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Publication numberUS1703858 A
Publication typeGrant
Publication dateMar 5, 1929
Filing dateSep 15, 1920
Priority dateSep 15, 1920
Publication numberUS 1703858 A, US 1703858A, US-A-1703858, US1703858 A, US1703858A
InventorsOtto A Banner
Original AssigneeFalk Corp
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Fuel-injection system for oil engines
US 1703858 A
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Description  (OCR text may contain errors)

March 5, 1929.

o. A. BANNER I 03,858

FUEL INJECTION SYSTEM FOR OIL ENGINES Filed 861111.15. 1920 II I V :1 O

f 49' is 6 48 1H 17 30 HI 22 INVENTOR. Otto Ba:rznep ATTORNEY.

Patented Mar. 5, 1929.

2 UNITED STATES PATENT OFFICE.

OTTO A. BANNER, OF MILWAUKEE, WISCONSIN, ASSIGNOR TO THE FALK CORPORATION OF MILWAUKEE, WISCONSIN, A CORPORATION OF WISCONSIN.

FUEL-INJECTION sys'rm r son on. enemas.

Application filed September 15, 1920. Serial No. 410,526.

This invention relates to fuel injection systems for oil engines in which liquid fuel is injected into each of the cylinders at or near the end of the compression stroke.

Either of two general methods have heretofore been adopted for the injection of the fuel in this class of engines. In one case, individual fuel pumps are employed for each of the several cylinders, and in the second case a single pumping unity is employed the injection of thefuel into each of the cylinders being controlled by individual valve mechanisms. The present invention 18 primarily concerned with this second mentioned general method.

Oneobject of the invention is the provision of a fuel injection system of the character mentioned, of such construction as to prevent the leakage of fuel into the cylinders from the main pressure source. This is accomplished by the use of a by-pass through which any fuel that may leak past any of the main fuel control valves between injection periods is drained off before it reaches the cylinders.

In oil engines of this class, in which the ignition of the combustible charge is effected by the heat of the'compression or by a hot surface at the time of the ignition, can be nicely controlledonly by controlling'the time of the fuel injection. Furthermore, the quantity of fuel delivered to any cylinder is ordinarily dependent upon the duration of the injection period.

Another object of the invention is the provision of an adjustable fuel injection system by which both the time of the injection and the-duration of the injection period may be nicely and independently controlled. For this purpose, the construction is such that either the beginning or the end of the injection period, or both, may be retarded or ad vanced as desired.

Other objects and advantages will hereinafter appear.

One embodiment of the'invention is illustrated in the accompanying drawings, in which:

Figure 1 is a side elevation, partly in section, of a fuel injection system constructed in accordance with the and Figure 2 is a sectional view taken substantially on the line 22 of Figure 1.

The-fuel injection system of Figure 1 is shown at 16, having three present invention shown applied'to a cylinder 10 of an oil engine of the type described in my copending application, 1920. In the engine therein described, liquid fuel is delivered through opposed in jection nozzles into the compression chamber of each cylinder in a sudden, rain-like charge at or near the end of each compression stroke. The fuel is in this way completely atomized and thoroughly mixed with the body of compressed air in the cylinder. In the present instance, the fuel is delivered to each injection nozzle througha branch pipe such as shown at 11, communicating with a single supply pipe 12. The cylinder 10 is provided with the usual air intake and exhaust valves, one of which is shown at 13. Each of these valves is actuated from a cam shaft 14 through atappet arm 15 in a well known manner.

The flow of fuel through the pipes 12 and 11 is controlled by a valve mechanism preferably such as will now be described. This mechanism includes a main body portion preferably in the form of a casting such as spaced bores, 17 18 and 19. The central bore 17 is closed at one end by a plug 20 having a duct 21 therethrough, communicating witha pipe 22. Pipe 22 is connected with any suitable source of fuel under pressure. A sleeve member 23 is fixed within the other end of the bore 17 and together with the plug 20 forms a fuel.

Serial No. 383,663, filed May 24,

receiving chamber 24 intermediate the ends of the bore. The sleeve member 23 is provided with a plurality of radial ducts 25 leading from the interior thereof to an annular groove 26 formed in the wall of the bore 17. A passage 27 connects this groove with the lower reduced end 18' of the bore 18. The sleeve member also forms a bearing for the valve stem 28 of a main fuel control valve 29, cooperating with a valve seat 30 formed at the inner end of the sleeve member. The valve stem 28 is provided with areduced portion 31 to provide clearance for the passage of fuel from the chamber 24 to the ducts 25 when the valve 29 is open. The 'valve 29 is biased toward closed position by a compression spring 32, and is moved to open position by mechanism that will be later explained.

