US1170200A - Controlling mechanism for high-compression internal-combustion engines. - Google Patents

Description

W. E. VER PLANCK. CONTROLLING MECHANISM FOR HIGH COMPRESSION INTERNAL COMBUSTION ENGINES.-

APPLICATION FILED JULY 29, 1914. I 1,170,200. I Patented Feb. 1, 1916.

2 SHEETS-SHEET I. I' F" .2. I I 5 I 5?.

I I I 45 I I I I 22 45-22 I I I l- O 0 U'U I I s. 40 I I 46 I I I I i m i i I Witnesses: Inventor-z I, I WiLLiam BVerPLancK, @Z fij eemwemm Hisaqttol ne I i I Le 42.

W. E. VER PLANCK. CONTROLLING MECHANISM FOR HIGH COMPRESSION INTERNAL COMBUSTION ENGINES.

v APPLICATION FILED JULY 29, 1914. 1,170,200.

Patented Feb. 1, 1916.

2 SHEETS-SHEET 2.

38 54 I 1 N 39 27 I! 1 \m Inventor-:-

William EVer-PLancK,

95 His-flit orne ; ED STA! SPATENT oFFIoE.

WILLIAM EVERETT vER PLANCK, F ERIE, PENNSYLVANIA, AssIGNoR To GENERAL ELEoTRIc COMPA Y, A CORPLOZR-ATION on NEW YORK.

ooNTRoLLINe MECHANISM FoR IIIeII-oo PREssIoN INTERNAL-coMEUsTIo ENGINES. 1

Specification of Letters Patent.

' Patented Feb. 1,1916.

Application filed July 29, 1914. Serial No. 853,866.

and useful Improvements in Controlling Mechanism for High-Compression Internal- Combustion Engines, of which the following is aspecification.

This invention relates to mechanism for regulating the feed of liquid fuel tothe working cylinders of internal combustion engines'o'f the high compression type, and its object is to simplify and rearrange the parts and make the organism more efficient.

The system of regulation to which my invention relates may be briefly stated to be one in which the liquid fuel is fed to the engine by pumps, one for each cylinder; the quantity of fuel depending upon theeffective stroke of the pumps. A pressure-responsive device is interpolated in the stream of lubricating oil which is constantly fed to the engine bearings by a force pump. The

flow of oil can be throttled by a valve controlled by the speed governor of the engine,

but a'ny'checking of the flow by said valve causes the pressure-responsive device -to move in order to relieve the throttling action. This movement of said device is utilized to vary the effective stroke of the fuel pumps, so that their delivery corresponds directly with the action of the speed governor.

The novel features of my invention will appear from the following detailed description taken inconneetion with the accompanying drawings, in which Figure 1 is an end elevation of an engine embodying my improvements; Fig. 2 is a side elevation ofthe same, partly in section; Fig. 3 is atop plan view of Fig. 2; Fig. 4:

is a sectional elevation of a fuel pump; Fig. 5 is a vertical section, on a larger scale, of thecair pump and the regulating mechanism of the engine; Fig. 6 is aasectional view of drives a fuel pump 3, one-for each of. the working cylinders 4, of which-there niay be any number. The pumps are preferably ofthat type in which a plunger makes a stroke of constant length, but the region in which it operates can be varied to vary the delivery of the pump. In the drawings, the pump plunger 5 is actuated by a bent lever 6, pivoted to the eccentric rod 7 and fulcrumed by a strap 8 on an eccentric 9 mounted on a shaft 10. By'turning this shaft,.the actual fulcrum of the lever, which,

is at the center of the circular eccentric, willbe raised or lowered, and the region in which the pump plunger operates will be correspondingly changed. The means by which the shaft 10 is oscillated in accordance with the speed variations of the engine will now be described.

At some point on the, shaft 10 is anarm 11 engaging with a pressure responsive device. This is preferably aplunger 12, tubular throughout valmost its whole length and working in a cylinder 13. The end of the arm 11 preferably rests on a collar 14 on the plunger, while above the arm is a washer 15 loose on the plunger and urged downwardly by a-helical-spring 16, preferably encircling a guide 17 for the upper end of the plunger. Above the guide is a chamber into which the upper portion of the tubular plunspeed governor 23, which rests upon the upper end of the stem 24 of the valve, said stem beingguided ina long bearing 25.

Means are provided for forcing fluid "continuously into the lower end of the cylinder 13, up through the tubular plunger and out through the ports 18 and 20. The rate of' flow is determined by the position ofthe sleeve valve and whether its ports reglster fully or only partially with those in the plunger. Any retardation of the flow by the raising of the valve causes a buildmg up 0f the pressure in the cyllnder 13, wh ch tends to lift the plunger against the tens on of the spring 16, until its ports come In line once more with those in the sleeve valve. This movement of the plunger is imparted to the arm 11 and thuscauses an oscillation of the shaft 10 and a variation in the delivery of the fuel pumps." The parts are so arranged that a drop in the speed of the engine causes the governor arm 22 to rise, which results in an upward movement of the tubular plunger and a lowering of the fulcrum of the lever 6, thereby shifting the region of operatipn of the fuel pump in such wise that it will deliver an increased quantity of fuel, and thereby the power of the engine will be increased and its speed restored to normal.

