seats upwardly against the lower end of inlet port 71, this passage being in communication with the supply passage 72 of a two-part nipple 73 held assembled to` the upper end of housing 44, as by threads 74. The lower end of nipple 73 is seated against resilient packing washers '75 held pressed against a shoulder 7'6 of housing 44. To provide for the return of fuel bypassing stem 52, the exterior of pump cylinder 50 is provided with a plurality of `axial passages 77 opening at their upper end into inlet passage 71 and having their lower ends in communication with the annular chamber surrounding piston 53 and its hollow stem 52. The re- A ciprocable `movement of the piston lengthwise of the indicator assembly requires the displacement of liquid surrounding lhollow stem 52. Upon contraction ofthe piston into pump cylinder 5t?, this trapped liquid is displaced upwardly along passages 77 and into inlet passage 74 at points overlying inlet check valve 70. i

A feature of importance is the provision of simple bu highly effective positive means for locking nipple 73V assembled to the upper'end of main body 44. This locking member, designated generally 8G, is U-shaped, its down- Wardly extending legs 81 lying lalong the opposite sides of body 44 for a punpose to be explained. The central or bight portion interconnecting legs `81 is provided with axially extendingserrations or teeth arranged in an arc and having an axial sliding fit with complementally-shaped teeth 83 formed along the entire inner rim of the side wall of pump body 411 in a :manner best understood from FIG- URES 2 and 3. It is also pointed out that the center of locking member 8u' is formed with a non-circular opening S5 fitting freely about the complementarally-shapedexterior wall 86 of nipple 73. Surface `86 seats a wrench whiley wrenching nipple 73 into the threaded outer end of pump body 44. After the nipple is irmly seated, locking device 8G is inserted axially over the upper end-of nipple 73 with its non-circular opening 35- mating with the similarly shaped portion 86 of the nipple as teeth S2, 83 mesh with one another and legs 81, l81 slide downwardly along the exterior walls of main body 44. `Once the locking member is fully seated, lshe lower ends of

legs

81, 81 are crimped or forced into circular groove 88 thereby securing the locking device against disassembly until the legs are deliberately disengaged from groove 88.

Nipple 73 is formed in two parts, its upper end 90 being threaded andheld bonded to member 73 by brazin-g or the like. A clamping nut 91 surrounding a short link of supply tubing 92 of electrically non-conductive material serves to hold enlargement'93 of tubing 92 securely -assembled to the upper end 90 of nipple 73. The short length of tubing 92 is connected to fuel supply line 14 by a suitable coupling union 94.

FIGURE 2 illustrates position of the pump parts during 'e 6, there is shown details of the fuel and air supply system andthe means for regulating air flow to the intake man1- fold and fuel flow to inductor assemblies 13. Fuel supply duct 14 has its inlet end opening into the regulatable fuel valve designated generally 21, the connection between supply conduit 1'8 and distributing fuel conduits 14 being K periphery of which is firmly clamped to valve housing 21.

The pressure of the incoming fuel acts against the inner surface of ydiaphragm 101 and urges needle valve 10i) to its open position. Movement of the diaphragm inwardnon-operating cycles of the pumping stroke, whereas must be displaced from the chamber surrounding the midportion ofstem 52 and the uppermost end of piston 53. This displacement is made possible by passages 77 extending along the exterior of cylinder 5t) and opening into supply passage 72 above check valve 70. If the pistons of all other pumping assemblies 13 are then in their lower positions, as might occur, still backward flow of fuel upwardly along passages 77 can take place by reason of the air bubble present in chamber 15 (FIGURE l) of the fuel supply conduits. In other words, backward displacement of fuel. merely serves to compress this air bubble to a slight extent.

Referring now more particularly to FIGURES 5 and ly to regulate ilow past the needle valve'is accomplished by a rotatable stern 102 having threaded engagement with threaded boss 103 of valve 21. Stem 102 is rotatable by an arm 1615 secured to the outer end of the stem and having its upper end pivotally connected to an operating linkage 106 connected withian accelerator pedal or other operator in the usual manner. This linkage and arm are urged by a tension spring lll'l'to rotate clockwise as viewed in FIGURE 5 to close the needle valve.

