US1938281A - Internal combustion engine - Google Patents

Description

Dec. 5, 1933. H. c. EDWARDS INTERNAL COMBUSTION ENGINE Original Filed July 21, 1930 2 Sheets-Sheet l 5] 11mm HERBERT 5 EDNHEUE Dec. 5, 1933. c, W R 1,938,281

INTERNAL COMBUSTION ENGINE Original Filed July 21, 1930 2 Sheets-Sheet 2 Patented Dec. 1933 UNITED STATES PATENT OFFICE INTERNAL CODIBUSTION ENGINE Herbert 0. Edwards, Detroit, Mich, assignor to Packard Motor Car Sompany, Detroit, Mich., a corporation of Michigan Application July 21, 1930, Serial No. 469,473 Renewed May 18, 1933 Claims.

" With this type of engine, the degree of fuel atomization and the pressure at which the fuel is injected becomes less as the speed of the engine is reduced, and the fuel is not injected into the compressed air in the combustion chambers at a pressure or in an atomized condition conducive to easy starting when the crank shaft is being turned slowly by a source of external power.

An object of the invention is to regulate the timing, the pressure and the atomization of liquid fuel injected into compressed air in the cylinders of a compression-ignition engine in a manner to promote combustion by compression when the engine is being started. Another object of my invention is to provide an internal combustion engine of the compressiondgnition type in which the timing of the fuel injection is manually retarded, and the normal pressure produced against the fuel to be injected is increased beyond that developed by the normal actuating mechanism.

A further object of the invention is to provide a manual control for regulating the actuation of the fuel injection devices of a compression-ignition engine so that d ing starting, fuel charges will be injected into the combustion spaces when the compressed air charges are at substantially their highest compression, under a pressure such that suiiicient penetration occurs to quickly cause a thorough intermingling of the fuel mixture elements.

Still another object of the invention is'to provide a manual control which can be actuated during the starting of an engine of the compressionigniticn type to bring into efiective relation a faster movingfuel pump actuating cam mechanism and at a later time in the compression stroke of the engine operation than the time of theinjection under self operating conditions.

These and other objects of the invention will appear from the following description taken in connection with the drawings, which form a part of this specification, and in which:

Fig. 1 is a rear elevational view of a radial engine, partially broken away and partially in section to show a fuel injecting device and the actuating mechanism;

Fig. 2 is an elevational view showing the fuel injection mechanism actuating cams with the faster cam in effective position;

Fig. 3 is a sectional view of the engine taken on line 33 of Fig. 1; 1

Fig. 4 is a perspective view looking at the front end of the control sleeve;

Fig. 5 is a fragmentary sectional view of one of the fuel injection mechanisms associated with an engine cylinder.

Referring now to the drawings by characters of reference, 10 represents generally the crank case of a compression-ignition type of internal combustion engine from which nine air-cooled cylinders 11 extend radially, the cylinders being secured under compression around the wall of the crank case by compression rings, one of which is indicated at 12. The cylinders are formed with an integral dome 13 and secured upon each of the domes is a head 14. Each of the associated heads and domes is formed with a single Venturi passage 15 leading into the interior of the as sociated cylinders, such passages serving as both the air inlet and the exhaust outlet for the combustion chamber which is between the cylinder domes and the pistons 16. In order to control the passages 15, there is provided with each a valve 1'7 which is normally closed by a plurality of springs 18 and opened by conventional engine actuated mechanism including a push rod 19 which extends into the crank case.

A diaphragm, or internal wall 20 is secured within the crank case and is formed with a central opening in which is arranged a bearing 21 for supporting one end of the crank shaft 22, the

crank shaft projecting axially through the crank case. Arranged in a relation substantially parallel to the diaphragm is a detachable rear wall 23 which closes the open end of the crank case, and detachably secured to the rear wall is a starting device, indicated generally at 24, which is preferably of the inertia type as illustrated in Patent No. 1,739,459, issued December 10, 1929, to R. P. Lansing. Such starting device is arranged with a manually reciprocable jaw 25 projecting into the crank case in alignment with the rear end of the crank shaft, so that it can be moved into a driving relation therewith.

