Abstract: A hydraulically-actuated fuel injection system is disclosed comprising an actuating fluid sump, a high pressure actuating fluid pump having a pumping chamber arranged in fluid communication with the sump, and a priming reservoir arranged in fluid communication between the sump and the inlet of the pump. Engines equipped with a hydraulically-actuated fuel injection system must be able to quickly pressurize actuating fluid in order to quickly start an engine. The priming reservoir is provided in order to prime and thereby facilitate rapid pressurization of the high pressure pump during startup of an engine.

Abstract: A hydraulically-actuated electronically-controlled unit injector fuel system and method of operation is disclosed. The fuel system comprises at least one hydraulically-actuated electronically-controlled unit injector and apparatus for supplying hydraulically actuating fluid to the inejctor. The fuel system also includes apparatus for detecting the pressure of the hydraulically actuating fluid supplied to the injector and for generating a presure indicative signal indicative of the pressure detected. The fuel system further includes apparatus for controlling the pressure of the hydraulically actuating fluid supplied to the injector and for correcting the pressure amount based on the pressure indicative signal. The present invention provides closed-loop control of actuating fluid pressure which helps ensure that a desired variable pressure setting is achieved and maintained for as long as needed.

Abstract: In a hydraulically-actuated electronically-controlled unit injector, the viscosity of the actuating fluid used to actuate the unit injector varies with ambient temperature and affects the magnitude of pressure drops in the actuating fluid circuit. Such variations in viscosity affect the magnitude of the fuel delivery command pulsewidth and/or actuating fluid pressure required for engine startup versus that required for normal engine operation. The present invention provides an improved hydraulically-actuated electronically-controlled unit injector and methods of operation which compensate for variations in the viscosity of the actuating fluid used to hydraulically actuate a piston. The stroke of the piston is controlled electronically and/or mechanically in order to achieve an appropriate amount of fuel injection.

Abstract: Methods of starting a hydraulically-actuated electronically-controlled fuel injection system are disclosed. One method comprises the steps of pressurizing actuating fluid used to actuate a unit injector and actuating an electrical actuator assembly of the unit injector to cause fuel injection only when the pressure of the actuating fluid is at least equal to a selected minimum level. This method of the present invention ensures that the unit injector does not diminish the pressure of the actuating fluid until the pressure has reached a selected minimum level required to effect fuel injection. This method allows the pumping capacity of the high pressure actuating fluid pump to be minimized while ensuring quick starting of an engine by the fuel system.

Abstract: A fuel injection system is disclosed comprising a high pressure actuating fluid pump, a first plurality of hydraulically-actuated unit injectors, and a first high pressure actuating fluid manifold arranged in fluid communication with each of the first plurality of unit injectors. The system further comprises a second plurality of hydraulically-actuated unit injectors, a second high pressure actuating fluid manifold arranged in fluid communication with each of the second plurality of unit injectors, and a device for controlling Helmholtz resonation of pressure waves between the manifolds and/or between the pump and either manifold. Hydraulically-actuated unit injector fuel systems, having multiple manifolds for supplying high pressure actuating fluid to the unit injectors, can establish a Helmholtz resonance effect between the manifolds. The present invention controls the creation of Helmholtz resonance between the manifolds and also between the pump and either manifold.

Abstract: Herein are disclosed methods of conditioning fluid, such as damping fluid, in an electronically-controlled unit injector in order to facilitate quick starting of an engine. Fluid normally used to dampen the motion of an electrical actuator assembly of the unit injector can remain in the actuator assembly after the engine is stopped. If too much fluid remains and cools off in the actuator assembly, quick starting of a cold engine may be hindered. Each of the above methods expels and/or heats up at least a portion of the remaining fluid in the actuator assembly while the engine is at rest and thereby enables quicker response of the actuator assembly when the engine is started. Such quicker response improves the fuel injection delivery capability and timing accuracy of the unit injector during engine startup.

Abstract: An improved mechanical joint structure is provided and adapted for positively retaining a heating element within a bore of a body of a glow plug. The glow plug includes a body, a heating element and a ferrule. The ferrule is sealingly positioned radially between an internal surface of the body bore and a peripheral surface of the heating element. The glow plug further includes a compressing structure for positively compressing an internal surface of the ferrule against the peripheral surface of the heating element in response to the heating element being forced into the body bore by, for example, the gas pressure developed in an operating engine combustion chamber.Unlike conventional brazed or interference joints used in typical glow plugs, the present invention provides a normal force (F.sub.n), for sealing the heating element, and an axially-directed frictional force (F.sub.f), for retaining the heating element, which both increase as the heating element is forced deeper into the body bore.

