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01HystoryOfDieselFuelInj PDF
01HystoryOfDieselFuelInj PDF
01HystoryOfDieselFuelInj PDF
OF
FUEL INJECTION
By FRANK DeLUCA, Chief Fuel Injection Engineer, of American Bosch Arma Corporation
When Rudolph Diesel contracted with Augsburg and Krupp of G e r m a n y in 1893 to develop a m o r e efficient i n t e r n a l combustion engine, one of his objectives was to u s e a s fuel the
mountainous piles of p o w d e r e d c o a l which had been accumulating throughout the c o u n t r y s i d e .
The f i r s t experimental c o a l dust burning engine was built that y e a r using a i r to b l a s t the fuel
into the combustion c h a m b e r . His method i s shown s c h e m a t i c a l l y in F i g . 1, which was r e p r o duced f r o m U . S. patent No. 542846 granted in 1895. The powdered coal was contained in
hopper B provided with r o t a r y valve D, and the c o m p r e s s e d a i r was s t o r e d in tank A. When
the injection valve E was lifted, the high p r e s s u r e a i r flowed into the combustion c h a m b e r C
through orifice F c a r r y i n g with i t the coal d i s c h a r g e d through the rotating valve F. In attempting to s t a r t the engine i t exploded, and a l l subsequent efforts to o p e r a t e the engine on
coal dust failed, s o that oil was finally adopted a s the fuel.
In the f i r s t e x p e r i m e n t s with oil, i t
was mechanically injected into the engine.
The r e s u l t s w e r e u n s a t i s f a c t o r y , probably
because of the c r u d e injection equipment
with l a r g e dead fuel volume, s o that D r .
Diesel r e s o r t e d t o using the c o m p r e s s e d a i r
equipment available f r o m his c o a l dust
e x p e r i m e n t s . His f i r s t t e s t s with a i r injection
proved s o s u c c e s s f u l that this b e c a m e the
acccepted method of injection f o r many y e a r s .
Thus, e a r l y in the development of this new
engine the i m p o r t a n c e of the f u e l injection
p r o c e s s on engine combustion was emphasized,
and subsequent p r o g r e s s in d i e s e l engine
development has been l a r g e l y dependent
upon i m p r o v e m e n t s in fuel injection.
Fig. 1. Coal dust injection system of Rudolph Diesel.
(After U.S. patent No. 54286 of 1895 .)
A I R I N J ECTION
SOLID INJECTION
One of the first satisfactory airless
injection system was applied to an engine
i n 1910 b y J a m e s M c K e c h n i e of V i c k e r s ,
L t d . of E n g l a n d . A s s h o w n i n F i g . 4 ( s e e
following p a g e ) , o i l w a s d e l i v e r e d b y a
metering p u m p to a s p r i n g l o a d e d plunger,
w h i c h w a s r a i s e d b y a cam. T r i p p i n g of t h e
c a m a l l o w e d t h e fuel to be injected into the
engine cylinder as t h e s p r i n g returned the
p l u n g e r t o i t s bottom p o s i t i o n .
Common R a i l
I n 1913 V i c k e r s , Ltd. developed t h e
c o m m o n rail system which became v e r y
Fig. 3. Aspirating valve atomizer of K. Hesselman.
p o p u l a r . A m u l t i - p l u n g e r pump d e l i v e r e d
(After U.S. patent No. 910534 of 1909.)
fuel to a n a c c u m u l a t o r and h e a d e r of l a r g e
c a p a c i t y w i t h t h e fuel pressure m a i n t a i n e d a t about 5 0 0 0 p s i b y a r e l i e f v a l v e , and t h e f u e l w a s
s p r a y e d i n t o t h e e n g i n e c y l i n d e r s t h r o u g h m e c h a n i c a l l y o p e r a t e d injection n o z z l e s . Fuel
m e t e r i n g w a s c o n t r o l l e d by v a r y i n g t h e period o f opening of t h e i n j e c t i o n valves. T h e first
A m e r i c a n engine w i t h c o m m o n rail i n j e c t i o n s y s t e m w a s b u i l t by t h e A t l a s I m p e r i a l D i e s e l
C o m p a n y of Oakland, C a l i f o r n i a i n 1919.
J e r k Pumps
T h e o r i g i n a t o r of p l u n g e r pumps for f o r c i n g a m e t e r e d quantity of fuel at h i g h p r e s s u r e
i n t o t h e e n g i n e c y l i n d e r s is difficult t o t r a c e . R i c h a r d H o r n s b y & S o n s o f E n g l a n d u s e d j e r k
p u m p s i n 1891 and Ruston, P r o c t o r & C o . , a l s o of E n g l a n d , u s e d a similar type pump i n 1 9 0 9 .
I n 1 9 1 4 D e L a V e r g n e C o m p a n y o f Philadelphia used a j e r k p u m p t h a t d e l i v e r e d f u e l
at a v e r y h i g h r a t e (full l o a d d e l i v e r y i n a b o u t 1 2 c r a n k s h a f t d e g r e e s ) t o two s i n g l e h o l e ,
s w i r l t y p e n o z z l e s l o c a t e d o p p o s i t e e a c h o t h e r in t h e combustion c h a m b e r .
