U.S. patent number 3,830,204 [Application Number 05/232,575] was granted by the patent office on 1974-08-20 for fuel injection-spark ignition system for an internal combustion engine.
Invention is credited to Roy E. McAlister.
United States Patent |
3,830,204 |
McAlister |
August 20, 1974 |
FUEL INJECTION-SPARK IGNITION SYSTEM FOR AN INTERNAL COMBUSTION
ENGINE
Abstract
A system of converting a carbureted-spark ignited internal
combustion engine to a fuel-injection-spark ignited mode of
operation comprising a series of fuel injecting spark plugs for
replacing the conventional spark plugs, a fuel manifold for the
spark plugs connected to the fuel line in lieu of its connection
with the carburetor and a distributor assembly for replacing the
distributor cap and rotor of the distributor having a shaft section
fixedly connected to the rotor shaft of the distributor, the shaft
section having a drum mounted thereon for rotation therewith and
for axial movement therealong in response to the movement of the
speed control mechanism of the engine (in lieu of the carburetor
response thereof), the drum cooperating with a ganged structure in
the form of a replacement distributor cap to generate electrical
signals resulting from the rotational movement of the drum which
are transmitted to the fuel injection plugs as a function of engine
speed and are varied in time or other characteristic as a result of
the axial movement of the drum as a function of speed control
mechanism position. The system includes provision for the cut off
of the fuel injection signals in response to the release of the
speed control mechanism to its idle position until the engine speed
reduces to a value just above idle speed and a start up of the fuel
injection signals in response to a depression of the speed control
mechanism before reaching the aforesaid speed which closely
correspond to the actual engine speed, by retarding or damping the
return axial movement of the drum.
Inventors: |
McAlister; Roy E. (Phoenix,
AZ) |
Family
ID: |
22873693 |
Appl.
No.: |
05/232,575 |
Filed: |
March 7, 1972 |
Current U.S.
Class: |
123/297;
123/473 |
Current CPC
Class: |
F02M
57/06 (20130101); F02P 7/022 (20130101); F02M
51/00 (20130101); F02P 13/00 (20130101) |
Current International
Class: |
F02M
51/00 (20060101); F02M 57/00 (20060101); F02P
13/00 (20060101); F02M 57/06 (20060101); F02P
7/00 (20060101); F02P 7/02 (20060101); F02m
051/00 () |
Field of
Search: |
;123/32AE,32SJ |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Goodridge; Laurence M.
Assistant Examiner: Flint; Cort
Attorney, Agent or Firm: Cushman, Darby & Cushman
Claims
I claim:
1. A fuel injection system for an internal combustion engine having
combustion chamber means, a rotating element driven at a speed
proportional to the speed of the engine, and a speed control
mechanism, said system comprising a pair of structures disposed in
physically cooperating relation with respect to each other, means
mounting said structures for rotational movement of one with
respect to the other and for relative movement with respect to each
other between first and second positions, means adapted to be
connected with the rotating element of the internal combustion
engine for effecting rotational movement of said one structure at a
speed proportional to the speed of the internal combustion engine,
means adapted to be connected to the speed control mechanism of
said internal combustion engine for effecting a relative movement
between said structures from said first position toward said second
position during the rotation of said one structure in response to
the movement of the speed control mechanism of the internal
combustion engine from its idle position toward its maximum speed
position and for permitting a relative movement between said
structures toward said first position when said speed control
mechanism is moved toward said idle position, said structures
including electrical signal generating means operable to generate
an electrical signal during the revolution of said one structure
having a characteristic which varies as a result of the relative
movement between said structures from said first position toward
said second position, spark plug means adapted to be mounted in
operative relation with respect to the combustion chamber means of
the internal combustion engine, said spark plug means having fuel
outlet means therein adapted to communicate with the combustion
chamber means of the internal combustion engine when said spark
plug means is mounted in operative relation therewith, means
operable in response to said electrical signal for discharging from
said outlet means into the combustion chamber means of the internal
combustion engine in proper timed relation to the cycle of
operation thereof an amount of fuel which is proportional to the
characteristic variation of said electrical signal, and rotation
sensing switch means for rendering said signal generating means (1)
inoperable to generate an electrical signal to which said
discharging means is responsive when the rotating element of said
engine is not rotating and (2) operable to generate an electrical
signal to which said discharging means is responsive of said engine
at starting speeds and above.
2. A system as defined in claim 1 wherein said one structure
includes a cylindrical drum and wherein the other structure
includes a cap member adapted to replace the conventional
distributor cap of the internal combustion engine, said structure
mounting means including cooperating means on said cap member for
detachably fixedly securing the same on the distributor housing of
the internal combustion engine, a shaft section having means on the
ends thereof for interconnecting the same between the rotor and
rotor shaft of the distributor of the internal combustion engine
for rotation therewith, and means mounting said drum over said
shaft section between the ends thereof for rotation therewith and
axial movement with respect thereto, said cap member having leads
in the end thereof for cooperating with the distributor rotor of
the internal combustion engine.
3. A system as defined in claim 2 wherein said signal generating
means includes a conductor band on the exterior periphery of said
drum having a circumferential width which increases axially and a
number of conductor brushes equal to the number of combustion
chambers in the internal combustion engine carried by said cap
member in engagement with the exterior periphery of said drum so as
to contact said conductor band during the revolution of said drum
in any position of axial movement thereof.
4. A system as defined in claim 3 wherein said spark plug means
includes a spark plug for each combustion chamber of the internal
combustion engine and said signal responsive means includes a fuel
passage extending through each spark plug, each fuel passage having
a discharge end constituting said fuel outlet means and an inlet
end, a valve mounted in each spark plug for movement between opened
and closed positions with respect to the associated fuel passage
therein and solenoid coil means within each spark plug electrically
connected with an associated conductor brush for energization when
the latter is in engagement with said conductor band and
operatively connected with the associated valve for moving the same
into an opened position in response to the energization
thereof.
5. A system as defined in claim 2 wherein said signal generating
means includes a variable resistor in said drum extending axially
thereof and being exposed axially along the periphery thereof and a
number of conductor brushes equal to the number of combustion
chambers in the internal combustion engine carried by said cap
member in engagement with the exterior periphery of said drum so as
to contact said variable resistor during the revolution of said
drum in any position of axial movement thereof.
