U.S. patent number 3,929,112 [Application Number 05/438,355] was granted by the patent office on 1975-12-30 for fuel injection apparatus for internal combustion engines.
This patent grant is currently assigned to GKN Transmissions Limited. Invention is credited to Brian Colin Pagdin.
United States Patent |
3,929,112 |
Pagdin |
December 30, 1975 |
Fuel injection apparatus for internal combustion engines
Abstract
A fuel injection apparatus in which a fuel metering means
comprises a metering cylinder and a free metering piston therein
movable between adjustable stops, and a commutating and
distributing valve having stationary and rotary components having
axially presented contact faces formed with commutating ports in an
inner annular zone concentric with the axis and distributing ports
in an outer annular zone concentric with the axis, a passageway
system connecting the commutating ports between a high pressure
pump and metering piston spaces on opposite sides of the metering
piston, and the passageway system connecting the distributing ports
between the metering cylinder spaces and a plurality of fuel
outlets, leakage of fuel from one metering cylinder space to the
other along the interfacial space between the metering piston and
metering cylinder; and leakage of fuel between the commutating
ports and the distributing ports along the interfacial space
between the contacting components of the commutating and
distributing valve being prevented or minimised by provision of
grooves in the metering piston and in the stationary component of
the commutating and distributing valve, each such groove
communicating with a drain duct leading to a reservoir.
Inventors: |
Pagdin; Brian Colin (Sutton
Coldfield, EN) |
Assignee: |
GKN Transmissions Limited
(Birmingham, EN)
|
Family
ID: |
9783334 |
Appl.
No.: |
05/438,355 |
Filed: |
January 31, 1974 |
Foreign Application Priority Data
|
|
|
|
|
Jan 31, 1973 [UK] |
|
|
4763/73 |
|
Current U.S.
Class: |
123/450;
137/625.15; 91/488 |
Current CPC
Class: |
F02D
3/00 (20130101); F02M 69/12 (20130101); F02M
69/46 (20130101); F02M 69/125 (20130101); Y10T
137/86533 (20150401) |
Current International
Class: |
F02D
3/00 (20060101); F02M 69/46 (20060101); F02M
69/12 (20060101); F02M 039/00 () |
Field of
Search: |
;123/139BC,138
;137/625.11,625.21,625.15 ;91/488 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Myhre; Charles J.
Assistant Examiner: Devinsky; Paul
Attorney, Agent or Firm: Spencer & Kaye
Claims
I claim:
1. In fuel injection apparatus for an internal combustion engine,
such apparatus incorporating metering means for determining the
quantity of fuel delivered in each cycle of operation, which
metering means includes a metering piston and a metering cylinder
having faces in face-to-face sliding contact with each other, and
commutating valve means having stationary and rotary components of
which the latter is adapted to be driven in timed relation with the
crankshaft or other rotary output member of the engine, and which
are in combination operative to define connections between cylinder
spaces in said metering cylinder on opposite sides of said metering
piston respectively to a pump means for said fuel and an outlet
means with reversal of such connections for successive injections
of fuel, the improvement being the provision of means for
preventing transference of fuel between opposite sides of said
metering piston, comprising:
a. At least one groove formed in the circumferential face of same
metering piston,
b. Means defining a drain duct extending through a body portion of
said metering cylinder,
c. Said drain duct having an entrance positioned intermediate the
limits of travel of said groove resulting from reciprocation of
said metering piston, whereby in each stroke of the latter said
groove moves past said entrance,
d. Means for collecting leakage fuel from said drain duct.
Description
CROSS REFERENCES TO RELATED APPLICATIONS
This application relates to certain improvements in fuel injection
apparatus which is the subject of my prior applications Ser. No.
338,680 now U.S. Pat No. 3,839,998 filed Mar. 5, 1973, Ser. No.
338,681 filed Mar. 5, 1973, Ser. No. 338,682 now U.S. Pat. No.
3,791,589 filed March 5, 1973.
BACKGROUND OF THE INVENTION
Field of the Invention
This invention relates to fuel injection apparatus for an internal
combustion engine, such apparatus incorporating metering means for
determining the quantity of fuel delivered in each cycle of
operation, which metering means include relatively movable parts
having faces in face-to-face sliding contact with each other to
define an interfacial space forming a boundary between fuel
containing spaces between which the transference of fuel is
required to be prevented or minimised. Such apparatus is
hereinafter referred to as being of the kind specified.
