US2280317A - Fuel supply mechanism - Google Patents

Description

April 21,19 2. c. F. STEHLE mL 2 280,317

FUEL SUPPLY MECHANISM Filed Aug. 7, 1939 2 Sheet s-Sheet l 51 B Ewen/11v 0pm;

ATTORNEY v April 21,1942 7' c ESTEHLE 2,286,317

FUEL SUPLy MEGHANiSM Fi-led Aug. 7, 1959 .2 Shets-She'et 2 lNvENTdR c'zmz. 175mm w BY 11mm 620,210:

- ATTORNEY Patented Apr. 21, 1942 FUEL SUPPLY MECHANISM Carl "F. Stchle,Caldwell, and Herman Glodde, Paterson, N. J.

' Application August], 1939, Serial No. 238,823

10 Claims.

Our invention relates to fuel, supply mechanism for delivering fuel to the cylinders of internal combustion engines, and in particular to the typewhere the fuel is dispensed to the cylinder independently of the major portion of the air required to support complete combustion of the fuel. l

It is known that heretofore fuel supply systems of the so-called solid injection type have been employed to deliver measured quantities of fuel oil to an internal combustion engine independently of the air. Such systems have included a cylinder into which thefuel is drawn during outward movement of a piston therein, and from which the fuel is discharged during inward movement of the piston, the length of the piston stroke normally being'variableto regulate the charge of fuel drawn into theinjection cylinder.

Such devices have operated satisfactorily where the fuel dispensed has had lubricating qualities sufficient to lubricate properly the piston and cylinder walls of the injectorwith which it comes into direct contact, or which at least will not render ineffective the lubricating value of a lubricant independently applied to the piston and for example, the air to support combustion is all, or nearly all, delivered to the engine intermixed with the gasoline. Such delivery is accomplished entirely by pressure differential instead of by positive metering and delivery mechanism. It is therefore difficult to insure that precisely the desired quantity of fuel is delivered at all speeds, and the change in fuel supply for variation in engine speed will probably not, .over the whole range, bear a constant or consistent relationship. Moreover the fuel is imperfectly atomized by carburetion so that the efficiency obtained from its combustion is low.

In order to obtain the advantages of positive,

solid injection fordelivery of a fuel devoid of substantial lubricating qualities, such as gasoline, we have devised our fuel injecting mechanism hereafter described. Primarilyv such mechanism consists of a unit which contains a fuel metering der.

chamber adjacent to and in communication with an injection cylinder. Fuel is supplied to such chamber and forced therefrom' into an engine cylinder, without entering the injection cylinder, by air which is compressed in the injection cylin- Air alone is taken into the injection cylinder and forced therefrom so that the piston and cylinder walls may be lubricated in any conventional manner suitable for lubricating the equivalent parts of an air compressor, without danger of the lubricant being adultered or its lubricating qualities counteracted by the fuel. Fuel is delivered to the metering chamber and air to the injector cylinder during the pistons outward movement, and at the end of its inward movement the compressed air drives the charge of fuel from the fuel chamber into the engine. The size of the fuel chamber or the amount of fuel delivered thereto may be varied to change the amount of fuel charge to be dispensed. Admission of the fuel to the metering chamber may be governed either automatically by pressure sensitive mechanism or by mechanically actuated valves.

The principal object of our invention therefore is to provide an injector type, fuel supply mechanism capable of delivering fuel which has no lubricating qualities to an internal combustion engine. v

More specifically it is an object to provide such an injector of the piston type in which the fuel delivered does not come into contact with the injector piston or cylinder, but instead the fuel is forced into the cylinder by air compressed in the injector cylinder by its piston.

In an injector having such an operation it is a further object to provide a lubrication system for the injector piston and cylinder entirely independent of the fuel and which will not be affected by the fuel.

Another object is to provide an injector of the type stated in which the fuel is dispensed from an antechamber of the injector cylinder and which may have either a pressure controlled or a mechanically operated valve arrangement for supplying fuel to such antechamber.

It is a further object to provide means by which, with either type of valve arrangement, the charge of fuel delivered to the injector fuel chamber may be regulated accurately and may be controlled readily to vary the charge according to the power which it is desired that the engine deliver and the speed at which it is to operate.