6. A system as defined in claim 5 wherein said spark plug means
includes a spark plug for each combustion chamber of the internal
combustion engine and said signal responsive means includes a fuel
passage extending through each spark plug, each fuel passage having
a discharge end constituting said fuel outlet means, an inlet end
and a valve seat intermediate the ends thereof, a valve member of
piezoelectrical material mounted within each plug in closing
engagement with said valve seat electrically connected with an
associated contact brush for moving away from said valve seat in
response to the energization thereof an amount proportional to the
variable resistance of said variable resistor.
7. A fuel injection system for an internal combustion engine having
speed control means movable in one direction from an idle position
through a closely adjacent cut-off position to a maximum speed
position and in an opposite direction from said maximum speed
position through said cut-off position to said idle position and at
least one combustion chamber comprising means for generating an
electrical signal for each cycle of operation of said engine having
a characteristic capable of being varied between an idle value and
a maximum speed value, means operable in response to the generation
of said electrical signal for discharging an amount of fuel into
the combustion chamber of the engine which varies between an idle
amount and a maximum amount proportional to the variation of said
signal between said idle value and said maximum value, means for
varying said electrical signal from said idle value to said maximum
value in response to the movement of said speed control means in
said one direction from said idle position to said maximum
position, means operable in response to the movement of said speed
control means in said opposite direction between said maximum
position and said cut-off position for varying said signal toward
said idle value at a maximum rate which is independent of the rate
of said movement of said speed control means, and means for
rendering said signal generating means inoperable to generate an
electrical signal to which said fuel discharge means is responsive
when said speed control means is disposed in said cut-off position,
said idle position and any position therebetween, and the speed of
said engine is above a predetermined speed slightly above idle
speed.
8. A system as defined in claim 7 wherein the variable
characteristic of said electrical signal is the time of said
electrical signal.
9. A system as defined in claim 7 wherein the variable
characteristic of said electrical signal is the amplitude of the
voltage thereof.
10. A system as defined in claim 7 including temperature and
pressure responsive means for varying the idle value of said
electrical signal.
11. A system as defined in claim 3, wherein said signal generating
means further includes a lead in said cap member associated with
each brush and a transistor in said cap member electrically
connected between each brush and its associated lead.
12. A fuel injection system for an internal combustion engine
including a distributor housing having a distributor rotor shaft
therein, combustion chamber means, and a speed control mechanism
movable in one direction from an idle position through a closely
adjacent cut-off position to a maximum speed position and in an
opposite direction from said maximum speed position through said
cut-off position to said idle position, said system comprising an
annular housing structure, means on said housing structure for
detachably fixedly securing the same on the distributor housing of
the internal combustion engine, a shaft section having means on one
end thereof for connecting the same on the distributor rotor shaft
of the internal combustion engine for rotation therewith within
said housing structure, a generally cylindrical drum structure,
means mounting said drum structure over said shaft section within
said housing structure for rotation with said shaft section and
axial movement with respect thereto and to said housing structure
between first and second positions, means adapted to be connected
to the speed control mechanism of said internal combustion engine
for effecting an axial movement of said drum structure from said
first position toward said second position during the rotation of
said drum structure in response to the movement of the speed
control mechanism of the internal combustion engine from its idle
position toward its maximum speed position, said drum and housing
structures including electrical signal generating means operable to
generate an electrical signal during the rotation of said drum
structure having a characteristic which varies as a result of the
axial movement of said drum structure from said first position
toward said second position, spark plug means adapted to be mounted
in operative relation with respect to the combustion chamber means
of the internal combustion engine, said spark plug means having
fuel outlet means therein adapted to communicate with the
combustion chamber means of the internal combustion engine when
said spark plug means is mounted in operative relation therewith,
means operable in response to said electrical signal for
discharging from said outlet means into the combustion chamber
means of the internal combustion engine in proper timed relation to
the cycle of operation thereof an amount of fuel which is
proportional to the characteristic variation of said electrical
signal, means operable in response to the movement of said speed
control mechanism of the internal combustion engine in the
aforesaid opposite direction thereof between said maximum position
and said cut-off position for effecting an axial movement of said
drum structure toward said first position at a maximum rate which
is independent of the rate of movement of the speed control
mechanism, and means for rendering said signal generating means
inoperable to generate an electrical signal to which said fuel
discharging means is responsive when said speed control mechanism
is disposed in said cut-off position, said idle position and any
position therebetween, and the speed of said engine is above a
predetermined speed slightly above idle speed.
13. A system as defined in claim 12 wherein said means for
effecting the axial movement of said drum structure toward said
first position comprises a spring resiliently biasing said drum
structure toward said first position and a centrifugal retarding
assembly rotatably connected with said shaft section for
controlably limiting the rate of the axial movement of said drum
structure under the bias of said spring.
14. A system as defined in claim 12 including a pressure and
temperature responsive annular bellows operatively connected
between said shaft section and said drum structure for limiting the
axial movement thereof in one direction at a variable position
corresponding to said first position, said signal generating means
being operable to vary the signal corresponding to said variation
in said first position.
15. A fuel injection system for an internal combustion engine
having combustion chamber means, a rotating element driven at a
speed proportional to the speed of the engine and a speed control
mechanism movable in one direction from an idle position through a
closely adjacent cut-off position to a maximum speed position and
in an opposite direction from said maximum speed position through
said cut-off position to said idle position, said system comprising
a pair of structures disposed in physically cooperating relation
with respect to each other, means mounting said structures for
rotational movement of one with respect to the other and for
relative movement with respect to each other between first and
second positions, means adapted to be connected with the rotating
element of the internal combustion engine for effecting rotational
movement of said one structure at a speed proportional to the speed
of the internal combustion engine, means adapted to be connected to
the speed control mechanism of said internal combustion engine for
effecting a relative movement between said structures from said
first position toward said second position during the rotation of
said one structure in response to the movement of the speed control
mechanism of the internal combustion engine from its idle position
toward its maximum speed position and for permitting a relative
movement between said structures toward said first position when
said speed control mechanism is moved toward said idle position,
said structures including electrical signal generating means
operable to generate an electrical signal during the revolution of
said one structure having a characteristic which varies as a result
of the relative movement between said structures from said first
position toward said second position, spark plug means adapted to
be mounted in operative relation with respect to the combustion
chamber means of the internal combustion engine, said spark plug
means having fuel outlet means therein adapted to communicate with
the combustion chamber means of the internal combustion engine when
said spark plug means is mounted in operative relation therewith,
means operable in response to said electrical signal for
discharging from said outlet means into the combustion chamber
means of the internal combustion engine in proper timed relation to
the cycle of operation thereof an amount of fuel which is
proportional to the characteristic variation of said electric
signal, and means for rendering said signal generating means
inoperable to generate an electrical signal to which said fuel
discharging means is responsive when said speed control mechanism
is disposed in said cut-off position, said idle position and any
position therebetween, and the speed of said engine is above a
predetermined speed slightly above idle speed.
