CA1082065A - Internal combustion engine shut-down control valve - Google Patents
Internal combustion engine shut-down control valveInfo
- Publication number
- CA1082065A CA1082065A CA299,590A CA299590A CA1082065A CA 1082065 A CA1082065 A CA 1082065A CA 299590 A CA299590 A CA 299590A CA 1082065 A CA1082065 A CA 1082065A
- Authority
- CA
- Canada
- Prior art keywords
- valve
- engine
- pressure
- shut
- piston
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 10
- 239000000446 fuel Substances 0.000 claims abstract description 32
- 230000001105 regulatory effect Effects 0.000 claims 1
- 239000003921 oil Substances 0.000 abstract description 39
- 230000000694 effects Effects 0.000 abstract description 2
- 239000010705 motor oil Substances 0.000 abstract description 2
- 238000005461 lubrication Methods 0.000 description 7
- 239000012530 fluid Substances 0.000 description 3
- 238000007789 sealing Methods 0.000 description 3
- 238000010276 construction Methods 0.000 description 2
- 239000000523 sample Substances 0.000 description 2
- 241000725101 Clea Species 0.000 description 1
- GENAHGKEFJLNJB-QMTHXVAHSA-N Ergine Natural products C1=CC(C2=C[C@H](CN([C@@H]2C2)C)C(N)=O)=C3C2=CNC3=C1 GENAHGKEFJLNJB-QMTHXVAHSA-N 0.000 description 1
- 206010021580 Inadequate lubrication Diseases 0.000 description 1
- GENAHGKEFJLNJB-UHFFFAOYSA-N Lysergsaeure-amid Natural products C1=CC(C2=CC(CN(C2C2)C)C(N)=O)=C3C2=CNC3=C1 GENAHGKEFJLNJB-UHFFFAOYSA-N 0.000 description 1
- YDPHSKXTPWQXBA-QMTHXVAHSA-N ergine Chemical compound C1=CC=C2C3=C[C@@H](C(N)=O)CN(C)[C@@H]3CC3=CN=C1[C]32 YDPHSKXTPWQXBA-QMTHXVAHSA-N 0.000 description 1
- 230000001050 lubricating effect Effects 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Landscapes
- Lubrication Of Internal Combustion Engines (AREA)
Abstract
Abstract Of The Disclosure A valve in the fuel line of an internal combustion engine of the type which is normally biased to its closed position, causing engine shut-down but prevented by an opposing oil pressure from going so; the valve, in effect, therefore being one which promotes engine shut-down in the event of failure in the engine oil pressure. As an improvement to this class of valves, of which the within valve is a significant contribution, the valve has an engine shut-down function related not merely to the required oil pressure at engine start-up, but also to required oil pressures at full power speed as well as intermediate power speeds throughout its contemplated range of operation.
Description
~8;~0ti5 The present invention relates generally to engine shut-down control valves, and more particularly to an improved shut-down valve that operates over a range of supervised oil pressures, and thus over a correspcnding range of engine power speeds.
A typical engine shut-down control valve, as exemplified by the valve of U. S. Patent 3,202,143, will protect the engine against damaga by causing its shut-down in the event that the engine oil pressure falls below a selected minimum level. At start-up, when tne engine speed is only a nominal 555 rpm, oil at approximately 14 psi nominal will achieve a proper lubricating function. At full power, however, when the :engine is typically runnina at 1800 rpm, lubrication cannot be achieved with oil at less than 40 psi nominal. The referred to prior art engine shut-down control valve, being restricted as it is to a single, selected oil pressure at which to provide its shut-down function, thus cannot provide engine protection at both start-up and full power, since there are different oil pressure requirements at these two operating ranges. Thus, othér operating parameters of the engine are usually monito~ed or supervised, along with the use of a typical prior art oil pressure-operated shut-down control valve in order to protect the engine throughout its entire operating range.