By employment of mechanism which will accomplish these objects we obtain more accurate feed of fuel to the engine and such fuel is more thoroughly atomized to afford more complete combustion and better efficiency.

It is also an object to provide such injector mechanism which can be applied equally well to engines operating on a four stroke cycle as to those of the two stroke cycle type. In the latter type the fuel need not be forced into the cylinder until after the burned gases are scavenged from the engine cylinder by air alone.

Another object is to provide such an injector unit which will be small, compact, and of light weight, yet which will be substantially constructed.

Other objects of our invention which are inherent in particular features of the construction which we employ will be understood from the following description of our device.

Preferred embodiments of our device are shown in the drawings to illustrate novel features incorporated in our invention as defined in the appended claims, the construction of these devices being described hereafter.

Fig. 1 is a vertical section of our injectoi mechanism taken along line .of Fig. 2.

Fig. 2 is a front elevation view of the injector mechanism.

Fig. 3 is a partial vertical section taken along line 3-3 of Figs. 1 and 4.

Fig. 4 is a plan view of the injector mechanism showing parts thereof removed.

Fig. 5 is a partial vertical section similar to Fig. 3 illustrating a modification.

Fig. 6 is an enlarged fragmentary section taken along line 6-6 of Fig. 3 showing valve mechanism.

Fig. 7 is a Vertical section similar to Fig. 1 showing a further modified unit.

Fig. 8 is a fragmentary section taken along line 8-8 of Fig. 7.

Fig. 9 is a side elevation view of the injector shown in Fig. '7.

Fig. 10 is a vertical section showing a modified cylinder and piston actuating mechanism.

In the illustrations and description our injector mechanism will be discussed in its application to a single engine cylinder. It will be understood, however, that such mechanism is also adapted for supplying fuel to multi-cylinder engines, in which case it will be most advantageous to provide a separate unit for each cylinder and coordinating mechanism by which the operation of the several units may be properly adjusted for their respective cylinders, and by which their control may be synchronized as desired to vary the operating speed and power of the engine. The injector mechanism is equally well adapted to function in conjunction with engines operating on the two stroke cycle or the four stroke cycle. In multi-cylinder engines, especially of the former type, it may be advantageous to feed from a single injector unit two or more cylinders in all of which the power strokes substantially coincide.

In the drawings the connection of the injector to an engine has not been shown, nor the injection nozzle, for this may be any one of various types depending largely on the type of fuel employed, the design of the engine, in particular of the piston and cylinder head, and the location of the injection nozzle in the cylinder head. Aproper nozzle type may be selected by one skilled in the art with regard to these considerations. As has been discussed previously,

our injector is intended principally for supplying to an internal combustion engine cylinder a fuel which does not have sufficient lubricating properties to lubricate the piston and cylinder of an injection pump with which it is in direct contact, a common example of such a fuel being gasoline.

One form of our injector mechanism which has operated successfully is shown in Figs. 1, 2, 3, 4 and 6. The fuel is forced into the engine cylinder along with a small amount of compressed air, very much less than that required for complete combustion of the fuel. Moreover the amount of air discharged with each charge of fuel will always be substantially the same for a given installation whatever the operating speed of the engine or the size of a fuel charge.

The injector unit consists primarily of a cyl inder I and a head block 2 mounted on top thereof. The fuel is admitted to the head block under very small pressure, such as that of a gravity feed or continuous pressure pump or tank, through the inlet port 20, and is discharged in intermittent, measured charges to its cylinder through the outlet 2|, as indicated by the arrows in Figs. 2 and 4. An overflow connection 2| may also be provided for trapped fuel vapor, which will communicate with the fuel suply. As will be discussed hereafter it is not essential to have such an overflow connection in certain instances. The cylinder I has an air supply port I!) (Fig. 3) controlled by a spring biased valve so that it will normally be closed, but it will be forced open against the spring action by atmospheric pressure on the suction stroke of the piston l2. A passage 23 places the cylinder in direct communication with its fuel antechamber 22 in the head block 2. This passage is normally closed by a valve 24 held to its seat by a fairly stiff spring received in the fuel chamber. A further, light check valve 25 is dis posed in the outlet 2| to prevent any fuel being forced back into the injector unit from the engine cylinder, and further to prevent fuel which is being supplied to the chamber 22 through port 20 from flowing out through the outlet to the engine under the small pressure at which the fuel is supplied, instead of being discharged only during the injection period.