The upper end of bore 18 is closed preferably by a plug 33 to form a chamber,34. Chamber 34 is separated from the lower reretains the valve seat in fixed position.

Communication between pipe 12, above mentioned, and the chamber 34 is maintained through ducts in the disk 39 and. duct 41 in the plug 33. A v

In operation the chamber 24 is at all times full of fuel at the pressure existing in the pipe 22. As soon as the valve 29 is opened,

the fuel passes through ducts 25 and passage 27 to and through the lower portion 18 of bore 18, lifts the valve 36 and passes up through ducts 40 and 41 and through pipes 12 and 11 into the engine cylinder. As soon as the valve 29 is again closed, the supply of fuel to the cylinder is cut off and at the same time the pressure beneath valve 36 is destroyed, with the result that chamber 34 and pipes 12 and 11 are maintained full of fuel.

Unless provision were made to prevent it, leakage of fuel past the valve 29 would resuit in leakage of fuel into the cylinder between injection periods. As above pointed out, this is avoided by the use of a by-pass I through which fuel that escapes past the valve 29 when closed may be drained off. For this purpose, a passage 42 is formed between the groove 26 and bore 19 above referred to. A plug 43 closes the lower end of bore 19, while a sleeve member'44, similar to the sleeve member 23 above referred to, closes the other end of the bore. A chamber 45 is thus formed in the bore communicating with the passage 42. The sleeve member 44 is pro vided with a plurality of radial ducts 46 communicating with an annular groove 47, which in turnis connected with a drain pipe 48. A valve 49 controls communication between the chamber 45 and the drain pipe 48. valve is biased toward closed position by a compression spring 50 but is moved to open position after the closing of the main control ,valve 29 by mechanism about to be described. Thus, any fuel that escapes past the valve 29, when in closed position, will pass out through passage 42, chamber 45 and drain pipe 48.

Valves 29 and 49 are preferably controlled by a lever 51 pivoted intermediate its ends, as shown at 52. A air of rollers 53 and 54 are referably provi ed at or near the ends of the ever 51 for actuating the valve stems 28 and 49' of the valves 29 and 49, respectively. The arrangement is such that in an intermediate position of lever 51, both valves are closed. A depression of one end of the lever, however, will open one of the valves, while a depression of the other end will open the other valve. Thus only one valve can be opened at a time.

This

yieldably held in this position by a link 55, i

connected preferably at one end thereof, and 7 pressed upwardly by a spring 56v interposed between a fixed bracket 57; and .a head 58 formed on the upper end of the link. As the link is forced downwardly, therollcr 54 is raised, thus permittingvalve 49 to close and the roller 53 is depressed into contact'with the valve stem 28 and the valve 29 opened.

The link is preferably actuated by a floating lc 'er 59 having a shoe 60 intermediate its ends for engagement with the head 58 of the link. One end of this lever is pivotally connected as at 61 with a vertically movable support 61 preferably in the form of a rod 61 mounted for lengthwise movement in a sleeve 62.- Sleeve 62 is fixed in vertical position in a suitable bracket 63. Any appropriate means, such as a nut 64, is provided for limiting the downward movement of the support 61. The support 61 is yieldably held in its lowermost position by a compression spring 65 arranged between a flange 66 formed on the support and an adj usting nut 67 threaded upon the sleeve 62.

The other end of lever 59 is pivotably connected as at 68 with a link 69, which in turn is pivotably connected as'at 70 with a lever 71. One end of lever 71 is connected with an eccentric pin 72 on a control shaft-.73, while the other end is provided with a cam roller 74 for cooperation with a cam 75 on the cam shaft 14. This lever is held against the cam by any appropriate means, such as a spring 76. During the rotation of the cam shaft 14 the cam 75 depresses the roller 74 and lever 71, thus forcing one end of lever 59 clownwardly and causing the shoe 60 thereon to depress the link 55 and effect the openin of valve 29' and the closing of valve 49. uel is thus injected into the engine cylinder in the manner above described.

To advance or retard the action of the mechanism thus far described, it is only necessary to shift the lever 71 to the right or left so as to adjust the roller 74 with respect to the cam. This is effected by rocking the control shaft 73 in either direction from the position shown so as to shift the eccentric pin 72 to the right or left.

The release of the link 55 to permit the closing of valve 29 and opening of valve 49 and thus terminate the injection period is preferably effected by mechanism that will now be described. This mechanism includes a lever 77 rockably'supported'intermediate its ends upon an eccentric 77 fixed to a second control shaft 78. A set screw 79 1s adjustably mounted at one end 80 of this lever for contact with the end 81 of the support 61 above mentioned.