- Broadly, it is an object of the present invention to provide an improved shut-down control valve overcoming the foregoing and other shortcomings of the prior art. Speciically, lO~Z~)~S
it is an obje-t to utilize oil pressure as the criteria for ergine shut-down in a fuel line valve, but also to effectively relate the oil pressure to the changing operatingrequirements of the engir;e. Thus, at start-up the required oil pressure must exceed a selected minimum, and at full power, it must exceed a higher p]essure level, or else the within valve will cause its shut-down to prevent damage due to inadequate lubrication.
~ As already noted, an internal combustion engine shut-down control valve that is generally contemplated herein is of the type having fuel for powering the engine flowing through an~internal valve opening that is normally spring-biased closed except as a piston in the valve is biased by the oil ~pressure of the engine through movement towards the internal valve opening for maintaining the same in an open condition.
As an improvement to the above, a valve demonstrating objects and advantages of the present invention includes the selection `
of ~eans for exerting a pressure within the engine, such as an exhaust driven fan and/or super charger, to serve as a var~able pressure source indicative of the operating requirements qf the engine.
Cpnduit means is connected between the selected pressure exerting means and the movement path of the internal valve-opening p}ston so as to interpose the exer'ed pressure of the selected source in opposition to the valve-opening movement of the piston.
As a result, any engine shut.down occasioned by the termin~tion of fuel flowing through the ~nternal valve opening is thus
A typical engine shut-down control valve, as exemplified by the valve of U. S. Patent 3,202,143, will protect the engine against damaga by causing its shut-down in the event that the engine oil pressure falls below a selected minimum level. At start-up, when tne engine speed is only a nominal 555 rpm, oil at approximately 14 psi nominal will achieve a proper lubricating function. At full power, however, when the :engine is typically runnina at 1800 rpm, lubrication cannot be achieved with oil at less than 40 psi nominal. The referred to prior art engine shut-down control valve, being restricted as it is to a single, selected oil pressure at which to provide its shut-down function, thus cannot provide engine protection at both start-up and full power, since there are different oil pressure requirements at these two operating ranges. Thus, othér operating parameters of the engine are usually monito~ed or supervised, along with the use of a typical prior art oil pressure-operated shut-down control valve in order to protect the engine throughout its entire operating range.
- Broadly, it is an object of the present invention to provide an improved shut-down control valve overcoming the foregoing and other shortcomings of the prior art. Speciically, lO~Z~)~S
it is an obje-t to utilize oil pressure as the criteria for ergine shut-down in a fuel line valve, but also to effectively relate the oil pressure to the changing operatingrequirements of the engir;e. Thus, at start-up the required oil pressure must exceed a selected minimum, and at full power, it must exceed a higher p]essure level, or else the within valve will cause its shut-down to prevent damage due to inadequate lubrication.
~ As already noted, an internal combustion engine shut-down control valve that is generally contemplated herein is of the type having fuel for powering the engine flowing through an~internal valve opening that is normally spring-biased closed except as a piston in the valve is biased by the oil ~pressure of the engine through movement towards the internal valve opening for maintaining the same in an open condition.
As an improvement to the above, a valve demonstrating objects and advantages of the present invention includes the selection `
of ~eans for exerting a pressure within the engine, such as an exhaust driven fan and/or super charger, to serve as a var~able pressure source indicative of the operating requirements qf the engine.
Cpnduit means is connected between the selected pressure exerting means and the movement path of the internal valve-opening p}ston so as to interpose the exer'ed pressure of the selected source in opposition to the valve-opening movement of the piston.
As a result, any engine shut.down occasioned by the termin~tion of fuel flowing through the ~nternal valve opening is thus
-2-.
. ~
1~82~65 related to the exerted pressure of the selected pressure source, and thus of necessity also is related to the engine operating requirement.