16. A fuel injection system as in claim 15 including means for
controlling the relative movement between said structures toward
said first position to a rate proportional to engine speed when
said speed control mechanism is moved in the opposite direction at
a greater rate.
17. A fuel injection system for an internal combustion engine
including a distributor housing having a distributor rotor shaft
therein, combustion chamber means, and a speed control mechanism
movable in one direction from an idle position through a closely
adjacent cut-off position to a maximum speed position and in an
opposite direction from said maximum speed position through said
cut-off position to said idle position, said system comprising an
annular housing structure, means on said housing structure for
detachably fixedly securing the same on the distributor housing of
the internal combustion engine, a shaft section having means on one
end thereof for connecting the same on the distributor rotor shaft
of the internal combustion engine for rotation therewith within
said housing structure, a generally cylindrical drum structure,
means mounting said drum structure over said shaft section within
said housing structure for rotation with said shaft section and
axial movement with respect thereto and to said housing structure
between first and second positions, means adapted to be connected
to the speed control mechanism of said internal combustion engine
for effecting an axial movement of said drum structure from said
first position toward said second position during the rotation of
said drum structure in response to the movement of the speed
control mechanism of the internal combustion engine from its idle
position toward its maximum speed position, said drum and housing
structures including electrical signal generating means operable to
generate an electrical signal during the rotation of said drum
structure having a characteristic which varies as a result of the
axial movement of said drum structure from said first position
toward said second position, spark plug means adapted to be mounted
in operative relation with respect to the combustion chamber means
of the internal combustion engine, said spark plug means having
fuel outlet means therein adapted to communicate with the
combustion chamber means of the internal combustion engine when
said spark plug means is mounted in operative relation therewith,
and means operable in response to said electrical signal for
discharging from said outlet means into the combustion chamber
means of the internal combustion engine in proper timed relation to
the cycle of operation thereof an amount of fuel which is
proportional to the characteristic variation of said electrical
signal, said signal generating means including a conductor band on
the exterior periphery of said drum structure and a plurality of
annularly spaced conductor brushes carried by said housing
structure in engagement with the exterior periphery of said drum
structure so as to contact said conductor band during the rotation
of said drum structure in any position of axial movement thereof,
said conductor band having leading and trailing edges which
converge toward an axial line extending therethrough in an axial
direction corresponding to the direction of axial movement of said
drum structure toward said second position.
18. A fuel injection system as defined in claim 17 wherein said
signal generating means further includes a lead in said housing
structure associated with each brush and transistor in said housing
structure electrically connected between each brush and its
associated lead.
Description
This invention relates to a system for converting conventional
carbureted and spark ignited engines to fuel injected and spark
ignited engines.
There are many systems proposed in the patented literature for
rendering internal combustion engines capable of operation in a
fuel injection and spark ignited mode. In general, these systems
have employed elaborated electronic circuits for generating the
electrical signals necessary for actuating the fuel injecting
mechanisms so that a proper amount of fuel at the proper time is
discharged into each combustion chamber. Many of these systems
utilize spark plugs modified to provide a fuel outlet discharging
directly into the combustion chamber which eliminates the need to
provide fuel openings in the engine block.
Despite the disclosed capabilities of known fuel injection-spark
ignition systems, in general, these systems have not been adopted
to any appreciable extent particularly as conversion packages.
Those systems which have been commercially adopted utilize complex
electronic circuitry involving sensors for a great variety of
varying engine conditions. As a consequence these sophisticated
electronic systems have been suitable only as original equipment
(as distinguished from conversion systems) where the relatively
high costs involved can be included as a part of the greater
overall costs of production, as with an automobile or the like.
The present invention is based upon the underlying principle that
the costs heretofore encountered can be substantially reduced to a
point where a conversion package is economically practical by
varying the electrical injection signal as a simple function of the
engine rotational speed and the position of the speed control
mechanism. Thus, the system of the present invention utilizes two
simple physically cooperating structures mounted for relative
rotational movement of one with respect to the other and for
relative movement with respect to each other between first and
second positions and simply coupling the one structure to a
rotating element of the engine so that its rotation is at all times
a function of engine speed and interconnecting the speed control
linkage between the two structures so that they will assume a
relative position which is a function of the position of the speed
control mechanism. The rotating structure then provides means for
generating an electrical injection signal during each cycle of
engine operation and change in relative position between the two
structures provides means for varying a characteristic of the
electrical injection signal by which the amount and timing of the
fuel injection can be determined.
Accordingly, it is an object of the present invention to provide a
system of fuel injection-spark ignition for an internal combustion
engine embodying the principles set forth above so as to obtain the
advantages stated and overcome the stated disadvantages of the
prior art systems.
Another object of the present invention is the provision of a
system of the type described which is constructed as a conversion
package for existing internal combustion engines of the
carbureted-spark ignition type capable of easy installation by
simply replacing the existing distributor cap and spark plugs and
disconnecting the fuel line and speed control mechanism from the
existing carburetor and effecting connection thereof with
components of the present system.
Another object of the present invention is the provision of a
system of the type described which is particularly suited to be
utilized with a variety of different fuels, such as gasolene (both
high and low octane), diesel fuel, mathane, propane, methanol,
hydrogen, heated kerosene and the like.
A known advantage of fuel injection systems is that they can be
made so as to cut off the injection of fuel during deceleration.
Such cut-off materially aids in fuel conservation and reduces
pollution. The present system is ideally suited to incorporation of
the cut-off feature since cut-off is best determined as a function
of engine speed and the position of the speed control mechanism.