INJECTION PUMPS
The one feature common to a l l injection pumps from the earliest to the present has
been the use of p l u n g e r s to c r e a t e the required i n j e c t i o n p r e s s u r e . E a r l y pumps relied upon
packed glands to m i n i m i z e t h e l e a k a g e of high pressure fuel past the plunger. The e a r l i e s t
reference to close f i t t i n g o f t h e p l u n g e r a n d b a r r e l f o r e l i m i n a t i o n o f t h e p a c k i n g g l a n d a p p e a r s
in a patent f i l e d i n 1 9 1 2 b y O t t o F . P e r s s o n o f t h e U n i t e d S t a t e s . I n 1 9 1 9 P h i l i p L . S c o t t ,
also an American, described a method of fitting a plunger to a barrel with an estimated
a variation of the P o r t c l o s u r e t i m e w a s e f f e c t e d t o
change the fuel quantity delivered by the pump.
E n g l i s h patent No. 9403 was granted to William H.
Scott in 1895 for a double port helix control for varying both the beginning and ending of injection.
Control o f t h e f u e l quantity b y s u c t i o n v a l v e t i m i n g w a s q u i t e p o p u l a r f o r e a r l y
injection pumps. It was introduced by Imanuel Lanster of Germany in 1902. According to his
U.S. p. a t e n t N o . 729,613 issued in 1903, a g o v e r n o r controlled linkage connected t o the p u m p i n g
p l u n g e r w o u l d h o l d t h e spring loaded s uction v a l v e o p e n f o r a l o n g e r o r s h o r t e r t i m e t o
decrease or increase the quantity of fuel injected.
Distributor Pumps
I n 1 9 1 4 B r i t i s h p a t e n t No. 15,962 w a s
granted to Francois Feyens of Belgium for an
i n j e c t i o n s y s t e m u s i n g a r o t a r y distributor
t o d e l i v e r m e t e r e d f u e l t o the s e v e r a l c y l i n d e r s o f a m u l t i - c y l i n d e r engine. As s h o w n i n
F i g . 7, fuel a t a r e g u l a t e d h i g h pressure w a s
d e l i v e r e d to c h a m b e r A f r o m w h i c h i t f l o w e d
into the tapered slot B of the cylindrical
d i s t r i b u t o r C. A s the d i s t r i b u t o r rotated i n
s y n c h r o n i s m w i t h t h e engine c r a n k s h a f t , f ue
w a s d i s t r i b u t e d to t h e v a r i o u s o u t l e t s D b y
m e a n s o f s l o t B uncovering the d u c t s E . T h e
f u e l q u a n t i t y w a s i n c r e a s e d o r d e c r e a s e d by
l o w e r i n g or r a i s i n g t h e d i s t r i b u t o r t o v a r y the
e f f e c t i v e width o f s l o t B . T h e B r i t i s h m o t o r
ship "Selandia," launched in 1913, used a
distributor type injection system on its f i r s t
Delivery Valves
O n e of the p r o b l e m s e n c o u n t e r e d with e a r l y jerk pump injection system was the dripping
or after injection of fuel following the m a i n discharge. S i n c e this resulted in smoke,
increased fuel consumption, and nozzle carb o n i z a t i o n , n u m e r o u s attempts were made t o
vent the discharge tubings between injections.
In 1910 an American, Herbert Kempton,
proposed a delivery valve having a hole i n it
through which the high pressure fuel was
rel i e v e d when the plunger returned on its
downward stroke.
The first suggestion to u s e a collar
on the delivery valve to r e t r a c t part o f the
fuel from the discharge tubing was made by
Karl Steinbecker in Germany in 1913, and
he was g r a n t e d U . S . p a t e n t N o . 1 , 2 3 5 , 6 1 1 O n i t
Fig. 7.
in 1917. In 1920 V a n Amstell of Holland described a non- return valve having a cylindrical
piston directly below the valve seat to withdraw a portion of the Liquid before the valve seated.
In 1924 Axel Danielson of the Atlas Diesel Company o f S weden introduced a retraction
type delivery valve for which he was granted U.S. patent No. 1,589,515 in 1926. It embodied
t h e o n e f e a t u r e h i s predecessors h a d b e e n s t r i v i n g f o r : a u t o m a t i c p r e s s u r e r e l i e f o f t h e d i s c h a r g e tubing i m m e d i a t e l y after t h e e n d p u m p d i s c h a r g e u n d e r a l l c o n d i t i o n s . A s s h o w n i n
F i g . 8 ( s e e f o l l o w i n g p a g e ) , t h e valve h a d a c l o s e f i t t i n g p i s t o n b e n e a t h i t s s e a t , s o t h a t t h e
l o w e r e d g e o f t h e p i s t o n effected a s e a l a s i t e n t e r e d t h e b o r e o n t h e r e s e a t i n g of t h e v a l v e .
