US3847126A - Injection timing modulator - Google Patents

Injection timing modulator Download PDF

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Publication number
US3847126A
US3847126A US00402608A US40260873A US3847126A US 3847126 A US3847126 A US 3847126A US 00402608 A US00402608 A US 00402608A US 40260873 A US40260873 A US 40260873A US 3847126 A US3847126 A US 3847126A
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United States
Prior art keywords
timing
link
fuel injection
lever
control
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US00402608A
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English (en)
Inventor
A Dreisin
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Deutz Allis Corp
Original Assignee
Allis Chalmers Corp
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Publication date
Application filed by Allis Chalmers Corp filed Critical Allis Chalmers Corp
Priority to US00402608A priority Critical patent/US3847126A/en
Priority to CA199,930A priority patent/CA1003288A/en
Priority to GB4235674A priority patent/GB1462210A/en
Priority to DE19742446903 priority patent/DE2446903A1/de
Priority to JP49113275A priority patent/JPS5061519A/ja
Application granted granted Critical
Publication of US3847126A publication Critical patent/US3847126A/en
Assigned to WOODS KATHLEEN D., AS TRUSTEE, CONNECTICUT NATIONAL BANK THE, A NATIONAL BANKING ASSOCIATION AS TRUSTEE reassignment WOODS KATHLEEN D., AS TRUSTEE SECURITY INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: ALLIS-CHALMERS CORPORATION A DE CORP.
Assigned to DEUTZ-ALLIS CORPORATION A CORP OF DE reassignment DEUTZ-ALLIS CORPORATION A CORP OF DE ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: ALLIS-CHALMER CORPORATION A DE CORP
Assigned to WHIRLPOOL FINANCIAL CORPORATION, A DE CORP. reassignment WHIRLPOOL FINANCIAL CORPORATION, A DE CORP. SECURITY INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: DEUTZ-ALLIS CORPORATION
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/08—Transmission of control impulse to pump control, e.g. with power drive or power assistance
    • F02D1/10—Transmission of control impulse to pump control, e.g. with power drive or power assistance mechanical
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/24—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke
    • F02M59/243—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke caused by movement of cylinders relative to their pistons