The operating means for valve 21 preferably includes governor-controlled means responsive to the engine speed and effective through suitable linkage means now to. be described to permit needle valve 10i) to close completely shutting oif all fuel ow to the engine during periods when there is no need for power from the engine, as while the vehicle driven by the engine is coasting or while the engine is decelerating. However, upon the slowing substantially to engine idling speed, the governor acts through the control linkage to open the needle valve 100 sufficiently to supply engine idling fuel requirements. These objectives are achieved in an engine having spark ignition according to the present invention, by utilizing a governor unit 127 inserted on a lengthened distributor shaft and locatedv immediately below the distributor head. This governor is so constructed Athat when the engine is operating atspeeds above idling, the governor-actuated bell crank 129 is rotated counterclockwise to a position such that link 116 and cam lever 117 are shifted to the right, as. viewed in FIGURES l and 5 Cam lever 117 is pivotally supported by pin 118 fixed to the face of bracket 22. Link 116 is preferably provided with a turnbuckle v128 to adjust its length. Cam lever 117 is urged to rotate ycounterclockwise by a tension Aspring 119 thereby maintaining cam 120 in contact with cam follower lever 121, the latter being pivotally supported at 123 on the needle valve operating lever 105. The position of cam follower 121 is controlled by an adjustable stop screw 124 supported in a tab 125 carried by lever 105 and is maintained against the stop screw by a lightv spring 126.

Detailsy ofthe governor per se are not part of the present invention, but it is pointed out thaty the governor is effective to impart an operating force through bell crank, 129 and linkage 116 to rotate cam lever 117 counterclockwise as the engine speeds up above idling speed and in the opposite direction as the engine slows downk 10b is closed and no fuel supply flows to the engine. Asl

the engine speed decreases from a higher operating speed and approaches idling speed, the governor acts through linkage 116 andV cam lever 117 torotate operating lever 105 towards the center line A wherein the needle valve is open thereby assuring re-starting of fuel induction before actual idling speedis reached. i

The means for regulating the flow ofcombustionl air to the engine will be best understood by reference to FIGURES l and 5. From these figures, it will be noted that arm 105 of the fuel regulating valve mechanism 21 includes an extension to which is pivotally connected a link 139 having an operating connection with combustion air regulating valve mechanism 23. The air inlet is preferably through a suitable air filtering device 131 having a discharge opening into an air tube 132 in communication with air intake manifold 133.

Theair regulating valve may comprise a butterfly type throttle valve 135 secured off-center to a shaft 136 pivotally supported crosswise of tube 132 and having an outer end projecting beyond the side wall of the tube. Suitably and adjustably secured to the outer end of shaft 136 is an arm 13S having a tab 139 extending generally parallel to shaft 136. This tab has a dual purpose in that it lies in the path of rotation of a second arm 140 arranged for free rotary movement on the end of shaft 136 and having an end 141 movable toward and away from tab 139. Tab 139 also has connected thereto a light tension spring 143 effective to urge arm 138 and valve 135 to rotate clockwise with shaft 136, as viewed in FIGURE 5, the lefthand end of spring 143 being attached to an adjustable L-shape support 145. Support 145 is adjustable to vary the tension of spring 143 by means of an adjusting screw 146 supported within a threaded opening through a stationary bracket 147. The outer end of screw 146 extends freely through an opening in bracket 145 `and may be shouldered or provided with pins or split ring keepers 150 located adjacent the opposite faces of bracket 145 whereby the rotation of screw 146 is effective to shift bracket 145 toward or away from bracket 147.

Operating link 13@ for valve 135 has a threaded outer end passing loosely through an opening lin a tab 153- pivotally supported on the side of arm 140, link 130 being held assembled to this arm b-y means of a split ring keeper 154. A light compression spring 155 surrounds link 130y with one end bear-ing 'against tab 153` and the other end bearing against a pair `of adjustable lock nuts 156 mounted on the threaded end of link 130. Cooperating with spring 155 in urging valve 135 toward the position shown in FIG- URE is a second cantilever spring 160 having one end anchored to tube 132 by a mounting screw 161 with its free end passing lbetween a pair of stop pins 162 effective to hold the free end of the spring in the path lof rotation of arm 138.

