US2676061A - Fuel injector for internalcombustion engines - Google Patents

Description

April 20, 1954 F. J. ARISMAN FUEL INJECTOR FOR INTERNAL-COMBUSTION ENGINES Filed April 24, 1951 '5 Sheets-Sheet 1 z w 1 W w y 4 m PllIu r H a W h. 6. I I mm 1 v 7. M. W K .mw Z m m z w 3 m w g I m w E A w z w j H 4 6 WM QM\(Q zi' fflrz's ma 2 BY MQLW ATTORNEYS April 20, 1954 F. J. ARISMAN FUEL INJECTOR FOR INTERNAL-COMBUSTION ENGINES 5 Sheets-Sheet 2 Filed April 24, 1951 INVENTOR ATTORNEY5- April 20, 1954 F. J. ARISMAN 5 Sheets-Sheet 3 INVENTOR 1 1169113 ma 72.

BY 2b,; fgaw AT'I'ORNEYS April 20, 1954 F. J. ARISMAN 2,676,061

FUEL INJECTOR FOR INTERNAL-COMBUSTION ENGINES Filed April 24, 1951 5 Sheets-Sheet 4 INVENTOR rz's m a 2 ATTORNEYS April 20, 1954 F. J. ARISMAN FUEL INJECTOR FOR INTERNAL-COMBUSTION ENGINES Filed April 24, 1951 5 Sheets-Sheet 5 INVENTOR If JAY risman BY QW ATTORNEY5 Patented Apr. 20, 1954 FUEL INJECTOR FOR INTERNAL- COMBUSTION ENGINES Fred J. Arisman, Salem, Oreg.

Application April 24, 1951, Serial No. 222,556

1 Claim. 1

- This invention relates to an internal combustion engine and has as its primary object the provision of such an engine which relies upon compression of a mixture .of fuel and air, in the complete absence of any other ignition system for the operation of the individual cylinders of the engine.

A further object of the invention is the provision' of such an engineprovided with an improved injection system whereby extremely high pres-' sures may be effected :in the individual cylinders.

. A- still further object of the invention 'is the provision of an improved method for controlling the compression exerted by the injectors, and means therefor whereby the speed of the engine, and hence the vehicle or other device with which it is associated may be governed.

Still. another object of the invention is the provision of a device of this character which is relatively simple .and inexpensive to manufacture,

Figure 2 is a fragmentary front elevational e view of the construction-shown in Figure 1, parts thereof being broken away and taken substantially along the section line 2- 2 of Figure l. .-;-Figure 3 is an enlarged sectional view taken along the line 3-3 of Figure 1 as viewed the direction indicated by the arrows.

Figure 4 is a sectional view taken substantially along the line 44 of Figure 3 as viewed in the direction indicated by the arrows.

Figure 5 is a sectional view taken substantially along the line 5-5 of Figure 3 as viewed in the direction indicated by the arrows.

Figure '6 is an enlarged sectional view taken substantially along the line 6-45 of Figure 3 as viewed in the direction indicated by the arrows.

Figure '7 is an enlarged fragmentary sectional view taken substantially along the line l'! of Figure 4 as viewed in the direction indicated by the arrows.

Figure 8"is'a rag'mentary sectional view taken substantially along the line 88 of Figure 7 as viewed in the direction indicated by the arrows.

Figure 9 is a sectional view taken substantially along the line 9-9 of Figure '7 as viewed in the direction indicated by the arrows, and

Figure 10 is a fragmentary elevational view partially broken away of a constructional detail comprising the fuel feed pipe of the instant invention.

Similar reference characters refer to similar parts throughout the several views of the drawmgs.

Referring now to the drawings and particularly to Figures 1 and 2, there is generally indicated at 28 a conventional engine block provided with a lower flange 2| to which is secured an adjacent abutting flange 22 of a crankcase 23, the securing means taking the form of bolts 24/ Engine block 20 is also provided with a flange '2Ia to which is secured as by means of bolts '24a a correlated flange 22a integral with the head casing 26.

A main air intak pipe '2'! provided with individual tubes 28 for the admission of air to the cylinders, in a manner to be described hereinafter 'is provided as is a main exhaust outlet 29 provided with individual branch tubes 30 (see Figures 3, 4., and 5).