Moreover, in accordance with the principles of the present
invention, a smoothly operating cut-off function is obtained by the
provision of a damped override to the relative movement between the
two structures in a direction corresponding to deceleration so as
to limit the rate of deceleration under firing conditions and
thereby encourage the operator to decelerate under a no-fire
condition, as by completely releasing the accelerator pedal of the
speed control mechanism.
Accordingly, it is an object of the present invention to provide a
system of fuel injection embodying fuel cut-off during deceleration
when the accelerator pedal is fully released and controlled rate
deceleration in response to the release of the accelerator until
the fully released position is reached.
Another object of the present invention is the provision of an
improved fuel injection spark plug.
These and other objects of the present invention will become more
apparent during the course of the following detailed
description.
The invention may best be understood with reference to the
accompanying drawings wherein illustrative embodiments are
shown.
In the drawings:
FIG. 1 is a somewhat schematic view illustrating a fuel
injection-spark ignition system embodying the principles of the
present invention installed as a conversion package on a
conventional carbureted-spark ignited internal combustion engine of
an automobile;
FIG. 2 is an enlarged vertical sectional view of a preferred
embodiment of a distributor unit of the present system;
FIG. 3 is a sectional view taken along the line 3--3 of FIG. 2;
FIG. 4 is an elevational view partly in section illustrating a
modified form of fuel injecting spark plug;
FIG. 5 is an elevational view of a drum structure of modified form;
and
FIG. 6 is a sectional view taken along the line 6--6 of FIG. 5.
Referring now more particularly to the drawings, there is shown in
FIG. 1 thereof a preferred form of fuel injection and the spark
ignition system 10 for an internal combustion engine embodying the
principles of the present invention. The system of the present
invention is applicable to all known internal combustion engines
either of the piston and cylinder type or of the rotary type, such
as Wankel engines. The system is likewise applicable to engines
which operate on the two cycle or four cycle mode. Since the system
has particular applicability as a conversion package for a
conventional carbureted-spark ignited four cycle, piston and
cylinder engine of the type used in most automotive vehicles today,
FIG. 1 illustrates such exemplary application including those parts
of a typical conventional engine which are effected by the
conversion. These parts include a carburetor, indicated at C,
having a linkage L of the speed control mechanism and a fuel line F
of the fuel circuit connected therewith and a distributor D.
The system 10 includes a series of fuel injection spark plugs,
generally indicated at 12, which are installed in the engine in
place of the conventional spark plugs, a fuel line manifold or
harness 14 having a fluid flow connection with the fuel line F in
lieu of its connection with the carburetor C and a similar fluid
flow connection with each spark plug 12, and a distributor cap
replacement assembly, generally indicated at 16, which is adapted
to be mounted on the distributor D in lieu of the conventional
distributor cap thereof. The assembly 16 is adapted to be
mechanically connected between the distributor rotor and its shaft
and has a further mechanical connection with the linkage L of the
speed control mechanism in lieu of its connection with the
carburetor C. The assembly 16 also provides the conventional
electrical connection between the spark igniting signal generating
mechanism of the distributor D and the plugs 12 as well as an
electrical connection therewith providing a fuel injection
electrical signal.
In its broadest aspects, it will be understood that the present
system 10 may utilize any known fuel injection spark plug
construction. However, in FIG. 1 a preferred form of plug 12 is
shown. The plug 12 includes the usual collar 18 of conductive
material, such as metal or the like, the collar providing the usual
exterior threads 20 on one end portion thereof for engagement with
the engine block opening which receives the conventional spark
plugs of the engine. Also, the collar 18 includes the usual
exterior flats on its outer end portion which cooperate with a
wrench or other tool for effecting the securement of the plug 12 in
the engine block.
Mounted within the collar 18 is a first annular body 22 of
insulative material, the body extending axially outwardly of the
collar 18 and being fixedly secured therein by any suitable means,
as for example, a swaged down lip on the outer end portion of the
collar. The first annular body 22 has fixedly imbedded therein a
concentric relation with the collar 18 an electrode member 24, the
inner extremity of which is disposed in spaced relation to a ground
electrode 26 formed on the inner extremity of the collar 18 so as
to provide a spark gap between the two electrodes.
The outer end portion of the first annular body 22 is formed with a
cavity or recess 28 extending from the exterior periphery intwardly
into communication with the outer end of the electrode member 24.
The plug 12 also includes a second annular body 30 of insulative
material which is disposed in outward axially extending relation to
the first body 22 and includes a projecting portion 32 adapted to
engage within the cavity 28 of the first body 22. While this
telescoping or male and female relationship between the first and
second bodies may assume any particular configuration, as shown,
the mating surfaces of the two bodies are of frustoconical
configuration.
The two bodies 22 and 30 are arranged so as to be fused together
along a portion of the mating frustoconical surfaces thereof with
the remaining portion of the surfaces having a conductor 34
disposed therebetween for transmitting the high voltage required to
generate the spark across the spark gap provided by the electrodes
24 and 26. In the embodiment shown, the conductor 34 is in the form
of a helical strip having an exteriorly exposed annular portion
adjacent the juncture of the exterior peripheries of the two bodies
22 and 30 and an inner end suitably connected to the adjacent end
of the electrode member 24. It will be understood that the
conductor 34 may assume other configurations as, for example, a
frustoconical foil suitably apertured throughout to provide
surface-to-surface contact permitting the two insulated bodies to
be fused together during the assembly of the plug 12, as well as a
straight rigid bar.
Preferably, the body 30 is molded in surrounding relation to a
solenoid valve assembly, generally indicated at 36. The assembly 36
includes a first tubular member 38 having an outer end portion
extending axially outwardly from the annular body 30 and
constituting a fuel inlet for the plug 12. The inner end portion of
the member 38 is in the form of a spool around which is wound a
solenoid coil 40. One end of the solenoid coil is connected with
the member 38 which is made of a conductive material and the
opposite end thereof extends exteriorly through the spool end
flange and the adjacent portion of the insulative body 30 and has
an electrical connector 42 secured thereto.
The hub of the spool portion of the member 38 is provided with an
axial passage 44 communicating the fuel inlet portion of the member
38 to a recessed opposite end thereof, indicate at 46. Mounted
within the recess 46 is a solenoid plunger member 48, the outer end
of which is formed into a valve element 50. The member 48 is
slidably mounted within a second member 52 having an outer sleeve
portion which encompasses the coil 40 and an inner portion which
slidably receives the members 48 defining an annular valve seat 54
therein which cooperates with the valve element 50.