The above brief descriplion, as well as further objects, features and advantages of the present invention, will be more fully appreciated by reference to the following detailed description of a presently preferred, but nonetheless illustrative embodiment in accordance with the present invention, when taken in conjunction with the accompanying drawings, wherein:
Fig. 1 s a side elevational view, in longitudinal cross-section, of a typical prior art valve providing internal combustion-engine shut-dcwn control as:aifunction of the~oil~pressure of the engine supervised by the valve; and Fig. 2 is an illustration of the within improved -engine shut-down control valve, similarly in longitudinal -cross-section, in which the improved structural features distinguishing the same over the Fig. 1 prior art valve are clea~ly illustrated. -~
The advantages of interposing a valve in the fuel line of an internal combustion engine to terminatebhe flow of f4el to the engine upon the failure of oil pressure is already well known, and is exemplified by the engine shut-down contr41 valve of U. S. Patent 3,202,I43. The typical construction of such a valve is illustrated in Fig. 1 and generally designated 10 theeein. Briefly, valve 10 is interposed in the fuel `ine
. ~
1~82~65 related to the exerted pressure of the selected pressure source, and thus of necessity also is related to the engine operating requirement.
The above brief descriplion, as well as further objects, features and advantages of the present invention, will be more fully appreciated by reference to the following detailed description of a presently preferred, but nonetheless illustrative embodiment in accordance with the present invention, when taken in conjunction with the accompanying drawings, wherein:
Fig. 1 s a side elevational view, in longitudinal cross-section, of a typical prior art valve providing internal combustion-engine shut-dcwn control as:aifunction of the~oil~pressure of the engine supervised by the valve; and Fig. 2 is an illustration of the within improved -engine shut-down control valve, similarly in longitudinal -cross-section, in which the improved structural features distinguishing the same over the Fig. 1 prior art valve are clea~ly illustrated. -~
The advantages of interposing a valve in the fuel line of an internal combustion engine to terminatebhe flow of f4el to the engine upon the failure of oil pressure is already well known, and is exemplified by the engine shut-down contr41 valve of U. S. Patent 3,202,I43. The typical construction of such a valve is illustrated in Fig. 1 and generally designated 10 theeein. Briefly, valve 10 is interposed in the fuel `ine
-3-10~3Z065 of the internal combustion engine and, to this end, includes a fuel inlet 12 and a fuel outlet 14 through which the fuel powering the engine flows. Controlling this flow of fuel is a valve opening 16 having a cooperating ball valve 18 normally biased into a closed position by the valve spring 20.
In the contemplated operation of the prior art valve 10, however, a probe or valve-unseating member 22 maintains the valve opening 16 in its open condition unless there is an emergency situation involving the oil pressure of the engine. More particularly, at the opposite end of the probe or member 22 there is a piston 24 which operates in a chamber 26 that is exposed to the oii pressure of the engine which enters this chamber through the inlet 28. To insure proper functioning of the internal combustion engine (not shown), the oil pressure should not be less than a speci-fied minimum, usually 14 pounds per square inch nominal at-start up of the engine. Thus, it is necessary that the exerted oil pressure, de~ignated 30, whi~h acts against the piston 24 be .
sufficient to overcome the resistance of the valve spring ~0, as well as of a regulating-spring 32, to unseat the ball v~lve 18 i~ order for the engine to receive its fuel supply throughr~the passages 12,14. In practice, the force 30 exerted by the oil . pressure is thus arranged to excee~ the specified amount o~ approxi- ;~
mately 14 nominai pounds per square inch~to maintain-the condition just described. In the event that this oil pressure is no~ !
: maintained, ball 18 of course will assume a seated position in .
~.
' 108Z(:~65 the valve opening i6, there~y cutting off the fuel supply and resulti.ng in shut-down of the engine.
. From the foregoing it should be readily appreciated that while the prior art valve 10 provides shut-down engine supervision for any selected specified amount of oil pressure, --in the irstance described being 14 pounds per square inch nominal, that the valve 10 is not responsive to changing operating conditions of the internal combustion engine. As a specific example, it is known that at start up, the oil pressure, as .
just mentioned should be at:least approximately 14 pounds ~per square inch nominal. At this time the engine will be?typically running at 550 rpm and therefore oil pressure at 14 pounds per square inch nominal i.s adequate for complete.lubrication of the engine during this phase of operation. However, at full power, such as 1800 rpm, it is necessary to have oil pressure which is not less than 40 pounds per square inch nominal. Thus,.with a prior art valve lO, and in the assumed condition that the engine is operating at the full power speed of 1800 rpm, it is conceivable that there could be a failur~ in the oil pressure to the extent of it falling below the required 40 pounds per square inch nQminal, and 1.
yet the supervising prior art valve 10 will not provide any engine shut-down function if the oil pressure 30 exceeds 14 ` pounds per square inch nominal.