Extending through the crank case 23 is a balanced crankshaft having a complete circular disc 'on each side of each connecting rod to the forward extending end of which is secured 'a gear 36, which drives through a chain 31, a second gear 38 fixedly secured to a cam shaft 39 passed longitudinally through the head of the engine, in the manner and for a purpose to be more fully described hereinafter.

Referring now particularly to Figures 3 and 6, it will be seen that the interior of motor block isprovided'with a desired number of cylinders 40 "within which are mounted pistons 4| of conventional design'provided with the customary sealing rings 42 and pivotally secured asby pivots 43 to piston rods 44, the lower portions of which are i secured in conventional manner to-the eccentric portions #5 of the crankshaft 35.

Interiorly the engine block 23 is provided, as best shown in Figure 3, with a top sealing plate '56 for the cylinders and an upper plate 51 above the piatetfi which serves as a closure plate for air intake passages 52 and exhaust passages 53. It is to be pointed out that as best shown in Figure 5 each cylinder is provided with' an-intake and an outlet passage which in turn communicate with air inlets 28 and outlets-3ll, respectively,

through suitable ports in the side wall of engine block 20. The customary sealing gaskets may be provided for both inlet and exhaust passages. Each inlet and outlet is provided at its extremities with a port 56 and 57, respectively, which communicates with the interior of an adjacent cylinder on opposite sides thereof, and these ports are adapted to be closed by valves 58 and 58 setting in their respective apertures and opening downwardly, the valves being provided with stems 60 and 6!, respectively, which extend upwardly through apertured bushings 62 and '63, respectively, in the tops of the ports. Springs 64 and 65 are engaged by suitable collars 66 and 6! secured to the stems normally biasing them upwardly to closed position.

Downward movement of the valve is effected by oppositely positioned cams 68 and 69, respectively, mounted on the cam shaft 39, and the cylinders are timed in a known manner to fire by means to be more fully described hereinafter in a selected predetermined order, and being admitted and exhausted from a selected cylinder in a desired sequence of operation in accordance with the position of cam shaft 35, which in turn is governed by the firing of the cylinders in a selected sequence of operation.

Each cylinder is provided at a point intermediate its exhaust and intake ports with a fuel injector assembly generally indicated at '15. The assembly as best disclosed in Figures 7, 8, and 9 is comprised of a sleeve 16 which extends through a bushing i1 carried by the underside of plate 51 and is provided with a flange it which is secured as by means of bolts to the top of closure plate 59. As best shown in Figures 7 and 8 the lower portion of the interior of the sleeve is threaded and provided interiorly with a closure valve nut 89, below which is threaded a plug 82 provided with a minute fuel passage aperture- 83 and an interior recess 84.

Within recess 84 is positioned a compression spring 85 which serves to bias to closed position a ball check valve 86 which normally holds closed an aperture 81 in the top of valve nut 8|, until i such time as sufiicient pressure is exerted on the other side thereof, in a manner to be more fully described to bias ball valve 86 to open position in a manner now to be described.

Seated on the top of valve nut 81 is a compression spring 99 which serves normally to bias upwardly a piston 9! provided with sealing rings 92, which extends upwardly the entire length of sleeve 16 and terminates in a cap 93 of cylindrical configuration provided with a sealing flange 94 which extends about the upper rim of sleeve 16. The upper portion of cap 93 is bifurcated to form a pair of ears 24a between which extends an'inclined surface 55, adapted to be abutted by a movable roller 933, in the case of each injector rod H33 will vary the position of rollers Q6 relative to their associated inclined surfaces 95, for a purpose to be more fully described hereinafter.

Referring back to injector 15, it will be seen as best shown in Figure"? that the wall of each .sleeve 76 is provided with an aperture Hilwhich is in communication with a. fuel feed pipe II I, a check valve H2 being provided in each case adjacent the sleeve wall on the exterior thereof. The fuel inlet for each cylinder communicates in turn with a fuel feed pipe H3 (see Figure which is fed from a main fuel supply pipe I4.