The member 48 is resiliently biased, as by a coil spring 56, into a
position wherein the valve element 50 engages the valve seat 54 in
closed relation therewith. The exterior periphery of the member may
be provided with axial slots or the like which provide for flow of
fluid from the passage 44 to the valve seat 54. In addition, as
shown, the member 48 includes a central passage 58 which
communicates with the exterior of the member at a position spaced
from the valve element 50. The member 52 also provides an axial
passage 60 leading from the valve seat 54 which in turn
communicates with an aligned passage 62 formed in the body 30 and a
passage 64 formed in the electrode member 24. The passage 64
terminates in a restricted orifice 66 calibrated so as to prevent
flow of fluid outwardly thereof until a predetermined operating
pressure condition is obtained.
The fuel manifold 14 may assume many different constructions, as
shown, the manifold comprises a simple hollow elongated body 68
having an inlet connection at one end thereof for receiving the
outlet end of the fuel line F disconnected from the carburetor C.
The hollow body includes a plurality of outlet connections 70 of a
number equal to the number of plugs 12 utilized in the system. In
the embodiment shown in FIG. 4, an exemplary number of four outlets
70 is provided, each being connected as by a conduit 72 to the
inlet portion 38 of a plug 12 as by a connecting nut 74 or the
like.
Referring now more particularly to FIG. 2, there is shown therein a
preferred embodiment of the distributor assembly 16 mounted on the
distributor D in place of the conventional distributor cap thereof.
As shown, the assembly 16 includes a housing or distributor cap
assembly including a lower adaptor section 80 having its lower end
configured to engage the upper rim 82 of the distributor D in the
same fashion as the normal distributor cap. In this regard, the
adaptor section 80 includes lugs 84 for receiving the usual spring
clips 86 which serve to detachably mount the conventional
distributor cap onto the metal housing thereof. The housing
assembly also includes an upper section 88 which is detachably
mounted on the lower section 80, by any suitable means, such as a
threaded connection 90 or the like. The upper section includes the
usual central terminal 92 to which a lead from the coil is
connected and a plurality of circumferentially spaced spark plug
terminals 94. These terminals 92 and 94 are adapted to cooperate
with a rotor 96 in the same manner as a conventional distributor.
The assembly 16 includes a main hollow shaft section 98 having an
adaptor 100 fixed to the lower end thereof which is configured to
engage the upper end of the conventional rotor shift 102 of the
distributor D. The upper end of the main shaft section 98 is
configured to detachably receive the rotor 96 in the usual fashion.
It can thus be seen that the distributor assembly 16 of the present
invention provides the same capabilities built into the
conventional distributor insofar as the timing of the spark
ignition is concerned.
In accordance with the principles of the present invention, a drum
structure 104 is mounted over the shaft 98 for axial sliding
movement with respect thereto and for rotational movement
therewith. The drum 104 is preferably made of a plastic material
and has embedded in the exterior periphery thereof a conductor
sheet 106 having a generally wedge-shaped configuration as best
shown in FIG. 1. The conductor sheet is electrically connected with
the shaft 98, as indicated at 108, in FIG. 2 to provide a ground
circuit therefor, as will be hereinafter more fully explained.
This conductor sheet 106 is adapted to cooperate with a plurality
of radially extending electric contact brushes 110 carried by the
upper cap section 88 is annually spaced position about the drum,
the number of brushes provided corresponding with the number of
plugs 12. The brushes 110 and the cap section 88 carrying the same
constitute a structure which is disposed in physically cooperating
relation with the drum structure 104 for rotational movement of one
with respect to the other and for relative movement with respect to
each other between first and second positions. Both the relative
rotational movement and the relative movement between the first and
second positions in the preferred embodiment shown is accomplished
by the aforesaid axial and rotational movement of the drum
structure 104.
While any suitable arrangement may be utilized to provide these
movements, in the preferred embodiment shown, the drum structure
104 is formed with an axial flange 112 on its upper end through
which a radial pin 114 extends. The pin 114 also engages within a
pair of diametrically opposed axially extending slots 116 formed in
the main hollow shaft 98 and a transverse bore within the upper end
of a motion transmitting shaft or element 118, the lower end of
which extends through the hollow shaft 48 to a position below the
drum structure 104. The main shaft 98 is formed with a second pair
of axially elongated slots 120 at a position adjacent the lower end
portion of the motion transmitting shaft 118 and a collar 122 is
slidably mounted in surrounding relation with the exterior of the
main shaft 98 adjacent the lower extremity of shaft 118. A pin 124
similar to pin 114, extends radially through the collar 122, within
the slots 120 and an appropriate bore in the adjacent lower end
portion of the motion transmitting shaft 118.
With the above arrangement, it can be seen that the drum structure
104 will at all times rotate with the rotation of the rotor shaft
102 of the distributor D. The collar 122 provides a means whereby
the drum structure 104 may be moved axially along the main shaft 98
during such rotation. This axial movement is effected as a function
of the movement of the speed control mechanism of the automobile.
To this end, the collar 122 includes an upper radially outwardly
extending flange 126, the lower surface of which is adapted to be
engaged by a pair of rollers 128 carried by the outer ends of a
fork member 130. The fork member 130 is pivotally mounted on a lug
structure 132 formed integrally on the interior of the lower cap
section 80 at a position indicated at 134 in FIG. 2.
The motion of the speed control mechanism of the automobile is
transmitted to the fork member 130 preferably by a conventional
Bowden wire assembly, indicated generally at 136. With reference to
FIG. 1, a bracket 138 is suitably mounted on the carburetor C and
the normal throttle and choke mechanism of the carburetor is
suitably locked into an open position as by any suitable means such
as the turn-buckle link 140 illustrated in FIG. 1 extending between
the bracket 138 and the throttle and choke mechanism. The
connecting rod of the speed control linkage L is disconnected from
the throttle and choke mechanism and connected to one end of a
shaft 142 of the Bowden wire assembly 136. The Bowden wire assembly
includes the usual flexible casing 144, the adjacent end of which
is fixed to the bracket 138. The opposite end of the casing 144 is
engaged within an apertured boss 146 formed in the lower cap
section 80 and suitably fixed thereto by any suitable means, such
as a set screw 148 or the like.