One form of fuel injection apparatus of the kind specified to which
the invention is particularly but not exclusively applicable
comprises a fuel pump means for establishing flow of fuel from
inlet means to outlet means connected, or adapted for connection,
to one or more fuel injectors, metering means operative between the
fuel pump means and the outlet means and including firstly a
metering cylinder containing a free or shuttle metering piston
movable between stops, the distance between which is adjustable to
determine the quantity of fuel delivered in each stroke of the free
piston, and secondly commutating valve means adapted to be driven
in timed relation with the crankshaft or other rotary output member
of the engine and which is operative to connect cylinder spaces on
opposite sides of the metering piston respectively to the pump
means and the outlet means and to reverse such connections for
successive injections of fuel respectively, and sensing means
controlling the distance between the stops and sensing parameters
which are selected to provide a proper air to fuel ratio for a
range of engine loads and a range of external conditions of
operation.
The invention has been developed in relation to fuel injection
apparatus of the kind specified intended for use in connection with
an engine having one or more cylinders and having ignition means
for igniting the air to fuel mixture in the cylinders by means of
spark discharge. The fuel used in such engine is a volatile
hydro-carbon such as petrol capable of being so ignited.
In cases where fuel injection apparatus of the kind specified is
intended to be used in conjunction with an engine having a
plurality of cylinders, the commutating valve means would also be
constructed to act as a distributing valve means to effect delivery
of fuel from respective outlets in the proper succession.
One of the problems encountered in a fuel injection apparatus of
the kind specified is that leakage of the fuel may occur in one or
more of the interfacial spaces existing in the metering means,
especially having regard to the low viscosity of volatile
hydro-carbon fuels, and if this occurs the accuracy of the metering
provided by the metering means, and hence the air to fuel ratio,
may depart from a proper value leading to undesirable effects such
as loss of power, excessive fuel consumption, atmospheric
pollution, or a combination of these effects.
The object of the present invention is to minimise the risk of
these undesirable effects occurring.
SUMMARY OF THE INVENTION
Broadly, in a fuel injection apparatus comprising metering means
for determining the quantity of fuel delivered in each cycle of
operation, which metering means includes relatively movable parts
having faces in face-to-face sliding contact with each other to
define an interfacial space forming a boundary between fuel
containing spaces, the invention provides the improvement
comprising means for preventing transference of fuel between said
spaces comprising means defining a cavity in at least one of said
faces, means defining a drain duct having an entrance communicating
with said cavity in at least one position of said relatively
movable parts, means for collecting leakage fuel from said drain
duct.
Also the invention resides in the provision of a fuel injection
apparatus for an internal combustion engine comprising fuel pump
means for establishing flow of fuel from an inlet means to an
outlet means, metering means operatively interposed between said
fuel pump means and said outlet means and including a metering
cylinder and a metering piston movable endwise therein between
adjustable stop means to determine the quantity of fuel delivered
in response to each piston stroke, commutating valve means adapted
to be driven in timed relation with a crankshaft or other rotary
output member of the engine and defining passageways connecting
cylinder spaces in said metering cylinder at opposite sides of said
metering piston respectively with said pump means and said outlet
means with reversal of such connections for successive injections
of fuel by said apparatus respectively, sensing means for
controlling said adjustable stop means in response to sensed
parameters selected to provide a proper air to fuel ratio for a
range of engine loads and external conditions of operation, means
for preventing leakage of fuel from one of said metering cylinder
spaces to the other of said spaces comprising a cavity defined
between the contacting circumferential faces of said metering
cylinder and said metering piston, a drain duct communicating with
said cavity, a reservoir means for collecting fuel from said drain
duct.
BRIEF DESCRIPTION OF THE DRAWINGS
The invention will now be described, by way of example, with
reference to the accompanying drawings wherein:
FIG. 1 is a schematic diagram illustrating the main components of a
fuel supply system of an internal combustion engine, such system
incorporating one embodiment of fuel injection apparatus in
accordance with the invention;
FIG. 2 is a cross-sectional view through said embodiment of fuel
injection apparatus;
FIG. 3 is a view in diametral cross-section of one component of the
body of the apparatus incorporating the metering cylinder;
FIG. 4 is a view in end elevation of the component shown in FIG.
