US3298335A - Low-pressure fuel injection metering devices for internal combustion engines - Google Patents

Low-pressure fuel injection metering devices for internal combustion engines Download PDF

Info

Publication number
US3298335A
US3298335A US401352A US40135264A US3298335A US 3298335 A US3298335 A US 3298335A US 401352 A US401352 A US 401352A US 40135264 A US40135264 A US 40135264A US 3298335 A US3298335 A US 3298335A
Authority
US
United States
Prior art keywords
fuel
pressure
valve
cam
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
US401352A
Other languages
English (en)
Inventor
Castelet Gaeten De Coye De
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Renault SA
Original Assignee
Renault SA
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Renault SA filed Critical Renault SA
Application granted granted Critical
Publication of US3298335A publication Critical patent/US3298335A/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/16—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors
    • F02M69/18—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors the means being metering valves throttling fuel passages to injectors or by-pass valves throttling overflow passages, the metering valves being actuated by a device responsive to the engine working parameters, e.g. engine load, speed, temperature or quantity of air
    • F02M69/24—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors the means being metering valves throttling fuel passages to injectors or by-pass valves throttling overflow passages, the metering valves being actuated by a device responsive to the engine working parameters, e.g. engine load, speed, temperature or quantity of air the device comprising a member for transmitting the movement of the air throttle valve actuated by the operator to the valves controlling fuel passages
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/16—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors
    • F02M69/18—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors the means being metering valves throttling fuel passages to injectors or by-pass valves throttling overflow passages, the metering valves being actuated by a device responsive to the engine working parameters, e.g. engine load, speed, temperature or quantity of air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/28—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for cutting-out the fuel supply to the engine or to main injectors during certain operating periods, e.g. deceleration
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D13/00—Control of linear speed; Control of angular speed; Control of acceleration or deceleration, e.g. of a prime mover