In the position of the parts shown in FIGURE 5, the

accelerator pedal (not shown) is in its normal retracted Y position -to hold air control valve- 135 partially closed across the air inlet passage as it is when the engine is not running. Assuming that the vehicle has been moving at cruising speed and that the operator removes his foot from the accelerator, the air valve 135 will then pivot counterclockwise from its vertical, or fully opened position, to the position shown in FIGURE 5. However, since the vehicle is then decelerating and is coasting `at a relatively fast speed, the reciprocation of the pistons within the engine will act to draw air downwardly through air filter 131, passage 132 and into the cylinders through intake manifold 133. This -air llow, `occurring while the air valve is partially closed, will produce a low pressure condition within the intake manifold which will be effective to ro-tate valve 135 eounterclockwise toward but short of its closed position. The closing of the throttle valve to this extent while the car is still cruising at relatively high speed results in a stil-l further reduction in pressure in the intake manifold and this is effective to maintain the valve in a position permitting a limited air iiow into the cylinders. There being very little air admitted to the cylinders, there is little air to compress and in consequence it is impossible for the cylinders to bu-ild up sufficient pressure to open the fuel inductor pump. Accordingly, there is an automatic discontinuance of fuel supply quite aside from the effect of the fuel valve 21.

However, as the vehicle speed slows and approaches idling speed of the engine, the pistons become less effective in maintaining the low pressure condition in the manifold with the result that :the strength of spring 143 is effective to rotate valve clockwise slightly toward open position thereby admitting air past the valve in suicient quantity to support idling fuel requirements. The air so admitted to the pistons enables the pistons to create a sufficient compressionvpressure to operate the induction pump and admit the small amount of fuel necessary lfor engine idling requirements.

If during this period, the operator wishes -to resume cruising speed, he merely steps on the accelerator pedal to pivot the accelerator linkage 106 to the left as viewed in FIGURES l yand 5 thereby simultaneously opening fuel valve 21 and simultaneously thrusting the air control linkage 130 to the left forcibly pivoting the throttle valve 135 clockwise to its open position. Initial movement of linkage 130, as described, rotates arm toward tab 139 carried by arm 13S. Initial movement of link 130` and arm 140 is ineffective to shift the air valve 135 owing to the loose connection of arm 140 relative to shaft 136. However, after a short arcuate movement of arm 141B', the latter contacts tab 139 secured to valve arm 13? thereby rotating the valve clockwise toward its open position. If the accelerator linkage is moved fur-ther to the open position than required `to open air valve 135 fully this movement is permitted to` take place without damage to the air valve owing to the lost motion connection between linkage 130' and tab 153.

It will be appreciated from the foregoing description of the combustion air control valve and its operative connection to the fuel valve andthe accelerator pedal, that the present invention provides a plurality fof modes of controlling and regulating the fuel supply as well as the supply of combustible mixture. For example, one means for regulating the fuel supply is by way of valving mechanism 21 with the result that the rate of fuel liow to the inductor pump is dependent -on the position of valve 21. A second fuel control means makes use of the combustion air regulating valve 135 and its operative relationship lto the inductor pump. Thus, the position of the air valve is automatically controlled following removal of the operators foot from the accelerator pedal with the result that .the lamount of air admitted to the cylinders is effective to control the compression pressure within the cylinders and thereby the operation of the inductor pumps. If the compression pressure is low, then the fuel inductor piston does not open at all or only for such lbrief period as to admit substantially no fuel to the cylinders. On the other hand, as the engine slows down and approaches id-ling speed, the amount 0f air admitted to the cylinders increases with the result that the compression pressure increases to a valve sufficient to support engine idling requirements. At intermediate power output, valve 135 is held in an almost vertical position by spring on rod 130, which slightly lowers the air pressure within the cylinders, thus slightly delaying the time of operation of the inductors. As rod 134i is moved all the way to the left, for full throttle operation, valve 135 is moved to a completely ver-tical position, allowing maximum air flow 'and a slightly earlier timing for lthe `inductors, so that the fuel has more time to burn. Additionally, the rate of fuel supply to regulating valve 21 `and to the supplyppipe for the inductor pump can be regulated by resort to known flow control devices responsive lto engine speed and power requirements and functioning in known manner to regulate the fuel flow rate to the inductor pump assembly.