?,.
: In contrast to the foregoing, the shut-down control v~lve 40 hereof, illustrated in Fig. 2, provides shut-down ~ `` ' ' .~
108Z0~5 supervision o~er the internal combustion engine in accordance with its chnging operating conditions. Specifically, and as will be explained in detail, it will require, as does the prior art valve 10, that the cil pressure at start-up be in excess of the selected minimum amount, such as 14 pounds per square inch nominal, and valve 40, additionally, will also require that during engine operation, such as at full power, that the oil pressure be in excess of the higher selected minimum, as is required at that time to maintain proper lubrication of the engine. This essentially is achieved in the valve 40 by connecting the same to a source of pressure 42 which is of a variable amount during the operation of the engine and which, at any point in time, is related to the changing requirements for oil lubrication of the engine during its operation. For example, pressure source 42 might be an engine exhaust driven fan and/or super-charger in which instance source 42 would supply pressure air via a conduit 44 to the valve 40 and this pressure air will have an effect, which soon will be described, of influencing the oil pressure value at which engine shut-down will be permi5tted to occur. At this point it suffices to note that the pressure air is of an increasing value as the engine power speed increases, a~Ld~that therefore it is a reliable and usable indication of the operating requirement of the engine.
; In the use of the pressure source 42 just mentiQned, F any other suitable pressure source, which will ~e undeIstood --.
108Z0~5 to be any source manifesting a pressure force by pressure air that is exerted during the oper~tion of the engine and one which lS indicative or tell-tale of its power requirement at that time, said source has a conduit connection 44 to the valve 40~ Thus, the pressure exerted by source 42 is effectively introduced to an inlet 46 communicating via passage 48 to the oil pressure chamber 50 of valve 40, but significantly on the remote or opposite side of the piston 52 operating therein. Thus a resisting pressure, designated 54 in Fig. 2 is exerted in opposition to the pressure force 56 of the oil entering the chamber 50 through the inlet 58. Thus, the minimum oil pressure 56 which is required at any point in time to maintain the fuel supply to the internal combustion engine has to be an amount necessary to overcome not only any spring bias pressure, as is the case in the prior art valve 10, , .
but significantly also the additional opposing pressure 54 1:-o, the pressure source 42. Since, as already indicated, pressure source 42 supervises the engine during its operation and i~ indicative of the power requirement of the engine, it n~ecessarily follows that the minimum oil pressure 56 that is required to prevent engine shut-do~n is related to the power requirement of the engine operation and thus to the lubrication requirements of the engine at that specific condition.
~ .
' - :
~: ' Th~ improved shut-down functioning of the valve 40 over ar.d above the prior art valve 10, as just described, necessitates a different construction in the valve as will now be described. Specifically, because of the pressure fluid behind the piston 52, and thus ;n opposition to the oil pressure 56, it is necessary to prevent this pressure fluid from mixing and contaminating the fuel which flows into the valve 40 through the inlet hO, through a cylindrical flow passage 62, and out of the valve 40 to the fuel pu~p and/or injectors through the outlet 64.
Thls is achieved hy the provision of a piston 66 having a sealing ring 68 which effectively isolates the fuel flow passage 62 from the remote side of the oil pressure chamber 50. In this connection, piston 52 also is provided with a sealing ring which effectively sealingly isolates the oil in the left-hand : ~ , ~` ~ side of the chamber 50 from the pressure fluid from source 42 t which is in the right-hand side of this chamber, more particularly designated 72 in Fig. 2.
; The pistons 52 and 66 are located in proper spaced .