3;
FIG. 5 is a fragmentary view in cross-section on the line E--E of
FIG. 4;
FIG. 6 is a fragmentary view in diametral cross-section of the
component shown in FIG. 3 and on an enlarged scale;
FIG. 7 is a diagrammatic view explanatory of the manner of
operation of the commutating and distributing valve unit
incorporated in the apparatus.
DESCRIPTION OF THE PREFERRED EMBODIMENT
A complete system for the supply of fuel and air to an internal
combustion engine and incorporating a fuel injection apparatus is
shown in FIG. 1. The system comprises a fuel tank 10 connected by a
pipe 11 to the inlet of a low pressure pump 13 through the
intermediary of a fuel filter 12, and thence by a pipe 14 to the
inlet of the fuel injection apparatus which is indicated generally
at 15.
The fuel injection apparatus 15 is mounted directly on the inlet
manifold 16 of an internal combustion engine 17, the latter being
illustrated by way of example as having six cylinders in "V"
formation.
The fuel injection apparatus comprises the following main units or
sub-assemblies, namely a high pressure pump 18, the inlet of which
is connected to the fuel pipe 14, a metering means which includes a
commutating and distributing valve unit 19, and metering unit 20.
The high pressure pump 18 and the commutating and distributing
valve unit 19 are driven at half crankshaft speed by an input shaft
21 through the intermediary of toothed pulleys 22, 23 respectively
on the shaft 21 and on a driven shaft 24 of the engine, such
pulleys being engaged by an internally toothed belt 25.
Fuel at high pressure from the outlet of the pump 18 is fed through
commutating ports of a commutating and distributing valve means 19
to the metering unit 20 and then back to the distributing ports of
the valve means 19, passing thereafter to injectors 26 through
respective pipe 27 connected to outlets fed from the valve means 19
so that the injectors receive fuel in the required sequence. Only
three injectors are seen in FIG. 1, these being mounted in openings
in the inlet manifold 16 of the engine 17.
The fuel injection apparatus further comprises a sensing or control
means 29 for controlling operation of the metering unit 20 to
determine the ratio of air to fuel supplied to the engine. The fuel
injection apparatus 15 has an air flow duct through which air can
flow to the inlet manifold 16 under the control of a manually
operated valve such as a butterfly valve. The term "manually" is of
course to be deemed to include foot operation.
The fuel injection apparatus also includes a carburettor start
device 30 and a blow-off valve 31 through which excess fuel
delivered from the high pressure pump 18 is returned to the tank by
way of the pipe 32.
FIG. 2 illustrates one constructional form of fuel injection
apparatus as above described in which the main units or
sub-assemblies already referred to are designated by reference
numerals corresponding to those already applied to FIG. 1.
The body 33 of the fuel injection apparatus comprises an upper part
33a affording an elongated chamber in which is accommodated the
high pressure pump 18, the commutating and distributing valve means
19 and the metering unit or assembly 20. The lower part 33b of the
body which may be formed integrally with the upper part is of
generally rectangular box-shape form and affords a chamber 34 which
communicates with the passageway 35 in a sleeve-like throttle valve
fitting 36 containing a manually controlled butterfly valve plate
37 fixed on a rotatable spindle 38.
The chamber 34 is open at three sides, namely the front and rear
sides as seen in FIG. 2 and the lower side, and the fitting 36 can
be attached to any of these sides, one remaining opening being
closed by a plate and the other connected over the inlet aperture
of the inlet manifold of the engine. This arrangement permits of
some variation in the manner of mounting the apparatus on any given
engine so as best to suit the throttle linkage and to make the best
use of the space in the engine compartment for the accomodation of
such ancilliary parts as an air filter.
The chamber 34 which thus forms part of an air inlet duct extending
from the air inlet 39 to the open side of the chamber 34 serves to
accommodate the main components of the control means 29 for sensing
the parameters of absolute pressure of the inlet air and
temperature thereof to control operation of the metering means 20,
19. The parts 33a and 33b of the body may be formed as castings of
a light alloy such as an aluminium alloy.