The engine illustrated is of the compressionignition, or Diesel type, which operates on a four-stroke cycle, air charges being drawn into the cylinders through the passages 15 upon the suction strokes of the pistons, during which time the valves 17 are mechanically held open. The valves are next closed and the compression strokes then occur, and during the compression strokes, charges of fuel oil are injected under a high pressure at any engine speed and in an atomized condition into the air charges being compressed, such that the mixture thereof with the com pressed air will form a charge of a character producing quick combustion. There is associated with each cylinder a fuel injection device-whichconsists generally of a nozzle portion 26 and a pump portion 27, the nozzle portions being secured rigidly to the cylinders and arranged to project through the Walls thereof so that the fuel charges can be injected directly into the interior of the cylinders.

Each nozzle consists of a barrel 28 having a detachable end 29 extending through the associated cylinder wall and formed with a conical outlet opening in which the valve head 30 is arranged. The valve stem 31 is arranged to be moved into engagement with the stop member 32 by a spring 33 and such stop'member is adjusted to prevent the valve from entirely closing. The barrel 28 is formed with a downwardly extending neck portion which is provided with a passage 34 leading to the hollow chamberin the barrel through which the valverod extends. Such nozzle neck is screwed into the casing 35 of the associated pump unit and bears against a ring spacer 36 which maintains the pump barrel 37 in position within the casing 35, there being a pair of spring-pressed valves 38 associated with'the ring member and the barrel to prevent liquid fuel returning to the pump structure from the nozzle structure. A plunger 39 is arranged to reciprocate Within the pump barrel and a fuel inlet manifold 40 communicates with all of the pumps, there being a union'41 in the manifold structure associated with each of the barrels, and ports 42 extend through the casing and the barrel to establish communication between the fuel feeding manifold and themterior of the barrel. Such ports are controlled by the position of the plunger so that when a plunger uncovers the ports 42, liquid fuel is moved into the pump barrel and nozzle completely filling the chambered portions therein. The pump plungers are moved in their injection strokes by adjustable mechanism-which will be hereinafter described, and during such movement they closethe ports 42, their stroke after closing 'such ports determining the quantity of fuel which is disso that they cause rotation of the airin the cylin ders and such rotation continues during the following compression stroke of the piston, the' fuel charges being sprayed into such compressed r0 tating air charges. a The degree of fuel atomization and the extent of the pressure at whichit is injected-determines the degree of the intermingling of theoil withthe air and, therefore, it is necessarythat there be sufficient atomized fuel penetration of the air to cause a uniform distribution if efficient engineoperation is to result. It is also necessary thatthe atomization and penetration of the air "by the fuel oil be of a certain character if combustion is to be attained when the cylinders are cold, as they are when starting. With the type of injection mechanism described, in which the pressure behind the fuel varies in accordance with the crank shaft speed, difiiculty is experienced when turning the crank shaft at a slow speedin starting the engine to produce a sufficientpress ure' behind the fuel charges, because of'the'consequent slow movement of the fuel pumps, which is not sufficient to cause the atomization and penetration of the compressed air charges to produce a mixture which will support combustion.

This invention has to do particularly with mechanism for injecting fuel oil in an atomized condition and at a sufficient pressure to cause an intermingling with the compressed air in the cylinders such that ignition will readily result from compression when the crank shaft is being slowly turned through the application of a starting device; To this end, I utilize the regular fuel injectingmechanisni for the normal running operation of 'the engine and provide an auxiliary actuating mechanism therefor which is efiective only during the application of the starting mechanism-to the crank shaft. This auxiliary actuating mechanism is made effective manually and is placed in ineffective relation when the starting device is released from the crank shaft. In carrying out such invention, I propose that the liquid'fuel charges will be injected, during theturning of the crank shaft by the starting device, at a pressure which will cause the fuel to penetrate substantially to the center of the cylinder and in a finely atomized condition so that one rotation of the compressed air in the cylinder will cause a uniform distribution there in of the atomized liquid fuel.

