Servojet Products International

Pullman Incorporated

Bkm, Inc.

Robert L Barkhimer

Niels J Beck

William E Weseloh

William P Johnson

Thomas H Watson

David J Roldness

Felixberto A Galasan

Michael A Calkins

Jerry L Archambeault

A hybrid hydraulic electronic unit injector (HEUI) assembly, having some characteristics of an accumulator-type assembly and some characteristics of a non-accumulator type assembly, is produced by designing the volume (V.sub.ACC) of the passageway downstream of an existing blowback prevention check valve of the assembly to be between 1.0 and 10.0 times the maximum quantity Q.sub.MAX of fuel injected during an injection event. The resulting hybrid assembly 1) exhibits a rising injection rate during at least the initial stages of the injection event and therefore exhibits benefits generally associated with non-accumulator type HEUI assemblies, and 2) exhibits a falling rate injection during at least the final stages of the injection event and therefore exhibits benefits generally associated with accumulator-type HEUI assemblies. The percentage of the injection event taking place under a falling rate increases generally proportionally with the ratio V.sub.ACC /Q.sub.MAX.

Hybrid hydraulic electronic unit injector

A non-accumulator-type hydraulic electronic unit injector assembly can be converted to an accumulator-type hydraulic electronic unit injector assembly simply by subjecting the nozzle needle of the injector to downwardly closing forces arising from fluid pressure in the high pressure chamber of the intensifier. This modification causes the needle to remain seated upon intensification of fluid pressure in the high pressure chamber and permits fuel injection to commence only upon subsequent pressure decay in the high pressure chamber. An accumulator volume is formed beneath the blowback avoidance check-valve of the converted injector and can, if necessary, be enlarged by adding the spring chamber of the assembly to the accumulator volume. The resulting assembly could conceivably be retrofitted into an existing injection system on site, or could be assembled as new construction using primarily stock non-accumulator-type assembly components. Manufacturing expenses can thus be sharply reduced, thereby promoting retrofitting, low-volume production, and/or standardization.

Conversion of non-accumulator-type hydraulic electronic unit injector to

A standard jerk type fuel injector can be converted to an accumulator type fuel injector by modifying internal flow configurations of the injector from ones which lead to injection whenever fluid pressure in a fuel supply passage thereof exceeds a first designated level to ones which present an accumulator and a control cavity and which lead (1) to injector charging when the fluid pressure in the supply passage exceeds a second designated level and (2) to initiation of injection only upon subsequent pressure decay in the supply passage below a third designated level. The conversion can advantageously be performed by replacing a first spacer having a first set of flow configurations with a second spacer having a second set of flow configurations including a non-return element. The resulting injector has (1) an accumulator volume located fluidically downstream of the non-return element and (2) a control cavity above the nozzle needle. The accumulator type injector can be retrofitted into an existing injection system on site or assembled as a new construction by using primarily stock jerk type injector components. Manufacturing expenses can thus be sharply reduced, thereby promoting retrofitting, low volume production, and/or standardization.

Conversion of jerk type injector to accumulator type injector

A compression ignition engine can be quickly and easily converted into a dual fuel engine simply by adding a gaseous fuel supply system, by disconnecting the governor actuating lever from the throttle pedal, and by adding an electronic controller which controls the operation of the gaseous fuel supply system and which sets the governor actuating lever at a position which causes the engine to deliver pilot fuel at a desired quantity. Operation is simplified by setting the governor using a droop control technique inherent in governor operation. The system can be automatically calibrated to assure the supply of fuel at a precisely controlled quantity per stroke at all engine speeds. The pilot fuel injection system of the resulting engine is non-invasive and permits inherent safety features of the governor to be retained.

Dual fuel engine having governor controlled pilot fuel injection system

An internal combustion engine has a common shared intake port for each pair of cylinders and having a primary fuel injection system capable of controlling very precisely the distribution of fuel into each cylinder by controlling the duration and timing of each injection pulse. A common fuel injector is provided for each shared intake port and is controlled so as to inject fuel into the shared intake port only during the specific intake strokes of individual cylinders. Each injector preferably takes the form of an electronic fuel injector coupled to a controller receiving signals from engine mounted sensors such as a crank angle indicator. Such electronic control permits very precise control of the duration and timing of the fuel injection pulse and also enables other injection strategies such as a skip-fire operation in which fuel injection is withheld during selected intake strokes of selected cylinders, thereby eliminating firing cycles corresponding to the selected intake strokes. The fuel injection system is usable with both compression ignition and spark ignition engines and may employ additional primary injectors and/or liquid fuel pilot injectors.