The operation of the described inductor fuel pump and igniter assembly will be quite apparent from the foregoing detailed description of assembly 13 and of the auxiliaries associated therewith. rThe usual engine fuel pump, not shown, of any suitable construction functions to maintain a supply of fuel under relatively low pressure to the inlet side of the needle valve assembly 21. Needle valve proper 100 of that assembly is normally slightly open 'encarar allowing fuel to flow -to distributing conduits 1d into the' inlet passages 72 of inductor pumps 13 having matched operating characteristics. Normally, the parts of assembly 13 lare in position shown in FIGURE 2 and theV fuel pump is then effective to supply fuel through inlet passage 72 and past Iupper check valve 7d into the pumping cham- =ber 51. Of importance is the fact that the spring for lower check valve 55 is stronger than that for upper valve 70 with the result that 4the fuel pump pressure is effective to open lonly the upper valve to admit fuel in a quant-ity dependent upon the speed of the engine and t le degree of opening of adjustable needle valve 100. In other Words, to meet higher speeds and greater power demands, the operator merely depresses the accelerator .pedal to move linkage 116 to the left, as viewed in FIGURES l and. 5, thereby rotating Iarm 105 counterclockwise and permitting need-le valve 100 to open -to a greater extent.

By virtue of the operation described above, at the beginning lof the compression stroke the associated pump cylinder 50 will be charged with a quantity -of fuel varying over a considerable range. As compression pressure increases in the cylinder, it will act directly on the exposed lower end of piston 53 and move this piston upwardly in opposition to springen. During the first part of this movement no fuel will be supplied to the engine unless the pump is fully charged with fuel as it will be if the engine is operatng at maxmum power output under which conditions the pump cylinder will be substantially llied with fuel. However, under lesser engine power requirements, the cylinder will contain a smaller measured charge of fuel. It will therefore be understood that upward movement of the piston in response to compression pressure acts to increase the pressure within the pump cylinder causing lower'valve 55 to open. Fuel normally surrounding the exterior of pump cylinder 53 is forced upwardly along passages 77 into inlet passage 72. Fuel flowing downwardly past check valve 55 passes along passage 63, through transverse passage 64 into the grooves surrounding the piston and into

helical passages

66, 67. A thin film of fuel also iiows downwardly along the sidewalls of the piston and serves to cool the same as Well as to flush away' any foreign matter which may tend to separate `from the fuel.

The fuel issuing into the combusion chamber under the pressure existing at the terminal end of the compression stroke is ignited by a ring of high tension current jumping across the lower end of insulator sleeve 47 onto the lower end 4S of adapter 30. The piston remains in its upper position during the power stroke of `the engine following which spring 56 returns piston S3 against gasket d@ allowing a new charge of fuel to flow into pump cylinder Si) past upper check valve 7G.

On 4engine slow down from high speed operation, the operator removes his foot from the foot pedal allowing spring 107 to close the needle valve. Since the engine is then operating at considerable speed, the governor device holds cam lever 1l7 retracted out of the path of lever 105 with the result that spring it is effective to move lever 165 to position B wherein needle valve ld@ is fully closed. As the -engine speed slows and approaches idling speed, the governor operates to shift link 116 and cam lever 117 clockwise so that cam l2@ engages follower 121 and shifts lever 105 to the position indicated by center line A to hold the needle valve open suiiciently to supply idling fuel requirements.

Referring to FIGURE 7, there is shown a simplified embodiment of the inductor fuel pump assembly, designated generally 13. It is pointed out that the same or corresponding parts of the modified embodiment are designated by the same reference numerals as the first embodiment but these numerals are distinguished by a prime. The principal distinction between the two embodiments is the omission of the insulator sleeve 37 and adapter 3i) of the first described embodiment. The fuel introduced in'to the engine cylinder by the pump asseml@ bly can be ignited in any known manner including compression, hot element, spark plug or other means. Other- Wise, it will be understood that the construction is the same and that the pump functions in precisely the same manner and in combination with -the same fuel supply auxiliaries, including the linkage connection with the governor for the purpose of fuel shut-olf.. v

While the particular fuel inductor pump assembly herein shown and disclosed in detail is fully capable of attaining the objects and' providing the advantages hereinbefore stated, it is t-o be understood that it is merely illustrative of the presently preferred embodiments ofk the invention and that no limitations are intended to the details of construction .or design herein shown other 'than as defined in the appended claims.

