US1232207A - Control mechanism for combustion-engines. - Google Patents

Description

A. BUCHI.

CONTROL MECHANISM FOR COMBUSTION ENGINES.

APPucA lou FILED DE(;.29, I911.

1,232,207, Patented July 3, 1917.

2 SHEETSSHEET I.

BUCHI. CONTROL MECHANISM FOR COMBUSTION ENGINES.

APPLICATION FILED DEC-29,1911.

1,232,207 Patented July 3, 1917.

2 SHEETS-SHEET 2.

I v Qmi/bnmo W 3 mm wtoz came srarns arrest-omen ALFRED Room, or WINTERTHU SWITZERLAND, ASSIGNOR TO BUsoH-sULzER-BRos- DIESEL ENGINE COMPANY, or ST. LOUIS, MISSOURI, A CORPORATION or MISSOURI.

CONTROL MECHANISM,F.OR; COMBUSTION-ENGINES.

I Application fi-led December 29, 1911. Serial No. 668,395.

To all whom it may 001106771 I Be it known that I, ALFRED BtioHI, a citizen of the Republic of Switzerland, residing in VVinterthur, Switzerland, have invented the new and useful Improvements in Control Mechanism for Combustion-Err gines. v

'lheinvention relates to the control of internal combustion engines of the type in which compressed air is'admitted to the eX- pansion space of the engine, and more particularly to that important type wherein compressed air or gas is used as a vehicle for the injection and atomization of the charge of fuel oil, as for example in the Diesel engine, and its object is to produce a sensitive and reliable means of adjusting the pressure of such fuel air in order to attain the proper injection effects for various loads and conditions, such as for the starting of the engines, etc., and to accomplish this result without imposing overloads upon the air compressing mechanism or producing undue temperatures in the air pipes and connections.

In the two sheets of drawings forming part hereof, Figures 1, 2, 3 and 4, represent,

.in diagram, respectively, several forms of the invention. i

In the form shown in Fig. 1, a, b, a, represent three reservoirs or air tanks, the contents of which, for example, have a pressure of say 60, 50 and 40 atmospheres, respec tively. These tanks are independently supplied with pressure through the pipes d, e, f, from other reservoirs or by means of 001m pressor mechanism, not shown. The pipes 9, 7b, and 2', run. from each of these tanks to the control mechanism represented in the present case by the three turn valves m, n, 0, which are connected respectively to each pipe. These three valves are-adapted to admit the air in greater or less quantity,and any desired pressure according to their ad justment, from any one of the three tanks, into a pipe is, which leads directly! to the fuel injection valve Z of the engine j, and there serves to carry the fuel oil into the compression air already present in the cyl-' inder of the engine.-

Itwill be seen from-the connections above assented, that the appro riat e adjustment of the three valves of theed'ntrol mechanism will produce any desired pressure between Specification of Letters Patent.

Patented July 3, 1 917.

%l0 and atmospheres in the outlet pipe'k and. that any desired pressure can be established quickly and maintained continm ously as long as the storage tanks remain at substantially constant pressure.

' In the form shown by Fig. Li, a single pipe line (Z is employed for supplying the fluid pressure to all the tanks. This pipeis connected to the tankc of highest pressurei The control mechanism is embodied in a single v lve t, common to all of the pipes g, it, 2', and hasits port openings so arranged that any desired pressure may be produced by properly throttling down one ofthe several fluid pressures from any of the tanks. This same control valve is likewise adapted, by the appropriate manipulation,

to connect the tank awith the tanks 5 and c i respectively for filling the latter to the de-' sired different pressures. A single and sim' ple air compressor may thus be used for producing different or graded pressures the tanks to be later used for injectingthe fuel into the engine. In this case thetanks are of course of suitable capacity to accom modate the period. of regulation needed.

As shown in Fig. 2, tank. Z) is connected.

with the injection valve by way of small,

port 1 and large port 2 in the control valve. By oscillating. the valve in one direction or the other, small ports 3 and 4 maybe caused to register with the pipes. g and i. respectively, large port 2 remaining in communication with the pipe 71 By suitably turning the valve large port v2 may be placed in communicationwith pipe 9 and'small port 3 in communication with pipe "i; and the outlet from pipe 9 being suitably throta,

tled by the solid portion of the valve standing part way across its end, the tank 0 is supplied from the tank a and. at a lower pressure. Further, port 2 may be caused to communicate simultaneously with they pipes g and inand the outlet of pipe 9 being.

suitably throttled tank I) is supplied. from. tank a. In like manner port 2 may connect pipes h and z', sothat tank 0 is supplied from tank 6. y

In the form of Fig. 3, the arrangement is the same as above described with the excep tion that relief valves p and q are added to the pipes h and i, respectively, which valves are appropriately adjusted to blow off when.

the desired pressure has been reached and thus insure the attainment of predetermined pressure grades in each tank as well as to prevent an undesired excess.