Within the head block 2 are formed a valvereceiving aperture 26 and preferably a second valve aperture 21, the former being in communication with the inlet port 20 and the latter being drained by the overflow duct 2| Each of these apertures has one end in direct communication With the fuel chamber 22 and is provided with a valve seat at such end. Aperture 25 preferably has a conical valve seat, as shown enlarged in Fig. 6, while that of aperture 21 may conveniently be concave to be sealed by a ball-shaped valve. The opposite end of each aperture is threaded to receive a plug 3| which may serve as a valve stem guide. Inlet 20 opens into the conical seat of aperture 26, being disposed at an acute angle to the apertures axis as shown in Fig. 6 so that it is directed therealong toward the fuel chamber 22. On the side of the conical seat remote from the fuel chamber and spaced therefrom an annular recess 28 opening outward from aperture 26 may be provided to serve as a leakage trap to receive fuel which may leak past the valve in this aperture. A duct connecting this recess with aperture 21 serves to empty fuel therefrom through overflow port 2| back to the fuel supp y.

In the apertures 26 and 21 are received, re-

each time the main crank shaft rotates.

spring 33, encircling the valve stem, is interposed between the head 32 of valve 3 and the plug 3| to urge the valve normally to closed position. Valve 30 preferably has a ball shaped head 34 complemental to the valve. seat in aperture 21, and substantially smaller than such aperture to afford an opening of considerable size from chamber 22 to aperture 21 upon slight unseating movement of the valve. This valve likewise is normally pressed to its seat by a similar spring 33 interposed between its head 34 and its plug SI and encircling its stem. I

In this form of injector unit positive valve operating mechanism isemployed, driven in synchronism with movement of the pistonin cylinder I from crank shaft I3. An exampleof a suitable type of operating mechanism is illustrated, including an eccentric cam I {mounted on shaft I3 to raise lifter rod I as it rotates.

This rod, by its upward movement, tilts a bell crank lever 35 by forcing upward its'horizontal arm. The resultant swinging of its upright end effects simultaneous reciprocation of the valves 3 and to which it is connected through the medium of a crosshead 36 joining the valve stems and a rod 31 secured to the center of the crosshead and pivoted to the upright end of the bellcrank arm.

In order to synchronize the movement of the valves 3 and 3|] with the operation of the engine pistons, it is preferred that crank shaft I3 be driven mechanically by the engine in some suitable manner (not shown). If the engine operates on a four stroke cycle the speed of crank shaft I3will be one-half that of the main engine crank shaft, whereas if the engine be of the two stroke cycle type the speed of'the crank shaft I3 will be the same as that of the main engine crank shaft, so that a charge of fuel will be delivered to the antechamber 22 and such charge will be forced therefrom into an engine cylinder piston I2, also being driven by the crank shaft I3, will, of course, move in synchronism with the push rod I5.

In the type of injector unit illustrated in Figs. 1 to 4, inclusive, the size of chamber 22 is not altered and hence in order to vary the speed or the amount of power delivered by the engine it I is necessarythat the amount ,of fuel admitted to chamber-22 berregulated accordingly. This may be accomplished by changing the length of time during which the valve 3 isunseated from the seat in aperture 26. The fuel will flow relatively slowly through the inlet passage 20 because of its small size as shown in Fig. 6. The duration of valve opening may conveniently be regulated by providing a wedge 38 interposed between the lifter rod I5 and the horizontal end of the bellcrank which may be moved endwise by a throttlehandle 39, as shown in Fig. 2, between the solid and broken line positions. The push rod I5 may be held in contact with this wedge by the provision of alight spring encircling it and bearing against a shoulder thereon as shown in Figs. 1 and 2. Obviously suchspring will not.