For the purpose of producing the constant flow of fluid through the pressure-responsive device, I prefer to utilize the lubricating system of the engine. This has a pump whose plunger 26 is preferably attached to the strap of the eccentric 27 mounted on' the shaft 1 and having opposite to the pump 1 plunger an arm 28 which operates the air inlet valve 29 bf the scavenging air pump 30. The plunger 26 works in a cylinder 31 which is mounted on a rocking joint 32 to avoid the necessity of any joints between the eccentric and the plunger. The rocking motion of the cylinder also serves to open and close the suctionport 33 and the delivery port 34 of the oil feed pump. The lubricant is sucked through a strainer 35 in a reservoir 36 in the base of 'the engine frame, and delivered through a pipe 37 to the bottom of the cylinder 13. A ball check valve 38 prevents any return of the oil when the engine stops and prevents pulsations due to intermittent reaction of fuel pumps. An air chamber 39 keeps a steady pressure on the oil flowing to the cylinder 13. From the tubular plunger 12 the oil enters the chamber surrounding its upper portion and thence flows out by the pipe 40 to a downspout 41 delivering the oil to a: header 42 in the base of the engine from which it is distributed by branches 43 to the bearings of the engine; A relief valve 44 is located at the junction of the pipes 40 and 41, which has a hand wheel 45 for adjusting it, by hand, the overflow returning to the reservoir by the pipe 46. A bypass, con

trolled by the stop. valve 47 enables the engineer to cut out the pressure responsive devicewithout interrupting the lubrication of the engine, by shunting the oil from the delivery pipe 37 directly into the downspout 41. i

The operation may be briefly recapitulated as follows: The lubricating oil pump 26 delivers a constant supply of oil to the cylinder 13, from which it flows through the tubular plunger 12 to the bearings of the engine. The speed governor, by means of the sleeve valve 19, checks the flow of oil when the load on the engine increases and thus causes a pressure,to build up in the cylinder 13 which moves the plunger 12 against the tension of the spring 16 and thus,

lever 6 actuating the fuel pump plunger and so causes said pump to supply more fuel. Upon a rise in speed, the governor brings about an opposite movement of parts to cut down the fuel supply. If the circulation of lubricating oil should be checked owing to a leak in the system or the failure of the pump, the engine would automaticallvshut down and thus prevent burning outof the bearings. In accordance with the provisions of the patent, statutes, I have described the principle of operation of my invention, together with the apparatus which I now consider to represent the best embodiment thereof; but I desire to have it understood that the apparatus shown is only illustrative, and that the invention can be carried out by other means. What I claim as new and desire to secure by Letters Patent of the United States, is 1. The combination with a high compression internal combustion engine, of fuel pumps for feeding fuel to the cylinders thereof, adjustable fulcra for said pumps, a pressure responsive device for shifting said fulcra, a lubricating system for the engine forcing oil through said pressure-responsive device, and a speed governor controlling the flow of oil through said device.

2. The combination with a high compression internal combustion engine, of fuel pumps for feeding fuel to the cylinders thereof, adjustable fulcra for said pumps, a pressure-responsive device for shifting said fulcra, a lubricating system for the engine forcing oil through said pressure-responsive device, a speed. governor control ling the flow of oil through said device, and means for by-passing the oil around said pressure-responsive device.

3. The combination with a high compression internal combustion engine, of fuel pumps for feeding fuel to the cylinders thereof, a rock-shaft, eccentrics thereon, levers mounted on said eccentrics and adapted to drive said pumps, a pressure-responsive device operatively connected with said rockshaft, means for forcing fluid through said pressure-responsive device, and a speed governor controlling the flow of such fluid.

4. The combination with a high compression internal combustion engine, of a pump for supplying fuel thereto, and a regulating means for the pump, said regulating means embodying a pressureresponsive device comprising a cylinder, a tubular plungertherein, closed at its upper end and containing ports at that end, a ported sleeve valve working on the upper portion of said plunger, means for forcing fluid up through said plunger, .a helical spring opposing the pressure of said fluid, and a speed governor bustion engine, of a fuel pump therefor which is regulated by fluid pressure, a lubricating system for the engine, and a single pump for supplying fluid for regulating the fuel pump and lubricant to the lubricating system.

6. The combination with an internal combustion engine, of a fuel pump therefor having a mechanism adapted to be operated by fluid pressure to regulate the pump, a lubricating system for the engine connected .in series with said mechanism, and a pump for forcing lubricant through said mechanism and system.

7. The combination with an internal combustion engine, of a fuel pump therefor having a mechanism adapted to be operated by having fluid under pressure forced through it to regulate the pump, a pump for forcing fluid through said mechanism, and a lubricating system for-the engine connected in 'bustion engine, of a fuel pump therefor having a mechanlsm adapted to be operated by fluid'pressure to regulate the pump,ca lubricating system for the engine connected in series with said mechanism, and a pump operated from the engine for forcing lubricant through said mechanism and system.

In witness whereof, I have hereunto set my hand this 27th day of July, 1914.

WILLIAM EVERETT VER PLANGK.

Witnesses:

O. T. FOUCHE, HERMANN LEMP.

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