In the preferred embodiment shown in FIG. 2, the connection between
the fork member 130 and collar 122 is a one-way connection by
virtue of the provision of only a single upper flange 126. While it
will be appreciated that it is within the contemplation of the
present invention to provide a two-way lost motion connection
between the fork member 130 and the collar 122 by utilizing a lower
annular flange on the collar, the one-way connection shown is
preferred because it provides for a smoother operation as will
become more apparent hereinafter.
As can be seen from FIG. 2, in the normal idle position of the
speed control mechanism, the rollers 128 of the fork member 130 are
disposed slightly below the flange 126. This slight lost motion is
provided for the purpose of limiting the idle position of the
collar 122 by a pressure and temperature compensating means in the
form of an annular bellows 152. As shown, the adaptor 100 includes
an annular flange 154 extending radially outwardly therefrom and
the annular bellows 152 is mounted between the annular flange 154
and the collar 122. The annular bellows thus serves as a limiting
stop for the collar 122 which is both pressure and temperature
sensitive.
The collar 122, shaft element 118 and drum structure 104 are
resiliently biased into an idle position by a coil spring 156
surrounding the upper end portion of the main hollow shaft 98 and
having its lower end engaged over the drum collar 112 and its upper
end engaged over the attaching collar of the rotor 96. It can be
seen that the return or downward axial movement of the drum 104 is
effected by the spring 156. The force of this spring is calibrated
to effect a controlled return movement of the drum in conjunction
with the operation of a centrifugal retarding mechanism, generally
indicated at 158. This mechanism includes a rotary member 160 of
generally cup-shaped configuration fixedly secured to the exterior
periphery of the main shaft 98 by any suitable means, such as
welding or the like. Carried by the upper outer periphery of the
member 160 at equal annularly spaced positions therearound is a
plurality of pivoted levers 162 having weights 164 formed on one
end thereof and rollers 166 journaled on the inner ends thereof.
The upper surface of each of the rollers 166 is adapted to engage a
lower flange 168 formed on the drum structure 104 and the lower
surfaces thereof are adapted to engage the upper surface of a ring
170. The ring 170 has a plurality of annularly spaced pins
extending downwardly therefrom through the member 160, the lower
ends of the pins being in turn fixed within a lower ring 174. The
two rings interconnected by the pins 172 are resiliently biased
into an upper limiting position by a series of light springs 176
surrounding the pins 172 in a position between the upper ring 170
and the adjacent portion of the member 160.
The dual ring assembly provides a means for electrically sensing
when the drum structure 104 is disposed within or adjacent to its
idle position. To this end, there is provided a switch 178 having
an arm mounted in a position to be engaged by the lower ring 174
when the drum structure 104 reaches a position closely adjacent its
idle position. The switch 178 is adapted to be closed when the drum
structure 104 is in its idle position or in any position closely
adjacent thereto. This switch is connected in parallel with a
switch 180 which is of the normally closed type adapted to be
opened in response to movement of the speed control mechanism into
a position adjacent its idle position. To this end, the fork member
130 is provided with a third actuating arm 182 which is disposed in
a position to engage the plunger of the switch 180 and maintain the
same in open condition when the speed control mechanism is either
in its idle position or any position closely adjacent thereto.
As shown in FIG. 2, one side of the switches 178 and 180 is
connected in parallel by a lead wire 184. The opposite end of the
lead wire 184 is adapted to be connected in the circuit to the
condenser and braker points of the distributor D at a position on
the positive side of the condensor. The other poles of the switches
178 and 180 are connected in parallel with a lead terminal 186
which is connected to a circular conductor 188 mounted in the upper
cap section 88. Connected between the circular conductor 188, each
brush 110 and an associated terminal 190 is a transistor 192. Each
transistor is connected so that the emitter is connected with the
circular conductor 188, the collector is connected with the
associated terminal 190 and the base is connected with the
associated brush 110. Each transistor thus serves to complete a low
voltage circuit to the associated terminal 190 when the associated
brush 110 is grounded.
The grounding of each brush 110 is accomplished by the conductor
sheet 106 on the drum structure 104 when the latter contacts the
brush during the rotation of the drum structure 104. The ground
circuit from the conductor sheet 106 is completed through the shaft
98 and to the distributor shaft 102 by a centrifugal switch
assembly, generally indicated at 194. As shown, the switch assembly
194 includes a conductor shaft 196 which extends through the lower
end of the shaft 198 and through the upper end of the adapter 100.
The adapter is made of a suitable insulative material, such as
plastic or the like, and is formed with a hollow interior within
which a pendant conductor arm 198 is disposed. The conductor arm is
connected with the shaft 196 and is biased into an open position,
as by a spring 200 or the like. The arm includes an eccentric,
weighted contact portion 202 which, when the shaft 102 is turned
even at starter speeds moves out by centrifugal action into contact
with the interior of the shaft 102 overcoming the bias of spring
200. Each terminal 190 is connected to the coil terminal 42 of an
associated plug 12 by an appropriate lead 204.
OPERATION
It is believed apparent from the above description just how the
component parts of the present system are mounted on a conventional
automobile to convert the same to a fuel injection system. To
briefly re-state these operations, the spark plugs of the
conventional engine are replaced by a set of plugs 12, the fuel
line F to the carburetor C is disconnected and connected to the
fuel manifold 14. Each outlet 70 of the fuel manifold 14 is
connected to the fuel inlet 38 of an associated plug 12 as by a
line 72. Next, the linkage L of the speed control mechanism is
disconnected from the throttle and choke mechanism of the
carburetor C and this latter mechanism is locked into its fully
open position by the turnbuckle 140 connected to bracket 138. The
linkage L is then connected to one end of the Bowden wire assembly
136. Finally, the distributor cap of the engine is removed and
replaced by the distributor assembly 16 of the present system. In
this regard, it is assumed that the other end of the Bowden wire
assembly 136 is connected to the fork member 130 and specifically
the arm 150 thereof in the manner as shown in FIG. 2. Moreover, the
lead wire 184 must initially be connected to the positive side of
the condensor in the point circuit of the distributor D. In
mounting the distributor assembly 16 on the distributor D, the
adaptor 100 is engaged on the upper end of the output shaft 102 of
the distributor in the same fashion as the conventional rotor. The
spark ignition terminals 92 and 94 are connected respectively to
the coil and plugs 12 in the usual fashion and the terminals 190
are connected to the coil terminals 42 of the plugs as by lines
204. By this simple interconnection, the present system renders a
conventional carbureted spark-ignited engine capable of operating
in a fuel injection-spark ignition mode.
