US1349146A - Governing mechanism for internal-combustion engines - Google Patents

Description

A. F. CHRISTMAS.

GOVERNING MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED MAY 26, I915.

Patented Aug. 10, 1920.

2 SHEETSSHEET 1.

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GOVERNING MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED MAY 26, I915.

2 SHEETS-SHEET 2.

@513 attoznu UNITED STATES PATENT OFFICE.

,ADOLPH r. CHRISTMAS, on session, rnnnsvnvnnrs, ASSIGNOR TO INGERSOLL-RAND COMPANY, or JERSEY crry, new JEnsEY, A CORPORATION or NEW JERSEY.

GOVERNING MECEANISM FOR INTERNAL-COMBUSTION ENGINES.

To all wliomit may concern:

Be it known that I, AooLrH F. CHRIST- rms, a citizen of the United States, residing Easton, in the county of Northampton and State of Pennsylvania, have invented a certain new and useful Improvement in Governing Mechanism for Internal-Combustion Engines, of which the following is a specification.

This invention relates'to governors for oil engines, and more particularly to governors .oil engines of the type wherein the cylinder head maintained at a substantially constant temperature and fuel is Wed in and ignited by the combined he a of the head and the compressed air char e near the top of the piston stroke.

hen oil engines of this type are operated through a considerable range of loads 2o 1 have found that the regulation is affected considerably by the fact that when a very smullainount of fuel is injected into the charge of air compressed by the up-stroke of the piston the ignition of the resulting 2-5 combustible mixture is somewhat delayed,

owing. probably, to the fact that the particles of fuel are somewhat separated and the combustion is more slowly propagated through the mixturethan when a greater a; cunt of fuel is present. This results in an ineffective use of the fuel under light load conditions as it is evident that if they fuel injected at the samepoint in the stroke under all load conditions the delay in complete ignition low loads will cause the greatest combustion pressure under such loads to be developed at an ineffective point in the piston stroke, this discrepancy being the more marked due to the fact that under the lightest loads the engine is running at the highest speeds.

To o rercome this disadvantage I have conceivedtheidea of injecting the fuel atv progressively earlier points at the piston stroke as theload becomes lighter, the fuel thus having a chance to become completely ignited at the proper point of the piston stroke under all load conditions.

To accomplish this result I have devised a governing mechanism, a practical embodiment of which is represented in the accompanying drawings, in which Figure 1 shows a side elevation of an oil engine provided with my governing mechanism, and

Specification of Letters Patent.

Application filed'May 26, 1915.

Patented Aug. 10, 1920.

Serial No. 30,508.

.Fig. 2 is a diagram showing the operation of the governor under various load conditions.

In the drawings is shown the cylinder 1 of an oil engine of the type shown, for instance, in my copending application Serial No. 880,481, filed September 5th, nineteen hun 'dred and fourteen. The fuel is injected into to draw fuel into the cylinder 4- by means of a spring 9. Its discharge stroke is effected by a striking arm 10 which is operated by a connecting rod 11, driven from the governing mechanism which is secured to the fly wheel 12 of the engine. This connecting rod 11 or plunger operating rod is pivotally secured to a controlling lever 13, one end of which is pivoted on a pin 14 on the hub of the fly wheel 12 eccentrically of the axis thereof, and the other end of which is con 'nected by a link 15 to a governor weight 16 which is pivoted at 17 on a spoke of the fly wheel and moves outwardly against the tension of the spring 18 as the speed of the engine increases, these parts being so arranged that as the speed of the engine increases, the pivot point of the connecting rod 11 on the lever 13, which at all times is eccentric of the fly wheel axis, moves. inwardly toward said axis and at the same time forwardly in the direction of rotation of the fly wheel.-

This movement can be more readily understood by referring to 2.

In the diagram, the dotted line 0 P V represents the position of the lever 13 when the engine is running at full load, and hence at its slowest speed. WVhen the lever 13 is in this position the connecting rod 11 is at the center of its forward or pumping stroke, its pivot point P on the lever 13 being directly below the axis C of the fly wheel 12. In this position of the lever, which is that shown in Fig. l, the striking arm 10 will not be in operative contact with the plunger 5, such an operative contact not being established until the lever reaches the position shown in the full lines 0 P W. The striking arm 10 will then be in the position shown in Fig. 2, and further travelof the rodllon lever 13 reaches the farthest point of its forward stroke on the line DD.. From this descriptionit will be evident that when the engine is operating under its highest load and 'atits lowest speed, the pivot point P of the connecting rod. ,11 will move V be varied according to the eccentriclty of the pin on the lever 13.

in a circle having the-radius C I, the latter part of the forward travel of the connecting rod 11 causing an injection of fuel into the engine cylinder. Now, supposingthe engine to be operating at its lightest load, and consequently its greatest speed, and the pivot point'O of the lever 13 on the hub of the fly wheel to be in the. same position as in the case first considered, the positions of the points P and W will be greatly altered by the outward movement of the weight 16, the point'VV moving upward a considerable distance .to the point W while the point P will move to the point P which is not only closer to the axis C of the fly wheel, but is, say, 90 farther advanced in the direction of rotation of the fly wheel than the point P. This: change of position will not" only result in a shortening of the stroke of the pump plunger, but will cause this plunger stroke to occur much earlier in the stroke of the engine. This is apparent by considering the position of the lever 13 when the stroke of the plunger 5 commencesunder these light load conditions, which is shown by the line 0 P IV itbeing evident that in this position the striking arm 10 engages the plunger 5 ninety degrees earlier in the revolution of the fly wheel than when the lever 13 is in its highest load position shown by O P W, whileat the same time the effective stroke of the plunger is only a small part of that at the highest load slnce the pivot point of the-connecting rod 11 is traveling in a circle with only a radius C P In practice I have found "that at full load the injection of the fuel may commen ceabout forty degrees before the piston has reached the end of its compression 7 Should it be desired to utilize my invention for steam or otherelastic fluid engines the rod 11- which, in the modification selected for example in thisapplication, isconnected to aplunger 011 pmnp, would be connected direc'tly'to a valve-of any well'known con- It is to be understood that while the'present showing and description discloses only one specified modification of my invention, other forms and modifications are included in the spirit and scope of the same, as expressed in the claims.

What I claim is:

1. In a fuel injector for oil engines, a fuel pump, a plunger therefor,-arotary element, a centrifugal element rotating with said rotary element, a controlling lever pivoted at.

one end eccentrically of saidrotaryelement,

a plunger operating rod pivotally secured to said controlling lever between the said pivot point of said lever and the rotation center of the rotary element and a connection between the other end of said controlling lever and said, centrifugal element adapted to rotate said controlling lever oppositely to the direction of rotation of said rotary element and advance the point of connection between the plunger operating rod and the controlling lever in the direction of rotation when the speed increases, said movement serving to actuate 'said plunger earlier in the piston stroke of said engine, the movement of said plunger being derived solely from said controlling lever. 2. In a fuelinjector for oil engines, a fuel pump, a plunger therefor, a fly wheel, a

controlling lever pivoted at one end eccentrlcally of said fly wheel center, a plunger operating rod secured to said controlling lever between the said pivot point of said lever and the fly wheel center, a centrifugal element, anda connection'between said centrifugal element andthe other end of said lever for rotating said controlling lever oppositely to the direction of rotation of the fly wheel and advancethe point of connection between the plungeroperating rod and the controlling lever in the direction of rotation when the speed increases, movement of said plunger being derived solely from said controlling lever. i

In testimony whereof I have hereunto set my hand. V

i ADOLPH FQCHRISTMAS.

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