Definitions

  • injection timing may be advantageous to change the injection timing as a function of other engine performance parameters in addition to engine speed.
  • the centrally pivoted lever also has a timing arm and a quantity control arm with suitable linkages connected between the is integral with the eccentric pin 37 is supported for Accordingly, the centrally pivoted lever modulates fuel injection in response to engine speed and a manual .throttle control for providing the proper torque requirements in accordance with the load appliedto the engine.
  • timing linkage includes avariable fulcrum lever pivotally mounted on an eccentric pin which is integral and eccentric with the shaft which supports the pin.
  • the shaft has provisions for rotating the pin to vary the fulcrum point of the lever.
  • the timing arm drives through a drive link to the variable fulcrum lever.
  • variable fulcrum lever on the drive link operates through an engaging pin on the variable fulcrum lever and-the opposite end of the variable fulcrum lever is connected with the timing link.
  • the variable fulcrum lever is pivoted near the middle of its length on the eccentric pin which is mounted in the housing and is connected to an outside lever to vary the fulcrum point of the lever. This provides a variable modulation of the timing of fuel injection.
  • FIG. 1 illustrates a plan view with a portion of the pump housing broken away to illustrate the dephasing linkage.
  • FIG. 2 is a side elevation view ofthe pump with a portion of the housing broken away to illustrate the d e.- phasing linkage.
  • FIG. 3 is a cross section view taken on line IIIIII of FIG. 2.
  • FIG. 4 is a cross section view taken on line IV-IV of FIG. 2.
  • FIG. 5 is a view of the barrel and plunger together Referring to the drawings the preferred embodimentv is illustrated in FIGS. 1, 2 and 3 which show a dephasing linkage on'a multiple plunger fuel injection pump.
  • FIG. 1 shows a fragmentary section broken away from the plan view.
  • a timing modulator shaft 3 which pivotal movement in the cover 2.
  • Shaft 3 carries the lever 4 for rotating the shaft 3 and controlling the position of the pivot point for the variable fulcrum lever 5.
  • the pump housing 1 supports a plurality of fuel pumping assemblies discharging fuel through the fittings 6 in the upper portion of the pump housing.
  • a cover plate 7 is fastened by a plurality of bolts 8 which covers the calibration mechanisms shown in FIG. 4.
  • the multiple plunger fuel injection pump is driven by an engine 9 which drives the cam shaft l0 to operate a plurality of cams which selectively operate plungers to pressurize fluid in the pumping chambers for injection into the engine.
  • the engine also drives a governor 11 which is a conventional flyball type of mechanical governor which shifts sleeve 12 responsive to the speed of the engine.
  • the sleeve 12 forms an annular groove 13 which receives the pin 14 on the drive lever 15.
  • the governor as shown in FIG. 7 is used in drive mechanisms for FIGS. 1 and 2 as well.
  • the drive lever 15 When the governor is in operation the sleeve 12 reciprocates on the shaft 115 to pivot the drive lever 15 about the'bolt 16.
  • the drive lever 15 has a quantity control arm 17 and a timing control arm-18.
  • Quantity control arm 17 carries the pin 118 which is received in a slot 19 of the torque link 20.
  • the torque link 20 is pivotally connected to control rod 43 by the pin 24.
  • a throttle link 21 is also pivotally connected to the pin 24.
  • the torque link 20 and the throttle link 21 are biased to a parallel position by the spring 22.
  • the throttle the drive link 27 includes a torque screw 31 which can' be adjusted by means ofa threaded portion 32 received in a threaded opening of end portion of the link 28.
  • the pivot point 33 of head 31 of the torque screw 31 forms a pivot point for the torque link 20 when the linkage is in operation.
  • the screw 35 is adjustably screwed into the pump housing and forms a variable pivot point 36 upon which the drive link 27 rests when it is in operation.
  • variable fulcrum lever 5 is pivotably supportedona pin 37' which is integral with shaft 3 which rests in the governor cover 2.
  • the shaft 3 is connected to the lever 4 to vary the fulcrum point of the lever 5.
  • timing link 38 is pivotally connected by the pin 39 to the variable fulcrum lever 5.
  • the upper end of the timing link 38 carries a pin 138 which has a spherical head 40 received in a timing link 38.
  • the pin 138 has a threaded portion 42 that threadedly engages the control rod 43.
  • variable fulcrum lever 5 is pivotally supported on the governor cover above the throttle shaft requiring a short length of the timing link 38 which causes a retarded injection start at wide open throttle with reference to no load due to the are of shorter radius which the timing link swings through as compared to the modification with a longertiminglink .to be subsequently described.
  • the cam shaft 10 carries a plurality of cams. as shown in FIGS. 3 and 4.
  • the cam 44 drives the follower 45.
  • the follower 45 includes the roller 46 which is shown operating on the base circle of the cam 44 in FIG. 4.
  • the cam follower drives the plunger 47.
  • the plunger 47 reciprocates within the control sleeve 48 and reciprocates within the barrel 49.
  • the upper end of the pumping chamber discharges fuel through the fuel delivery valve 51 in the fitting 6.
  • the control sleeve 48 is carried by the retainer sleeve "53.
  • the retainer sleeve 53 is connected to the pin 54 having a head 55 which is received within the cylindrical opening, 56 of the control rod 43. Movement of the control sleeve '48 'is' controlled by the control rod 43 and the control linkages in response to the speed of governor 11.
  • the start of injection occurs when the lower edge of the metering helix 57 on the plunger 47 registers with the lower edge of the control sleeve 48.
  • Retardation of fuel injection or timing of fuel injection is accomplished by raising the sleeve 48 relative to the plunger 47.
  • the timing advance and retardation is a function of engine speed and can be varied by'engine load as will be seen subsequently in the description.
  • the engine speed controls the governor reaction and through the control linkage controls the control rod which moves the control sleeve axially relative to the plunger.
  • the quantity control of fuel is responsive to the speed l of the engine and also to the throttle control and engine load. These functions are fed into the control linkage which are then transferred to the control rod to reciprocate the control rod in a manner to rotate the control sleeve clockwise or counterclockwise relative to the plunger. Termination of fuel injection is effective when the helical slot '57 registers with the spill port 58 in the control sleeve. Duration of fuel injection is controlled by rotating the control sleeve 48 so that the helical slot 57 comes in registry with the spill port 58 early or later depending on the speed of the engine and the setting of the throttle control and the modulating control. I
  • the calibration mechanism for the fuel injection pump includes a calibration unit 59 as shown in FIG. 4. Rotation of the calibration screw 60 rotates the eccentric pin 61 in the fork 62 to' rotate the plunger 47 for advance and retard of fuel injection.
  • the governor 11 is driven by engine 9 and the governor sleeve 12 is reciprocated on the shaft 115. It is noted, however, that-the variable ful- 1 crum point lever 70 is pivotally mounted on the eccentric pin 71 of shaft 72. The timing link 73 swings through an arc of larger radius than the previously described version.