~ r~elation along a cylindrical body 74 of the valve 40, this valve ~, . ;
bpdy also incIuding a length portion 76 on the left-hand side of the piston 52 which has a function soon to be described, and . a~so a length portion 78 on the right-hand side of the piston 66.
T~e~valve body length portion 78 further includes a fuel cut-off s piston 80 having a sealing ring 82. Piston 80 is advantageously ~ -located along valve body 78 ~nd is so sized relative to the ; ~ fuel flow passage 62 that when the piston enters into this flow ~ , ~
. . .
~ ' ~, .
passage it is effective in cutting off the flow of fuel from inlet 6C to the outlet 54. This shut-off movement 84 of piston 80, i. e. movement of the piston from its full line to its phantom line position as illustrated in Fig. 2, occurs when there is a failure in the oil pressure 56 and when, therefore, there is movement in the piston 52 to the left until the length portion 76 seats against the valve closu~e wall 86. That is, when the pressure 54 exceeds the oil pressure . 56, piston 52 is of course urged through movement to the left an* will partake of this movement to the extent of the distance 88, . -which distance of course corresponds to the distance 84 and , which, as already noted, allows the fuel cut-off piston 80 1-to enter into the passage 62 and thus cut off the flow of fuel . from the supply to the fuel pump and/or injectors.
9 - To assist in maintaining the concentricity of the :~ valve body 74, 7h, 78 relative to the flow passage 62, the ht-har.d end of the valve body is projected within a helical . Fpring 90 which is seated a~ainst an opposite valve closu~e all 92.
To assist in engine start up for certain engines, and ' .~ .. certain conditions, particularly those for Mack, Cummins, Detroit n~Caterpillar engines, valve 40, and more particularly the valve ~ . . pody length portion 78 ther~of, is provided with an auxiliary nternal fuel bypass passage ~4 which has an outlet, as at 96, .. in communication with the f~el outlet 64. The flow of fuel ,j ~ . . .
~: through this auxiliary pass~ge is factory orificed for all engines , .', ' . , ' ' .
108~0~j5 by threadakly adjusting the closure member 98 provided at the inlat end of the passagë 94.
From the foregoing description it should be readily J.
appreciatea that valve 40 provides engine shut-down based on supervision of the oil pressure, but not just in accordance with lubrication -equirements of the engine at start up, but also at various operating power requirements of the engine, which correspondingly have different lubrication requirements.
Although ;a preferred embodiment of the valve 40 has been described herein, it will be understood that a latitude of modification, change and substitution is intended in the -foregoing disclosure and that in some instances some features of the invention will be employed without a corresponding use of other features. Accordingly, it is appropriate that the appended claims be construed broadly and in a manner consistent with the spirit and scope of the invention herein. ,-, f ~' ~
,,, ~, , !--`~
.
~'' ~ . , - .
~' ~
, ,- , , ' .
In the contemplated operation of the prior art valve 10, however, a probe or valve-unseating member 22 maintains the valve opening 16 in its open condition unless there is an emergency situation involving the oil pressure of the engine. More particularly, at the opposite end of the probe or member 22 there is a piston 24 which operates in a chamber 26 that is exposed to the oii pressure of the engine which enters this chamber through the inlet 28. To insure proper functioning of the internal combustion engine (not shown), the oil pressure should not be less than a speci-fied minimum, usually 14 pounds per square inch nominal at-start up of the engine. Thus, it is necessary that the exerted oil pressure, de~ignated 30, whi~h acts against the piston 24 be .
sufficient to overcome the resistance of the valve spring ~0, as well as of a regulating-spring 32, to unseat the ball v~lve 18 i~ order for the engine to receive its fuel supply throughr~the passages 12,14. In practice, the force 30 exerted by the oil . pressure is thus arranged to excee~ the specified amount o~ approxi- ;~
mately 14 nominai pounds per square inch~to maintain-the condition just described. In the event that this oil pressure is no~ !
: maintained, ball 18 of course will assume a seated position in .
~.