Definitions

  • the present invention relates essentially to a new low-pressure fuel injection metering device for internal combustion engines, comprising a feed pump supplying a centrifugal pump which continuously delivers the fuel, through an injection system of adjustable passageway cross-section, into the engine inlet tract downstream of a regulating butterfly-valve and upstream of the cylinder valves, characterized in that said passageway cross-section is adjusted by a control element co-operating with a three-dimensional cam whose rotation is linked to the control means of said air regulating butterfly-valve, said control element and said three-dimensional cam additionally co-operating by a relative translating motion governed by means responsive to the fuel pressure applied to the injection system and by means responsive to the negative pressure prevailing in the inlet tract downstream of said butterfly-valve, these latter-mentioned means being intended to provide a correcting effect at low engine speeds on the adjustment governed by the fuel pressure.
  • Such a form of execution is particularly well suited to injection systems operating individually on each engine cylinder but in which a common control element may be used.
  • the present invention provides means for automatically and instantaneously shutting off the fuel injection under certain specific conditions which will be set forth in greater detail hereinbelow.
  • the invention further relates to the use of an injection system specifically adapted to such a control means and which was the subject of patent application in U.S.A., Ser. No. 377,932, filed by the applicant on June 25, 1964.
  • FIGURE 1 is a perspective overall view of the subject device of this invention, as used to equip an internal combustion engine;
  • FIGURE 2 is a developed view of the surface of the three-dimensional cam used in the specific instance where the regulating factor is the butterfly-valve rotation angle and the fuel pressure;
  • FIGURE 3 is a developed view of the surface of the three-dimensional cam in the case of utilization of the depression as an auxiliary adjustment factor;
  • FIGURES 4, 5 and 6 show in section through the radial planes IV-1V, VV and VI-VI of FIGURE 3, the extra thicknesses of the three-dimensional cam over and above its basic cylinder;
  • FIGURE 7 is a detail view on an enlarged scale of the device of FIGURE 1.
  • an inlet manifold 63 having four separate inlet tracts 10 (one per cylinder) and an inlet pipe 64 bearing the butterfly-valve 65 mounted on its pivot 66.
  • This pivot is rotated by a lever 67 connected through a link 68 to an equipollent beam-lever 69 mounted on a shaft 70 and itself controlled by the accelerator pedal 73 through a cable 71 in conjunction with a return spring 72.
  • the shaft 70 of lever 69 additionally supports a threedimensional cam 74 over the surface of which rides a follower 75 carried in a clevis 76 secured to the end of a fairly long control rod 77.
  • This rod 77 is guided as close as possible 'to the cam 74 by a slideway arranged parallel to the shaft 70 and allowing the contact point of follower 75 to move over the entire width of the three-dimensional cam under the control of a lever 86 mounted on an adjustment corrector device which will be described hereinafter.
  • the rod 77 is pivotally connected to a lever 78 which is rigidly united with a motion amplifying lever 79 connected through a link 80 to four equipollent levers 49.
  • a main fuel line 99 extending tangentially at 98 from a centrifugal pump 91 Whose impeller 92 mounted on the shaft 93 is driven by a pulley 94 at a speed proportional to the engine speed.
  • This pump is supplied from a conventional feed pump 88 (or from a centrifugal pump immersed in the fuel tank), via a filter 89 and an orifice 90 which is offset with respect to the impeller shaft.
  • the orifice 95 of a fuel, gas, or air return line 97 is located at the center of the pump 91; this line is fitted with an adjustable jet 96 and leads back into the tank.
  • the fuel delivery line 99 opens by its orifice 101 into the lower chamber 102 of corrector 100.
  • a bellows 103 sustains the fuel pressure on its outside, its inside communicating with the atmosphere.
  • the bellows end 104 bears against a spring 105 and is connected through a rod 106 and a clevis 107 to the lever 86.
  • a second clevis 108 pivotally connected to lever 86 a little higher up is connected through a rod 109 parallel to rod 106 to the rnovable end 110 of a second bellows 111 whose other end 112 is held rigidly connected to the main casting of the corrector 100 by a yoke 113.
  • This fixed end communicates through a pipe 114 with the inlet manifold 63 in which prevails the depression created by the butterfiyvalve 65. This depression also prevails inside bellows 111 and is countered by a spring 115. Still further up the lever 86, a piston 116 bears thereagainst, its associated rod sliding in a cylindrical hole formed in corrector 100. Piston 116 extends into a cylindrical cavity 117 of larger diameter than that of the piston housing and within which a return spring118 thrusts the piston 116 against the lever 86. This cavity 117 is maintained at the same negative pressure as the inlet manifold, through a pipe 114.
  • the piston 116 comprises a reduced section 119 substantially midway along its length that consequently bounds a further cavity 120 which communicates through a duct 121 with a third cavity 122 formed in a block associated to the corrector 100.
  • a differential piston 123 is normally applied against the plug 124 by its return spring 125, atmospheric pressure being continuously exerted against the end of this piston through the duct 126.
  • the piston 123 has its upper end terminating in an obturator 127 which, when the piston rises, is adapted to seal the hole 128 in response, say, to a pressure below the atmospheric pressure prevailing in the cavity 122.
  • This cavity 122 also communicates through a duct 129 with a chamber 130 which is closed by a diaphragm 131 clamped by two plates 132 which bear on the one hand against a spring 133 and are connected on the other hand by a rod 134 and a clevis 135 to a lever 136.
  • the chamber 130 is continuously vented to the open atmosphere via a calibrated jet 137.
  • the lever 136 controls further levers 139 which, through the agency of hairpin links 140, act upon levers 57 and ultimately upon the levers 55 through the medium of the shafts 56.
  • the ends of the levers 55 are adapted to thrust against the slides 36 concurrently with the screws 46 and in opposition to the springs 47.
  • the engine rotates its feed pump 88 and its centrifugal pump 91.
  • the fuel is drawn from the tank and delivered by the feed pump at a moderate pressure (of the order of one meter of fuel, say) into the centrifugal pump.
  • a moderate pressure of the order of one meter of fuel, say
  • the outlet 90 By virtue of the non-central location of the outlet 90, there is formed, above a certain speed of about 1500 r.p.m., a cylindrical separation surface which bounds in the center of the centrifugal pump a cylinder devoid of liquid and in which collect air and fuel vapour which is evacuated through the central hole 95 and the pipe 97 back into the tank.
  • the centrifugal pump fills up with fuel to a greater or lesser extent and the jet 96 inserted into the return pipe 97 maintains a minimum pressure in the pump. This jet does not hinder the passage of the gas under normal running conditions.
  • a certain fuel pressure is thus established in the distribution line 99, and this pressure is the sum of the feed pump and centrifugal pump pressures and is consequently strictly determined for any given engine speed.
  • the law of variation of the pressure as a function of the speed is notquite a square law because of the relatively high and fairly constant pressure of the feed pump; this, however, is not unduly important, since to come as close as possible to a square law is useful only insofar as it enables the three-dimensional cam to be made fairly flat.