I claim: v

l. A fuel inductor pump assembly-for use with an ini ternal combustion engine and comprising a tubular main body pump cylinder adapted to be connected to the interior of an engine cylinder, an elongated pump piston unit having limited reciprooable movement axially of said pump cylinder, a fuel passage extending substantially from end-to-end of saidpiston unit, one Vend of said piston unit cooperating withthe interior of said pump cylinder to provide a fuel charge measuring chamber, a pair of check valves movably supported in said charge measuring chamber a first one of which opens to admit fuel to said chamber during the exhaust cycle of the engine and the second of which check valves opens only during the compression cycle of the engine to admit a measured charge of fuel to the engine, spring means normally holding said piston unit in the extended position thereof in readiness to pump fuel and the outer end of said pistonunit nearest the engine piston being exposed to the compression pressure of the engine cylinder and `being responsive to compressionpressure -to force the captive fuel charge past said second valve and into the engine, the discharge ends of said fuel passage being formed along the exterior surface of said piston unit, and being characterized in that the side wall of said piston unit has a loose fit with the juxtaposed interior surfaces of said tubular main lbody whereby fuel liowing therepast in la, substantially cylindrical film, cools the discharge end of said piston unit and avoids overheating and carbonization ofthe fuel.

2. A fuel inductor pump assembly as defined in claim l characterized in that said fuel passage branches into a plurality of passages extending helically about the exterior of the lower end of said piston unit at its discharge end which branches are disposed to discharge fuel into the engine cylinder in generally opposite directions.

3. A fuel inductor pump assembly as defined in claim l characterized in that the discharge `en-d portion of said fuel passage opens into a shallow groove encircling said piston unit, said groove being in communication with a plurality of shallow grooves arranged spirally about the exterior surface of said piston unit at lthe discharge end ereof and so directed as to discharge into an engine ccrnbustion chamber in directions opposed to one ano er.

4. A fuel inductor pump assembly adapted -to be mounted in the cylinder head of `an internal combustion engine, said assembly having "an elongated tubular main body having a pump cylinder axially thereof, means carried by said assembly .for securing the same in a threaded opening extending through an' engine cylinder head, elongated .piston means movably supported axially within the discharge end of said inductor with its innervend` tion wherein said charge measuring chamber is extended to its maximum size, said piston having fuel discharge passage means opening from said hollow stem through the side Wall of the piston and therealong through the discharge end of said inductor, the discharge end of said piston being exposed to the compression pressure of tan engine cylinder in which the inductor is installed to retract the piston thereby opening said second check valve to force the measured fuel charge past the side wfall of the piston and into the engine cylinder, said main body being encircled by ya close fitting sleeve of high voltage electrical insulating material terminating at one end closely adjacent the discharge end Yof the main body of said inductor, and said main body serving as `one electrode of an electrical igniter for fuel discharging into the engine cylinder from said charge measuring chamber.

V5. A combined -fuel igniter and inductor pump assembly mountalble as a unit in an' engine cylinder head, said assembly 4comprising an electrically conductive outer tubular housing Athreaded at one end for mounting in a threaded lopening therefor in .an engine head and its lower end serving as one of a pair of fuel igniter electrodes, an insulator sleeve secu-red Within said housing and supporting axially therewithin a tubular fuel inductor unit forming the second one of said pair of igniter electrodes, said fuel inductor unit having a pump cylinder chamber, a pump piston having a fuel passage extending length- Wise thereof and having its inner end forming a close sliding tit with the pump cylinder and its outer end forming a loose sliding iit with the discharge end of said tubular fuel inductor unit and cooperating therewith to provide fuel flow passage means for discharging fuel into the engine, spring means normally urgingV said pump piston to its extended position, a pair of normally closed check valves located adjacent the opposite endsv of said pump cylinder operable to permit ow into the inlet end of 'the pump cylinder and the escape of fuel `from the discharge end thereof, and said piston being responsive to compression pressure in the engine cylinder to force said piston toward its retracted position to pump fuel from the pump chamber past said discharge check valve and into the cylinder for ignition by an electrical spark jumping between said pair of igniter electrodes Iand lacross the inner fend of said insulator sleeve.

6. The assembly dened in claim 5 characterized in the provision of tubular means of electrical non-conductive material secured to the outer end of said fuel inductor unit for supplying fuel to said .pump chamber from a source of fuel.