The

two springs 33 encircling the stems of valves 3 and 30 so that it would unseat such valves without engagement of cam I4 with lifter rod I5. In order to change the effective length of push rod I5 by lengthwise movement of wedge 38, the

cam I4 and the lower end of the push rod will 1 normally be spaced apart as shown in Figs. 1 and 2. As the-piston I2 is moved downward the high portion of th cam will turn into contact with the lifter rod andraise it to open valves 3 and 30. v If .wedge 38 is well over to the left, as shown in Fig. 2, the duration of the cam and lifter rod engagement-will be short, whereas if (ill the wedge is moved over to the right by swinging the throttle handle 39 the lifter rod will be forced downward so that it will be in contact with the cam I4 over a longer time interval, and hence valves 3 and 30 will remain open for a longer period to enable a larger charge of fuel to enter chamber 22. Obviously the shape of the cam I4 and the angular relationship between the high portion thereof and thethrow of the crank shaft to which the connecting rOd of piston I2 is attached may be varied to alter the time at which fuel is supplied to the chamber 22 and the length of such delivery period. Ordinarily these factors arenot very critical. I

After the charge of fuel has been delivered to theantechamber 22, piston I2 will be moved the remainder of its travel upward on the compression stroke. passage 23 affording communication between cylinder I and chamber 22, must be opened at or near the end of the pistons compression stroke. Preferably this action is accomplished positively by the provision of mechanism actuated by the piston asit moves upward, such as by a tip I6 provided thereon which will move up through passage 23 to engage the valve ball 24 and raise it from its seat as shown in Fig. 1. If desired, however, the opening of the valve may be accomplished simply by the pressure differential between the cylinder I and chamber 22, so that, as shown in Fig. '7, when the piston nears the end of its compression stroke the pressure of the air will be sufiicient to force open valve 24' against the pressure of its spring to allow the air to pass through duct 23 into the fuel chamber and to force the fuel therefrom out through the outlet 2| to the engine past check valve 25.

While the pressure operated type of valve controlling admission of compressed air from the cylinder I to chamber 22 has been'illustrated only in Fig. 7, it will be understood that this structure may be incorporated in the device of Figs. 1 to 45, inclusive, instead of that shown therein if desired.

In operationrcrank shaft I3 is driven at the appropriate speed, as previously discussed. By its rotation piston I2 is drawn downward which creates a partial vacuum in the upper portion of cylinder I, valve 24 being closed, so that atmospheric pressure forces downward valve I I to open port Iii. Air then flows through the apertures arranged about the valve stemto fill the cylinder during the suction stroke. During downward movement of the piston the high portion of cam M is also rotated by crank shaft I3 into engagement with the lower end of lifter rod I5. Raising of this rod rocks -bellcrank 35 toward the broken positionflof Fig. l to unseat valves 3 and 30. At this time valves 24 and 25 will both be closed and a stream of fuel will be admitted to the chamber 22 through ductfZil shown in Fig. 6. This duct, as illustrated, being disposed at an Valve 24, which normally closes acute angle to the aperture 26 will direct a stream of fuel therealong into the fuel chamber. Since valve 30 is ball-shaped slight movement thereof will open a large opening to afford easy escape of air and fuel vapor trapped in the antechamber 22. Depending on the position of wedge 38 (Fig. 2) as controlled by throttle lever 39, the duration of valve opening may be regulated by causing push rod I to be forced downward a greater or lesser distance against its spring so that its lower end will be contacted for a greater or lesser interval by the high portion of cam I4. Since duct 2|] is relatively small the fuel charge entering chamber 22 will be varied according to the length of time valve 3 is held in the unseated position. It will be understood that with the wedge 38 in the left hand position the valves will be open for a comparatively short period and the fuel chamber will have only a small amount of fuel delivered thereto. 'As the throttle lever 39 is swung to the left and the wedge is thereby moved to the right a progressively larger charge of fuel is delivered to chamber 22. If this chamber is sufficiently large so that even when the wedge 38 is moved clear to the right the fuel charge is insufficient to fill completely chamber 22 valve 30 may be omitted.- As stated, the purpose of this valve is to allow the air and fuel vapor to escape from the chamber, but, since the fuel flows through duct 20 into the chamber under a small amount of pressure, such air and fuel vapor as is present in the chamber may be compressed into a small portion of the chamber by the inflowing liquid fuel even if means for its escape is not provided.