The cam shaft 39 also carries adjacent each roller 96 an eccentric cam I20, the cam being adapted to engage in abutting relation with one surface of the roller 96, the other surface of which rides on the incline 95 of its associated cap 93, the arrangement being such that depression of piston 9! to a suflicient extent will close the port H0 cutting 01f the supply of fuel and causing fuel previously admitted to the chamber within sleeve 16 below the piston to be passed under pressure against the pressure of spring 85 on 'gine of one or more cylinders.

ball valve 86 through the aperture 83 into the cylinder. Conversely, as the piston is retracted the opening of the passage H0 is again opened to permit the admission of further fuel to be compressed on the next cycle of operation.

From the foregoing the operation of the device should now be readily understandable. The air is fed through inlet valve 58 to each cylinder in turn on the upstroke of the associated piston 4!. Simultaneously as the compression of the air in the chamber near its maximum fuel is introduced into the space near the top of the piston 4i and the top of its associated cylinder, and upon the start of the retraction stroke of piston 9|, compression within the cylinder 0 reaches its maximum causing an explosion of the volatilized fuel and air under high pressure. Such explosion will move the piston downwardly in a known manner to rotate crankshaft 35 which in turn will rotate cam shaft 39 to set up the next cylinder for sequential operation.i"Upon completion of the downstroke of the piston 4| the exhaust valve 59 will be open to' prepare the cylinder for the next operation, the first portion of the upstroke of the piston serving to exhaust the waste gases/from its associated cylinder. Obviously oxygen may be utilized in place of air if desired and in certain instancesiwater injection in a known manner is contemplated.

Equally obviously the compression ignition of the instant invention may be applied to any en- The means of controlling the speed of the engine should also be readily understandable. Obviously rotation of the shaft I03 will govern the relative position of its associated rolls 96 on their inclines 95. The farther up the inclines the rollers are located, the greater will be the effective area of cam I20, to occasion a greater progression of piston 9| within the sleeve 1% and, consequently, the forcing of a greater quantity of fuel into the cylinder through the aperture 83. I Conversely, as the portion of the periphery of theroller is retracted the effective area throughwhich cam I20 acts will be reduced, and the closer cap 93 will be permitted to come relative to the cam, thus correspondingly lessening the effective travel of piston 9i at the other end in reducing the quantity of fuel fed into the cylinder. Sincethe speed of the engine is directly governed by the quantity of fuel admitted thereto during any given time, it will be understood that there is thus provided eifective means of speed control. 7

From the foregoing it will now be seen that there is herein provided an improved internal combustion engine which accomplishes all the objects of this inventionand others including many advantages of great practical utility and commercial importance.

As many embodiments may be made of this inventive concept and as many modifications may be made in the embodiment hereinbefore shown and described, it is to be understood that all matter herein is to be interpreted merely as illustrative, and not in a limiting sense.

What is claimed is:

A fuel injector comprising a tubular member, a jet nozzle in one end of said tubular member, a normally closed check valve in said nozzle, a fuel inlet pipe connected with said tubular member, a check valve in said fuel inlet pipe, a plunger slidable in said tubular member, a spring biasing said plunger outwardly of said tubular member, a cam shaft, means for rotating said shaft, a cam on said shaft, an end cap fixed to the opposite end of said plunger and slidably encompassing the outer end of said tubular member, said cap having an inclined channel in the outer end thereof, a regulating shaft laterally of said tubular member, a lever fixed on said regulating shaf, a link pivotally connected at one end with said lever and extending in the direction of said cap,

and a roller rotatably carried by the opposite end of said link interposed between said cam and said cap and engaging in said channel whereby rocking of said regulating shaft will move said roller lengthwise of said channel and thereby regulate the movement of said plunger by said cam.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,511,484 Peterson Oct. 14, 1924 1,814,622 Estep July 14, 1931 1,860,865 Le Pul May 31, 1932 1,960,362 Woolson May 29, 1934 1,991,586 Vincent Feb. 19, 1935 2,099,206 Hedblom Nov. 16, 1937 2,315,907 Starr Apr. 6, 1943 2,559,364 Mashinter July 3, 1951 FOREIGN PATENTS Number Country Date 360,863 Great Britain Nov. 11, 1931 369,076 Great Britain Mar. 17, 1932 420,201 Germany Oct. 20, 1925

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