T h e e f f e c t i v e r e t r a c t i o n w a s t h e v o l u m e d i s p l a c e d f r o m t h e l o w e r edge o f t h e p i s t o n t o t h e
tapered seat of the valve.
Poppet
I n w a r d l y Opening Valve
James Hargreaves of England was granted U. S, patent No, 431.581 in 1890 on the
f i r s t n o z z l e of this type. As showni n F i g . 9, the valve was l i f t e d o f f i t s s e a t b y f u e l
p r e s s u r e a c t i n g on the piston in opposition to the spring. In common with other early designs,
this was a low pressure n o z z l e . A l ip projection was added below the orifice so that
the issuing fuel impinged on it to effect better atomization of the fuel.
D i f f e r e n t i a l Valve
The inwardly opening, differential valve type nozzle, which i s the most popular nozzle
today, was f i r s t u s e d by T h o r n y c r o f t of E n g l a n d in 1908. Fig. 1 . 0 (s e e f o l l o w i n g page), shows
t h e c o n s t r u c t i o n o f this n o z z l e . I n 1 9 1 0 F r e d e r i c k H . L i v e n s o f E n g l a n d w a s g r a n t e d E n g l i s h
patent No, 20,582 on a similar nozzle with tangential fuel channels for the fuel entering at the
seat to produce a diffused spray.
Pintle Valve
In 1 9 1 0 , P e t e r B o w m a n o f D e n m a r k
a p p l i e d for a p a t e n t i n E n g l a n d o n w h a t m a y
b e t h e e a r l i e s t f o r m of a n i n w a r d l y o p e n i n g ,
pintle nozzle. As shown in Fig. 11, the
pintle, or valve extension, protruded through
t h e spray h o l e t o p r o d u c e a n a n n u l a r o r i f i c e ,
and the seat for t h e f l a t b o t t o m valve was
close to the orifice so that the nozzle had
differential action. Hans Heinrich of Robert
Basch, G e r m a n y w a s granted U . S . p a t e n t
No. 2 , 0 1 7 , 0 2 8 i n 1935 o n t h e p o p u l a r t h r o t t l i n g
pintle nozzle.
Accumulator T y p e
In 1926 an American, Guy Bell, was
granted patent No.1,585,277 on an accumulator nozzle which injected at the end of the
pump stroke, rather than during it. As shown in
Fig. 12 (see following page), fuel
from the pump was delivered to a space
Fig. 10 Inwardly opening differential nozzle of Thornycroft
above the valve A and through passages
and check valve B to the a c c u m u l a t o r C in communication with the chamber D around the valve.
During fuel delivery from the pump the nozzle
valve remained seated, because the pressure
of
the incoming fuel a c t e d o n t o p o f the
valve. When the pump spilled at the end of
i t s effective stroke the high pressure fuel above
the valve dropped to a low pressure, and
t h e p r e s s u r e o f t h e f u e l stored i n t h e a c c u m u l a t o r
and around the valve then acted on the
differential area of the valve to lift it against
the spring. The stored fuel then discharged
through the nozzle orifice until its pressure
dropped to the nozzle valve closing pressure.
U.S. patent No. 1,701,089 was granted in 1929 to
Edward Von Salis o f S w i t z e r l a n d f o r a n o z z l e
with a spring operted accumulator plunger, and
other modifications were made later by
Robert Broege in 1931 and Gustav Eichelberg
in 1939.
E l e c t r o -m a g n e t i c a l l y O p e r a t e d
The idea of lifting nozzle valves by
solenoids was first suggested by an American,
T h o m a s T .Gaff, who obtained U.S. patent
N o . 1 , 0 5 9 , 6 0 4 o n i t in 1 9 1 3 . H e p r o p o s e d s u c h a
Fig.
11. Inwardly o p e n i n g pintle valve nozzle.
( a f t e r Petcr B owman's B ritish patent No. 146 of 1 9 1 0 . )
UNIT INJECTORS
From the earliest days of the diesel engine, troubles were encountered with the fuel
injection equipment.
In December, 1922 the Robert Bosch
Company of Stuttgart, Germany decided to
manufacture fuel injection equipment, and after
years of development i t s popular jerk
pump with helix control, for which U. S.
patent No. 1 , 8 3 1 , 6 4 9 was granted to Ottmar
Bauer in 1931, was introduced in 1927 in both
single and multiple plunger types. About the
same time precision nozzle assemblies of
the pintle and hole type were introduced, and
subsequently other items such as supply
pumps, governors, and filters were marketed.
Fig.
14. Unit injector with differential nozzle valve.
With the availability of this injection
(After Frederick Lamplough's British patent No. 1,517
of 1911.)
equipment the high speed diesel engine came
into existence. In a relatively short time
other companies started m a n u f a c t u r i n g standardized types of fuel injection equipment for a l l
types of engines and progress in d i e s e l engine development swung into high gear.