7. A fuel inductor pump `assembly `as dened in claim l characterized in that said main body pump cylinder isV provided with threaded means for connecting a fuel supply conduit to the inlet end of said pump chamber, said supply conduit having la non-circular exterior surface located in close proximity to the juxtaposed noncircular portion of said tubular housing, a lock fitting encircling said -fuel supply conduit having portions thereof shaped complementally to and intertting with the non-circular portions of said conduit and of said tubular housing :and including means for holding said lock fitting inV seated engagement with said non-circular portions thereby to lock said fuel supply conduit against disassemibly from said pump assembly.

8. A fuel inductor pump assembly mountable as a unit in an opening therefor in the heiad of an engine cylinder, said assembly including a tubular housing provided With an interior shoulder adjacent its discharge end, a pump piston' movably seated in said housing and including lan external shoulder cooperating with said housing shoulder to limit extension movement of said pump piston, means mounted Within the opposite end of said housing and cooperating with a hollow stem portion of said piston to form a fuel charge measuring chamber,

spring means enclosed by said housing and urging said pump piston to its extended position, a pair of valves within said charge measuring chamber effective to permit fuel flow only into the inlet end and out of the outlet end thereof, said piston'having -fuel flow passage means opening from said charge measuring chamber and discharging through the outer end thereof, the pressure of an engine compression cycle being effective on the outer end of said piston to move the piston toward the retracted position thereof in opposition to said spring means to force the fuel charge from the charge measuring chamber along the fuel flow passage means and into the engine cylinder, said tubular housing including a chamber surrounding said charge measuring chamber sealed Vfrom communication with the atmosphere, an-d passage means formed entirely within said tubular housing having its lower end in communication with said chamber surrounding the fuel measuring chamber and its upper end in communication with the fuel supply for said pump assembly on the upstream side thereof to minimize the back pressure on said piston during its operation to induct fuel into the engine cylinder in opposition to the compression pressure prevailing therein.

9. A fuel inductor assembly as defined in claim 8 characterized in the provision of means including manually adjustable means for supplying lfuel to said inductor assembly, and means responsive to engine speed for discontinuing the supply of fuel to said inductor assembly during periods of engine Ideceleration and when said manually adjustable means is not adjusted to operate the engine at speeds in excess of idling speed.

10. A fuel inductor :assembly as defined in claim 9 characterized in that said means responsive to engine speed comprises governor means and including linkage means connecting the same with said manually adjustable means for discontinuing fuel liow to said fuel inductor assembly when there is no demand for power from the engine.

1l. A fuel inductor pum-p assembly as defined in claim 8 characterized in the provision of coupling means on the outer end of said tubular housing for holding said pumping means assembled to said housing, said coupling means including a male member having a threaded connection with mating threads spaced inwardly from the outer end of said housing, said male member having a non-circular shank portion outwardly of said threads, a locking collar having a non-circular opening interlit-tin-g with said non-circular shank and a surrounding noncircular wall interlitting with a cooperating similarly shaped non-circular side Wall surface of said housing thereby to prevent relative rotary movement of the mating threads of said coupling, and means for securing said locking collar against movement axially of said coupling and out of position to lock said coupling positively assembled.

l2. In a fuel system :for an internal combustion engine of the type having `a valve controlled combustion air supply means opening into the engine intake manifold, a fuel supply means provided with a regulatable fuel oW control means, operating linkage means connecting said air vlalve means "and fuel control means to the engine accelerator, a fuel inductor assembly for each cylinder of the engine and of the type having a fuel inducting plunger in communication with the engine cylinder and responsive to the compression pressure of the cylinder to force `a char-ge of fuel int-o the cylinder, said fuel system beingV characterized in that said air flow control ualve means includes means for resiliently holding the same partly opzen when the accelerator is released, said air control valve means then being responsive to sublatmospheric pressure conditions in the intake manifold characteristic :of engine decelration to close said air valvev further thereby admitting insufficient air to the engine cylinders to produce enough compression pressure to `actuate the inductor pump assembly thereby to minimize 13 and cut oif the flow of fuel to the engine irrespective of the position of said fuel regulating valve means.