As crank shaft I3 continues to rotate piston I2 will be moved upward on the compression stroke whereupon valve II will be forced closed, preventing further admission of air to the cylinder. During this upward stroke the high portion of cam I4 will release push rod I5 so that springs 33 may close valves 3 and 30, the fuel charge in the'desired quantity then being in chamber 22. As the piston nears the top of its stroke its tip I6 will pass upward through the intercommunicating passage 23 to contact valve 24 and raise it from its seat. As previously described, this valve may, instead of being opened mechanically, be forced open by the pressure of the air compressed in cylinder I during this compression stroke. As soon as valve 24 opens the compressed air rushes from cylinder I into chamber 22 and expels the fuel therefrom through the outlet 2| past check valve 25. As the piston starts to move downward again valve 25 will, of .course, close under its spring action while valve 24 will remain open until after the piston has retreated sufiiciently to withdraw pin IE from contact therewith. During this movement the suction created by the piston will tend to remove from chamber 22 some of the air and fuel vapor remaining therein.

The cylindricalportion 32 of valve 3, as shown in Fig. 6, is closely embraced by the wall of aperture 25. Since the fuel admitted through duct 20 is under low pressure very little will be able to pass between the valve body and the aperture wall. This slide fit may not be leak proof, however, and what fuel does pass the valve head will be collected in the annular space 28 from which it will be removed through the duct shown in Fig. 1 to aperture 21 whence it will flow out through the overflow port 2| which communicates with aperture 2! to remove also air and fuel vapor therefrom.

Fig. 5 illustrates an alternative way in which air may be supplied to the cylinder I which is especially advantageous Where a higher injection pressure is desired. The air supply arrangement resembles structure commonly employed in a two stroke cycle engine for delivering the combustible mixture to the power cylinder. It includes an air intake for the crankcase controlled by a check valve I! and a bypass passage I8 affording communication between the crankcase and the upper portion of the cylinder. We prefer that an additional air inlet, controlled by check valve I I be provided in the upper end of the cylinder. As the piston moves downward, therefore, after an injection stroke air and fuel vapor are removed from the antechamber until valve 24 closes. Thereafter air is drawn into the upper portion of the cylinder past check valve II' until the piston has descended sufiiciently to uncover the upper end of passage I8. Meanwhile air previously drawn into the lower portion of the cylinder and crankcase past check valve I! on the compression stroke of the piston has been compressed in the crankcase as the piston moved downward. When the upper end of passage I8 is uncovered, therefore, this air under pressure will rush upward through the passage to supercharge, in effect, the upper portion of the cylinder. The check valve I I will thereby be forced closed and the air in the upper portion of the cylinder will be under pressure greater than at mospheric at the beginning of the pistons compression stroke. A higher injection air pressure may thus be obtained, or if no higher pressure is needed the length of piston stroke may be reduced to make the mechanism more compact without decreasing the effectiveness of its operation.

Instead of actuating the valves for supplying a charge of fuel to the chamber 22 by mechanical linkage, a pressure operated construction may be employed, such, for example, as illustrated in Figs. 7, 8 and 9. Here also a cylinder I is provided which is in communication with a fuel antechamber 22' through a passage 23' controlled by a valve 24. The head block 2 has been shown as cast integrally with the cylinder although it may be merely secured thereto as in the form illustrated in Figs. 1 to 4, inclusive, if desired. Here also a fuel outlet 2|, controlled by a check valve 25, is provided. Also we have illustrated an air inlet for the upper part of cylinder I controlled by a check valve II which may be used in place of the type of air inlet valve II controlling inlet ID of Fig. 3.