Under'normal running operation, crank shaft actuated mechanism is provided for causing the pump-plungers to move in their injection strokes, and such-mechanism is returned to a position un-v covering the ports 42 by means of the coil spring 43; A fuel plunger push rod 44 extends through the crank case and has-associated therewith a rod 45 which is pivotally connected with a link 46 carried by a regulating ring 4'? rotatably mounted within the crank case. The ring 47 can beactuated through the association of a tooth segment 48 with arack 49 which is fixed'to the ring, the segment being rotated by means of the shaft 50 which is in turn actuated through suitable mechanism connected with the lever'51. Associated with each of the levers 45 is a slipper orrock'lever, as shown at 52, 53 and 54, each being carried by a shaft 55 supported by the diaphragm and the rear casing cover 23. The free ends of the rock levers are formed with a curved groove-in which the associated lever 45 is adjustably positioned by means of the ring 47 and the connecting links '46,'so that upon movement of the levers 44, lengthwise of the slippers, the

effective stroke of the pump plungers can be simultaneously varied.

Arrangediinteriorly of the pivoted slippers 53,

"-for actuating the same to cause an injection stroke of the pump plungers, is a cam 56 which is provided with four lobes 5'7, 58, 59 and 60. A cam 60is formed with an internal ring gear 61 with-which the gear 62 meshes,'and this gear is mounted integrally on the same shaft with the gear 63' which-is-arranged adjacent the end wall of the casing. Meshing with the gear 63 is a gear'andfclutch member 64 which is keyed to the rear end of the crank shaft, a pin 65 being screwed into the crank shaft to secure the member axially. This arrangement of gearing, just described, is related so that rotation of the crank shaft will cause rotation of the cam 56 in a direction opposite to that of the crank shaft and at one-eighth the speed of rotation thereof. The rotation of the cam 56 is such that upon each two revolutions of the crank shaft, the lobes 57, 58, 59 and 60 will cause one actuation of each of the nine slippers associated with the fuel injection mechanisms. The cam 60 is also provided with a series of four lobes 72, one of which is shown in Fig. l, for actuating slippers 73, mounted on the shafts 55, with which the valve push rods 19 are associated so that during the suction and exhaust strokes of the pistons, the valves are held open thereby.

As before stated, I have found that with the fuel injection mechanism described, sufiicient penetration of the compressed air charges in the cylinders and a desirable atomization of the fuel is attained during engine running operation under load to result in combustion by compression,

but when the crank shaft is being turned slowly by an auxiliary source of power, such as a starting device, the rotation is so slow that the re-- sulting action upon the fuel injection mechanism will not cause sufficient pressure to be exerted against the fuel charges to result in the required penetration of the air charges or suihcient atomization to support combustion. In order to secure this necessary pressure and atomization, and to inject the fuel at a time during the air compression when the best efficiency will result, I provide an auxiliary mechanism for actuating the slippers associated with each of the injection devices. To this end I provide each of the fuel mechanism slippers with an extended portion 74 so that they can also be actuated by a single lobe cam 75 which is fixed to be driven with and at crank shaft speed. This cam, running at crank shaft speed, will move eight times as fast as the regular fuel actuating cam 56 and, consequently, will cause a much faster stroke of the pump plungers than would be causedby the cam 54, thus resulting in a highly increased pressure and an atomization beyond that which would be attained with the cam 56 in effective position when the crank shaft is turning at slow speeds.

In addition, the cam 75 is arranged to cause an injection stroke of the plungers at a later time in the air compression stroke than that which is caused by the cam 56. The cam 75 is preferably arranged to cause fuel injections just shortly before the pistons reach the top of their compression strokes, while the cam 56 is preferably arranged during engine operation so that the fuel injections occur in a range between 40 to 20 degrees before the pistons reach top center in'the compression stroke. I have found that when starting, this delay in timing and the provision of pressure behind the fuel charges to' cause a substantial penetration of the com.-

pressed air charges in a well atomized condition,

materially assists in the quick starting of engines of the compression-ignition type operating on liquid fuel of low volatility, and as a result, very little turning of the crank shaft is required to cause combustion by compression.

Manually controlled mechanism is associated with'the' cams 56 and 60 for regulating the position of the cam 56 angularly relative to the crank shaft so that either the cam 56 or 75 will be effective. The cam 75 is formed with an extended hub portion 76 the rear end of which is keyed to the crank shaft as indicated at 77,