The operation of the system 10 can best be explained in relation to
the normal operation of an automobile. In this regard, it will be
noted that since the fuel solenoid valve assemblies are connected
in parallel with the spark ignition circuit, the latter will be
under the control of the ignition key. When the operator turns on
the key, the starter circuit is energized, causing a rotation of
the engine which rotation moves the centrifugal switch assembly 194
into contact with the interior of the hollow distributor shaft 102
permitting the circuit through the conductor sheet 106 of the drum
structure 104 to be completed. It will be noted that the drum
structure 104 at start-up is disposed in its idle position as shown
in FIG. 2, so that switch 178 is closed completing the circuit to
the circular contact 188. As the drum structure 104 is rotated with
the distributor shaft 102, the conductor sheet 106 will move into
successive electrical contact with the brushes 110. This actuates
the associated transistor completing the circuit to the associated
terminal 190 and therefore through the coil 40 of the associated
plug 12. The energization of the coil 40 draws the plunger member
48 upwardly, as shown in FIG. 1, against the normal bias of spring
56, moving the valve element 50 away from the seat 54, permitting
fuel in the manifold assembly 14 to flow outwardly through passages
60, 62, 64 and restricted orifice 66 into the associated combustion
chamber of the engine. The ignition signal is accomplished in the
usual fashion through rotor 96 and the braker contact circuit of
the conventional distributor D. In this way the plug 12 associated
with each combustion chamber has a charge of fuel discharged
therein and ignited by the spark during each cycle of
operation.
Where the automobile has been standing in a cold environment or in
a low-pressure environment prior to start-up, the bellows 152 will
be contracted from the position shown in FIG. 2, thus causing the
drum structure 104 to assume an idle position slightly below that
illustrated in FIG. 2. As shown in FIG. 1, the conductor sheet 106
includes a diverging portion adjacent the apex position thereof at
the upper end of the drum structure, thus providing for a fuel
injection signal of a time duration slightly greater than the time
duration at the normal idle position. Thus, the pressure and
temperature sensitive annular bellows 152 serves as the equivalent
of a choke and enables the system to provide for a greater idle
speed than normally would be the case under low temperature and/or
low pressure conditions. As soon as the engine has warmed up
sufficiently, the bellows 152 will expand and thus limit the idle
position of the drum structure 104 to the normal position shown in
FIG. 2.
As the operator steps on the accelerator pedal and moves the same
from its normal idle position toward its maximum acceleration
position, this motion is transmitted through the linkage L and
Bowden wire assembly 136 to the yoke member 130 which in turn moves
collar 122 and hence drum structure 104 upwardly from the position
shown in FIG. 2. This upward movement of the drum structure serves
to increase the width of the contact strip 106 engaged by the
brushes 110 during each revolution of the drum structure. This
variation in turn serves to increase the time during which the coil
40 is energized and hence the amount of fuel discharged into each
combustion chamber. Consequently, the engine speed will increase in
response to the movement of the accelerator pedal toward its
maximum acceleration position. The position of the leading edge of
the conductor sheet provides an advance for the fuel injection
signal, and in addition, the normal advance of the distributor
shaft 102 is likewise utilized.
It will be noted that the movement of the yoke member 130 beyond a
position slightly adjacent to the idle position shown will serve to
close the switch 180 and as the speed of the engine increases
beyond the idle speed, the weighted arms 162 of the centrifugal
retarding assembly 158 will pivot about their axes so that the
associated rollers 166 are moved in an upward direction generally
following the upward movement of the drum structure 104. After a
small predetermined amount of this movement, switch 178 is opened
but since switch 180 has been previously closed, the circuit to the
brushes 110 is continuously available. It can thus be seen that so
long as the operator is moving the accelerator pedal in a direction
toward maximum acceleration or maintaining the accelerator in any
position to which it has been moved, the drum structure 104 will
simply assume a corresponding position which determines the time of
the fuel injection signal and hence the speed of the vehicle. This
relationship in the preferred embodiment shown does not hold true,
however, with respect to the movement of the accelerator pedal in a
direction toward its idle position. When the operator rapidly
releases his foot from the accelerator pedal, the yoke member 130
immediately returns to its idle position, thus opening switch 180.
This has the effect of interrupting the circuit to the circular
conductor 188 and hence no fuel injection signal will be
transmitted to the plugs. In this way, a deceleration of the
automobile will be effected with the engine being moved through its
operation as a pump until the speed thereof slows down to a value
adjacent idle speed, at which point switch 178 is closed, thus
re-energizing the circuit to the fuel injection solenoids.
It will be noted that as the engine speed is reduced during the
above-described operation, the movement of the drum downwardly is
controlled by the centrifugal retarding assembly 58. Thus, as soon
as the fork member 130 is moved into its idle position spring 158
adds its bias onto the drum structure 104, moving the latter
downwardly. However, the calibration of the spring is such that
this movement will be resisted by the position of the weights 164.
As the speed is reduced the weights permit the spring to bias the
drum structure downwardly until it reaches the position sufficient
to close switch 178. In the event that the operator should engage
the accelerator pedal before the engine speed reaches a value
sufficient to close the switch 178, the movement of the accelerator
pedal will permit reenergization of the fuel injection circuit by
closing the switch 180. The retarding mechanism insures that when
the switch 180 is closed, the initial signal transmitted to the
plugs 12 will be at a value nearly that desired for the speed at
which the engine is then operating. In this way a smoother
operation is insured.
It will be appreciated that the operation of the present system
will require a little getting used to by the operator. In any
situation where the operator desires to bring the vehicle to a
stop, the operator is required to release his foot from the
accelerator pedal and the cut-off feature of the present system
will materially aid in bringing the vehicle to the desired stop.