Electronic fuel injection system for internal combustion engines having

The present invention is a solenoid-actuated fluid valve of the ball poppet type particularly suitable for use as a fuel injector actuator/timer, for which use the valve must be capable of withstanding high operating speeds and high fluid pressures for a very high cycle life, without substantial internal tolerance variation. According to the invention, the free front end of the solenoid-operated valve actuator pin has a concavity therein which distributes impact loads between the pin and the ball poppet which it engages over an extended line or area contact so as to minimize deformation of the pin and thereby minimize solenoid tolerance variation in the axial direction. Fluid captured between the ball and concavity provides squish-damping as the pin approaches the ball so as to further reduce impact deformation of the pin end. Engagement of the ball in the pin end concavity also tends to hold the ball in axial alignment with its valve seat so as to minimize eccentric wear of the valve seat.

High cycle solenoid valve

An electronically controlled fuel supply system for an internal combustion engine. The timing of the commencement of fuel injection into each combustion chamber is not fixed relative to the rotational position of the camshaft or other engine components. A unit injector assembly associated with each combustion chamber includes a control module and an accumulator type injector module. The control module contains a solenoid valve and, in some embodiments, a hydraulic pressure intensifier. The accumulator type injector module contains an injector nozzle, a hydraulic accumulator, and a non-return valve for admitting liquid fuel under pressure into the accumulator. In operation, an electrical control system supplies an electrical signal to the control module an appreciable portion of the engine cycle in advance of the time when fuel injection is to be initiated in the particular combustion chamber. In response to that electrical signal, the solenoid valve admits liquid fuel under pressure into the hydraulic pressure intensifier. The output of the intensifier provides a metering and intensifying chamber in which the pressure of the fuel continues to increase until near the time when fuel injection is to commence. As pressure builds up, fuel flows through the non-return valve into the accumulator. Under control of the electrical signal the solenoid valve then shuts off the flow of liquid fuel into the intensifier. The transfer of fuel under high pressure from the intensifier chamber to the accumulator is discontinued due to the non-return valve, and the injector nozzle then fires. Alternatively, the solenoid valve admits liquid fuel under pressure directly through the non-return valve into the accumulator, with the turn-off of the solenoid valve causing the injector nozzle to fire. The control system may be utilized for operating the engine in a modified engine cycle in which firing cycles are selectively eliminated. The control system may also be utilized for controlling different cylinders of an engine differently from each other. The control of engine power is accomplished by either electrical or hydraulic means, or a combination thereof, and does not involve any mechanical adjustments within the unit injector assemblies.

Pressure-controlled fuel injection for internal combustion engines

An automatic locking mechanism is provided for latching the swingable 'B' deck of an auto-rack railway car in either an upper raised position or a lower horizontal position. A spring biased plunger or bolt is normally positioned in locking engagement with a depending striker plate on the end of the swingable deck portion and may be withdrawn by the operator and rotated to a release position in which it is held out of engagement with the striker plate to permit the deck portion to be raised to its upper position. As the deck portion is raised a lug on the striker plate engages a transversely extending rotator pin on the end of the plunger and rotates the plunger away from its release position so that the plunger is automatically returned to a locking position beneath the bottom edge of the striker plate when the 'B' deck portion is moved to its raised position. To return the deck portion to a horizontal position, the plunger is withdrawn by the operator and rotated to the release position. As the deck portion is moved downwardly another lug on the striker plate engages the rotator pin on the plunger and automatically moves the plunger away from its release position so that the plunger is moved into locking engagement with the striker plate by the biasing spring when the 'B' deck is moved to the horizontal position.

Locking mechanism for B deck of auto-rack railway car

An auto railway car having a plurality of decks is provided with a pair of folding door structures for closing the loading end of the car. The doors are hinged on spherical bearing structures and include locking mechanisms for locking the doors in open or closed positions.

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Poway, CA, United States of America

Robert L Barkhimer