the hub 78 of the cam 56 telescopes the hub 76,

while the hub of the cam 60' telescopes the hub 78 of the cam 56. Keyed upon the rear end of the hub 78 is a driving sleeve 79 which is provided with two peripheral rows of teeth 66 and 67, a retaining nut 80 being screwed upon the rear end of the crank shaft and engaging the hub 78 and the driving sleeve 79 to secure them in desired axial position. The hub 81 of the cam 66' is provided at its rear with peripheral teeth 82 with which teeth 68 on the axially movable clutch member 83 are arranged to mesh. The clutch member 83 is circular in form and a yoke 84 is associated therewith to move the same axially relative to the crank shaft. In order to manually effect movement of the yoke, there is a rod 85 extending therefrom through the rear wall of the crank case, and suitable mechanism can be associated with the rod for operating the same from a remote point. The yoke is normally pressed forwardly by a coil spring 86 which bears against the rear crank case cover. The clutch member 83 is also provided with teeth 87 which can be moved to mesh between either of the rows of teeth 66 or 67 on the driving sleeve 79.

The teeth 66 and 67 on the driving member are arranged in different angular relation relative to the crank shaft so that the teeth 87 on the clutch member meshing with either row of teeth will cause the cam 56 to rotate in two different angular relations relative to the crank shaft and the cam 60. In other words, when the teeth 87 mesh with one or the other of the rows of teeth on the driving sleeve, the cam 56 will be in an advanced or in a retarded angular relation relative to the crank shaft. Such two angular relations will cause the lobes of the cam 56 to actuate the rock levers or slippers in advance of the single lobe on the cam 75 or in a range extending between 40 and 26 degrees before the pistons reach their top compression stroke, but when the cam 56 is retarded then the lobes thereon are in a position such that th y would actuate the slippers Iapproximately when the pistons have reached the top of their compression stroke. When the cam 56'is in advanced angular position relative to the crank shaft, the lobes 57, 58, 59 and 60 will actuate the slippers and are of such length that they will maintain the slippers in raised position during the times that the single lobe of the cam 7-5 passes thereunder thus masking the cam 75 causing it to be ineffective. When the teeth 66 of the driving'member and this relation is desirable when starting the engine leecause at such time the slow turning of the crank shaft will cause a slow movement of the cam 56 and the resulting movement imparted to the proper penetration of the compressed air charges by the fuel charges to result in proper mixture to cause combustion and with the cam 75 effective, which is running eight times as fast as the cam 56, the movement imparted tothe plungers pump plungers thereby is too slow to cause;

i be m c n re se s i thereiqtei he. Pre sure imparted to the fuel injected into the, e will be e t high nd uffi ig t o. ea. the e h r s t ater al a ne rate the Q i ia 'ses so hat a hpm e cus ture will result. In starting the engine, the, rod; 85 is Pulled e f a dl h e at r. ausin h 87 o esh with h teeth. Q6. and; am Such. Po iti n, e. he. 2. r the. starter is pplis 9 t clutc POIQ Q of the Wi g te evera rolut ons. Qt: the crank shaft through the application of; the Starter, engine l. e ome s w-i nit ng.- a d; e 85. %1 -r e sed o hat. h lutch 84 is moved forwardly by the spring 86; causing the teeth 87 to disengagewith theteeth 66 and ej' eve te a en w h he teeth; .7. Qnthe-l dari me ii me-kins h can, ming ecr. tive and making the cam 5e effective.

. It l bse ved. heta err. h r e act the. teeth 66. and l se ir um ere t allyhan.

the teeth intermediate the s ame, wh ileevery third space be'tween the teeth 87 on theclutch is longer. circumferentially than, the spaces between the.

other teeth. The longer teeth of thesleevsandg the longer recesses of the clutch are complemen,-.

tary, hencethere are only four positionsiin which, the clutch can be meshed in driving relation. witheach of; the tworows of teeth on the driving sleeve. The clutch83 is inconstant meshwith. the teeth 8 2 on cam 60 which isalways in relation to be driven by rotation of the crankshaft, and the .teeth66 onthe clutch are staggeredwith respect to the teeth 67 so thattheyare slightly,

. in advance thereof in the direction of the rotag. Normally the spring 86- holds. the clutch 83 in a for ward positionwherein the:

tion of the sleeve.

teeth 87 mesh with the row. of teeth- 67; on the sleeve. In starting the engine, the clutch must, therefore be shifted from the teeth 6'7 -into en.-.

gagement with the teeth 66, and thiscanbe accomplished upon shifting of the clutohfrom,

the teeth 67 and permitting it to rotate asuflicient degree in advance of the teeth fi'ltomeshqwith;

the complementary teeth 66, this beingin ac lock-. wise direction looking at the front of, the engine.