  • FIG- URE 2 shows the development of such a cam, on which the reference numerals 1 through designate the engine speed grid from 1000 to 5000 r.p.m. and on which the angle of rotation of three-dimensional cam, which is a function of a is indicated in degrees.
  • This particular profile reveals low sensitivity at the lower speeds, resulting in accentuated slopes, sideway reactions on the follower 75, and consequent poor definition in the region of idling speeds.
  • a notable original complementary feature of the invention consists in distorting this speed gridby characterizing the speed variable not merely by the variable P which depends on it alone, but also by adding to P a more or less large fraction of the variable AH which depends on both 00 and to. For each value of at it is possible to represent 0: by
  • FIGURE 3 shows, gives a greatly improved cam surface development wherein the sensitivity in the idling zones is extremely good and wherein sections taken through radial planes reveal only very slight bulge, as FIGURES 4, 5 and 6 clearly show.
  • This addition is effected in simple manner by placing the depression-sensitive bellows 111 in circuit, which bellows displaces the previously stationary clevis 108 in such manner that provided that the sections of the bellows 103 and 101 are equal, that the springs 105 and 115 have the same flexibility, and that the elongations produced are a and b, the speed abscissae of the three-dimensional cam be for each value of a. It can be seen that sideway reactions of the cam on the follower are very small and that the equilibrium of the lever 86 remains for all practical purposes undisturbed by these reactions.
  • the follower 75 is continuously biased against the three-dimensional cam by the spring 84, one end of which is attached to a lobe 82 on the link 80 interconnecting the fuel valve control levers and the other end of which is attached to the end of a lever 83 mounted on an extension of the air butterfly-valve shaft 66.
  • the movements sustained by the ends of this spring differ very little from each other, so that the length of the spring 84 varies very little and it is thus possible to choose a cam follower contact pressure that varies very little between the limits of operation.
  • any backlash in the various pivotal connections is consequently automatically taken up.
  • an energetic servomotor is utilized wherein the driving impulse is the depression itself (which is always strong when the power is cut off) and in which the criterion is a further combination KIIP+KIHAH in which the depression is in this case preponderant.
  • the sensing function is again effected on the lever 86, though above the clevis 108, by the piston 116 whose axis is at a distance 0 from the axis of the rod 109.
  • Said piston which is continuously biased against lever 86 by return spring 118, consequently moves in obedience to the law:
  • AH invariably preponderant and in which the greater the value of c the greater the influence of the fuel pressure (and hence of the speed).
  • the choice of the value c will therefore be determined firstly by the need not to shut off (or restore) the flow below a certain speed (1200 or 1500 r.p.m.) and also by that area of the table of engine equiconsumption curves which it is desired to eliminate.
  • the piston 116 initiates shutting off or restoring of the flow in the following manner:
  • the depression AH normally prevails in the cavity 117 and atmospheric pressure prevails on both sides of the diaphragm 131, and notably in the chamber 130 and the compartments 122 and 120.
  • the spring 133 normally urges the diaphragm 131 rearwardly and, through the agency of the intermediate members 134, 135, 136, 138, 139, 140, 57, 56, the levers 55 are kept well clear of the slides 36 in all slide positions normally adjusted by the screws 46 and the springs 47.
  • the piston 116 is thrust further inward. A stage is ultimately reached wherein the thinned down section 119 protrudes slightly into the cavity 117. None happens however for a time, since the slight suction effect into the cavity 122 is easily satisfied through the hole 128 and the depression produced therein is therefore very small and' does not destroy the equilibrium of the piston 123 or of the diaphragm 131. If, however, the sum b-l-c c b AH +v P continues to increase, the piston 11'6 moves still further inward and opens the passageway between the cavities and 117 a little more, resulting in the equilibrium position of the piston 123 being displaced slightly through an increase in the depression.
  • a low-pressure fuel injection metering device for internal combustion engines having a feed pump supplying a centrifugal pump which delivers the fuel continuously through an injection system of adjustable passageway section which injects the fuel into the engine inlet tract at a point located downstream of an air regulating butterfly-valve and upstream of the cylinder valves
  • control means for adjusting said passageway section a three-dimensional cam cooperating with said control means for regulating same, the control for said butterfiy' valve being operatively connected to said cam to control the rotation thereof, first responsive means responsive to fuel pressure applied to said injection systems, second responsive means responsive to the negative air pressure prevailing in the inlet tract downstream of said butterfly-valve, said first responsive means and said second responsive means adapted to control a relative translational motion between said cam and said first control means in response to changes in said fuel pressure and said negative air pressure.
  • said injection system comprises, independently of said control means, a second control means for instantaneously covering and uncovering said passageway section as a function of said negative air pressure and of said fuel pressure, said second control means being activated by a release member on which said first and second responsive means act jointly.
  • said injection system comprises a slide-valve which comprises a calibrated jet supplied with fuel and which slides over a stationary valve face having formed therein an orifice of larger cross-section for fuel injection into the inlet tract and of which the degree of overlap by said jet determines the fuel flow cross-section, the translation of said slidevalve being controlled by a threaded pushrod against a countering spring and said threaded pushrod being rotated through the agency of said control element governed by said three-dimensional cam.
  • a low-pressure fuel injection metering device for internal combustion engines having a feed pump supplying a centrifugal pump which delivers the fuel continuously through an injection system of adjustable passageway section which injects the fuel into the engine inlet tract at a point located downstream of an air regulating butterfly-valve and upstream of the cylinder valves, the improvement comprising control means for adjusting said passageway section, a three-dimensional cam cooperating with said control means for regulating same, the control for said butterfly-valve being operatively connected to said cam to control the rotation thereof, first responsive means responsive to fuel pressure applied to said injection systems, second responsive means responsive to the negative air pressure prevailing in the inlet tract downstream of said butterfly-valve, said first responsive means and said second responsive means adapted to control a relative translational motion between said cam and said first control means in response to changes in said fuel pressure and said negative air pressure; said injection system comprising independently of said first control means, a second control means for instantaneously covering and uncovering said passageway section as a function of said negative air pressure and of said fuel

