GB558851A - Convertible gasoline-diesel engine - Google Patents

Abstract

558,851. Fuel-injection pumps. MILLER, L. N., and BELL, C.E. May 1, 1942, No. 5881. [Class 102 (i)] [Also in Group XXVII] In a convertible gasoline or Diesel engine the fuel-injection pump 386 is constantly in operation but the fuel is diverted by a by-pass valve 341 when the engine is adjusted to work with light fuel from the carburetter. The pump comprises a housing 386 enclosing a tubular member 358 in which is reciprocated by a cam 384 a spring-pressed member 385 carrying a plunger 328 moving in a barrel 323 press fitted in the bore 325 and having a check outlet valve 320 leading through the pipe 387 to the injection nozzle 388. The plunger 328 may be connected to the member 385 through a lost-motion link. The barrel 323 has an inlet port 334a, Fig. 6A, registering with an inlet port 344, a triangular opening 315 and a semicircular groove 316 communicating with the interior of the barrel through passages 326, 327 in the plunger 328, and with an equalizing passage 336, so that adjustment of the plunger 328 about its axis controls the effective stroke of the pump. This adjustment is effected by means of a worm 364 engaged by a square shaft 362 and meshing with a gear 367 on the shell 375 of the member 385. A similar worm 353 on a square shaft 351 engages a gear 355 threaded on the tubular member 358, so that rotation of the rod 351 and worm 353 effects axial movement of the member 358 for timing the fuel injection effected by the pump. The member 358 is guided axially by a pin 349 on the housing 386. On the compression stroke, air is forced into a chamber 306 in the fuel-injection nozzle, and this air is released after fuel injection to clean and cool the nozzle tip. Fig. 17 shows means for actuating shafts 551, 562 corresponding to the shafts 351, 362, Fig. 6. The timing shaft 551 is actuated from a crank-handle 550 on a shaft 552 through rockshafts 553a, 554 and bevel gearing 555, while the stroke-adjusting shaft 562 is actuated from a pedal 548 through linkage 547, 546. The pump 586 is actuated by a three-lobed cam 584 on the shaft 583 and supplies fuel to injector nozzles 588 in the engine cylinders through a distributing valve 500 driven from the shaft 583 through spur gearing 557, 558. A speed governor 564 connected to the shaft 559 of the distributing valve effects axial movement of the shaft 562 through a lever 569, and rods 572, 572a, and collars 545 on the shaft 562 actuate the arm 544 of a pump by-pass valve corresponding to 342, Fig. 6, to divert fuel idly to the pump inlet. The by-pass valve is also actuated from a change-over valve by means of a lever 535 engaging a collar 534a on the rod 572a. For controlling several pumps in a multicylinder engine, the shaft 562, Fig. 17, is replaced by an articulated structure, Fig. 17B, comprising square tubes 590 secured upon the squared ends of tubes 592, 593 abutting at 594 and having spherical seats at their ends for ball-headed connecting bolts 595 ; each tube 590 engages in a worm wheel for adjusting one of the pumps. In a modification, Fig. 21, the shaft 751 for varying the time of fuel injection is adjusted in dependence on the position of the crank-pin 723. The member 724 carrying the crank-pin is connected through sprocket gearing 700-706 to the timing shaft, a lost-motion connection between the sprocket wheels 702, 704 including a pin moving in a circular slot.