The arrangement clearly conserves fuel and by the same token
reduces pollution. As the engine speed approaches idle speed
injection is automatically resumed at the desired idle speed. On
the other hand, where it is desired to diminish the speed, as in
cruising, the operator need only let off his foot slightly from the
accelerator pedal and the speed retarding mechanism will provide a
controlled retarding of the speed. Thus, a smooth cruising
operation is insured.
Perhaps one of the greatest advantages of the present system is
that it renders the automobile capable of operating on low octane
gasoline and numerous other fuels. The system is essentially
independent of variations in the manifold fuel pressure produced by
the conventional fuel pump of the automobile, in that variations in
the fuel pressure will be reflected equally in all of the cylinders
so that the only compensation required by the operator is to vary
the position of the accelerator pedal for a given desired speed in
the event of a variation in fuel pressure. By injecting the fuel
directly into the combustion engine, the cut-off feature is made
possible even with liquid fuels, since instantaneous response is
possible. Where gasoline fuel injection occurs in the manifold,
such instantaneous action can not be achieved, due to the wetting
and drying of the manifold walls by the fuel. Moreover, by
injecting the fuel directly into the combustion chamber, a more
accurate timing of the fuel injection can be maintained, thus
eliminating the need for high octane, and indeed rendering the
present system capable of operating on all well-known fuels such as
diesel fuel, methane, propane, heated kerosene and the like. The
present system lends itself readily to a dual fuel capability as
well. That is, a system which has the capability of alternately
operating on any one of two or more different fuels.
It will be understood that while the simple conductor sheet and
brush means for generating the electrical signal for effecting the
fuel injection is preferred, the present system lends itself to
other electric signal generating means. Such alternative means may
include a primary transformer in the drum assembly, a magneto in
the drum assembly or even a phototransistor in the drum
assembly.
It will also be understood that while all of the above arrangements
including the conductor sheet and brush arrangement vary the
characteristic of the electric fuel injection signal in terms of
time, the present system also contemplates varying other
characteristics of the electrical signal. For example, in FIGS.
4-6, there is shown components of a modified system in which the
characteristic of the electrical fuel injection signal which is
varied is the voltage of the signal, the variation in the voltage
being utilized to vary the amount of fuel injected.
FIG. 4 illustrates the modifications in the fuel injection spark
plug 12 necessary to make the plug responsive to an electrical
signal which varies in voltage. The plug illustrated in FIG. 4 is
identical with the plug 12 previously described except that the
valve assembly 36 of the plug 12 is replaced by a different valve
assembly, indicated generally at 206. Since the plug is the same
except for this difference a description of the remaining structure
of the plug is deemed unnecessary and corresponding reference
numerals have been applied to FIG. 4. The assembly 206 includes an
inlet tube portion 208 similar to the portion 38 previously
described and an inner casing portion 210 having a valve seat
member 212 of electrical insulative material carried by the inner
end portion thereof. Fixed to the juncture between the inner and
outer portions 208 and 210 is the outer end of a valve member 214
made of a piezoelectric material. The valve member 214 extends
inwardly toward the valve seat member 212 and has a valve surface
216 formed on the inner end thereof which is normally disposed in
closing engagement with the valve seat.
As before, the valve member 214 may include an axial passage 218
extending inwardly from the outer end thereof which communicates
exteriorly of the member at a position spaced outwardly of the
valve surface 216 thereof. The exterior periphery of the body 30
has a lead 220 extending annularly thereabout and radially
therethrough and through the adjacent portion of the casing 210,
the lead being electrically connected to the inner end of the valve
member 214. The valve member 214 may be of any conventional
piezoelectric material of the type which will contract in length in
response to the transmission of a high voltage current
therethrough, as by a circuit from the lead 220 to ground through
the inlet tube 208, with the amount of contraction being
proportional to the voltage of the electrical signal transmitted
thereto.
FIGS. 5 and 6 illustrate a drum structure, generally indicated at
222, for generating the variable voltage signal to which the valve
assembly 206 is responsive. It will be understood that this drum
structure 222 can be simply substituted in lieu of the drum
structure 104 previously described. As best shown in FIG. 6, the
drum structure 222 includes a core 224 of conductive material, such
as metal or the like, having an axially bore therein for receiving
the shaft section 98. This core includes an axially extending slot
226 which varies in depth throughout its axial extent. Mounted
within the slot 226 is a variable thickness resistor 228 which is
made of any conventional resistor material. The outer surface of
the resistor 228 extends beyond the outer periphery of the core 224
in flush relation to the outer cylindrical surface of a cover 230
made of electrical insulative material, such as plastic or the
like.
It will be understood that the axial movement of the drum from an
idle position toward a maximum acceleration will result in a
decreasing of the resistance of the circuit through the variable
resistor 228 and hence an increasing voltage in the electrical fuel
injection signal transmitted to the piezoelectric valve member 214.
Since the valve member 214 contracts an amount which increases
proportional to the increase in the voltage the amount of fuel
discharged increases due to the greater flow passage through the
valve seat or lesser resistance to flow therethrough. It will be
understood that the electrical characteristics of the transistors
192 utilized in the circuit for transmitting the variable voltage
signals to the valve members 214 may be appropriately modified from
those used in connection with the preferred embodiment of FIGS. 1-3
to enable the transmission of the high voltages required to effect
contraction of the piezoelectric material of the valve members 214.
If necessary amplifiers may be embodied in each transistor
circuit.
It can thus be seen that there has been provided a system which is
simple in structure and operation. This simplicity is obtained by
the basic provision of two physically cooperating structures
mounted so that one rotates with respect to the other and so that a
relative movement with respect to each other between limiting
position can take place during such rotation. It will be noted that
in the preferred embodiment shown, one of the structures is a
ganged structure suitable to accommodate a plurality of combustion
chambers of the piston and cylinder type. It is preferable that the
ganged structure be generally stationarily mounted and that the
rotating structure be moved axially to accomplish the relative
movement as exemplified by the preferred embodiments shown in the
drawings and described above. In its broader aspects however, the
present invention contemplates movement of the ganged structure so
long as the principles of the invention are adhered to.
It thus will be seen that the objects of this invention have been
fully and effectively accomplished. It will be realized, however,
that the foregoing preferred specific embodiment has been shown and
described for the purpose of illustrating the functional and
structural principles of this invention and is subject to change
without departure from such principles. Therefore, this invention
includes all modifications encompassed within the spirit and scope
of the following claims.
* * * * *