' 108Z(:~65 the valve opening i6, there~y cutting off the fuel supply and resulti.ng in shut-down of the engine.
. From the foregoing it should be readily appreciated that while the prior art valve 10 provides shut-down engine supervision for any selected specified amount of oil pressure, --in the irstance described being 14 pounds per square inch nominal, that the valve 10 is not responsive to changing operating conditions of the internal combustion engine. As a specific example, it is known that at start up, the oil pressure, as .
just mentioned should be at:least approximately 14 pounds ~per square inch nominal. At this time the engine will be?typically running at 550 rpm and therefore oil pressure at 14 pounds per square inch nominal i.s adequate for complete.lubrication of the engine during this phase of operation. However, at full power, such as 1800 rpm, it is necessary to have oil pressure which is not less than 40 pounds per square inch nominal. Thus,.with a prior art valve lO, and in the assumed condition that the engine is operating at the full power speed of 1800 rpm, it is conceivable that there could be a failur~ in the oil pressure to the extent of it falling below the required 40 pounds per square inch nQminal, and 1.
yet the supervising prior art valve 10 will not provide any engine shut-down function if the oil pressure 30 exceeds 14 ` pounds per square inch nominal.
?,.
: In contrast to the foregoing, the shut-down control v~lve 40 hereof, illustrated in Fig. 2, provides shut-down ~ `` ' ' .~
108Z0~5 supervision o~er the internal combustion engine in accordance with its chnging operating conditions. Specifically, and as will be explained in detail, it will require, as does the prior art valve 10, that the cil pressure at start-up be in excess of the selected minimum amount, such as 14 pounds per square inch nominal, and valve 40, additionally, will also require that during engine operation, such as at full power, that the oil pressure be in excess of the higher selected minimum, as is required at that time to maintain proper lubrication of the engine. This essentially is achieved in the valve 40 by connecting the same to a source of pressure 42 which is of a variable amount during the operation of the engine and which, at any point in time, is related to the changing requirements for oil lubrication of the engine during its operation. For example, pressure source 42 might be an engine exhaust driven fan and/or super-charger in which instance source 42 would supply pressure air via a conduit 44 to the valve 40 and this pressure air will have an effect, which soon will be described, of influencing the oil pressure value at which engine shut-down will be permi5tted to occur. At this point it suffices to note that the pressure air is of an increasing value as the engine power speed increases, a~Ld~that therefore it is a reliable and usable indication of the operating requirement of the engine.
; In the use of the pressure source 42 just mentiQned, F any other suitable pressure source, which will ~e undeIstood --.
108Z0~5 to be any source manifesting a pressure force by pressure air that is exerted during the oper~tion of the engine and one which lS indicative or tell-tale of its power requirement at that time, said source has a conduit connection 44 to the valve 40~ Thus, the pressure exerted by source 42 is effectively introduced to an inlet 46 communicating via passage 48 to the oil pressure chamber 50 of valve 40, but significantly on the remote or opposite side of the piston 52 operating therein. Thus a resisting pressure, designated 54 in Fig. 2 is exerted in opposition to the pressure force 56 of the oil entering the chamber 50 through the inlet 58. Thus, the minimum oil pressure 56 which is required at any point in time to maintain the fuel supply to the internal combustion engine has to be an amount necessary to overcome not only any spring bias pressure, as is the case in the prior art valve 10, , .
but significantly also the additional opposing pressure 54 1:-o, the pressure source 42. Since, as already indicated, pressure source 42 supervises the engine during its operation and i~ indicative of the power requirement of the engine, it n~ecessarily follows that the minimum oil pressure 56 that is required to prevent engine shut-do~n is related to the power requirement of the engine operation and thus to the lubrication requirements of the engine at that specific condition.
~ .
' - :
~: ' Th~ improved shut-down functioning of the valve 40 over ar.d above the prior art valve 10, as just described, necessitates a different construction in the valve as will now be described. Specifically, because of the pressure fluid behind the piston 52, and thus ;n opposition to the oil pressure 56, it is necessary to prevent this pressure fluid from mixing and contaminating the fuel which flows into the valve 40 through the inlet hO, through a cylindrical flow passage 62, and out of the valve 40 to the fuel pu~p and/or injectors through the outlet 64.