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Fuel-Injection Apparatus (AREA)
US401352A 1963-10-14 1964-10-05 Low-pressure fuel injection metering devices for internal combustion engines Expired - Lifetime US3298335A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR950563A FR1418780A (fr) 1963-10-14 1963-10-14 Dispositif de dosage d'injection de combustible à basse pression pour moteur à explosion

Publications (1)

Publication Number Publication Date
US3298335A true US3298335A (en) 1967-01-17

Family

ID=8814367

Family Applications (1)

Application Number Title Priority Date Filing Date
US401352A Expired - Lifetime US3298335A (en) 1963-10-14 1964-10-05 Low-pressure fuel injection metering devices for internal combustion engines

Country Status (5)

Country Link
US (1) US3298335A (fr)
DE (1) DE1276403B (fr)
FR (1) FR1418780A (fr)
GB (1) GB1084436A (fr)
OA (1) OA01473A (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3989774A (en) * 1974-11-25 1976-11-02 Clean Air Company Inc. "CASCA" Device at injection nozzle
US4353848A (en) * 1980-07-25 1982-10-12 Carsten Earl D Fuel/air metering apparatus

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE1005291A3 (fr) * 1991-09-10 1993-06-22 Solvay Procede de fabrication d'une solution aqueuse industrielle de chlorure de sodium et utilisation de la solution aqueuse de chlorure de sodium ainsi obtenue pour la fabrication electrolytique d'une solution aqueuse d'hydroxyde de sodium, pour la fabrication de carbonate de sodium et pour la fabrication de cristaux de chlorure de sodium.