Abstract: The service life of conventional glow plugs is extremely short when they are continuously energized at an elevated temperature during engine operation in order to assist ignition of non-autoignitable fuels. Such glow plugs typically fail due to thermal stresses and/or oxidation and corrosion.Herein is disclosed an improved heating element assembly adapted for incorporation in a glow plug. The heating element assembly includes a monolithic sheath having a relatively-thin and generally annular wall defining a blind bore. The heating element assembly further includes a heating device positioned in the blind bore and adapted to emit heat, and a heat transfer device adapted to transfer heat from the heating means to the sheath. The heating device includes a heating filament and a ceramic insulator. THe heating filament is protected against oxidation by being encapsulated in the insulator. The insulator is protected against corrosion by being encapsulated in the sheath.

Abstract: The service life of conventional glow plugs is extremely short when they are continuously energized at an elevated temperature during engine operation in order to assist ignition of non-autoignitable fuels. Such glow plugs typically fail due to thermal stresses and/or oxidation and corrosion. Herein is disclosed an improved heating element assembly adapted for incorporation in a glow plug. The heating element assembly includes a monolithic sheath having a relatively-thin and generally annular wall defining a blind bore. The heating element assembly further includes a heating device positioned in the blind bore and adapted to emit heat, and a heat transfer device adapted to transfer heat from the heating means to the sheath. The heating device is protected by the sheath formed of a preselected material which is chosen and configured so as to minimize failure of the heating element assembly caused by thermal stresses, oxidation and/or corrosion.

Abstract: A fuel combustion system for an Otto-cycle internal combustion engine including a main combustion chamber and an auxiliary combustion chamber. Timing of ignition is effected by opening a control valve device during a latter portion of the compression phase which permits a pressurized combustible mixture to flow from the main combustion chamber and into the auxiliary combustion chamber where the combustible mixture therein is ignited. Hot burning gases emanating from the auxiliary combustion chamber through a suitable directing device provide single or multiple and penetrating sources of ignition for the bulk of the combustible mixture present in the main combustion chamber. This arrangement provides a very reliable and long life ignition system for Otto-cycle engines and is especially advantageous for engines whichburn a relatively lean combustible mixture.

Abstract: Conventional tappet retainer assemblies for a fuel injection pump typically include a blind radial passage formed in a tappet. Only one opening in the passage is available for inserting and removing a ball bearing or spring and stop pin which must be held in place before the tappet is inserted in a housing bore. In such an arrangement, the ball bearing or compressed spring and stop pin are prone to pop or fall out before the passage opening is closed by an internal wall of the housing bore. The present invention provides an improved tappet retainer assembly which includes a housing, a tappet, a stop device, and a biasing device. The tappet includes an internal passage which allows the stop device and biasing device to be communicated to their final assembled position in the internal passage while the tappet is already inserted in a bore of the housing.

Abstract: An improved gasifier and engine system which includes an air compressor, a fixed-bed gasifier, a gas cleansing device and a diesel-cycle internal combustion engine. Ambient air is compressed by the compressor to a predetermined first pressure and is directed to a chamber of the gasifier which contains a batch loaded charge of coal and/or other expendable conditioning materials such as water, limestone and sand. The gasifier partially burns the charge and produces high pressure and temperature fuel gas which is cleaned up prior to exiting the gasifier chamber. The cleaned hot fuel gas is directed to the engine where an injection device injects the fuel gas into a combustion chamber of the engine during a later portion of a compression phase of the diesel cycle. The injected fuel gas is ignited in the engine combustion chamber by a glow plug or other ignition-assist device.

Abstract: Conventional joints between a fluid line and a body of a fluid injector are typically threaded or brazed. Such threaded joints are sometimes too bulky for certain engine compartments of limited space and such brazed joints are sometimes difficult to make with repeatable high quality.The present invention provides a relatively compact and inexpensive sealed joint for a fluid injector which includes a housing, a body, and a fluid line. The sealed joint is solely formed by an interference fit directly between an end portion of the fluid line and both the housing and an end portion of the body.