Thls is achieved hy the provision of a piston 66 having a sealing ring 68 which effectively isolates the fuel flow passage 62 from the remote side of the oil pressure chamber 50. In this connection, piston 52 also is provided with a sealing ring which effectively sealingly isolates the oil in the left-hand : ~ , ~` ~ side of the chamber 50 from the pressure fluid from source 42 t which is in the right-hand side of this chamber, more particularly designated 72 in Fig. 2.
; The pistons 52 and 66 are located in proper spaced .
~ r~elation along a cylindrical body 74 of the valve 40, this valve ~, . ;
bpdy also incIuding a length portion 76 on the left-hand side of the piston 52 which has a function soon to be described, and . a~so a length portion 78 on the right-hand side of the piston 66.
T~e~valve body length portion 78 further includes a fuel cut-off s piston 80 having a sealing ring 82. Piston 80 is advantageously ~ -located along valve body 78 ~nd is so sized relative to the ; ~ fuel flow passage 62 that when the piston enters into this flow ~ , ~
. . .
~ ' ~, .
passage it is effective in cutting off the flow of fuel from inlet 6C to the outlet 54. This shut-off movement 84 of piston 80, i. e. movement of the piston from its full line to its phantom line position as illustrated in Fig. 2, occurs when there is a failure in the oil pressure 56 and when, therefore, there is movement in the piston 52 to the left until the length portion 76 seats against the valve closu~e wall 86. That is, when the pressure 54 exceeds the oil pressure . 56, piston 52 is of course urged through movement to the left an* will partake of this movement to the extent of the distance 88, . -which distance of course corresponds to the distance 84 and , which, as already noted, allows the fuel cut-off piston 80 1-to enter into the passage 62 and thus cut off the flow of fuel . from the supply to the fuel pump and/or injectors.
9 - To assist in maintaining the concentricity of the :~ valve body 74, 7h, 78 relative to the flow passage 62, the ht-har.d end of the valve body is projected within a helical . Fpring 90 which is seated a~ainst an opposite valve closu~e all 92.
To assist in engine start up for certain engines, and ' .~ .. certain conditions, particularly those for Mack, Cummins, Detroit n~Caterpillar engines, valve 40, and more particularly the valve ~ . . pody length portion 78 ther~of, is provided with an auxiliary nternal fuel bypass passage ~4 which has an outlet, as at 96, .. in communication with the f~el outlet 64. The flow of fuel ,j ~ . . .
~: through this auxiliary pass~ge is factory orificed for all engines , .', ' . , ' ' .
108~0~j5 by threadakly adjusting the closure member 98 provided at the inlat end of the passagë 94.
From the foregoing description it should be readily J.
appreciatea that valve 40 provides engine shut-down based on supervision of the oil pressure, but not just in accordance with lubrication -equirements of the engine at start up, but also at various operating power requirements of the engine, which correspondingly have different lubrication requirements.
Although ;a preferred embodiment of the valve 40 has been described herein, it will be understood that a latitude of modification, change and substitution is intended in the -foregoing disclosure and that in some instances some features of the invention will be employed without a corresponding use of other features. Accordingly, it is appropriate that the appended claims be construed broadly and in a manner consistent with the spirit and scope of the invention herein. ,-, f ~' ~
,,, ~, , !--`~
.
~'' ~ . , - .
~' ~
, ,- , , ' .
Claims (5)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. An internal combustion engine shut-down control valve of the type having fuel for powering said engine flowing through an internal valve opening therein that is normally spring-biased closed except as a piston therein is biased by the oil pressure of said engine through movement towards said internal valve opening for maintaining the same in an open condition, the improvement to said shut-down control valve comprising means of exerting a pressure within said engine selected as a variable pressure source indicative of the operating requirement of said engine, and conduit means connected between said selected pressure exerting means and said movement path of said internal valve-opening piston so as to interpose the exerted pressure of the former in opposition to said valve-opening movement of the latter, whereby engine shut-down occasioned by the termination of fuel flowing through said internal valve opening is related to the exerted pressure of said selected pressure source and thus also to said engine operating speed.