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2378036A (en) * 1941-07-07 1945-06-12 Reggio Ferdinando Carlo Fuel metering device
US2452627A (en) * 1946-06-06 1948-11-02 Bendix Aviat Corp Fuel supply system
US2456604A (en) * 1945-07-27 1948-12-14 Bendix Aviat Corp Fuel supply system
FR1202171A (fr) * 1958-02-12 1960-01-08 Perfectionnements apportés au dosage du combustible notamment de l'essence, à injecter dans des moteurs à explosion

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE416048C (de) * 1923-12-02 1925-07-06 Maybach Motorenbau G M B H Brennstoffregelungseinrichtung an Spritzvergasern
DE1052165B (de) * 1956-05-12 1959-03-05 Wilhelm Hofacker Vorrichtung zum Regeln der Einspritzmenge von Brennstoffeinspritzpumpen
DE1087404B (de) * 1956-05-14 1960-08-18 Wilhelm Hofacker Vorrichtung zur Regelung der Einspritzmenge von Brennstoff-einspritzpumpen
US2813522A (en) * 1956-07-02 1957-11-19 Acf Ind Inc Fuel injection system
DE1858807U (de) * 1962-07-10 1962-09-20 Alfa Romeo Spa Regler fuer einspritzpumpen von vergasermotoren.

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2378036A (en) * 1941-07-07 1945-06-12 Reggio Ferdinando Carlo Fuel metering device
US2456604A (en) * 1945-07-27 1948-12-14 Bendix Aviat Corp Fuel supply system
US2452627A (en) * 1946-06-06 1948-11-02 Bendix Aviat Corp Fuel supply system
FR1202171A (fr) * 1958-02-12 1960-01-08 Perfectionnements apportés au dosage du combustible notamment de l'essence, à injecter dans des moteurs à explosion

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3989774A (en) * 1974-11-25 1976-11-02 Clean Air Company Inc. "CASCA" Device at injection nozzle
US4353848A (en) * 1980-07-25 1982-10-12 Carsten Earl D Fuel/air metering apparatus

Also Published As

Publication number Publication date
GB1084436A (en) 1967-09-20
OA01473A (fr) 1969-07-21
DE1276403B (de) 1968-08-29
FR1418780A (fr) 1965-11-26

Similar Documents

Publication Publication Date Title
US3650258A (en) Fuel injection systems
US3842814A (en) Exhaust gas recirculation system
US3929114A (en) Fuel injector arrangement for compressive mixture internal combustion engines
US3777725A (en) Means for varying the air-fuel ratio in a fuel injection system for internal combustion engines
US2470382A (en) Regulating and feed apparatus for internal-combustion engines
US2919686A (en) Split engine
US3139079A (en) Centrifugal distributor with integral governor control valve
US3298335A (en) Low-pressure fuel injection metering devices for internal combustion engines
US3157168A (en) Spark control valve for ignition distributors
US3896778A (en) Apparatus in a combustion engine including a device for continually measuring and individually distributing to a plurality of fuel injection valves the amounts of fuel appropriate to the amounts of combustion air
US4337617A (en) Fuel control system for a gas turbine engine
US2984232A (en) Fuel injection control
GB1425913A (en) Device for regulating the delivery of a fuel injection pump of an internal combustion engine
GB1071242A (en) Fuel supply apparatus for a gas turbine jet engine
US2949735A (en) Control apparatus for a propulsion engine
US3516250A (en) Fuel control system for turbo-shaft engines
US3336912A (en) Fuel injection control system
US3374800A (en) Gas turbine engine control having by-pass valve means
US2453328A (en) Control apparatus for internalcombustion engines
US3064636A (en) Fuel injection idle enrichment control mechanism
US3967607A (en) Fuel injection system
US2922410A (en) Fuel injection apparatus
GB1330577A (en) Acceleration demand controlled engine spark timing
GB1160710A (en) Motor Vehicle having a Gas Turbine
US3476096A (en) Fuel supply system for internal combustion engines