13. That improved method of controlling yand supplying fuel :and air to an' internal combustion engine of the type 'utilizing a `compression pressure operated fuel inductor means, said method comprising reducing the rate of fuel flow to the inductor means to decelerate engine speed land simultaneously closing a resiliently biased valve in the air supply to the engine intake manifold sufficiently for the engine to reduce the intake manifold pressure substantially thereby causing said resiliently biased valve to throttle Iuntil the compression pressure in the engine cylinders is so low as to be ineffective to aotuate said fuel inductor means with the result that fuel and lair flow to the engine during periods of deceleration is kgreatly reduced |or cut off in response to engine conditions characteristic of deceleration operation, and permitting said resiliently biased valve to open partially as engine speed approaches idling speed and admit sufficient lair to satisfy engine idling requirements.

14. That improved method of supplying fuel to an internal combustion engine by utilization of the compression pressure of combustion air present in the individual `cylinders during the compression stroke which method involves lutilizing the compression pressure of the combustion air to actuate pressure responsive =fuel inductor means, land controlling the supply of fuel introduced to the cylinder by regulating the amount of air admitted to that engine cylinder during the compression stroke and rendering the operation of the fuel inductor means openative or inoperative depending on whether sufficient lair is admitted to the cylinder prior to the compression stroke to raise the pressure of the air -sufhciently to tactuate the fuel inductor means.

15. vIn combination With :an internal combustion engine, fuel supply means for ysaid engine including means responsive to the compression pressure of the engine cylinder to induct a `charge of fuel in opposition to the said compression pressure, means for supplying combustion air to the cylinder under the control of an operator,

said fair control means including air oW' valve means responsive to lowering of pressure downstream from said valve substantially to close said air valve during periods of engine deceleration vvfhereby the substantial cutoff of air flow to the cylinder during deceleration causes a very substantial lowering of the compression pressure to a value insucient to Iactivate said fuel inductor means with the result that substantially no fuel flows to the engine )during periods of engi-ne deceleration.

16. The combination defined in claim 15 characterized in that said air flow control means includes means responsive to naising of the combustion' air pressure downstream yfrom said air control valve as the engine slows down to effectuate opening of the mr valve tot admit enough `combustion air to rraise vthe cylinder compression pressure and to ractuate the fuel inducto-r means to supply engine idling requirements.

17. A fuel inductor pump l'assembly Ias Ideiined in claim 15 characterized in that said lair control means and said fuel `supply means cooperate to vary the time of fuel injection into the cylinders with respect to the end of the compression cycle in a given engine cylinder, the ltime of fuel injection being relatively close to the end of the compression cycle when the )air flow is restricted and relatively far from the end of the compression cycle when the 'air flow is relatively unrestricted.

References Cited in the le of this patent UNTED STATES PATENTS 1,314,561 Wright Sept. 2, 1919 2,331,912 Holthouse Oct. 19, 1943 2,708,919 Wellington et lal May 24, 1955 2,759,771 Grigar Aug. 21, 1956 2,982,277 May et tal. May 2, 1961 2,986,134 Bernard May 30, 1961 FOREIGN PATENTS 537,414 France Mar. 3, 1922 825,318 France Dec. 8, 1937

Claims

1. A FUEL INDUCTOR PUMP ASSEMBLY FOR USE WITH AN INTERNAL COMBUSTION ENGINE AND COMPRISING A TUBULAR MAIN BODY PUMP CYLINDER ADAPTED TO BE CONNECTED TO THE INTERIOR OF AN ENGINE CYLINDER, AN ELONGATED PUMP PISTON UNIT HAVING LIMITED RECIPROCABLE MOVEMENT AXIALLY OF SAID PUMP CYLINDER, A FUEL PASSAGE EXTENDING SUBSTANTIALLY FROM END-TO-END OF SAID PISTON UNIT, ONE END OF SAID PISTON UNIT COOPERATING WITH THE INTERIOR OF SAIP PUMP CYLINDER TO PROVIDE A FUEL CHARGE MEASURING CHAMBER, A PAIR OF CHECK VALVES MOVABLY SUPPORTED IN SAID CHARGE MEASURING CHAMBER A FIRST ONE OF WHICH OPENS TO ADMIT FUEL TO SAID CHAMBER DURING THE EXHAUST CYCLE OF THE ENGINE AND THE SECOND OF WHICH CHECK VALVES OPENS ONLY DURING THE COMPRESSION CYCLE OF THE ENGINE TO ADMIT A MEASURED CHARGE OF FUEL TO THE ENGINE, SPRING MEANS NORMALLY HOLDING SAID PISTON UNIT IN THE EXTENDED POSITION