US3090369A - Internal combustion motor fuel injection system - Google Patents

Description

May 21, 1963 c. D. CORLEW 3,090,359

INTERNAL COMBUSTION MOTOR FUEL INJECTION SYSTEM Filed Sept. 22, 1960 L. 0 l7 8 F 12 $5M 0%. KM

INVENTOR United States Patent M 3,090,369 INTERNAL COMBUSTION MOTOR FUEL INJECTION SYSTEM Charles D. Corlew, Cunningham, Montgomery County, Tenn. Filed Sept. 22, 1960, Ser. No. 57,774 3 Claims. (Cl. 123-138) This invention relates to an internal combustion motor fuel injection system. It has for its main objects to provide such an injection system that will be highly satisfactory for the purpose intended, simple in structure, comparatively cheap to manufacture, easy to use and keep in working condition, and very durable.

Further objects are to provide such an injection system that will be adapted to use on any type of engine; increase low speed lugging ability, be little affected by wear, cause less wear in motor parts by incorporating a leaner fuelair ratio, insure that each cylinder will get an equal fuel charge, provide economy of operation, and reduce air pollution.

Other objects and advantages will appear from the drawing and description, wherein:

FIG. 1 is an elevational view of an injection system made according to this invention, with the casing shown in section;

FIG. 2 is a longitudinal sectional elevation of the control member as disclosed in FIG. 1;

FIG. 3 is a longitudinal sectional elevation of the rotor shown in FIG. 1;

FIG. 4 is a section taken along the line 4--4 of FIG. 1;

FIG. 5 is a section taken along the line 5-5 of FIG. 1;

FIG. 6 is a section taken along the line 66 of FIG. 2;

FIG. 7 is a section taken along the line 7-7 of FIG. 2; and

FIG. 8 is a section taken along the line 88 of FIG. 2.

Similar reference numerals refer to similar parts throughout the several views.

Referring now to the drawings in more detail, the fuel injection assembly comprises a casing or housing 1 made of a single block of metal or other suitable material. A pair of spaced elongated chambers 9 and 10 are formed in the casing 1 and connected by a communicating fuel passage 11. Each chamber 9 and 10 has a closed end and an open end. The chamber 9 is adapted to slidably receive an elongated control member 2, and the chamber 10 is adapted to rotatably receive an elongated rotor 3. The casing 1 is provided with a fuel inlet 4 communicating with the fuel control chamber 9 on the opposite side of the control member 2 from the fuel passage 11. Longitudinal-1y spaced from the fuel passage 11 toward the open end of the chamber 10 are a plurality of radial fuel discharge ports 12 annularly spaced around the chamber 10. The rotor 3 is provided with an annular recess 13 in transverse alignment with the fuel passage 11, and an elongated groove 14 communicating at one end with the annular recess 13, and terminating at the opposite end at a point to permit selective communication of the groove 14 with the ports 12 as the rotor 3 is rotated within the chamber 10.

The control member 2 is provided with a transverse fuel control passage 15. An elongated channel-shaped recess 16 of substantially uniform cross-section is formed in the top of the control member 2 and is adapted to communicate the fuel inlet 4 with the transverse fuel passage for any normal longitudinal operational position of the control member 2 within the control chamber 9. On the other hand, a substantially V-shaped recess 17 is formed in the bottom portion of the control member 2, and is longitudinally tapered from the transverse fuel passage 15 outwardly toward the fuel passage 11.

3,090,369 Patented May 21, 1963 The tapered recess 17 is adapted to form a very fine aperture communicating with the fuel passage 11 when the control member 2 has been moved to its extreme left position, as illustrated in FIG. 1, which is the idling position. As the control member 2 is gradually moved toward the right, a larger opening is formed between the tapered recess 17 and the fuel passage 11 in order to gradually permit more fuel to be introduced into the recess 14 andconsequently discharge through the ports 12. When the control member 2 is moved to a position where the transverse control passage 15 is in substantial alignment with the fuel inlet 4 and the fuel passage 11, the injection assembly is at full throttle position.

In the preferred form of use of the injection assembly, the fuel inlet 4 is connected in the fuel line of a conventional internal combustion motor or engine to a constant source of fuel pressure. Each discharge port 12 is connected through a separate fuel line to the cylinder of the engine, and preferably to a cylinder including a differential type or other suitable nozzle, not shown. The rotor 3 is driven in timed relation with the engine in order that the fuel will be distributed to the proper cylinder at the proper time. -Any appropriate means may be employed for manually controlling the longitudinal movement of the control member 2 within the chamber 9 in order to control the size of the opening formed by the tapered recess 17 and consequently the amount of fuel which will flow through the passage 11.