Abstract: A radially-resilient seal can frequently pop out its annular groove defined in a carrier when the carrier and an overlapping housing are telescopically assembled. Such misorientation of the seal prevents proper seating of the seal against the housing and ultimately permits leakage of pressurized fluid past the seal. The present invention provides a compact sealed joint and fool-proof method of assembly which maintains proper orientation of a radially-resilient seal during telescopic assembly of a carrier and a housing. The sealed joint includes an annular member having a diametrically tapered internal surface. The annular member positively ensures that the seal will properly seat against a housing inner surface which is not only physically inaccessible to the assembler but is also hidden from the assembler's view by an outer casing during the telescopic assembly.

Abstract: Conventional direct-injection internal combustion engines having a fuel injector with multiple fuel spray orifices will not completely ignite and burn relatively lower-cetane-number alternative fuels such as 100 percent methanol or ethanol. That is because the fuel spray injection pattern, per se, usually cannot carry or propagate a flame to all the injected fuel which is typically made up of individual fuel streams which are separated by sectors of fuel-deficient intake air. The present fuel combustion system (10) includes a multiple-orifice fuel injector (22), a baffle (138) having a concave surface (146), and a fuel ignition-initiating device (22) such as glow plug positioned generally in spaced relation between the fuel injector (22) and the concave surface (146).

Abstract: A fluid pressure control system including a modulating pressure relief valve is normally needed in a power transmission having clutches that require smooth engagement. It is also desirable in many systems to maintain a difference in fluid pressure levels between the fluid in different selected clutches, such as speed range and directional clutches, during initial engagement. This arrangement ensures that the selected directional clutch engages only after the selected speed range clutch engages so that only the selected directional clutch absorbs the inertial load. In order to conserve horsepower, reduce fluid leakage, and thereby improve system efficiency and component reliability, it is also desirable to reduce the fluid pressure levels in the system once the selected clutches are fully engaged.

Abstract: A fluid pressure control system including a modulating pressure relief valve is normally needed in a power transmission having clutches that require smooth engagement. It is also desirable in many systems to maintain a difference in fluid pressure levels between the fluid in different selected clutches, such as speed range and directional clutches, during initial engagement. This arrangement ensures that the selected directional clutch engages only after the selected speed range clutch engages so that only the selected directional clutch absorbs the inertial load. In order to conserve horsepower, reduce fluid leakage, and thereby improve system efficiency and component reliability, it is also desirable to reduce the fluid pressure levels in the system once the selected clutches are fully engaged.

Abstract: The subject air-fuel ratio control system for an engine includes a fluid-powered broken-link mechanism which is operatively linked between an air-fuel ratio control device and a fuel quantity control member, such as a fuel injection pump rack. During startup of the engine, the mechanism disables the device to permit excess fuel delivery. The device is automatically activated after engine startup by the mechanism solely in combined response to the existence of engine oil pressure and a governor moving the fuel quantity control member from an excess fuel delivery position to a predetermined position referred to as an air-fuel ratio control setting. This construction minimizes the duration and quantity of any smoke produced during engine startup, simplifies the cost and construction of the air-fuel ratio control device, and permits relatively easy adjustment of the air-fuel ratio control setting.

Abstract: A radially-resilient seal can frequently pop out its annular groove defined in a carrier when the carrier and an overlapping housing are telescopically assembled. Such misorientation of the seal prevents proper seating of the seal against the housing and ultimately permits leakage of pressurized fluid past the seal.The present invention provides a compact sealed joint and fool-proof method of assembly which maintains proper orientation of a radially-resilient seal during telescopic assembly of a carrier and a housing. The sealed joint includes an annnular member having a diametrically tapered internal surface. The annular member positively ensures that the seal will properly seat against a housing inner surface which is not only physically inaccessible to the assembler but is also hidden from the assembler's view by an outer casing during the telescopic assembly.

Abstract: Conventional direct injection internal combustion engines will not completely ignite and burn relatively lower-cetane-number fuels such as 100 percent methanol or ethanol because the fuel spray injection pattern usually cannot carry or propagate a flame to all the injected fuel which is typically made up of individual fuel streams which are separated by pockets of fuel-deficient intake air. The present fuel combustion system (10) includes a fuel ignition-initiating device (26) such as a glow plug (70) and apparatus (98,102) for interconnectedly contacting and continuously bridging all of the individual fuel streams (66) with an auxiliary cloud (94) of well-atomized fuel. In this manner, a flame initiated by the fuel ignition-initiating device (26) is rapidly and completely propagated via the auxiliary cloud (94) of fuel to all the individual fuel streams (66).