  • the va riable fulcrum lever is connected through a pin 74 to the clevis 75 on the drive link 76.
  • The-drive link 76 is biased against the screw 35 by means of the spring 77 carried onthe drive arm. 18.
  • the torque link 20 and throttle link 21 are similar to that described previously. r i
  • the governor 11 will also be driven at a rate of speed in proportion to that of the engine.
  • the rate of speed of the governor controls the movement of the governor sleeve 12 whichreciprocates the sleeve 12 on the shaft 115.
  • Pin 14 carried in the recess 13 pivots the drive lever 15 on its piv-' otal axis. This in turn moves the quantity control arm l7 and the timing control arm 18.
  • the quantity control nected to the pin 24 which causes the control rod 43 to reciprocate on its axis depending in part on the speed of the engine.
  • the throttle lever 126 is a manually controlled lever which rotates the throttle arm 23 which is connected to the throttle link 21 which also in part controls the magnitude of reciprocation of the control rod 43.
  • the spring 22 biases the torque link and the throttle link 21 toward a parallel position which in turn tends to operate the two levers for joint control of the operation of the control rod.
  • timing modulator shaft 3 When the timing modulator shaft 3 is rotated by lever 26 the eccentric pin 37 is raised, this in turn raises timing link 38.
  • the timing link 38 transmits an upward rotational movement to the control rod which in turn lowers the control sleeve advancing the injection tim-- ing.
  • the modulating of fuel injection timing by rotating the shaft 3 on its axis to move pin 37 permits either advance or retard of the timing of the fuel injection.
  • FIGS. 7 and 8 will also provide timing control.
  • the eccentric pin 71 forming the fulcrum point of the lever 70 moves up and down to advance or retard the fuel injection.
  • the link 73 is considerably longer than the magnitude of'movement of the control rod from no fuel" to"wide open” fuel. In this arrangement when the control rod is moved the upper end-of the link 73 is moved through a flat are, so that its influence on the injection timing is negligible.
  • the length of the link 38 is of the same order of magnitude as the control rod movement between no fuel" and wide open” setting. Now, however, with the shorter link 38, depending on the rclative position of the pin 39 and the upper end of the link 38, the control rod movement will cause the upper end of the link 38 to define an arc of greater curvature. The vertical distance between the lower and upper pivotal connections of the link 38 will determine what kind of timing variation will be introduced by movement of the control rod from no fuel to full load.
  • a multiple plunger fuel injection pump for an internal combustion engine comprising, a pump housing means defining a plurality of bores, 21 plunger received in each of said bores and defining a fuel injection pumping chamber, means defining a fuel supply chamber, each of said plungers defining passage means seadapted for connection to an engine including a control member moving in response to engine speed, a drive lever defining a drive arm, a timing arm and a quantity control arm, means connecting said drive arm to said control member of said speed responsive device, a control rod connected to each'of said control sleeves providing rotational and reciprocating movement of said control sleeves, a quantity controlflinkage connected between said quantity control arm and said control rod reciprocating said control rod and rotating said control sleeves, a throttle control pivotally connected to said quantity control linkage to modify movement of said control rod in response to movement of said throttle control, a timing linkage connected between said timing arm and said control rod rotating said control rod and reciprocating said control sleeves, a variable fulcrum timing modulation lever in said timing linkage for modifying fuel injection timing
  • timing modulation lever in said timing linkage includes a variable fulcrum lever to manually adjust the timing of the control sleeves.
  • timing linkage includes, a drive link, a t-iming link, a variable fulcrum lever pivotally connected between said drive link and said timing link including means for varying the fulcrum point of said lever.
  • a multiple plunger fuel injection pump for an internal combustion engine [as set forth in claim 1 wherein said timing linkage includes a drive link'defining a variable fulcrum, a quantity control modulator means connected to said timing arm defining a shiftable fulcrum point for said quantity control linkage to vary the fuel delivery rate of said fuel injection pump with changing engine speeds, a timing link, a variable fulcrurn lever pivotally connected between said drive link and said timing link, an eccentric pivotal means pivotally supporting said variable fulcrum lever with means to vary the pivot point of said variable fulcrum lever to adjust the timing of said linkage.
  • timing linkage includes a drive link, a.timing link, a variable fulcrum lever pivotally connected to said drive link and pivotally connected to said timing link, an adjustable shaft including an eccentric pin for pivotally supporting said variable fulcrum lever having means for rotating said shaft to vary the fulcrum of said variable fulcrum lever.
  • a multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 wherein said drive lever defines a T-shaped lever, means pivotally supporting saidT-shaped lever at the junction of the three arms.
  • a multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 wherein said quantity control linkage includes a torque link, said timing linkage includes a drive link defining an adjustable fulcrum for said torque link, a clevis mounted on said drive link, a variable fulcrum lever pivotally connectedto said clevis, a timing link pivotallyv connected to the opposite end of said variable fulcrum lever, means defining a variable fulcrum for pivotally supporting said variable fulcrumv lever to adjustably advance and retard timing of said fuel injection pump.
  • a multiple plunger fuel injection pump for an inthrottle linkage positions said timing linkage includes a drive link connected to said drive arm, a timing link substantially the length of the magnitude of movement of said control rod and connected to said control rod, a variable fulcrum lever connected between said drive link and said timing link, means pivotally supporting said variable fulcrum lever in a position whereby said drive link causes said timing link to swing through an arcuate path retarding fuel injection at wide open throttle.
  • a multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 wherein said control rod defines a predetermined magnitude of movement between wide open and no load throttle linkage positions, said timing linkage includes a drive link, a timing link substantially longer than the predetermined movement of said control rod and connected to said control rod, a variable fulcrum lever pivotally connected to said drive link and pivotally connected to said timing link, means pivotally supporting said variable fulcrum lever in a position causing said timing link to swing through a flat arc to cause only slight retardation of fuel injection from no load to wide open position of said throttle linkage.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
  • Fuel-Injection Apparatus (AREA)
US00402608A 1973-10-01 1973-10-01 Injection timing modulator Expired - Lifetime US3847126A (en)