The high pressure pump 18 is of the rotary vane type and comprises
a rotor 40 mounted between stator plates 41 spaced apart by a ring
41a having a plurality of radial vanes 42 made of carbon. The rotor
is fixed on the drive shaft 21 which is rotatably mounted in a ball
bearing 43 at one end and in a bearing 44 on one of the stator
plates 41 at its other end. Fuel such as petrol is admitted through
the inlet (not shown) to the space 45 and passes through an opening
in the adjacent stator plate 41 and after pumping is delivered from
an opening (not shown) in the left-hand stator plate 41 so that a
supply of fuel under high pressure exists in the space 46.
Before referring to the detailed construction of the metering
means, that is the metering piston and cylinder unit or assembly 20
and the commutating and distributing valve means 19, it is
convenient to refer to FIG. 7 which illustrates diagrammatically
the general arrangement and manner of operation of the metering
means.
The commutating and distributing valve means comprises a rotary
assembly which includes a rotary carrier 47 fixed to the driving
shaft 21 (FIG. 2) and affording a shallow cylindrical recess 47a
(FIG. 2) for receiving a rotary valve plate 48, to which is
attached a larger diameter rotary valve plate 49. The plate 48 has
a flat face 48a at one side engaging a flat face in the carrier 47
to ensure positive drive from the latter to the plates 48, 49 which
are cemented or otherwise secured together face-to-face.
The rotary valve plate 49 is maintained by a spring 58 (FIG. 2) in
pressure contact with the opposed face of the metering cylinder
block 50 in which the metering cylinder 51 extends transversely to
the axis of rotation of the rotary valve plates.
The cylinder 51 contains a free or shuttle piston 52 which is
movable between stops 54 and 55. The metering cylinder block has
outlets g1 to g6 for connection to respective pipes 27 leading to
the injectors 26 (FIG. 1), these outlets being connected by way of
passageways extending axially through the block with ports f1 to f6
respectively, these ports being traversed in succession by a port d
in the rotary valve plate 49 thereby acting as a distributing
means.
The function of ports e1, e2 in the block 50, and which are
connected by passageways 51a, 51b to the cylinder spaces S1, S2
above and below the piston 52 respectively is to operate in
combination with ports c1 to c6 in plate 49 and with ports b1, b3,
b5 in plate 48 together with a T-shaped surface passageway formed
in the left-hand face but not extending through the thickness of
the plate 48, and having branches b2, b4, b6, as a commutating
means to produce one stroke of the piston 52 from its upper limit
to its lower limit or vice versa for each traversing of a port f1
to f6 by the port d, and thereby deliver a measured quantity of
fuel (dependent upon the length of the stroke of the piston 52) to
the outlet g1 to g6 concerned.
The full line arrows 56 illustrate the flow of fuel into the upper
cylinder space s1 of cylinder 51 during the down stroke of the
piston 52 which is effective to expel fuel as shown by the broken
line arrows 57 from the lower cylinder space s2 and deliver it from
the outlet g6.
It will be evident that fuel from the high pressure pump traverses
the ports a1, b1, c1, e1 to reach cylinder space s1. Fuel from the
cylinder space s2 traverses the ports e2, c4, limb b4, limb b6,
port d, f6 and outlet g6. When the driving shaft has rotated
through a further 60.degree. (corresponding to an engine crankshaft
rotation of 120.degree.), fuel from the high pressure pump will
traverse ports a5, b5, c5 (then in the lowermost position), e2 to
reach cylinder space s2. Fuel in cylinder space s1 will be
delivered through port e1, c2, limb b2 (then in the topmost
position), limb b6, port d, f5 and outlet g5. This position is
shown in FIG. 2. Similarly, after the next 60.degree. of rotation,
another fluid flow path will be established causing movement of the
piston 52 in the opposite direction and delivering a measured
quantity of fuel from the next outlet g4 and so on.
The spring 58 (FIG. 2) reacting between the inner or bottom face of
the recess 47a in the carrier plate 47 and the smaller diameter
rotary plate 48 urges the plates 48, 49 into contact with the
ported face of the metering cylinder block 50. At least the plate
49 is made of a material which provides good sealing properties
with respect to the face of the cylinder block 50 and of a material
which will have a suitably long service life. In practice both
plates 48, 49 may be made of carbon, whereas the block 50 may be
made of steel.