During this rotation, the clutch movesonly at.

one-eighth crank shaft speed and consequently.

the change in the angular relation of the cam 56 will be eight times the degree of rotation ofthe clutch, the teeth 66 and 67 being staggeredrela:

before being engageable.

67, before it canbe meshed with the teeth 67';

As the crank shaft is turning eight timesasfast. as the clutch during this rotation in'the'shifting. operation, then the crank shaft will have made. nearly two revolutions during the rotation, of: the clutch so that it will have rotated 720 degrees less eight times the angle of the staggeredrelae tion between the complementary. teeth 66,;and67 and consequently the cam 56 will.;be,clutehed with the sleeve so that its lobes.-willbe.eifeetiye to operate the fuelinjection devices approximately degrees. before the. pistons .reach top center. During this shifting operation, the mo-..

mentum which the crank shaft has. gained in starting will continue for a sufficientv time, even though the starter is disconnected, so. that the slight; delay in driving the cam 56 after shifting the clutch; from starting relation is not of serious consequence in a self-ignition engine because the temperature, of. the cylinders has been raised and; the engine will become self-ignited before effective momentum of the crank shaft ceases. With; the four circumferential relations in which the. clutch, can mesh with. thesleeve to drive the can}, 5 6,thecamtimingfor actuating the plunger push rods will not, be disturbed in any possible.

position; of adjustment as the sleeve is keyed to the cam, and the four lobes on. the cam are in a definite relation with the meshing. positions of h l ve- It will be seen that the carn56 is driven from the gear 64v keyed, to the. crank shaft through meanspf; thegears63 and 62; the cam the clutch member 83, and the driving sleeve 79 so that by shifting; the clutch; 84 the cam. 56 can be dvaneedq e ardedin an n u re ation ative; to; the crankshaft. In starting, when. the

cam is effectiveto cause. the injection strokes. of the pump, plungers th time, atv whichthe fuelv is injected is just before; the pistons reachtop center on the air; compression; strokes, thereby resulting in efficient engine operation. The speed of the cam '7 5 when the starter is applied'is sufficientto causea pressure against, the fuelcharges which are injected into the cylinders such that theywillbe projected substantially to the axis of the rotating compressed air charges andinthis manner, there will be a homogenous 3 mixture preparedwhicheresults inquick combustion even though the crankshaft is turning at a slow speed.

While I have. herein described insome, detail a, specific embodiment of my invention, which I deem tobenew and advantageous and may specifically claim, I do not desire itto be understood that. my invention is limited to the exact details of the construction, asit. will be apparent that chan es maybe made therein without departing from the spiritorscope of my,invention.

What is claimedis:

1. In acompression-ignition engine, apressure injectiondevice forintroducing liquid fuel into compressedair charges in the-engine, normally y,"

effective mechanism operated by. the engine for actuating the injection device, a second.mech,-

anism for actuating the injection device. at a faster, speed, and; a later. time than, the nor mally effective. mechanism, and manually operable means formaintaining thenormally effective mechanism in ineffective-mention, said mechanisms beingeffective. onlyone. at a time to actu-c ate; the. injection device.

2. In a compression-ignition engine, devices for injecting liquid .fuel under pressure. into compressed air charges .in the engine-cylinders, mechanism driven ata reduced speed from the engine for. actuating said devices, another mechanism driven ata faster speedthan the. other mechanism and effective at a later time for actuating th e devices,. only one of saidmechanisms being effectiveat .a time, and manually actuated means.

for movingnthe. slower mechanism into ineffective position when theengine is-beingcranked.

3,. In. anompression-ignition engine, pressure injection devices for introducing liquid fuel .into compressed air charges-in the engine, a. pair of independentlydriven. cams for actuating saiddevices, one,of..sai d cams being driven at a faster speed and effective at a later time than the other, and manually actuated means for changing the relative angular relation of the cams to cause one or the other to be effective.

4. In a compression-ignition engine, pressure injection devices for introducing liquid fuel into compressed air charges in the engine to form explosive mixtures, a pair of cams rotated at different speeds for actuating the injection devices, said faster cam being effective at a later time than the slower cam and normally ineffective, and manually operable means for shifting the slower cam into an ineffective position while cranking the engine, said mechanisms being ef-- fective one at a time to actuate the injection devices.