Priority Applications (5)

Application Number Priority Date Filing Date Title
US00402608A US3847126A (en) 1973-10-01 1973-10-01 Injection timing modulator
CA199,930A CA1003288A (en) 1973-10-01 1974-05-13 Fuel injection timing modulator for internal combustion engines
GB4235674A GB1462210A (en) 1973-10-01 1974-09-30 Multiple plunger mel injection pump
JP49113275A JPS5061519A (enrdf_load_html_response) 1973-10-01 1974-10-01
DE19742446903 DE2446903A1 (de) 1973-10-01 1974-10-01 Treibstoffeinspritzpumpe

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Application Number Priority Date Filing Date Title
US00402608A US3847126A (en) 1973-10-01 1973-10-01 Injection timing modulator

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US3847126A true US3847126A (en) 1974-11-12

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Application Number Title Priority Date Filing Date
US00402608A Expired - Lifetime US3847126A (en) 1973-10-01 1973-10-01 Injection timing modulator

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US (1) US3847126A (enrdf_load_html_response)
JP (1) JPS5061519A (enrdf_load_html_response)
CA (1) CA1003288A (enrdf_load_html_response)
DE (1) DE2446903A1 (enrdf_load_html_response)
GB (1) GB1462210A (enrdf_load_html_response)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3973541A (en) * 1973-05-30 1976-08-10 Kabushiki Kaisha Komatsu Seisakusho Governor for use in fuel injection pump
US3991732A (en) * 1975-11-28 1976-11-16 Allis-Chalmers Corporation Fuel injection timing control
US4531492A (en) * 1984-03-27 1985-07-30 Caterpillar Tractor Co. Fuel injection timing and governor control apparatus
WO1985005152A1 (en) 1984-05-08 1985-11-21 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Fuel injection pump and method of adjusting the same pump
EP0336926A1 (de) * 1988-04-08 1989-10-11 VOEST-ALPINE AUTOMOTIVE Gesellschaft m.b.H. Pumpedüse für Dieselmotoren