It is important to reduce leakage in the interfacial space between
the ported face of the cylinder block 50 and the opposing face of
the plate 49 (such space being of minute axial dimensions) because
such leakage can result in some of the measured quantity of fuel
intended to be delivered to a particular port f1 to f6 reaching
another one of these ports.
To minimise this leakage the ported face of the valve block 50 is
formed with cavities in the form of grooves as seen more
particularly in FIGS. 3 to 6. These grooves are connected by way of
drain passageways to an outlet 64 through which any leakage of
fluid can drain back to a reservoir such as the tank 10. For
example, the pipe 32 shown in FIG. 1 may be used for this
purpose.
It will be noted from FIG. 4 that two grooves are provided, these
being concentric with the axis 21a of the shaft 21. One such groove
59 lies between the two annular zones occupied by ports e1, e2 and
ports f1 to f6 respectively, while the other groove 60 lies
outwardly of the annular zone occupied by the ports f1 to f6.
The drain passageway leading from the groove 59 is indicated at 59a
and that leading from the groove 60 at 60a, these join each other
to form a common drain passageway 61 having an outlet 64 which may
be connected by a pipe 32 to a reservoir such as tank 10.
Both grooves 59, 60 may be of identical dimensions in cross-section
and may be V shaped as seen more particularly in FIG. 6
illustrating the groove 59.
A further interfacial space across which it is important to prevent
leakage is that defined by the outer surface of the piston 52 and
the inner surface of the cylinder 51.
Leakage of fluid in this interspace would allow fuel to be
transferred from space s1 to space s2 and vice versa and would thus
interfere with the accuracy of the measured quantity delivered in
each stroke of the piston.
Accordingly the surface of the piston is formed with at least one,
and preferably a series, of longitudinally spaced circumferentially
extending grooves as indicated at 52a, 52b, 52c. These are
traversed past the entrance 63a to a drain passageway 63 extending
to the outlet 64.
The establishment of a low pressure zone in the locality of each of
the grooves 59, 60, 52a to 52c prevents any liquid leaking from a
high pressure space reacting to a lower pressure space and
interferring with the quantitative accuracy of the fuel contained
in a low pressure space. Any leakage of fuel takes place from the
high pressure space to the drain duct and reservoir. Since, in
general, the high pressure space is connected to the source of high
pressure fuel delivered by the pump, the leakage to the drain duct
and reservoir will be made good and the quantitative accuracy of
the fuel contained in the high pressure space will not be
diminished.
It will be evident from the foregoing description that the space
between the upper and lower stops 54 and 55 determines the stroke
of the piston 52 and hence the quantity of fuel delivered in each
stroke. The lower stop 55 is positionally controlled by the control
means 29.
This means is designated to sense the parameter of absolute
pressure of air in part of the inlet duct, i.e. the chamber 34, the
temperature of the air in this chamber and other temperature
parameters as hereinafter referred to. The control means comprises
an axially expansible and contractable bellows 71 which is
evacuated internally. The bellows comprises a corrugated flexible
side wall and rigid end plates 73, 74, the former of which is fixed
to the bush portion 75 of a cam element 76. The cam element 76 is
of generally frusto-conical form with its frusto-conical face
eccentric to the axis 77 about which the cam element can rotate.
The cam element is mounted for this purpose on a hollow spindle 78
which is open internally to the atmosphere of an inlet 79.
The other end plate 74 of the bellows is mounted rotatably through
a sealed bearing 80 in the interior of an accelerator piston 81
movable axially in cylinder 82.
The end plate 74 is axially and rotationally fixed on a sleeve 83,
such sleeve 83 forming the output element of an adding mechanism
indicated generally at 84 which serves to add the parameters of
temperature sensed by a sensing element 85 in respect of the air in
the chamber 34 and temperature sensed by an element 86, this latter
being the temperature applied to the element 86 from means disposed
in an annular chamber 87.
It will be evident that owing to the configuration of the cam 76,
the position of the lower stop 55 which is adjusted through the
intermediary of a tappet 97 having a roller 98 bearing on the cam
is varied, both in response to axial movement of the cam and
rotation of the cam, the former occurring in response to pressure
variations sensed by the bellows, and the latter by rotation
produced by either the temperature sensing element 85 or the
temperature element 86, or both in combination.
* * * * *