US3870025A - Method and apparatus for improving the fuel injection characteristics of internal combustion engines - Google Patents

Method and apparatus for improving the fuel injection characteristics of internal combustion engines Download PDF

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US3870025A
US3870025A US269231A US26923172A US3870025A US 3870025 A US3870025 A US 3870025A US 269231 A US269231 A US 269231A US 26923172 A US26923172 A US 26923172A US 3870025 A US3870025 A US 3870025A
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Prior art keywords
fuel
engine
burning
loci
during
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US269231A
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Harold Elden Anderson
Perry Lester Kruckenberg
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Mcculloch Corp
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Mcculloch Corp
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Priority to US269231A priority Critical patent/US3870025A/en
Priority to GB1962773A priority patent/GB1421367A/en
Priority to CA169,625A priority patent/CA975234A/en
Priority to AU55399/73A priority patent/AU466789B2/en
Priority to DE2324476A priority patent/DE2324476A1/de
Priority to JP6884073A priority patent/JPS5738782B2/ja
Priority to BE133079A priority patent/BE801860A/xx
Priority to FR7324813A priority patent/FR2191608A5/fr
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Publication of US3870025A publication Critical patent/US3870025A/en
Assigned to MCCULLOCH CORPORATION A MD CORP. reassignment MCCULLOCH CORPORATION A MD CORP. ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: BLACK & DECKER INC., A DE CORP.
Assigned to CITICORP INDUSTRIAL CREDIT, INC. reassignment CITICORP INDUSTRIAL CREDIT, INC. MORTGAGE (SEE DOCUMENT FOR DETAILS). Assignors: MC CULLOCH CORPORATION, MC CULLOCH OVERSEAS N.V.
Assigned to MCCULLOCH CORPORATION, A CORP. OF MD. reassignment MCCULLOCH CORPORATION, A CORP. OF MD. RELEASED BY SECURED PARTY (SEE DOCUMENT FOR DETAILS). RELEASE OF SECURITY INTEREST RECORDED AT REEL 4158 FRAME 190-305 AND AMENDE ON REEL 5140 FRAME 157-208 Assignors: CITICORP NORTH AMERICA, INC., FORMERLY KNOWN AS CITICORP INDUSTRIAL CREDIT, INC.
Assigned to FIRST UNION NATIONAL BANK OF NORTH CAROLINA ONE FIRST UNION CENTER reassignment FIRST UNION NATIONAL BANK OF NORTH CAROLINA ONE FIRST UNION CENTER SECURITY INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: MCCULLOCH CORPORATION
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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
    • F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/08—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined
    • F02M41/14—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined rotary distributor supporting pump pistons
    • F02M41/1405—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor the distributor and pumping elements being combined rotary distributor supporting pump pistons pistons being disposed radially with respect to rotation axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/02—Engines characterised by precombustion chambers the chamber being periodically isolated from its cylinder
    • F02B19/04—Engines characterised by precombustion chambers the chamber being periodically isolated from its cylinder the isolation being effected by a protuberance on piston or cylinder head
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • This present invention involves, in a combination sense and in relation to certain embodiments, the utili zation of a modified injection spray concept which is the subject matter of a United States patent application filed of even data herewith, entitled Modified Injection Spray Characteristics for Spaced Burning Loci Engines, identifying Harold Elden Anderson and Perry Lester Kruckenberg as coinventors, and assigned to the assignee of this present application.
  • the concept featured in this Kruckenberg et a] patent and application pertains to the generation of a series of spaced burning loci in the interior or working chamber of an internal combustion engine. Peripherally confined agitation zones are individually associated with these loci.
  • fuel is injected in the form of relatively solid streams, with individual streams being directed into individual agitation zones and burning loci associated therewith. The bulk of the fuel is injected during the working or downstroke.
  • the benefits produced by this spaced burning loci principle are substantial and entail a reduction in peak combustion chamber pressure, a reduction in the rate of pressure rise in the chamber, a reduction in engine noise level, a reduction in engine exhaust and combustion temperatures, a reduction in the generation of noxious oxides of nitrogen, a reduction in carbonization tendencies, an improvement in specific fuel consumption, an improvement in starting characteristics, and an overall ability to reduce the size of an engine in relation to a desired horsepower output.
  • this aspect entails the increasing of the rate of injection of fuel into agitation zones as the mass flow rate of heated, combustion supporting gas flowing into the agitation zones increase.
  • the pumping increment of a fuel pump, during each working stroke of an engine is less than the duration of the injection increment at the injection nozzle.
  • the time duration of the injection increment at the injection nozzle itself is more or less a function of the volume of fuel pumped during each pumping increment or cycle of the fuel pump. 7
  • the present invention substantially alleviates this mismatch condition.
  • the present invention contemplates a method wherein a fuel pump piston means is caused to displace an incre ment of fuel. This displaced increment of fuel is transmitted through passage means which lead from the fuel pump piston means to fuel injection nozzle means.
  • the fuel injection nozzle means is itself operable to pass fuel into the interior of the engine. However, the fuel is discharged from the nozzle means into the engine interior at a rate which is different from and slower than the rate of displacement of the fuel increment from the fuel pump means into the passage means.
  • a relatively larger volume fuel increment is displaced during each engine stroke from the fuel pump means into the passage means.
  • fuel is also diverted from the passage means between the piston means and the injection nozzle means.
  • a relatively smaller volume fuel increment is displaced during each working stroke of the engine and the aforementioned fuel diversion, at least to its former extent, is prevented.
  • the fuel in the context of this method, and where a plurality of working chambers are included in the engine and a single, multiple output, fuel pump is employed, it is desirable for the fuel to be diverted, as above noted, from a location in the passage means which is in common communication with fuel flow paths leading to all of the injection nozzles associated with the various working chambers.
  • the present invention contemplates various combinations of apparatus means which uniquely interact to perform the aforesaid methods.
  • fuel is injected as individualized, generally cohesive or solid streams directed straight into the various individual agitation zones and burning loci.
  • precompression chamber means a chamber, auxiliary to the working chamber, which receives compressed gas on the piston compression stroke and from which compressed gas is passed to the working chamber during the piston working stroke).
  • This increase in atomization at low speed and/or load conditions is achieved through this invention by producing a generally radial pattern of fuel flow leading to the injection nozzle orifice means.
  • This radial inflow pattern produced a generally diverging, or billowing, and thus relatively atomized spray of fuel exiting from the orifice means and passing into the precompression chamber which communicates with the aforesaid agitation zones.
  • the radial flow pattern is supplanted by a more or less axial flow of fuel leading to the orifice means and, as a result of this relatively axial flow pattern, generally solid or discrete fuel streams are ejected from the nozzle orifice means.
  • the invention contemplates various combinations of apparatus means which are able to perform these method steps and attain the improvements in engine operating characteristics above noted.
  • FIG. 1 provides a schematic view of the overall improved injection system of the invention, displayed in the context of a spaced burning loci type engine;
  • FIG. 2 provides a schematic, partially sectioned illustration of a single working chamber engine of the burning loci type and illustrates one form of a burning loci engine;
  • FIG. 3 provides an enlarged, partially sectioned, fragmentary and perspective view of a precompression and control zone of the FIG. 2 engine, illustrating the injection of solid fuel streams into peripherally confined agitation zones;
  • FIG. 4 provides a top plan view of the piston of the FIG. 2 engine, schematically illustrating the manner in which burning loci are generated and maintained, particularly and principally during the working stroke of the piston;
  • FIG. 5 provides a transversely sectioned view of the FIG. 3 precompression chamber and further illustrates the burning loci phenomena in a schematic sense;
  • FIG. 6 schematically illustrates a conventional fuel injection pump which has been modified to permit the diversion of fuelfrom passage means communicating with each of multiple, output fuel flow paths of the P p;
  • FIG. 7 provides an enlarged longitudinally sectioned view of the modified injection nozzle incorporated in the FIG. 1 system, which modification is operable to produce a billowing or diverging injection pattern at lower speed and/or load conditions and a generally or relatively solid stream pattern at higher or normal speed and/or load conditions; 7
  • FIG. 8 provides a still further enlarged, longitudinally sectioned view of the tip of the FIG. 7 nozzle, illustrating the position of the injection nozzle valve at a low load condition
  • FIG. 9 provides a still further enlarged longitudinally sectioned view of the tip of the FIG. 7 nozzle, illustrating the position of the injection nozzle valve at a higher or normal load condition;
  • FIG. 10 illustrates certain relationships existing between the time duration required for the injection of a fuel charge from a nozzle into an engine in relation to a desired control increment of piston movement expressed in terms of degrees of crankshaft rotation and illustrates this relationship at a higher load engine condition as well as at a lower load condition.
  • Kruckenberg et al. U.S. Pat. No. 3,543,735, and Kruckenberg et al application Ser. No. 93,269 are incorporated herein by reference. With respect to significant variations in engine structural characteristics which may be employed in practicing the invention and with respect to dimensional and operational parameters, attention is invited in particular to disclosure of the aforesaid Kruckenberg et al application.
  • the exemplary spaced burning loci engine 1 depicted in FIG. 2 includes a working cylinder 2 and an air pumping cylinder 3, both of which are connected with and communicate with a crankcase 4.
  • a working piston 5 is reciprocably mounted in cylinder 2 while an air pumping piston 6 is reciprocably mounted in pumping cylinder 3.
  • Connecting rods 7 and 8 extend respectively from pistons 5 and 6 to a crankshaft 9.
  • An air transfer conduit 10 extends from outlet port 11 of pumping cylinder 2 to an air inlet port 12 of the working cylinder 2.
  • An engine operated fuel pump 15 is connected by conduit means 16 to an injection nozzle 17.
  • Precompression cavity or chamber 19 is located in cylinder head 20 of working cylinder 2.
  • working piston 5 includes a wafer-like protrusion 21 projecting from the piston head 22 toward the precompression cavity 19.
  • Protrusion 21 is operable to be telescopingly received within the precompression chamber 19 during the end of the compression stroke of the piston 5 and the beginning of the working stroke.
  • the slots 23 cooperate with the side wall 24 of the precompression chamber 19 to peripherally confine and generally define a series of agitation zones 25 which are circumferentially spaced about the axis of reciprocation of piston 2.
  • fuel outlet orifices 26 at the tip of the injection nozzle 18 are operable to direct generally solid streams of fuel individually into these agitation zones 25.
  • a representative fuel stream 27, shown in FIG. 3 is directed individually into one agitation zone 28 of the plurality of zones 25.
  • the inlet mouth 29 of each agitation zone 25, including zone 28 is sufficiently large as to receive a fuel stream 27 throughout the period of time that the slots 23 of the protrusion 21 are telescopingly received within the wall 24 so as to define the agitation zones 25.
  • the injection nozzle 18 commences to inject fuel from orifices 26 into the precompression chamber such that the preponderance of fuel is directed into the agitation zones 25 during the initial part of the down stroke of the piston 2.
  • the mode of operation of engine 1 is such that within the cylinder 2, the plurality of spaced burning loci 30 are generated, with these loci 30 remaining generally mutually distinct or discrete and defining spaced centers of burning. These spaced centers of burning are located generally adjacent and in energy communicating relation with the head 22 of the piston 5.
  • combustion supporting gas heated by compression and some limited combustion within the precompression chamber, is transmitted from the precompression chamber 19 through the agitation zones 25 and into the burning loci 30.
  • the fuel streams 27 are generated and transmitted into these burning centers.
  • heated combustion supporting gas i.e., air with some products of combustion
  • fuel streams pass through the agitation zones 25 where intensified fuel-air heating and mixing occurs.
  • This phenomena coupled with the peripherally confining effect of the agitation zones, produces and generates the burning centers or loci 30, with each individual loci 30 and its associated agitation zone 25 receiving at least one individual solid fuel stream and at least some heated gas.
  • the spaced wall means or slots 23 thus each function to peripherally confine and define an individual fuel and heated gas agitation zone 25 which is individually associated with and communicates with a burning loci.
  • Each such agitation zone 25 and the burning loci 30 associated therewith receives fuel from at least one fuel stream directed thereinto during the working stroke of the piston 5.
  • the spaced and generally discrete relation of the burning loci 30 are maintained during the working stroke of the piston 5 and the energy generated through the operation of the burning loci is utilized to induce the working stroke of the piston 5.
  • Specific components which may be employed for this purpose include a fuel pump Model 1 PFM, manufactured by Allis Chalmer Engines and having and address at Harvey, Ill. U.S.A., and by employing an injection nozzle holder Model AlCB-355-24 and a nozzle tip Model QDL 1305-30, both manufactured by American Bosch Corporation, and having an address at Springfield, Mass., U.S.A.
  • a nozzle as subsequently described with reference to FIGS. 7 through 9 of the present application may be employed.
  • a general type of cam which may be employed to achieve this aforesiad increase in mass flow rate of fuel, is designated pump type APF-A, cam profile No. 3 medium by American Bosch Corporation of Springfield, Mass., U.S.A., and actuates the pump.
  • This control increment is the increment of a cycle of engine operation during which burning is to be controlled.
  • the control increment is defined by the existence of the agitation zones and their associated burning loci.
  • the basic system includes, as principal components, a fuel pump 100, an injection nozzle 101 and passage means 102.
  • the passage means 102 extend between fuel pump piston means housed by the fuel pump and outlet orifice means 103 of the injection nozzle means 101.
  • passage means 102 extends from the fuel pump working chamber means 100a.
  • each such fuel stream 104 is directed into a peripherally confined agitation zone 105 and transmits fuel through the agitation zone into a burning loci 106.
  • Each agitation zone 105 and burning loci 106 corresponds generally in a functional sense, to an agitation zone25 and burning loci 30, as previously considered, but may be structurally and dimensionally defined and varied by various techniques.
  • loci 105 are contained within the interior of an internal combustion engine 107 and are disposed in energy communicating relation with a movable piston means 108.
  • a diversion valve 109 is mounted in communicating relation with passage means 102 and is operable to divert flow from the passage means 102, between the piston means of the fuel pump 100 and the injection nozzle orifices 103, and permit this diverted flow to return to a sump or fuel supply or possibly to the inlet side of a metering valve or control valve which may be associated with the fuel pump 100.
  • Diversion valve 109 may comprise a valve body 110 having an interior cavity 111 communicating with passage or conduit 102 by way of a branch conduit I12.
  • Valve 109 may include a valve seat 113 operable to be closed by a valve member 114.
  • valve member 114 may comprise a ball valve and may be biased into a seated or valve closing position against seat 113 by a conventional coil spring 115.
  • valve 114 will open when the pressure in passage means 102 andll2 is sufficient to overcome the biasing influence of the coil spring 115.
  • Controlled opening of the valve member 114 may be achieved by operation of a holding or valve disabling plunger 116.
  • Plunger 116 is reciprocably mounted in the valve body 110 and its position may be determined by a rotary cam 117 which may be mounted on a rotatable shaft 118.
  • Shaft 118 may be journalled in a bracket portion 119 of the valve body 110 and its movement may be controlled by a crank arm 120.
  • Crank arm movement in turn, may be determined by a conventional linkage means 121 extending in a conventional manner to a throttle actuating mechanism 125 associated with the engine 107.
  • valve member 114 may open in response to fuel pressure in passage means 102 and 112 so as to divert fuel out of the passage means 102 and permit this fuel to flow through passage means 112 and the interior 111 of the valve 110, around the plunger 116, and out of a discharge conduit 122.
  • This discharge conduit 122 may extend to a low pressure fuel zone in the system such as the fuel reservoir, the inlet side of a metering valve associated with fuel pump 110, etc.
  • the volume of each increment pumped out of chamber 100a for transmittal to an engine working chamber for an engine working stroke may be varied by controlling the stroke of the fuel pump portion or by metering the flow of fuel to the fuel pump, or by other means.