2. An improved engine shut-down control valve as claimed in claim 1 wherein said internal valve opening is in the form of a cylindrical fuel flow passage, and cooperating therewith is a piston sized to serve as a closure when operatively located in said fuel flow passage, said closure-sized piston and said valve-opening piston of said valve being disposed in spaced apart relation on a body of said valve operatively arranged for sliding movement within said fuel flow passage.
3. An improved engine shut-down control valve as claimed in claim 2 including an auxiliary fuel flow passage formed internally of said valve body, and adjustable closure means in communication with an inlet end of said auxiliary fuel flow passage for regulating fuel flow therethrough in bypassed relation to said internal valve opening.
4. An improved engine shut-down control valve as claimed in claim 3 wherein said selected pressure exerting means of said engine is an engine exhaust driven fan thereof, and the pressure thereof is exerted by pressure air flowing therefrom through said conduit means to said valve-opening piston.
5. An improved engine shut-down control valve as claimed in claim 3 wherein said selected pressure exerting means of said engine is a supercharger thereof, and the pressure thereof is exerted by pressure air flowing therefrom through said conduit means to said valve-opening piston.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA299,590A CA1082065A (en) | 1978-03-23 | 1978-03-23 | Internal combustion engine shut-down control valve |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA299,590A CA1082065A (en) | 1978-03-23 | 1978-03-23 | Internal combustion engine shut-down control valve |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1082065A true CA1082065A (en) | 1980-07-22 |
Family
ID=4111059
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA299,590A Expired CA1082065A (en) | 1978-03-23 | 1978-03-23 | Internal combustion engine shut-down control valve |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1082065A (en) |
-
1978
- 1978-03-23 CA CA299,590A patent/CA1082065A/en not_active Expired
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US3568435A (en) | Method of and apparatus for supercharging externally ignited internal combustion engines | |
| US4080946A (en) | Internal combustion engine shut-down control valve | |
| CA1063452A (en) | Turbocharger regulator | |
| US4373336A (en) | Internal combustion engine having a turbo-supercharger with an automatic bypass | |
| US3590798A (en) | Engine safety device responsive to abnormal oil pressure and coolant temperature conditions | |
| EP0174867A2 (en) | Hydraulic assist turbocharger system and method for its operation | |
| US4345573A (en) | Blow-gas treating and controlling system | |
| US5159815A (en) | Turbocharged internal combustion engine | |
| US4078387A (en) | Power units comprising a supercharged internal combustion engine | |
| US20100192899A1 (en) | Oil supply system for internal combustion engine | |
| JPH0791345A (en) | Fuel injection device | |
| US2922408A (en) | Toxic exhaust gas preventing device for an internal combustion engine | |
| CA1082065A (en) | Internal combustion engine shut-down control valve | |
| US6745556B2 (en) | Fuel system | |
| US4117822A (en) | Engine protective device with restricted manual override | |
| US3139875A (en) | Fuel supply apparatus for internal combustion engine | |
| US4257383A (en) | Crankcase vacuum system | |
| US10774726B2 (en) | Valve for adjusting a cooling fluid flow for piston cooling | |
| US3645245A (en) | Speed limiter for hydraulic governor | |
| JPS5823489B2 (en) | Exhaust turbocharger output control device for internal combustion engine | |
| US4498436A (en) | Auxiliary air supplying apparatus for an internal combustion engine | |
| US4383502A (en) | Water-cooled internal combustion engine using hydraulic-oil lubrication and cooling-water pump | |
| US3804201A (en) | Oil rate regulator for internal combustion engine tightness member | |
| JPS606579Y2 (en) | Internal combustion engine refueling system | |
| JP3534566B2 (en) | Lubrication system for exhaust gas turbine turbocharger |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |