DOCSLIB.ORG

May 7, 1935. H

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
May 7, 1935. H May 7, 1935. H. BECKER 2,000,555 DRIVE FOR FUEL PUMPs FOR COMBUSTION POWER ENGINES Patented May 7, 1935 2000,555 UNITED STATES PATENT OFFICE 2H555 DRIVE For FUEL PUMPs Fot CoMBUs ON OV NG N BI Heinrich Becker, Augsburg, Germany, ???????? to Machimemfabrik Augsburg-Nürnberg A. G. Augsburg, Kermany, a corporation of Germany Application December 1, 1930, Serial No. 502,886 '. In Germany December 20, 1929 4 Caimas. (C. 123-139) . A. This invention relates to internal combustion in the housing so that the roll g will be maintained engines, and more particularly to fuel supply in engagement with the cam f. The cam plate f means therefor. is secured to the crank arm by screws ef which One of the principal objects of the invention pass through annular slots in the cam plate so 5 is the provision of a fuel feeding means for in that the latter may be adjusted in the direction of 5 ternal combustion engines in which the fuel pump its movement. It will thus be apparent that the is operated by a cam mounted directly on the fuel is supplied to an engine cylinder by a fuel crank shaft of the engine. pump which is driven from the crank arm asso Another object of the invention is the provi cated with that particular cylinder so that the l0 sion of a multi-cylinder internal combustion en fuel injection will take place when the piston is 10 gine each cylinder having a fuel valve operated near the upper end of its stroke. by a mechanism which feeds fue to the fuel . For engines adapted to operate in reverse di valve of an adjacent cylinder. rections, a second cam f is provided in addition Other objects and advantages of the invention to the can f. The roll g of the cam lever h may will be apparent from the following description, be moved into engagement with either of these 15 the appended claims and the accompanying draw cans depending upon the direction of rotation ing, in which: desired, by longitudinal movement of the shaft i. Fig. 1 is a section of an engine having a fuel Before moving the shaft longitudinally the roll pump drive embodying the present invention; g is lifted from the cam. For this purpose a jaw 20 Figs. 2 and 3 are front views of a portion of the o is keyed on the shaft is so as to cooperate with 20 engine, shown partly in section, illustrating the a similar jaw p provided on the hub of the lever two positions of the can operated ever; h. When the shaft i is turned, the jaw o engages Fig. 4 is a sectional view of a part of the engine the jaw p and lifts the roll g from the can which showing a modified forma o construction; and it engages, after which the shaft it is moved lon Fig. 5 is a top plan view of a portion of the gitudinally so that the roll g will be opposite 25 engine shown in rig. 4. the other cam. Referring more particularly to the drawing To adjust the roll g and vary the time that the by reference letters, ig. 1 shows a portion of injection period begins, an adjusting screw q is an internal combustion engine, having any suit provided in the housing r of the engine, the screw 3) able number of cylinders in which are pistons engaging an arm hi? rigid with the lever h (see Fig. 30 operably connected to the customary crank shaft. 1). The arm h' is wide enough to contact with The engine herein shown is of the two-cycle type the screw q when lever h is in position to engage adapted to operate on the fuel injection principle. either of the cams for f'. As a modified form engines of this type heretofore have been prote of construction the arrangement shown in Fig. 4 35 vided with fuel pumping means driven usually may be used, in which the push-rod ke of the fuel 85 from a separate fuel pump shaft, but in accord pump plunger is provided with a parts. This part y ance with the present invention the fuel pumps s, which is fixed to the rod t limits the downward are driven directly from the crank shaft of the movement of the rod, as it engages the top of engine thus providing a very simple and light a nutt which is threaded on a sleeve a mounted 40 veight construction. As shown the fue pump a on the pump housing. By turning the nut, the 40 is mounted on a housing b preferably supported lowerint of movement of the push-rod it may be on the outside of the cylinder, a fuel lead pipe c raised or lowered, and as the lower end of the extending from the fuel pump to the injection push-rod is operably connected to the crank shaft nozle d of the engine cylinder. The fuel pump in the manner shown in Fig. 1, the roll gy of the is provided with a plunger which is connected cam lever may be adjusted relative to its co- 4.5 to a push-rod k and driven by lever mechanism operating cam. operated by a can plate if secured to the crank In engines in which the fuel is injected by arm of the crank shaft. The cam plate f op means of compressed air, as shown in Figs. 4 and erates a lever h which is provided with a roll gy 5, the fuel valves to are preferably operated at the 50 engaging the can plate, the lever he being loosely proper times in the cycle of operation by con- 0 carried by a shafti and connected to a link d, nections to the fuel pump mechanism. Thus the the upper end of which is pivotally connected to fuel valve operating means of one cylinder is the bottom of the push-rod it. The latter oper adapted to feed fuel to the fuel valve of an ad ates in a bore 2 in the housing support b and is jacent cylinder so that the proper amount of fuel provided with a fange as engaged by a spring frt will be supplied to the fuel valve before the pre 2 determined time of opening. The parts on the pair of cams on said crank shaft, a cam lever pump plunger k is shown having an arm si car adapted to be operated by either of said cams and rying a rod D which in turn is connected to the forming a driving means for said fuel pump, a Operating lever ac of the fuel valve y. When the rotatable and endwise movable shaft rotatably fuel Valve is opened compressed airforces the fue supporting said cam lever, and coupling means On in the fuel valve into the engine cylinder. Te Said shaft and cam lever so that the lever may be fuel is supplied to the fuel valve before the latter lifted from the cam with which it is in engage Opens, the fuel being forced to the fuel valve as ment by rotational movements of said shaft and the pump plunger of an adjacent cylinder is raised, moved to a position to engage the other cam by 10 and the fuel being retained in the valve until the longitudinal movement of Said shaft. - 10 Valve is opened. Thus the fuel valve of each cylin 3. In an internal combustion engine of the der may be supplied from the pump mounted on character described, engine cylinders, pistons op an adjacent cylinder and operated by the crank erable therein, a crank shaft connected to Said arm aSSOciated with such adjacent cylinder. pistons, cams on said crank shaft, fuel pumps Fig. 5 shows the fuel pump at of the cylinder provided on the sides of said cylinders and each 15 designated by the numeral arranged to supply having a pump plunger mounted for reciprocatory fuel to the valve of cylinder 2, while the pump movements in a direction parallel to the cylinder mounted on cylinder 2 supplies fuel to the valve axis for supplying fuel to said cylinders, each fuel of the cylinder , the fuel pipes y and a crossing pump having an end thereof closely positioned to complete the necessary connections between the adjacent a cylinder end, a fuel Supply conduit 20 fuel valve chambers of the cylinders, and the connecting each pump end to a cylinder, and pllImpS. mounted plunger operating levers actuated by Said While the forms of apparatus herein described cams in directions substantially radially of the Constitute preferred embodiments of the inven crank shaft axis. tion, it is to be understood that the invention is 4. In an internal combustion engine, a piston 25 not limited to these precise forms of apparatus, and cylinder construction, a crank Shaft having and that changes may be made therein without an eccentric crank pin operably connected to the departing from the scope of the invention which piston and crank arms fixed to said crank shaft is defined in the appended claims. and extending to one side of the shaft axis for the 30 What is claimed is: support of said crank pin, a fuel injection nozzle 30 1. In an internal combustion engine, im combi in the cylinder, a fuel pump for supplying fuel to nation, a piston and cylinder construction, a said injection nozzle and provided on the side of crank shaft connected to the piston, a fuel pump the cylinder with its upper end closely adjacent the upper end of the cylinder, a short fuel pipe having a pump plunger for supplying fuel to the 35 3 5 cylinder, a pair of cams on the crankshaft, a cam connecting said pump and said nozzle, a pivoted lever pivotally Supported on a fixed axis and lever for operating said fuel pump, and a Seg adapted to be operated by either of said cams and mental shaped cam fixed on the Outer end of One operably connected to the pump plunger, and of said crank arms and engageable with a por means for moving said cam lever along Said axis tion of said pivoted lever to move the same in a 40 and from one of said cams to the other.
Load more

Recommended publications
  • Property of ICOM North America
    Property of ICOM North America First: Propane can reduce emissions by up to 60% & ZERO Particular matter Second: The USA and CANADA have abundant Propane and Natural Gas Resources! Third: NO WARS!!! Energy Security Fleets can often dramatically reduce their fuel costs by using propane autogas! $$$savings$$$ $$$ Substantial fuel cost savings as compared to gasoline or diesel Reduce emissions of toxins by up to 30-90% compared to gasoline Domestic – Propane is produced in North America, with large reserves in the U.S. and Canada $$$ Lower maintenance cost Greenhouse gas emissions are reduced approximately 20% Maintains the torque, horsepower, and drivability you would feel in a gasoline vehicle Courtesy of PERC For some more information on propane please visit the U.S. Department of Energy, Energy Efficiency and Renewable Energy website or contact your local American Lung Association office. What is Propane? Propane is liquefied petroleum gas that consists of propane, propylene, butane, and butylenes in various mixtures. In the United States, propane is the primary ingredient. Propane is a by-product of natural gas processing and petroleum refining and it is stored under moderate pressure to maintain its liquid state. Why is Propane a Clean Air Choice? Propane vehicles produce less tailpipe emissions of virtually all pollutants associated with automobile vehicles that use gasoline or diesel. According to the U.S. Environmental Protection Agency, a typical four-horsepower gasoline lawnmower engines generates almost six times as much volatile organic compound (VOCs) per hour of use as a typical car. Converting small utility engines such as lawnmowers to burn propane can reduce emissions of ozone precursors by one third and increase fuel economy by 14 percent.
    [Show full text]
  • Installation Instructions Two Barrel, Throttle Body Fuel Injection for Oldsmobile V­8 Engines in Gmc Motor Homes
    6201 Industrial Way * Marine City, MI 48039 * Phone 810­765­5100 * Fax 810­765­1503 INSTALLATION INSTRUCTIONS TWO BARREL, THROTTLE BODY FUEL INJECTION FOR OLDSMOBILE V­8 ENGINES IN GMC MOTOR HOMES KIT COMPONENTS: 1. Two barrel TBI unit with integral TPS and Idle Air Control. 2. Electronic control Module (ECM) GM PN 1227747. 3. Howell wiring harness connecting engine to vehicle ECM. 4. Calibration Prom matching TBI to Olds 455 or 403 engine. 5. Cal­pack (V­8), for limp­home operation. 6. Manifold vacuum sensor (MAP). 7. Engine coolant sensor & 3/8” to ½” NPT bushing adaptor. 8. Exhaust Oxygen sensor & 18MM mounting bung. 9. Electric fuel pump—high pressure, in­line. 10. High flow fuel filter, in­line. 11. Fuel line kit. 12. Fuel pump relay. 13. Small parts kit for routing and mounting components. 14. Service manual­basic troubleshooting and operating information. THIS SYSTM IS BASED ON THE PRODUCTION GM (Chevrolet or GMC) THROTTLE BODY FUEL INJECTION AND ELECTRONICS USED FROM 1987­1989, ON 454 CID V­8 ENGINES. ALL BACKUP SYSTEMS AND “ON VEHICLE” DIAGNOSTICS FUNCTION SIMILAR TO THOSE MODEL YEAR PACKAGES. THIS SYSTEM DOES NOT CONTROL SPARK TIMING AS ON 87­89 GM ENGINES, BUT RELIES ON A TACH SIGNAL FROM THE PRODUCTION OLDS HEI ELECTRONIC IGNITION FOR RPM INPUT TO THE ECM. Installation procedure will be separated into the following categories: 1. Preparation of motor home for TBI installation. 2. Removal of non­required parts from carbureted engine. 3. Installation of TBI and engine hardware. 4. Installation of Electronic components and wiring harness. 5.
    [Show full text]
  • Fuel System Delivery Overview — Guide to Successful Fuel System Repairs 2 1 10 3
    Fuel System Delivery Overview — Guide To Successful Fuel System Repairs 2 1 10 3 9 5 4 8 6 7 1 Fuel Filler Cap responsible for 20% of fuel pump product Tight seal is critical to proper OBD system failures. operation. A loose cap can lead to a DTC that will set the “Check Engine” light. 6 Supply and Return Lines Deliver fuel to and from the engine. Check 2 Fuel Tank Pressure Sensor for kinks or restrictions. Monitors fuel tank evaporative pressure for emissions control purposes. 7 Fuel Filter Protects injectors and engine from con- 3 Fuel Pump tamination not caught by the fuel pump The heart of the fuel delivery system, the fuel strainer. Important to replace as a part of pump delivers fuel to the engine. Airtex fuel routine maintenance as well as with any pumps are designed to meet or beat OE specs fuel system service. and are 100% tested to ensure performance and long-life. 8 Oxygen (02) Sensor Checks exhaust gases and sends signal to 4 Fuel Strainer ECM to adjust fuel mixture for emissions The pump’s first line of defense against con- control purposes. taminated fuel. Failure to replace the fuel strainer will void fuel pump warranty. 9 Fuel Pressure Regulator Controls fuel pressure to fuel injectors. 5 Fuel Tank The fuel pump on most modern vehicles is 10 Fuel Injectors housed in the fuel tank. Tanks must be clean Deliver fuel to engine combustion and free of contamination before a new fuel chambers. pump is installed. Contaminated fuel is It's important to note that the fuel pump is one part of a complex fuel delivery system.
    [Show full text]
  • Throttle Body EFI
    Throttle Body EFI What is the operating fuel pressure What’s the smallest and largest of the TBI? engine displacement that can be It depends on your fuel system. When using a returnless selected? (Pulse Width Modulate) system, the fuel pressure will The Atomic EFI will support engines with a minimum of vary between 30-75psi. If you are using a regulated 100ci to a maximum of 800ci. return system the pressure required will depend on horsepower. Most vehicles will require 45psi while engines pushing 600hp will need closer to 70psi. What are the horsepower capabilities of the system and If I already have a fuel system what are the limiting factors? what pressure do I set? With a large fuel pump the maximum output of the Dependent on horsepower, most cars will require 45psi Atomic is 625 HP. This will go down when using boost unless you are putting out very high horsepower. There due to a richer A/F requirement. The limiting factor is the is a DTC (diagnostic trouble code) that indicates 100% injector size. injector duty cycle. If this condition is hit, you will need to increase your fuel pressure by a slight amount (5-10psi) and try again. Please see instruction page 6 for more Can I run boost or Nitrous with information. the system? Yes. The Atomic TBI will support both nitrous and boost up to 2-bar and is compatible with blow-through and What’s the CFM of the throttle draw-through systems. body? The Atomic EFI throttle body can flow approximately 930 CFM.
    [Show full text]
  • FUEL SYSTEM Misdiagnosis
    6810 Misdiagnosis Flyer 2/1/11 1:53 PM Page 1 TM AIRTEX Product Information Sheet FUEL SYSTEM Misdiagnosis Airtex fuel pumps are 100% tested before they leave the factory. That’s why it’s a good idea to check out everything else first before suspecting the fuel pump. In fact, 50% of all fuel pumps returned for warranty consideration meet all manufacturer’s specifications when tested. Nearly 75% of all aftermarket fuel pump failures are caused by: – Misdiagnosis – Vehicle related electrical wiring or connector issues – Contaminated vehicle fuel systems Misdiagnosis Misdiagnosis is the leading cause of fuel pump returns. If the engine runs but displays driveability symptoms that you suspect are fuel- related (hard starting, hesitation, misfiring, power loss), first attempt to eliminate other possible causes of the problem. Make sure the engine is in good mechanical condition. An engine may not start or run properly for many reasons. BE SURE TO CHECK: • Fuel in the vehicle tank is adequate (add 2 to 3 gallons as needed). • Fuel is fresh and of good quality. • Fuel system has no leaks. • Fuel filter has been replaced. • Fuel delivery electrical system checks OK. • Engine mechanical systems check OK. • Engine electrical system checks OK. • Ignition system checks OK. • Charging system checks OK. • Battery voltage is at least 12.4 volts. • Cranking voltage at the starter is at least 9.6 volts. • Inertia switch is reset (typical of Ford applications). • Oil pressure and RPM signals are present (various applications). THE MOST COMMON REASONS FOR REPEAT FUEL PUMP FAILURE ARE: • Misdiagnosis: Pump is OK, fault lies elsewhere! • Not measuring fuel volume.
    [Show full text]
  • 1994 Perkins Mhdd A-107-0007
    (Page 1 of 2) State of California AIR RESOURCES BOARD EXECUTIVE ORDER A-107-7 Relating to Certification of New Heavy-Duty Motor Vehicle Engines PERKINS ENGINES ( PETERBOROUGH) , LTD. Pursuant to the authority vested in the Air Resources Board by Sections 43100, 43102 and 43103 of the Health and Safety Code; and Pursuant to the authority vested in the undersigned by Sections 39515 and 39516 of the Health and Safety Code and Executive Order G-45-3; IT IS ORDERED AND RESOLVED: That the following Perkins Engines (Peterborough), Ltd. 1994 model diesel engines are certified for use in motor vehicles with a manufacturer's gross vehicle weight rating (GVWR) over 8,500 pounds : Fuel Type: Diesel Exhaust Emission Control Engine Family Liters (Cubic Inches) Systems and Special Features RPK365D6DAAA 6.0 365 Charge Air Cooler Turbocharger Oxidation Catalytic Converter Engine models and codes are listed on attachments. The following are the certification exhaust emission standards for this engine family in grams per brake-horsepower-hour: Carbon Nitrogen Hydrocarbons Monoxide Oxides Particulates 1.3 15.5 5.0 0. 10 The following are the certification exhaust emission values for this engine family in grams per brake-horsepower-hour: Engine Carbon Nitrogen Family Hydrocarbons Monoxide Oxides Particulates 0.09 RPK36506DAAA 0.2 1.2 4.8 BE IT FURTHER RESOLVED: That for the listed engine models, the manufacturer has submitted the materials to demonstrate certification compliance with the Board's emission control system warranty provisions (Title 13, California Code of Regulations, Section 2035 et seq. ). PERKINS ENGINES (PETERBOROUGH) , LTD. EXECUTIVE ORDER A-107-7 (Page 2 of 2) Engines certified under this Executive Order must conform to all applicable California emission regulations.
    [Show full text]
  • Ssp296 the 1.4 Ltr. and 1.6 Ltr. FSI Engine with Timing Chain
    Service. Self study programme 296 The 1.4 ltr. and 1.6 ltr. FSI engine with timing chain Design and function For Volkswagen, new and further development of engines with direct petrol injection is an important contribution towards environmental protection. The frugal, environmentally-friendly and powerful FSI engines are offered in four derivatives for the fol- lowing vehicles: - 1.4 ltr./63 kW FSI engine in the Polo - 1.4 ltr./77 kW FSI engine in the Lupo - 1.6 ltr./81 kW FSI engine in the Golf/Bora - 1.6 ltr./85 kW FSI engine in the Touran S296_008 In this self-study programme you will be shown the design and function of the new engine mechanical and management systems. Further information about engine management can be found in self-study programme 253 "The petrol direct injection system with Bosch Motronic MED 7". NEW Important Note The self-study programme shows the design For current testing, adjustment and repair instructions, and function of new developments! refer to the relevant service literature. The contents will not be updated. 2 Contents Introduction . .4 Technical properties . .4 Technical data . .5 Engine mechanics . .6 Engine cover . .6 Intake manifold upper part . .7 Control housing seal . .8 Electrical exhaust gas recirculation valve. .9 Cooling system. .10 Regulated Duocentric oil pump . 14 Variable valve timing . 16 Engine management . 18 System overview . 18 Engine control unit . 20 Operating types . 22 Intake system . 24 Supply on demand fuel system . 28 Fuel pump control unit . 30 Fuel pressure sender. 31 High pressure fuel pump . 32 Functional diagram. 34 Service .
    [Show full text]
  • Achievement of Low Emissions by Engine Modification to Utilize Gas-To-Liquid Fuel and Advanced Emission Controls on a Class 8 Truck
    NREL/CP-540-38220. Posted with permission. Presented at the 2005 SAE Powertrain & Fluid Systems Conference & 2005-01-3766 Exhibition, October 2005, San Antonio, Texas Achievement of Low Emissions by Engine Modification to Utilize Gas-to-Liquid Fuel and Advanced Emission Controls on a Class 8 Truck Teresa L. Alleman, Christopher J. Tennant, R. Robert Hayes National Renewable Energy Laboratory Matt Miyasato, Adewale Oshinuga South Coast Air Quality Management District Greg Barton Automotive Testing Laboratories Marc Rumminger Cleaire Advanced Emission Controls Vinod Duggal, Christopher Nelson Cummins Inc Mike May Ricardo Inc Ralph A. Cherrillo Shell Global Solutions (US) Inc. Copyright © 2005 SAE International ABSTRACT cycle, the cold start emissions were 12.75 g/mi and the hot start emissions were 7.74 g/mi. The carbon A 2002 Cummins ISM engine was modified to be monoxide (CO), hydrocarbons (HC), and PM emissions optimized for operation on gas-to-liquid (GTL) fuel and were very low, with average PM less than 0.005 g/mile advanced emission control devices. The engine for hot starts over both cycles. modifications included increased exhaust gas recirculation (EGR), decreased compression ratio, and The test inertia weight was varied from 46,000 lbs to reshaped piston and bowl configuration. The emission 63,000 lbs to 80,000 lbs on a random basis for repeated control devices included a deNOx filter and a diesel hot-start cycles. The NOx emissions varied from 3 to 5 particle filter. Over the transient test, the emissions met g/mi over the UDDS cycle and from 6 to 8 g/mi over the the 2007 standards.
    [Show full text]
  • View Complaint
    1 RACHELE R. BYRD (190634) 2 [email protected] MARISA C. LIVESAY (223247) 3 [email protected] BRITTANY N. DEJONG (258766) 4 [email protected] WOLF HALDENSTEIN ADLER 5 FREEMAN & HERZ LLP 6 750 B Street, Suite 1820 San Diego, CA 92101 7 Telephone: 619/239-4599 Facsimile: 619/234-4599 8 Attorneys for Plaintiffs 9 [Additional counsel appear on signature page] 10 11 UNITED STATES DISTRICT COURT CENTRAL DISTRICT OF CALIFORNIA, SOUTHERN DIVISION 12 13 ELIZABETH GENDRON and ROGER Case No.: CARTER, individually and on behalf of 14 themselves and all others similarly situated, CLASS ACTION COMPLAINT 15 FOR: 16 Plaintiffs, 1. VIOLATION OF CAL. CIV. 17 v. CODE §§ 1750, et seq.; 2. VIOLATION OF CAL. CIV. 18 CODE §§ 1790, et seq.; TOYOTA MOTOR CORPORATION, a 19 3. VIOLATION OF CAL. BUS. & Japan corporation, TOYOTA MOTOR PROF. CODE §§ 17500, et seq.; 20 NORTH AMERICA, INC., a California 4. VIOLATION OF CAL. BUS. & 21 corporation, TOYOTA MOTOR SALES, PROF. CODE §§ 17200, et seq.; USA, INC., a California corporation, 5. NEGLIGENCE; AND 22 TOYOTA MOTOR ENGINEERING & 6. VIOLATION OF THE 23 MANUFACTURING NORTH AMERICA, MAGNUSON-MOSS INC., a Kentucky corporation, DENSO WARRANTY ACT, 25 U.S.C. 24 CORPORATION, a Japan corporation, and §§ 2301, et seq. 25 DENSO INTERNATIONAL AMERICA, INC., a Delaware corporation, JURY TRIAL DEMANDED 26 27 Defendants. 28 1 Plaintiffs Elizabeth Gendron and Roger Carter (“Plaintiffs”) bring this class 2 action on behalf of themselves and all others similarly situated against defendants 3 Toyota Motor Corporation, Toyota Motor North America, Inc., Toyota Motor 4 Sales, USA, Inc., and Toyota Motor Engineering & Manufacturing North America, 5 Inc.
    [Show full text]
  • Advanced Fuel Pump Technology Driving Performance and Efficiency
    ADVANCED FUEL PUMP TECHNOLOGY DRIVING PERFORMANCE AND EFFICIENCY uel pump technology has evolved rapidly since the days of mechanical fuel pumps. Although mechanical fuel pumps Fcan still be found on classic and vintage cars running carbu- retors, they simply cannot deliver the higher pressures or volume of fuel required by modern cars and trucks with electronic fuel injection. A mechanical pump moves fuel by cycling a diaphragm inside the pump to increase fuel pressure in the fuel line. It is called ‘mechanical’ because the diaphragm is operated by a le- ver driven by moving parts (the camshaft) inside the engine. It’s a reliable system, but mechanical fuel pumps can only supply fuel to the engine at very low pressure; often around 10 pounds per square inch or PSI. The aftermarket performance versions of the Dual Channel Single Stage (DCSS) pump design provide ample and reliable fuel flow for engines producing more than 500 horsepower. By contrast, today’s electric fuel pumps can deliver much more gines, fuel pressure can be varied depending on the demand. pressure, a requirement of modern fuel injected engines. Unlike Pressure is controlled by the vehicle’s computer (ECM) to increase mechanical fuel pumps, electric fuel pumps do not need to be performance and/or efficiency while reducing emissions. attached to the engine to which they supply fuel. When the fuel pump is attached to a hot engine block, the heat can interrupt Positive displacement pumps, often referred to as constant vol- the fuel supply causing a condition commonly referred to as ume pumps, can provide higher pressures and operate at lower vapor lock.
    [Show full text]
  • Tm 55-4018-1
    DEPARTMENT OF THE ARMY TECHNICAL MANUAL TM 55-4018-1 DEPARTMENT OF THE AIR FORCE TECHNICAL ORDER TO 38G1-6-21 CUMMINS PT FUEL SYSTEM DEPARTMENTS OF THE ARMY AND THE AIR FORCE SEPTEMBER 1956 This technical manual contains copyrighted material DEPARTMENTS OF THE ARMY AND THE AIR FORCE WASHINGTON 26, DC., 5 September 1966 TM 55-4018-1/TO 88G1-6-21 is published for the use of all concerned. [AG 406 (27Jul 56)] BY ORDER OF THE SECRETARICE OF THE ARMY AND THE AIR FORCE: MAXWELL D. TAYLOR, General, United States Army, Chief of Staff OFFICIAL: JOHN A. KLEIN, Major General, United States Army, The Adjutant General. N. F. TWINING, Chief of Staff, United States Air Force. OFFICIAL: E. E. TORO, Colonel, United States Air Force, Air Adjutant General. DISTRIBUTION: Active Army: Tec Svc, DA (2) OS Base Comd (1) Trans Sec, Gen Depots (5) Army Maint Bd (2) Log Comd (2) Trans Depots (5) Trans Bd (1) MDW (1) POE (OS) (1) Mq CONARC (2) Armies (2) Trans Terminal Comd (1) Army AA Comd (2) Trans Sup & Maint Comd (15) Army Terminal (1) OS Maj Comd (2) Trans Sch ( OS Sup Agencies (1) NG: None. USAR: None. For explanation of abbreviations used, see U.S. GOVERNMENT PRINTING OFFICE: TABLE OF CONTENTS SECTION I Operating Principles............................................................................................ 1-1 to 1-6 Fuel Pump .........................................................................................................................1-2 Gear Pump ........................................................................................................................1-2
    [Show full text]
  • Fuel Pumps / Regulator Technical Information
    FUEL PUMPS / REGULATOR TECHNICAL INFORMATION Holley offers a wide selection of both mechanical and electric fuel pumps for a variety of street performance and race applications. Selecting the proper fuel pump for your vehicle, however, begins with understanding your engine’s fuel requirements. FUEL REQUIREMENTS Typically, at wide open throttle, full power, an engine requires 0.5 lbs. of fuel per horsepower every hour. A gallon of gasoline weighs approximately 6 lbs. Therefore an engine rated at 350 horsepower will require about 175 pounds (29 gallons) of fuel every hour. (350HP x .5 lbs = 175 lbs of fuel 175 lbs/6 lbs = 29 gallons per hour) FUEL PRESSURE AND VOLUME The relationship of pressure to volume is inversely proportional. That is, as pressure increases the volume will decrease, everything else being equal. A certain amount of fuel pressure is always required to maintain engine per- formance by assuring that fuel is available on demand. Also, other factors and conditions must be taken into account such as acceleration G-forces and friction within the fuel system itself. At the same time,however, an adequate fuel volume is needed to ensure that the proper amount of fuel can always flow to the engine, especially during peak demand situations. A basic under- standing of this critical pressure/volume relationship is needed when design- ing the proper fuel supply system for your vehicle. FUEL LINE SYSTEM The fuel line system should be routed to avoid running near hot spots, such as various exhaust system components, and designed to promote maximum fuel flow. Most factory stock fuel systems utilize 5/16" fuel lines.
    [Show full text]