With the fuel control member 2 in its extreme left position, as disclosed in FIG. 1, with the engine running and the rotor 3 rotating, fuel at a pre-determined pressure will flow through the inlet 4, channel-shaped recess 16, the transverse passage 15, the tapered recess 17, through the restricted opening between the recess 17 and the passage 11, through the passage 11, the annular recess 13 and the elongated groove 14. As the rotor 3 rotates to open communication between the recess 14 and one of the ports 12, fluid will commence to flow from the recess 14 through the corresponding port 12 and into the corresponding cylinder. However, because of the restricted flow through the tapered recess 17, the pressure of the fluid from that point forward to the corresponding engine valve will drop sufiiciently to close the corresponding fuel nozzle, not shown. Continued rotation of the rotor 3 will close the corresponding discharge port 12. With the discharge port 12 closed, the pressure of the fluid in the recess 14 and the passage 11 will build up again to the pressure at the inlet 4, until the next successive port 12 is open, and the cycle is repeated. Thus, as the control member 2 is moved to the right to various positions, the tapered recess 17 will proportionately open the fuel passage 11 to gradually increase the pressure beyond this point so that the nozzle will be held open for progressively longer periods of time in order to proportionately increase the quantities of fuel injected into each engine cylinder.

From the foregoing it appears that an injection system like the present will have no plungers for each cylinder, yet will have means to accurately control the fuel injected and other advantages heretofore mentioned.

The various parts of the system may be made of any material suitable for the purpose; I prefer good grades of metal. Also, the parts may be made of different sizes and capacities, depending upon the size of motors on which they are to be used.

While I have shown and described the preferred embodiment of my invention, I do not wish to limit same to the precise and exact details of the structure and reserve the right to make all modifications and changes so long as they remain within the scope of the invention and the following claims.

Having described my invention I claim:

0 1. An internal combustionrmotor fuel injection system,

comprising:

(a) an elongated fuel control member,

(1)) means for longitudinally and slidably receiving said control member,

(0) an elongated rotor,

(d) means for rotatably receiving said rotor,

(e) annularly spaced fuel discharge ports in said rotor receiving means,

(1) a fuel inlet communicating with said control member receiving means, I

(g) a fuel passage communicating said control member receiving means with said rotor receiving means, said fuel passage being longitudinally spaced from said discharge ports and substantially opposite said fuel inlet,

(h) an elongated groove in said rotor extending from said fuel passage to the annular plane of said discharge ports for progressive communication with said ports as said rotor rotates,

(i) a transverse fuel control passage through said control member,

(j) an elongated channel-shaped recess in said control member for communicating said transverse passage with said fuel inlet for various longitudinal positions of said control member,

(k) a longitudinal tapered recess formed on said control member tapering from said transverse recess outwardly of said control member for communicating said transverse passage with said fuel passage so that the'passage of fuel therethrough varies with the longitudinal position of said control member.

2. The invention according to claim 1 in which said control member receiving means comprises a chamber having an'open end for slidably receiving said control member, and said tapered recess forms a tapering passage with the adjacent Wall of said chamber.

3. The invention according to claim 1 in which said channel-shaped recess comprises a substantially uniform cross section.

References Cited in the file of this patent UNITED STATES PATENTS 2,078,286 Seagren Apr. 27, 1937 2,145,383 =Aldens Jan. 31, 1939 2,223,590 Alden Dec. 3, 1940 2,521,270 Vanni Sept. 5, 1950

Claims (1)

1. AN INTERNAL COMBUSTION MOTOR FLUEL INJECTION SYSTEM, COMPRISING: (A) AN ELONGATED FUEL CONTROL MEMBER, (B) MEANS FOR LONGITUDINALLY AND SLIDABLY RECEIVING SAID CONTROL MEMBER, (C) AN ELONGATED ROTOR, (D) MEANS FOR ROTATABLY RECEIVING SAID ROTOR, (E) ANNULARLY SPACED FUEL DISCHARGE PORTS IN SAID ROTOR RECEIVING MEANS, (F) A FUEL INLET COMMUNICATING WITH SAID CONTROL MEMBER RECEIVING MEANS, (G) A FUEL PASSAGE COMMUNICATION SAID CONTROL MEMBER RECEIVING MEANS WITH SAID ROTER RECEIVING MEANS, SAID FUEL PASSAGE BEING LONGITUDINALLY SPACED FROM SAID DISCHARGE PORTS AND SUBSTANTIALLY OPPOSITE SAID FUEL INLET, (H) AN ELONGATED GROOVE IN SAID ROTOR EXTENDING FROM SAID FUEL PASSAGE TO THE ANNULAR PLANE OF SAID DIS-

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