Inthe form of Fig. 4, the arrangement likewise employs but a single supply pipe (1, leading to the. tank a of highest pressure,

but the filling of the tanks is here accom-' plished automatically and continuously, and

.1ndependent1y.of the withdrawal of air reaches the pressure determined by its spring, thus establishing predetermined grades of pressure in the several tanks according to the springs and which may thenbe selectively admitted to the fuel injection valve, as before, by means of the control valve 1?. The tanks 1) and 0 may both be connected direct to the tank a, if desired, with the same effect or each might be connected direct to the supply pipe (Z through the valves 7 ands or similar means. The tank of least pressure may also, if desired, rovided with an escape or safety valve lea ing to the. atmosphere in order to prevent excess of pressure above the desired grade, due to over-accumulation in the tank a. As it is sometimes desirable to relieve the injection valve of all air pressure, the control valve 25 may be also provided with a vent o to atmosphere which can be put into communication with the pipe is, for thispurpose. g

It will be understood that the control mechanism is illustrated merely in a diagrammatic manner and that it may be con 'structed according to various designs for the purpose of accomplishing the connection of the tanks or pressure containers, as above indicated,and that it may be provided with any desired means for its operation, manually or otherwise. The invention can be used with a single engine or several engines, in which case separate control valves will be supplied for each engine so that they may be controlled independently of one another and in accordance with their actual needs as to pressure and amounts. The varicty of pressure grades may be two or more and of course the air may be confined in pipes or any suitable container or convenicut form of inclosur-e instead of the tanks indicated by the diagram.

I claim:

1. In an engine of the type referred to,

' the coml'iination of the fuel-injection valve adapted to inject oil into the cylinder by air pressure, a plurality of sources of fluid I pressure of different pressures and means ,for selectively connecting said different combination of the fuel-injection valve adapted to inject oil into the cylinder by air pressure, several sources of compressed gas of differentpressures having a common outlet to the fuel valve, and a control mechanism adapted for selectively directing the gas from said different sources into said outlet.

4. In an engine of the type referred to, the combination of several differential pressure storage reservoirs and means for supplying one or more of them with fluid pressure, a control valve common to all the reservoirs'having suitable ports for. interconnecting the same and a fuel-injection valve adapted to inject oil into the cylinder by air pressure connected with the control valve and receiving air of regulable pressure therefrom. I i

5. In an engine of the type referred to, the combination of the fuel-injection valve adapted ,to inject oil into the cylinder by air pressure, a plurality of differential pressure containers through which the pressure fluid may pass thereto, control mechanism selectively controlling the admission of air fromsaid containers to the fuel valve, 9. supply of fluid pressure for one of said containers, an escape valve connecting such supply with another of said containers and means determining a lower pressure in said latter container.

6. In an engine of the type referred to, a fuel injection valve adapted to inject oil into the cylinder by air pressure, and a plurality of sources of compressed air having graded pressures, adapted for selective connection with said valve in combination with means for controlling the air pressure delivered through the connection with the fuel valve comprising a vent to the atmosphere therefrom.

7. In an engine of the type referred'to, a fuel injection valve adapted to inject oil into the cylinder by air pressure, and a plurality of sources of compressed air of graded pressures adapted to be connected therewith, in combination with a control device common to all the sources and selectively controlling the discharge therefrom to the fuel valve, said device comprising and also controllinga vent to the said fuel valve.

8. In an engine of the type referred to, the combination of a valve adapted for passing compressed air to the expansion space of the engine, a plurality of containers of compressed air, means for supplying the atmosphere from the compressed air to one of such containers,

passages from the said container to the others provided w th escape valves Sub ected to graded loads for permitting the compressed air to pass from the one container to the other at reduced pressures a'nd means for selectively directing the air from any one of such containers to the aforesaid valve.

I In testimony whereof, I have signed this specification in the presence of two it- ALFRED BUCHI. Witnesses CARL GUBLER',

AUGUST Runes.

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