Instead of providing mechanically operated valves 3 and 30, a body 4 is received in the side of block 2 and preferably acts as one wall of chamber 22'. In this body are formed longitudinal and parallel passages 4| and 42, the former being the fuel supply passage fed by inlet 40, and the latter being an overflow passage emptied by a connection 43 which will drain into the fuel supply. In this form also the fuel will be under a slight pressure such as afforded by gravity feed, for example. Communication of these passages with antechamber 22 is controlled by a valve rod 44 which is held by a spring 45 to press a head or disc carried by rod 44 against the end of body 4 in a position to cover the ends of passages M and 42. During downward movement of piston I2, valve 24 will be closed and the slight pressure of the fuel in passage 4I will force open the valve head against the action of spring 45 sufliciently so that fuel may flow into antechamber 22'. As this antechamber gradually fills with fuel the air and fuel vapor will be bled out through overflow passage 42. Passage 4! is of a sufficient size so that chamber 22 willbe filled. completely with fuel prior to opening of valve 24. When it has become filled the pressure of the fuel on the valve disc will be equal on both sides thereof so that the spring 45, drawing stem 44 outward, will causethe head to cover once more the ends of passages 4i and 2 as shown by the broken circle in Fig. 8. When air under pressureenters chamber 22, upon valve 24 being unseated either by air pressure alone or by mechanical means, such as described heretofore, the fuel will be propelled from chamber 22 past check Valve 25 and out through the outlet 2|. During this operation no additional fuel will be admitted to the antechamber for the air pressure therein will supplement the action of spring 45 to hold the valve disc seated.

In this type of structure it will be seen that the chamber 22 will be filled completely with fuel prior to each injection operation. In order to vary the fuel charge delivered to the engine,

therefore, we may vary the size of chamber 22'.

This may be accomplished byproviding a plug 46 forming"a large part of one wall of chamber 22 and fitting closely within a bore in head block 2. On the outer end of this plug is formed a thread 41 having avery steep pitch and cooperating with an internal thread in block 2.

Slight rotation of the plug by means of a control handle 48 will therefore cause a relatively large endwise movement of the plug. Rotation'of. the handle 48 in a clockwisedirection as seen in Fig. 9

will move plug 46 inward to decrease the size of chamber 22, whereas rotation in a counterclockwise direction will withdrawn the plug to increase the size of the fuel chamber, enabling a larger fuel charge to be received therein. It is believed that the operation of this modification will now be understood without further description, since with theexception of the manner in which fuel is supplied to the antechamber the operation is similar to that of the construction shown in Figs. 1 to 4,inclusive.

As stated, the application of our injector to a single engine cylinder has been described. For use upon a multi-cylinder engine a unit will ordinarily be provided for each cylinder and these must be controllable in synchronism -to afford proper engine acceleration and deceleration. This operation may readily be accomplished in the modification of Figs. 7 to 9, inclusive, by connecting together the levers 48" of all injector units by a push rod 49 provided with an operating handle.

which may be rotated by a single control handle 39; The butterfly valve or other air control will, of course, not alter the amount of air supplied by the injector which is a small proportion of the whole amount of air required to support combustion of the fuel.

-Moreover, as previously stated, our injector It is also desirable to synchronize-- changes in the amount of fuel charge with a corunits may be used with either a two stroke cycle" engine or a four stroke cycle engine. In the former type the fuel may be injected at any time after the exhaust and air supply ports have closed so thatscaveng'ing of the exhaust or burned gases from the engine cylinder will be accomplished entirely by air rather than by a combustible mixture as is usually the case. A considerable increase in fuel economy is thereby accomplished.

largely immaterial during which portion of the suction stroke the fuel is injected. Better operating efficiency even inthis type of engine is ob-v 'As pointed out above, a more instantaneous injection operation may be accomplished by increasing the speed of piston movement on the compression stroke as well as by varying the other factors mentioned. Such increased speed may be eifected by the mechanism shown in Fig. 10 without changing the engine speed. It is assumed that the crank shaft [3 is rotating in a clockwise direction as indicated by the arrow. On this is mounted a cam 5 which engages with a lobe 5|.

carried by a yoke 50 which is attached to the end of a lineally reciprocatingrod 52 guided in an. aperture 53 in thecrankcase and connected to piston l2. E ncircling this rod and interposed be-.

tween the crankcase and the piston is a very stiff compression spring 54. As the shaft 13 rotates.

in the direction indicated, the pressure of cam Bagainst lobe 5l.will draw piston 42 downward and simultaneously compress its spring between the crankcase and piston. As the cam moves beyond the position shown in Fig. 10, lobe 5| will rideoff the highpoint of cam 5 and spring 54 willinstantly force. piston I2 upward with a very] quick movement. It will be obvious that mechae nism of this type will operate best with a. piston having a relatively short stroke. The proportions of cam5 and lobe 5|, may be altered to vary the length of piston stroke and the abruptness with which the cam 5 will releaselobe 5| for upward movement of the connecting rod 52 and piston I2.

This structure may, of course, be employed equally well with either the mechanism of Figs. 1

to 4,,inclusive, or the modification shown in Figs.

7 to 9, inclusive.

Asour invention, we claim:

1..An injector for supplying fuel to an in ternal combustion-engine, comprising a cylinder, an all ,inlet porttherefor, a piston reciprocable therein, a head block on said cylinder having therein a fuel antechamber adapted to communicate with saidcylinder, and a fuel supply aperture and a relief aperture branching from such antechamber, a valve seat in each such aperture adjacent to the antechamber, a valve received in each aperture adapted to. close the valve seat ofits' respective aperture, and means operating to reciprocate saidpiston and in synchronism therewithto open simultaneously and to close simultaneously said valves, for scavenging of air. from said antechamber through the relief aperture and for delivering a fuel charge through the" supply aperture into the antechamber prior to admission of air under pressure from said cylin- In a four stroke cycle engine itis der to the antechamberto propel the fuel charge therefrom to the engine,

2. An injector for supplying fuel to an internal combustion engine, comprising a cylinder, an air inlet port therefor, a piston reciprocable therein, a head block on said cylinder having therein a fuel antechamber adapted to communicate with said cylinder, and a fuel supply aperture and a relief aperture branching from such antechamber, a valve seat in each such aperture adjacent to the antechamber, a valve received in each aperture of a shape complemental to its respective valve seat to close the same, a crosshead connecting said valves, a bellcrank connected to said crosshead, a push rod reciprocable to rock said bellorank, cam means. operable to reciprocate said push rod, a shaft rotatable to actuate said cam and to effect reciprocation of said piston in synchronism, for delivery of a fuel charge through the supply aperture intothe antechamber. and for scavenging of air from said antechamber when the valves are moved to open position prior to admission of air under pressure from said cylinder tothe antechamber to propel the fuel charge therefrom to theengine, and means to vary the effective stroke of said push rod toalter the duration of valve opening with relation to the speed of crank shaft rotation.

3. An injector for supplying fuel to an internal combustion engine, comprising a cylinder, an air inlet port therefor, a piston reciprocable therein, a head block on said cylinder having therein a fuel antechamber adapted to communicate with said cylinder, and a fuel supply aperture and a relief aperture. branching from such antechamher, and pressure controlled means adapted to cut off communication between the antechamber and the two apertures after archarge of fuel has been delivered to the antechamber and prior to admission of air under pressure from said cylinder to the antechamber to propel the fuel charge therefrom to the engine,

4. An injector for supplying fuel to an internal combustion engine, comprising a cylinder, an air inlet port therefor, a piston reciprocable therein, a head'block on said cylinder having therein a fuel antechamber adapted to communicate with said cylinder and a fuel supply aperture branching therefrom, means operable to vary the effective size of such antechamber, and pressure controlled means adapted to out off communication between the antechamber and" the fuel supply aperture after such antechamber has been substantially filled with fuel from'such supply aperture and prior to admission of air'under pressure from said cylinder to the-antechamber to propel the fuel charge therefrom to the engine.

5. An injector for supplying fuel to an internal combustion engine, comprising a cylinder, an air inlet port therefor, a piston reciprocable therein, a body having therein a fuel antechamber adapted to communicate with said cylinder and with such engine, and a fuel supply aperture and a relief aperture branching from such antechamber, the relief aperture being disposed above and parallel to the fuel supply aperture, and valve means simultaneously controlling communication between said antechamber and both of said apertures, opening said relief aperture to convey gas from the antechamber and simultaneously opening said fuel supply aperture to deliver a charge of fuel to the antechamber, maintaining both apertures open during supply of such fuel charge to the antechamber and thereafter closing simultaneously both of said apertures prior to admission of air under pressure from said cylinder to the antechamber to propel the fuel charge therefrom to the engine.

6. An injector for supplying fuel to an internal combustion engine, comprising a cylinder, an air inlet port therefor, a piston reciprocable therein, a head block on said cylinder having therein a fuel antechamber adapted to communicate with said cylinder, and a fuel supply aperture branching from such antechamber, a valve seat in such aperture adjacent to the antechamber, a valve received in such aperture of a shape complemental to its valve seat to close the same, a bellcrank connected to said valve, a push rod reciprocable to rock said bellcrank, cam means operable to reciprocate said push rod, a shaft rotatable to actuate said cam and to effect reciprocation of said piston in synchronism, for delivery of a fuel charge through the supply aperture into the antechamber when said valve is moved to open position prior to admission of air under pressure from said cylinder to the antechamber to propel the fuel charge therefrom to the engine, and means to vary the effective stroke of said push rod to alter the duration of valve opening with relation to the speed of crank shaft rotation.

7. An injector for supplying fuel to'an internal combustion engine, comprising a cylinder, an air inlet port therefor communicating directly with the atmosphere and independent of such engine, a piston reciprocable in the cylinder, a body having therein a stationary fuel antechamber adapted for communication with said cylinder, an air valve between said cylinder and fuel antechamber, means positively holding said air valve closed during the major portion of the inward, compression movement of said piston, fuel supply means communic'ating directly with saidstationary antechamber, including a fuel valve separate from and movable independently of said air valve for delivering fuel to said antechamber while said air valve is closed, an outlet for discharge of fuel from said antechamber to the engine by air compressed in said cylinder by its piston flowing past said air valve into and through such antechamber, and fuel valve operating means operable to open said fuel valve while said air valve is closed and to close said fuel valve prior to opening of said air valve for admission to said antechamber of air compressed in said cylinder.

, 8. An injector for supplying fuel to an internal combustion engine, comprising a cylinder, an air inlet port therefor, a piston reciprocable therein, a head block mounted on top of said cylinder having therein a stationary fuel antechamber above said cylinder and adapted to communicate therewith, an air valve in the head of said cylinder controlling communication between the cylinder and antechamber, a spring holding said air valve closed during the major portion of the compression movement of said piston, said antechamber having an aperture extending generally radially outward'from one side thereof, a fuel valve seat in such aperture coaxial therewith and adjacent to said antechamber, a fuel valve received in and reciprocable lengthwise of such aperture, and adapted to seat upon said fuel valve seat by movement lengthwise of said aperture, and means operating to reciprocate said piston and also to reciprocate said fuel valve toward and away from said seat in synchronism, to open said fuel valve for delivery of a fuel charge past said valve'directly to said antechamber through the head block aperture while said air valve is held closed by said spring, and'to seat said fuel valve before opening of said air valve for admission of air under pressure from said cylinder to the antechamber to propel the fuel charge therefrom to the engine.

9. In an injector for supplying fuel to an internal combustion engine cylinder having a fuel antechamber adjacent thereto, such antechamher having an aperture extending outward therefrom, a fuel valve seat in such aperture adjacent to the antechamber, and tapered toward the ante chamber, a fuel valve received in such aperture and having a head slidably fitting the walls of such aperture and thus guided for lengthwise reciprocation, said head being tapered toward the antechamber complemental to said valve seat and adapted for sealing contact therewith over a considerable distance lengthwise thereof, a fuel sup-- ply duct terminating in an opening in the tapered fuel valve seat in the zone of valve head contact therewith, said duct at such opening being in-' clined toward the antechamber with respect to the radially extending aperture, the fuel valve, when in seated position, covering such opening, and means for sliding said valve head away from said seat lengthwise of such aperture to afford an uninterrupted passage from said fuel supply duct between the valve head and valve seat to the antechamber.

10. In an injector for supplying fuel from an antechamber to an internal combustion engine,

valve mechanism, including a valve body having therein a cylindrical valve aperture disposed generally radially of the antechamber and open-,

ing into it, a conical valve seat in the antechamchamber opening of such aperture, a valve received in said aperture including a cylindrical head closely fitting therein and guided for lengthwise reciprocation by sliding engagement with the walls of said aperture, the inner end of said valve head being inwardly tapered conically complemental to said valve seat and contiguin seated position, covering such opening, and

said valve further including a valve stem within said valve aperture behind and smaller than said valve head to define a trap cavity encircling said stem and within such aperture for fuel leaking past said valve head, and a passage communicating with said trap cavity for removing fuel therefrom.

CARL F. STEELE. HERMAN GL'ODDE'.

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