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4001789C1 (enrdf_load_html_response) * 1990-01-23 1991-03-14 Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De
EP1298315B1 (en) * 2000-05-26 2008-02-27 Yanmar Co., Ltd. Fuel injection pump

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3311101A (en) * 1964-11-10 1967-03-28 Bosch Arma Corp Excess fuel starting device for fuel injection engines
US3358664A (en) * 1965-06-21 1967-12-19 Holley Carburetor Co Engine control device
US3421486A (en) * 1967-04-10 1969-01-14 Allis Chalmers Mfg Co Fuel injection control
US3667437A (en) * 1970-08-19 1972-06-06 Allis Chalmers Mfg Co Multiple plunger fuel injection pump
US3673996A (en) * 1970-10-02 1972-07-04 Allis Chalmers Mfg Co Fuel injection pump timing and metering arrangement
US3714935A (en) * 1971-09-15 1973-02-06 Allis Chalmers Multiple plunger fuel injection pump
US3714936A (en) * 1971-09-16 1973-02-06 Allis Chalmers Multiple plunger fuel control linkage

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3311101A (en) * 1964-11-10 1967-03-28 Bosch Arma Corp Excess fuel starting device for fuel injection engines
US3358664A (en) * 1965-06-21 1967-12-19 Holley Carburetor Co Engine control device
US3421486A (en) * 1967-04-10 1969-01-14 Allis Chalmers Mfg Co Fuel injection control
US3667437A (en) * 1970-08-19 1972-06-06 Allis Chalmers Mfg Co Multiple plunger fuel injection pump
US3673996A (en) * 1970-10-02 1972-07-04 Allis Chalmers Mfg Co Fuel injection pump timing and metering arrangement
US3714935A (en) * 1971-09-15 1973-02-06 Allis Chalmers Multiple plunger fuel injection pump
US3714936A (en) * 1971-09-16 1973-02-06 Allis Chalmers Multiple plunger fuel control linkage

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3973541A (en) * 1973-05-30 1976-08-10 Kabushiki Kaisha Komatsu Seisakusho Governor for use in fuel injection pump
US3991732A (en) * 1975-11-28 1976-11-16 Allis-Chalmers Corporation Fuel injection timing control
US4531492A (en) * 1984-03-27 1985-07-30 Caterpillar Tractor Co. Fuel injection timing and governor control apparatus
WO1985004445A1 (en) * 1984-03-27 1985-10-10 Caterpillar Tractor Co. Fuel injection timing and governor control apparatus
WO1985005152A1 (en) 1984-05-08 1985-11-21 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Fuel injection pump and method of adjusting the same pump
EP0181402A4 (en) * 1984-05-08 1986-09-22 Mitsubishi Motors Corp Fuel injection pump.
EP0336926A1 (de) * 1988-04-08 1989-10-11 VOEST-ALPINE AUTOMOTIVE Gesellschaft m.b.H. Pumpedüse für Dieselmotoren

Also Published As

Publication number Publication date
GB1462210A (en) 1977-01-19
DE2446903A1 (de) 1975-04-17
CA1003288A (en) 1977-01-11
JPS5061519A (enrdf_load_html_response) 1975-05-27

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Legal Events

Date Code Title Description
AS Assignment

Owner name: CONNECTICUT NATIONAL BANK THE, A NATIONAL BANKING

Free format text: SECURITY INTEREST;ASSIGNOR:ALLIS-CHALMERS CORPORATION A DE CORP.;REEL/FRAME:004149/0001

Effective date: 19830329

Owner name: WOODS KATHLEEN D., AS TRUSTEE

Free format text: SECURITY INTEREST;ASSIGNOR:ALLIS-CHALMERS CORPORATION A DE CORP.;REEL/FRAME:004149/0001

Effective date: 19830329

AS Assignment

Owner name: DEUTZ-ALLIS CORPORATION BOX 933, MILWAUKEE, WI 53

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNOR:ALLIS-CHALMER CORPORATION A DE CORP;REEL/FRAME:004434/0722

Effective date: 19850627

AS Assignment

Owner name: WHIRLPOOL FINANCIAL CORPORATION, A DE CORP., MICHI

Free format text: SECURITY INTEREST;ASSIGNOR:DEUTZ-ALLIS CORPORATION;REEL/FRAME:005356/0744

Effective date: 19900621