5. In a compression-ignition engine, pressure injection devices for introducing liquid fuel into compressed air charges in the engine to form explosive mixtures, a crank shaft, a pair of came for actuating the injection devices, one of said cams being fixed to the crank shaft and the other cam being driven at a reduced speed from the crank shaft, and manually controllable means for regulating the position of the slower cam angularly relative to the crank shaft to place it in a relation with the other cam so that it is in ineffective relation with the injection devices.

6. In a compression-ignition engine, a pressure injection device for introducing atomized liquid fuel into compressed air charges in the engine, normally effective mechanism including a driving sleeve operated by a moving part of the engine for actuating the injection device, a second mechanism for actuating the injection device at a faster speed and at a later time than the first mentioned mechanism when effective, only one of said mechanisms being effective at a time, a manually operable means cooperating with said driving sleeve for shifting the normally effective mechanism into ineffective relation.

'7. In a compression-ignition engine, a pressure injection device for introducing atomized liquid fuel into the compressed air charges in the engine, a crank shaft, a cam fixed to the crank shaft, another cam adapted to be driven at a reduced speed from the crank shaft, reduction gearing including a driving sleve having two sets of teeth arranged in different angular relation and a shiftable member for effecting driving through either set of teeth, and means for normally maintaining the shiftable member in engagement with the set of teeth causing the slower speed cam to be effective.

8. In a compression-ignition engine, a pressure injection device for introducing liquid fuel into the compressed air charges in the engine, a crank shaft, a cam for actuating said injection device, an air valve actuating cam, reduction gearing between the crank shaft and the air valve cam, and a clutch connection between the air valve cam and the fuel injection cam, said clutch connection being shiftable to change the angular relation of said cams.

9. In a compression-ignition engine, a pressure injection device introducing liquid fuel into compressed air charges in the engine, a crank shaft, a cam for actuating the fuel injection device rotatably associated with the crank shaft, an air valve actuating cam, reduction gearing intermediate said crank shaft and said air valve cam, and a driving connection between the air valve cam and the cam for actuating the fuel injection device, said driving connection being shiftable to change the angular relation of the fuel device cam relative to the crank shaft.

10. In a compression-ignition engine, a pressure injection device for introducing liquid fuel into the compressed air charges in the engine, a crank shaft, a single lobe cam fixed to the crank shaft for actuating the fuel injection device, a cam rotatably associated with the crank shaft for actuating the fuel injection device, said camsv being effective only one at a time, an ElfVfilVB actuating cam, reduction gearing intermediate the'crank shaft and the air valve cam, a driving connection between the air valve cam and the cam rotatably associated with the crank shaft, said driving connection normally maintaining the slow speed cam'in effective position relative to the fuel injection device and in a relation shielding it from actuation by the fast cam, and manually operable means for shifting the driving connection to place the slow speed cam in an inef fective position in which lobes thereonare shielded from actuating the fuel injection device by the faster cam.

ll. In a compression-ignition engine, a pressure injection device for introducing atomized liquid fuel into the compressed air charges in the engine, a crank shaft, a cam for actuating the fuel injection device when starting the engine, said cam being fixed to the crank shaft, another cam for actuating the fuel injection device during running operation, said cam being rotatably associated with the crank shaft, an air valve actuating cam, reduction gearing intermediate the air valve actuating cam and the crank shaft, a driving sleeve fixed to the normal operation cam, and a clutch member intermediate the driving sleeve and the air valve actuating cam for causing rotation of the normally effective cam with the air valve cam, said clutch member being engageable in two relations with the driving sleeve to change the angular position of the slower speed cam to place it in effective or ineffective position, said clutch member being manually shiftable to establish a connection placing the slow speed fuel cam in ineffective position.

12. In a compression-ignition engine, a pressure injection device for introducing liquid fuel into compressed air charges in the engine, a crank shaft, a cam for actuating the fuel injection device fixed to the crank shaft, a normally effective cam for actuating the fuel injection device, said normally effectivecam being rotatably associated with the crank shaft, an air valve actuating cam, reduction gearing intermediate the crank shaft and the air valve actuating cam, a driving connection intermediate the air valve actuating cam and the cam rotatably associated with the crank shaft, said driving connection being shiftable to change the angular relation of the associated cam relative to the crank shaft to place it in effective or ineffective position, manually operable means for moving the driving connection into a relation causing the slow speed cam to be ineffective, and means for automatically maintaining the driving connection in a relation maintaining the slower cam in effective position, said cams being effective one at a time and the effective cam masking the injection device from the other cam.