  • Such control over the pumped fuel increments is regulated in accordance with engine speed and/or load and is coordinated with the operation of diverters valve means 109, as is subsequently more fully explained.
  • the displaced fuel volume control means 123 may comprise a metering valve of a conventional nature. As is well understood, such a metering valve 123, in essence, will determine the rate of flow to the pump 100 and thus will determine the volume of each increment pumped by the piston means of the pump 100 during each working stroke of the piston means 108.
  • Appropriate manipulation of the metering or control valve 123 may be effected by conventional linkage means 124.
  • Such linkage means may extend to and be acutated by a speed responsive mechanism 125a of the type, for example, used in speed governor mechanisms.
  • control valve 123 and the diversion valve 109 may be concurrently operable.
  • This linkage arrangement will be employed to ensure that during relatively lower speed and/or engine load conditions including at, or near idle condition, the metering valve 123 will be opened at least to some extent so as to, in effect, enlarge the volume of each fuel increment discharged by the pump 100 into the passage means 102 and also ensure that, at least to some extent, the diversion valve 109 will be opened.
  • the linkage mechansisms 124 and 121 will be operable to concurrently at least partially close down the valve 123 so as to partially restrict the flow through metering valve 123 and at least partially, and possibly fully, close the diversion valve 109 through operation of the plunger 116.
  • the piston means of fuel pump means 100 will displace an increment of fuel into passage means 102 during each working stroke of the piston means 108.
  • passage means 102 may include internal passage portions of pump 100, internal passage portions of injection nozzle 101, and any interconnecting conduit means extending between the exterior of the fuel pump and the exterior of the injection nozzle 101.
  • Each such displaced fuel increment will be transmitted through the passage means 102 from the pump 100 to the injection nozzle 101, with the injection nozzle orifice means 103 being operable to direct or pass the fuel streams 104 into the interior of the engine 107, and preferably into agitation zones 105 and their associated burning loci 106.
  • the pump 100, conduit means 102, and nozzle 101 will be of the injection system type which functions more or less in the manner of an accumulator such that fuel will be discharged through the orifices 103 at a rate which is different from, and slower than, the rate of displacement of fuel increments from the pump 100 into passage means 102.
  • the time of fuel injection at the nozzle in general, will be a direct function of the volume of the increment displaced by the fuel pump.
  • the linkage means 121 and 124 will be operated so as to, in essence, open the valve means 123 to a wider open position and open the diversion valve 109.
  • This concurrent opening of the valve means 123 and 109 will cause the pump 100 to displace a relatively larger volume fuel increment, per working stroke of the piston means 108, into the passage means 102 while a portion of fuel in the passage means 102 is being di verted out of this passage means.
  • the linkage means 124 and 121 will be operated to concurrently move the valve 123 to a more restricted position and close, or at least restrict, the diversion valve 109. This will cause the pump 100 to displace a relatively smaller volume increment per working stroke of piston means 108 into passage means 102 and prevent or at least reduce the degree of diversion of fuel from passage means 102 through the diversion valve 109.
  • the closing of the diversion valve 109 or prevention of diversion may entail a partial flow through the valve 109 but a prevention of the full diversion condition employed at lower speed and/or load conditions. Where such partial diversion is effected, the linkage 121 may position cam 117 so as to appropriately limit the opening of ball 114 through the cam controlled positions of plunger 116.
  • the flow condition of the diversion valve 109 and the operation of displacement volume control means 123 may be properly correlated with a variety of engine speed and/or load conditions and ranges so as to maintain a desired balance condition over an entire range of operating conditions.
  • lines A and B are reflective of a desired match or balance condition between injection and agitation zone control as determined for normal or even further higher engine speed and/or load conditions.
  • Lines C and D are reflective of a mismatch" or imbalance condition which would result if the system shown in FIG. 1 were not available in the context of an accumulator-type injection arrangement. Lines C and D are reflective, respectively, of spray duration increments and piston control movement increments during relatively lower speed and load conditions.
  • FIGS. C and D represent, respectively, the time duration of the sprays 104 and the time duration of the desired piston movement control increment, i.e., X degrees of crankshaft rotation.
  • the time increment represented by line C will be shortened in relation to line A.
  • the piston since the engine speed is reduced, a longer period of time will be required for the piston to move through the increment of X degrees such that line D becomes longer, in a time sense, in relation to line B.
  • This mismatch or imbalance condition results in the injection of fuel during only a portion of the existence of the controlling agitation zones 105 and loci 106 and creates an unwarranted intensification of fuel injection during an initial portion of the control increment X degrees. This phenomena is believed to produce undesired, localized chilling and rough or erratic burning of fuel.
  • Lines E and F illustrate the manner in which the balance'of match condition is restored, at lower speed and/or load condition, so as to avoid the localized chilling and erratic burning characteristics which could be attributed to the conditions reflected by lines C and D.
  • the time duration of the spray streams 104 reflected by line E will be extended so as to better correlate, in a time framework, with the time duration of the piston control movement increment of X degrees.
  • the operation of the diversion valve 109 will reduce the volume of fuel actually transmitted to the orifices 103 so that the desired, reduced volume of fuel will be injected into the engine.
  • This reduced volume of fuel will in fact be less than the volume of fuel injected during higher (including normal) load conditions represented by line A.
  • the operation of the diversion valve 109 is in essence reducing the volume of fuel passing through orifices 103, the increased time duration of injection of the streams through orifices 103 attributed to the larger volume of fuel injected by pump 100 into passage means 102 will not necessarily be reduced.
  • An excessive, or indeed any, reduction in time need not take place because the opening of thediversion valve 109 will reduce the pressure in the passage means 102 and this reduction in pressure will tend to prolong the injection time and offset the tendencyto reduce injection time which would result from the removal of fuel from the passage means 102.
  • FIG. 6 depicts a convertional, commercially available, multiple output fuel pump 200.
  • FIG. 6 depicts in sectional format basic elements of a rotary fuel pump Model DB Roosa Master manufactured by The Standard Screw Company, Hartford Division, having an address at Hartford, Conn., USA.
  • This pump 200 of FIG. 6 operates in accordance with the basic principles described in U.S. Roosa Pat. No. 2,641,238.
  • the pump 200 includes an engine-driven rotor 201 supporting a plurality of radial, pumping piston means 202.
  • Fuel is supplied to a pumping chamber 203 through a passage means 203a which is connected with a fuel source, the flow of which is controlled by a metering valve.
  • a throttle controlled metering valve is shown in FIG. 3 of the aforesaid Roosa U.S. Pat. No. 2,641,238 and is identified by the reference numeral 10 in this FIG. 3 of the Roosa patent.
  • Such a metering valve may comprise the metering means 123 of the FIG. 1 system.
  • Fuel displaced by the radial piston means 202 during rotation of the rotor 291 is transmitted through a discharge control valve area 204 to distributor passage means 205 and then sequentially to individual output flow paths 206.
  • One such output flow path 206 is shown in FIG. 6 and extends to a single injection nozzle associated with a single piston of a multi-piston engine.
  • the diversion valve 109previously described is connected with the multiple output pump 200 such that the diversion passage means 112, previously noted, is formed in th body of the pump 200 and communicates with an annular groove 207 formed on the periphery of the rotor 201.
  • This annular groove 207 communicates, via a transverse passage 208, with the fuel discharge control area 204 (only schematically shown) which in turn is in common communication with the distribution passage means 205 and all of the various output flow paths 206 (when these flow paths are in communication with the discharge zone 204 during the appropriate increment of rotation of the rotor 201).
  • the diversion valve 109 operates to divert fuel from a manifold area 207 within the fuel pump which is in common communication with each of the output flow paths 206 such that a constant degree of fuel diversion will be effected in relation to each of the output flow paths and injection nozzles of the multiple piston system.
  • This principal may be employed with a wide variety of multiple output fuel pumps by merely positioning the diversion valve so that it communicates with a manifold area of the fuel pump which is in common communication with the various output flow paths at the approproate time of operation of the pump.
  • a technique has been developed for improving or modifying the spray characteristics of fuel injected at low speed and/or load conditions (i.e., at or near idle), when the working chamber is relatively cool, so as to reduce the generation of excessive, unburned fuel and generally reduce engine knocking and rough engine performance.
  • This technique has been developed in light of the fact that a conventional, constant dimension orifice will tend to generate a needle-like spray at a low load and/or speed condition and thus tend to lose the fuzz or peripheral spray which is normally associated with the solid" fuel stream core at normal and/or high engine load and/or speed conditions.
  • FIG. 7 depicts a modified fuel injection nozzle 300 which may be employed as the fuel injection nozzle means in connection with the spaced burning loci engine described in the aforesaid Kruckenberg at al. U.S. Pat. No. 3,543,735, in the aforesaid Kruckenberg et al application Serial No. 93,269, and in the preceding discussion of the present invention.
  • Injection nozzle 300 which may function as the aforesaid injection nozzle means 101, may include an outer body or housing 301 within which an internal body means 302 is telescopingly mounted.
  • Nozzle body 302 may include, at its lower end, a plurality of downwardly or outwardly directed spray defining orifices 303.
  • a plurality of downwardly or outwardly directed spray defining orifices 303 One such orifice would be provided in relation to each agitation zone 25 described in connectionwith FIGS. 3, 4 and 5, or in connection with each agitation zone described in connection with FIG. 1 of the present discussion.
  • Internal body 302 may be secured in position by a threaded fitment 304.
  • a pin 305 may be telescopingly received within aperture means of elements 304 and 302 so as to permit controlled rotational positioning of the body 302 relative to the fitment 304. This alignment function will ensure that a fuel passage 306 of internal body 302 is disposed in communicating relation with an inlet fuel passage 307 of fitment 304.
  • a valve member 308 may be telescopingly received within a cylinder portion 309 of fitment 302 and project downwardly through fuel passage 310. Passage 310 may provide communication between the transfer passage 306 and a valve seat 311.
  • Valve seat 311 is generally frustoconical in nature and is intersected at its lower end by the orifices 303.
  • a frustoconical valve member tip 312 is operable to matingly and conformingly engage the seat 311, in the seated position of the valve 308, and overlap and close the inlet mouths 313 of the orifices 303.
  • a piston-like extension 314 projects upwardly (as shown in FIG. 7), from valve body 308 through a wafer or disc-like valve stop 315.
  • Valve stop 315 has an annular shoulder means 316 which is operable to engage a ledge 317, carfied by theupper end of the valve member 308, so as to limit and define the uppermost or fully open valve position.
  • An inverted, mushroom-shaped, fitment 318 may abuttingly engage protrusion 314 and be pressed or biased toward this protrusion by a coil spring 319.
  • a vent 320 may be provided in fitment 304. This vent would communicate with a cavity 321 within which the spring 319 is mounted. The function of the vent 320 would be to remove from the nozzle that fuel which leaks around the portion of-the valve 308 which is received within a a vqbo uyl d l HQEQMQQ: a a
  • piston-like portion 322 of valve 308 which may be provided and received within the cylinder portion 309 may be somewhat larger in diameter than a lower valve portion 323 which projects into the cavity 310. This difference in diameter permits the valve member 308 to raise in response to the pressure of fuel in the cavity 310 so as to permit the las ff slthta i thso fisss l i
  • the pressure of fuel in the cavity 310 would be at a relatively higher level so that the valve 308 would tend to stabilize in a fully open position, with the stop 3 l l eng a g ing the ab utment 316.
  • FIG. 9 This fully opened valve position is depicted in FIG. 9.
  • the frustoconical surface 312 has been displaced from its FIG. 7 position of overlying cooperation with the orifice inlets 313.
  • the valve 308 thus raised, fuel enters the inlets 313 in a generally axial pattern and fuel exits from the orifices 303 in the form of generally solid or discrete fuel streams 322, albeit possibly nificatly less than the pressure existing in this cavity at normally/higher load and/o'rspeed conditions.
  • Needle Lift Diameter of Orifice 303 Length of Orifice 303 Slope of Axis of Orifice 303 Relative to Longitudinal Axis of Valve 308 Slope of Surfaces 3] l and 3l2 Relative to Longitudinal Axis of Valve 308 Axial Height of Frustoconical Tip 3l2 omized or widely diverging flow stream 333 will issue- .fr 0m the orifices 303. i
  • This relatively billowing stream 333 is significantly more atomized than the generally cohesive or solid stream 332 generated in the fully open valve position depicted in FIG. 9.
  • FIG. 8 valve position will automatically result due to the lower fuel pressure acheived through operation of the diversion valve 109.
  • This valve positioning will improve the performance of the burning loci engine at this engine range by maki ignition ,m9r ia9ile
  • the two-stage characteristics of the nozzle depicted in FIGS. 7, 8 and 9 will also tend to produce an enhanced fuzziness" or degree of atomization during the initial opening of the injection valve, even at normal or relatively even higher engine speed and/or load conditions.
  • the twostage phenomena may be advantageously accomplished within the following dimensional parameters:
  • FIG. 8 (FIG. 9)
  • valve 308 may becaused to only partially elevate the valve 308 so that it assumes the intermediate position schematically depicted in FIG. 8.
  • Such a position of valve 308 could be a onsequence of the open position of valve 109.
  • the fuel pressure in cavity 310 acting on the valve body piston portion 322 would be such as to only partially overcome the force of spring 319 and not sufficient to fully overcome this spring force to the extent necessary to raise the step 317 into abutting engagement with the abutment higher, engine load andjor speed conditions.
  • the manifold location of the diversion valve, in relation to the fuel pump, eliminates the necessity of attempting to balance a plurality of separate diversion valves.
  • the two-phase spray characteristic phenomena contributes to ease of ignition of burning under all engine conditions and is believed to provide smoother engine performance at low load conditions.
  • This increase in nozzle operating life may be due to the fact that the fuel flow through the orifices, which produces the billowing spray pattern, tends to flush pockets ofstagnant" fuel out of the orifice.
  • Such quiescent zones could tend to form adjacent longitudinally intermediate orifice wall zones due to a contracted nature of solid fuel stream flow in such areas. The formation of such stagnant" or quiescent zones would be conducive to fuel oxidation, thereby inducing orifice clogging.
  • a method as described in claim 1 further comprisduring said relatively lower engine speed for any given load condition, partially obstructing orifice means of said fuel injection nozzle means to produce a generally radial flow pattern of fuel leading to said orifice means, and produce a generally diverging spray of fuel leading from said orifice means; and during said relatively higher engine speed for any given load condition providing a generally axial flow of fuel leading to said orifice means, and forming a generally solid configuration of fuel streams leaving said orifice means and comprising said fuel stream received by said agitation zones and burning loci associated therewith.
  • a method of modifying the injection characteristics of fuel injection nozzle means comprising:
  • each said burning loci substantially receiving at least one of said fuel streams and at least some of said heated gas
  • each such wall means peripherally confining and defining a fuel and heated gas agitation zone individually associated with and communicating with a said burning loci; each said peripherally confined agitation zone and a burning loci associated therewith receiving fuel from at least one fuel stream directed thereinto during said working stroke of said engine piston means; means maintaining the existence and a generally discrete relation of said burning loci during said working stroke of said engine piston means; and means utilizing energy generated through operation of said burning loci to induce said working stroke of said engine piston means; the improvement comprising:
  • An apparatus as described in claim 11 further comprising:
  • An apparatus for modifying injection characteristics of fuel injection nozzle means comprising:
  • fuel pump piston means operable to displace an increment of fuel from said fuel pump means
  • passage means for transmitting said displaced increment of fuel from said fuel pump piston means to said fuel injection nozzle means, with said fuel injection nozzle means being operable to pass fuel into the interior of internal combustion engine means;

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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)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
US269231A 1972-07-05 1972-07-05 Method and apparatus for improving the fuel injection characteristics of internal combustion engines Expired - Lifetime US3870025A (en)

Priority Applications (8)

Application Number Priority Date Filing Date Title
US269231A US3870025A (en) 1972-07-05 1972-07-05 Method and apparatus for improving the fuel injection characteristics of internal combustion engines
GB1962773A GB1421367A (en) 1972-07-05 1973-04-25 Method and apparatus for improving the fuel injection character istics of internal combustion engines
CA169,625A CA975234A (en) 1972-07-05 1973-04-26 Method and apparatus for improving the fuel injection characteristics of internal combustion engines
AU55399/73A AU466789B2 (en) 1972-07-05 1973-05-08 Method and apparatus for improving the fuel injection characteristics of internal combustion engines
DE2324476A DE2324476A1 (de) 1972-07-05 1973-05-15 Verfahren und vorrichtung zur verbesserung des treibstoffeinspritzverlaufes von verbrennungsmotoren
JP6884073A JPS5738782B2 (cs) 1972-07-05 1973-06-20
BE133079A BE801860A (fr) 1972-07-05 1973-07-03 Procede et dispositif pour ameliorer les caracteriqtiques d'injection de combustible des moteurs a combustion interne
FR7324813A FR2191608A5 (cs) 1972-07-05 1973-07-05

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US269231A US3870025A (en) 1972-07-05 1972-07-05 Method and apparatus for improving the fuel injection characteristics of internal combustion engines

Publications (1)

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US3870025A true US3870025A (en) 1975-03-11

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US269231A Expired - Lifetime US3870025A (en) 1972-07-05 1972-07-05 Method and apparatus for improving the fuel injection characteristics of internal combustion engines

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US (1) US3870025A (cs)
JP (1) JPS5738782B2 (cs)
AU (1) AU466789B2 (cs)
BE (1) BE801860A (cs)
CA (1) CA975234A (cs)
DE (1) DE2324476A1 (cs)
FR (1) FR2191608A5 (cs)
GB (1) GB1421367A (cs)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4100904A (en) * 1973-09-28 1978-07-18 Robert Bosch Gmbh Fuel injection system
US4244342A (en) * 1977-12-09 1981-01-13 Lucas Industries Limited Fuel injection system
US5865157A (en) * 1997-09-04 1999-02-02 Pacer Industries, Inc. Cam actuated fuel distributor
US6079379A (en) * 1998-04-23 2000-06-27 Design & Manufacturing Solutions, Inc. Pneumatically controlled compressed air assisted fuel injection system
US6273037B1 (en) 1998-08-21 2001-08-14 Design & Manufacturing Solutions, Inc. Compressed air assisted fuel injection system
US6293235B1 (en) 1998-08-21 2001-09-25 Design & Manufacturing Solutions, Inc. Compressed air assisted fuel injection system with variable effective reflection length

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5928477U (ja) * 1982-08-12 1984-02-22 日立工機株式会社 動力工具のハンドル防振装置

Citations (6)

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Publication number Priority date Publication date Assignee Title
US1811731A (en) * 1926-09-30 1931-06-23 Petty Vern Reed Combined fuel measuring pump and fuel feed valve for internal combustion engines
US1868161A (en) * 1930-02-20 1932-07-19 Evans Appliance Company Pump mechanism
US2794397A (en) * 1952-04-19 1957-06-04 Bosch Arma Corp Fuel injection pump
US3489093A (en) * 1968-09-11 1970-01-13 Cav Ltd Liquid fuel pumping apparatus
US3543735A (en) * 1968-06-24 1970-12-01 Mcculloch Corp Combustion system for internal combustion engine
US3672343A (en) * 1969-10-31 1972-06-27 Bosch Gmbh Robert Centrifugal regulator system for fuel-injection combustion engines

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1811731A (en) * 1926-09-30 1931-06-23 Petty Vern Reed Combined fuel measuring pump and fuel feed valve for internal combustion engines
US1868161A (en) * 1930-02-20 1932-07-19 Evans Appliance Company Pump mechanism
US2794397A (en) * 1952-04-19 1957-06-04 Bosch Arma Corp Fuel injection pump
US3543735A (en) * 1968-06-24 1970-12-01 Mcculloch Corp Combustion system for internal combustion engine
US3489093A (en) * 1968-09-11 1970-01-13 Cav Ltd Liquid fuel pumping apparatus
US3672343A (en) * 1969-10-31 1972-06-27 Bosch Gmbh Robert Centrifugal regulator system for fuel-injection combustion engines

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4100904A (en) * 1973-09-28 1978-07-18 Robert Bosch Gmbh Fuel injection system
US4244342A (en) * 1977-12-09 1981-01-13 Lucas Industries Limited Fuel injection system
US5865157A (en) * 1997-09-04 1999-02-02 Pacer Industries, Inc. Cam actuated fuel distributor
US6079379A (en) * 1998-04-23 2000-06-27 Design & Manufacturing Solutions, Inc. Pneumatically controlled compressed air assisted fuel injection system
US6286469B1 (en) 1998-04-23 2001-09-11 Design & Manufacturing Solutions, Inc. Pneumatically controlled compressed air assisted fuel injection system
US6273037B1 (en) 1998-08-21 2001-08-14 Design & Manufacturing Solutions, Inc. Compressed air assisted fuel injection system
US6293235B1 (en) 1998-08-21 2001-09-25 Design & Manufacturing Solutions, Inc. Compressed air assisted fuel injection system with variable effective reflection length
US6295957B1 (en) 1998-08-21 2001-10-02 Design & Manufacturing Solutions, Inc. Compressed air assisted fuel injection system

Also Published As

Publication number Publication date
GB1421367A (en) 1976-01-14
AU466789B2 (en) 1975-11-06
AU5539973A (en) 1974-11-14
FR2191608A5 (cs) 1974-02-01
BE801860A (fr) 1973-11-05
JPS4957227A (cs) 1974-06-04
JPS5738782B2 (cs) 1982-08-17
DE2324476A1 (de) 1974-01-24
CA975234A (en) 1975-09-30

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