The other end of this lever is preferably connected as at 82 with a link 83 having a cam roller 84 thereon for cooperation with a cam 85 on the cam shaft 14. Any appropriate means, such as a connecting link 86, between links 83 and 69, may be employed for retaining the link 83 in upright position, and a spring 87 may be employed for holding the roller 84 against its cam. Thus, it will be understood that when roller 84 and link 83 are depressed by the cam 85, the lever 77 is rocked in a counter clockwise direction, and the set screw 79 is forced against the end of the rod 61, to raise the support and hence the right end of lever 59. The lifting of the right end of lever 59, of course, raises the shoe 60 thereon with the result that link is released and permitted to move upwardly to close valve 29 and open valve 49.

It will be noted that in the position of the parts of Figure 1, set screw 79 is spaced from the end of rod 61. This is for the purpose of permitting lost motion between the set screw and rod, the length of the space between these parts determining the length of the injection period. This space may be varied by an adjustment of the set screw or by an adjustment of the lever 77. The position of the fulcrum point of the lever 77 may be adjusted up or down by rocking the control shaft 78 in either direction from the position shown. Rocking this shaft in a clockwise direction will lower the eccentric 77. and the set screw 79, and rocking the shaft in a counterclockwise direction will raise the eccentric and set screw. Thus the termination of the injection period may be readily adjusted from the shaft 78.

In operation, the cam shaft 14 rotates in a clockwise direction (Fig. 1) and both cams 75 and 85 engage their respective cam rollers 71 and 84, with the result that the left ends of levers 59 and 77 are forced downwardly.

This movement of lever 59 causes the depression of link 55 and the valve mechanism is actuated to cause an injection of fuel into the cylinder in the manner above explained. This injection continues until lever 77 has been rocked through a suflicient angle to cause the set screw 79 to-engage the end of rod 61 and raise the rod and consequently the right end of lever 59. This raising of the right end of lever 59 releases link 55 and permits the valve mechanism to cut off the flow of fuel into the cylinder.

Then, after the peak of cam 75 has passed roller 74,the lever 71 is returned to-the position of Figure 1. The shape of the cam 85 is such that roller 84 is held in depressed position and hence the right end of lever 59 is held in its upper position until the other end has been raised by the upward movement of the lever 71 toward its normal upper position.

Various changes may be made inithe invention hereinabove specifically described without departing from or sacrificing any of the advantages of the invention as defined in the following claims.

I claim:

1. In a valve actuating mechanism for oil engines, the combination of a valve actuating lever, a movable support for said lever,

adjustable mechanism for actuating said lever, adjustable mechanism for moving said support, and cam means for actuating said mechanisms.

2. In a valve actuating mechanism for oil engines, the combination of a valve actuating lever, a movable support for one end of said lever, a second lever connected with the other end of said first named lever, a third lever for moving said support, and cam means for actuating said second and last named levers.

3. In a fuel injection system, the combina' tion of a fuel control Valve, a valve actuating lever, a movable support therefor, a second lever for actuating said first named lever to open said valve, a third lever for moving said support to close said valve, and cam means for actuating said second and last named levers.

4. In a fuel injection system, the combination of a fuel control valve, a valve actuating lever, a movable support therefor, a second lever for actuating said first named lever to open said valve, a third lever for moving said support to close said valve,

means for adjusting said second named lever to advance or retard the opening of said valve, means for adjusting said last named lever to advance or retard the closing of said valve, and means for actuating said second and last named levers. I

In witness whereof, I hereunto subscribe my name this 10th day of September, 1920.

4 OTTO A. BANNER.

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US6688267 *Mar 19, 2003Feb 10, 2004General Motors CorporationEngine valve actuator assembly
US6837196Apr 2, 2003Jan 4, 2005General Motors CorporationEngine valve actuator assembly with automatic regulation
US6883474Apr 2, 2003Apr 26, 2005General Motors CorporationElectrohydraulic engine valve actuator assembly
US6886510Apr 2, 2003May 3, 2005General Motors CorporationEngine valve actuator assembly with dual hydraulic feedback
US6918360Apr 2, 2003Jul 19, 2005General Motors CorporationEngine valve actuator assembly with hydraulic feedback
US6945204Nov 12, 2003Sep 20, 2005General Motors CorporationEngine valve actuator assembly
US8602002Aug 5, 2010Dec 10, 2013GM Global Technology Operations LLCSystem and method for controlling engine knock using electro-hydraulic valve actuation
Classifications
U.S. Classification123/373, 123/90.16
International ClassificationF02D1/00
Cooperative ClassificationF02D1/00, F02D2700/10
European ClassificationF02D1/00