13. In a compression-ignition engine, a pressure injection device for introducing liquid fuel into compressed air charges in the engine, a crank shaft, a cam for actuating the fuel injection device fixed to the crank shaft, a normally effective cam for actuating the fuel injection device, 56

said normally effective cam being rotatably associated with the crank shaft, an air valve actuating cam, reduction gearing intermediate the crank 1 shaft and the air valve actuating cam, a driving connection intermediate the air valve actuating cam and the cam rotatably associated with the crank shaft, said driving connection being shiftable to change the angular relation of the associated cam relative to the crank shaft to place it in effective or ineffective position, manually operable means for moving the driving connection into a relation causing the slow speed cam to be ineffective, and a coil spring for automatically maintaining the driving connection in a relation maintaining the slower cam in effective position, said cams being effective one at a time and the effective cam shielding the injection device from actuation by the other cam.

14. In a radial compression-ignition engine, pressure injection devices for introducing liquid fuel into compressed air charges in the cylinders, a crank shaft extending axially of said devices, a cam fixed to the crank shaft for causing injections of said devices, a second cam rotatably associated with the crank shaft for actuating said devices at a slower speed than the fixed cam, mechanism for driving said slower speed cam from the crank shaft, said cams being effective one at a time and provided with lobes of a character such that the effective cam will mask the ineffective cam from the injection device, manual operable means associated with the driving connection of the slow speed cam for moving it angularly relative to, the crank shaft into ineffective position during cranking of the engine for starting, and means for normally maintaining the driving mechanism in a relation causing the slow speed cam to, be effective.

15 In a compression-ignition engine, a pressure injection device for introducing liquid fuel into. the compressed air charges in the engine, a crank shaft, a single lobe cam having a hub extending axially of and fixed to. the crank shaft, a slow speed cam rotatably, mounted; upon the extended hub of the cam,fixed to thecrank shaft, an; valve actuating cam mounted, upon the hub. of; the slowspeed cam, a reductiondriving connection between the crank shaft and the air valve actuating cam, a driving connection between the air-valve cam and the slow speed cam,

and, a retainer for securing the slow speed cam and, the; air valvecam axially on the-hub of; the

cam, fixed to the crank shaft.

16. In a compression-ignition engine, a pressure injection device for introducing liquid fuel into compressed air charges in the engine, a crank shaft, a cam fixed to the crank shaft for actuating the fuel injection device, a starting jaw fixed tothe crank shaft, an air valve actuating cam, reduction gearing intermediate the starting jaw and the air valve actuating cam, a second cam for actuating the fuel injection device, a driving connection between the air valve actuating cam and the second cam, and means for shifting the driving connection to place the second cam in effective or ineffective relation, said cams being effective one at a time and the effective cam shielding the injection device from actuation by the other cam.

1'7. In an internal combustion engine, a pressure device for injecting liquid fuel into compressed charges of air in the engine, a pair of cams effective one at a time for actuating said injection device, said cams being driven by the engine at different speeds relatively, and manually adjustable means for placing either cam in effective actuating relation with the injection device.

13. In an internal combustion engine, a pressure device for injecting liquid fuel in the compressed charges of air in the engine, a pair of engine driven cams effective one at a time for actuating said injection device, said cams being timed differently in the compression cycle, and manually adjustable means for placing either cam in effective actuating relation with the injection device.

19. In an internal combustion engine, a pressure device for injecting liquid fuel into compressed charges of air in the engine, a pair of camsefectiveone at a time for actuating said injection device, saidcams being driven at different. speeds relatively and timed differently,

and manually adjustable means for placing either cam in effective actuating relation.

20. In aninternal combustion engine, a pressure device for injecting liquid fuel into' compressed charges of air in the engine, a pair of cams: effective one at a, timefor actuating said injection device, said cams being driven at different speeds relatively and timed differently,

and means manually maintained in one posi-- tion to place one of the cams in ineffectivere- Lia' lationwith the injection. device.

HERBERT C. EDWARDS;

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