US1968831A - Mechanism for controlling the admission of air to internal combustion oil engines - Google Patents

Description

K. J. E. HESSELMAN MECHANISM FOR GONTROLLING THE ADMISSION 0F AIR To INTERNAL coMus'IIoN OIL ENGINES 2 sheets-sheet 1 lexul.

Original Filed Nov.

Aug. 7, 1934. K. J. E. HEssELMAN 1,953,831

MECHANISM FOR CONTROLLING THB ADMISSION 0F' AIR TO 'INTERNAL COMBUSTIUN UIL ENGINES Original Filed Ngv. 5, 1929 2 Sheets-Sheet 2 la Arr-ORNE? Patented 7,. 1934 `'Ulvrrlezfli STATES u.1P.irl-ENIFFHCE 1,968,831 l M E o n A N I s M? Fon CoN'rRoLLlNG 'run ADMISSION OF AIR TO I CODIBUSTION OIL ENGINES NTERNAL 'Knut Jonas Elias Hesselman, SaltsjogStor'angen,l near Stockholm, Sweden, assigner to Hesselman Motor Corporation, Ltd., London, England, a corporation of Great Britain Application November 5, 1929, Serial No". 404,912.`

Renewed July 3, 1933. In Sweden November This invention relates to `internal combustion oil engines which are provided with regulation means to determine the quantity of fuel oil to be injected foreach working stroke. In such 5 engines it has been already proposed, in order to promote the combustiomlto decrease thev supply of air upon a reduction of the supply of fuel for each working stroke by means of a damper oraI similar valve inserted in the suction conduit of the engine and mechanically connected to a regulating -device of the fuel pump so that the 'damper has been. caused to throttle the supply of air according as -the fuel pump has been adjusted under the control of the. regulatingy device to deliver a reduced quantity of fuel oil at each such stroke. Such an arrangement, however,

gives a very approximate and unreliableregula tion of the supply of air. Particularly, said regulation does not take care of 'variations of the 29 number of revolutions'of the engine,fin as much l as the area left open at the damper will be the vsame at high and low numbers ofi4k revolutions.

As a result, the quantity of air supplied for each s strokeof the pump plungerwill be smaller at a small as to give rise to a harmful or otherwise non-desirable vacuum Within the cylinder.

The present invention has for one of its principal objects tlie provision of means for maintaining a desired ratio between .the quantity of air admitted andthe quantity of `fuel admitted for each Working stroke of the engine throughout the'normal working range of engine loads, and for maintaining such ratio at a substantially constant value, irrespective of the variations in engine speed at a given load, without 40 any circumstances of load on the engine.A 'This is accomplished by providing a spring loaded valve responsive to variations in engine suction for restricting the admission of air to the engine, the spring load on which is increased or decreased upon increase or decrease of the quantity of fuel supplied per Working, stroke within the lower lo'ad range of the engine, and by so constructing and arranging said valve means that Within the upper load range ofthe engine the admission of air is not aiected by 'the spring load.

Other and more detailed objects of the. invention and the manner in which the several ob' jects are attained will appear as the following description of several suitable embodiments of unduly restricting the admission of 'air underv (ci. 12a-s2) apparatus for carrying the invention into. effect proceeds.

I'n the accompanying drawings forming a part .of this speciiication:

Fig. 1 is a' vertical section of an embodiment'.

The invention is characterized, chiefly, by the factthat the air throttling' device comprises a spring loaded valve the spring load of which is varied due to the adjustment of the fuel regulating device. Due to this spring load the air admission area left'open by the valve at a certain adjustment of said regulating device will not be xed but will-depend on the number of revolutions of the engine so thatthe said area. will be larger according as the number ofjrevolutions -and thus also-the action of the. engine in drawing in air increases. For each adjustment o! the 'tro fuel regulating device or the spring load there may thus be a larger or smaller air admission area left open by the valve according as the number of revolutions is higher or lower,I that is to say, a substantially constant ratio will be main-v tained between the quantity-of air inducted for each'working stroke of the engine and the 'quantity of yfuel delivered for each such `working stroke.

In the accompanying drawings several embodiments of the invention are shown.

Fig. 1 is a vertical section'of an embodiment of the invention, adapted for avehicle engine. Fig. la is asection on a larger scale of a part of the apparatus 'shown in Fig. ll. Fig. 2 is a' section of amodied embodiment, likewise adapted for a vehicle engine. Figs. 3 and are sections of an air regulating devicev especially adapt? ed for a small engine which comprises a single spring'loaded valve.. Fig. 3 illustrates the'position of the, valve at full load, and Fig. 4 illustrates the position of the valve at low load. Figs. 5 and 6 are sections of an air regulating device especially adapted for large engines which comprises a dilerential valve. Fig. 5 illustrates the position of the valve at low load and Fig; 6 illustrates the position of the valve at full load. f l

With reference to Fig. 1 the numeralA 1 indicates the cylinder of an internal combustion engine driven by liquid fuel injected towards the end of the compression stroke. eiected through the nozzle 2 supplied with fuel The injection is from the pump'. Combined with lthe fuel pump `through a ly operated, if desired. ,The suction stroke of the plunger-4 is effected, as shown, bya spring 'I'. whereas the discharge stroke is effected by a cam 8 through the intermedium of a sliding block 9.

The admission of air to the cylinder takes place channel 10 the connection of which with thecylinder 15e-controlled bythe valve 11. The connection between the channel 10 and the atmosphere iscontrolled-by a regulating mechanism contained in a casing 12 communicating with the channel 10 and opened to the atmosphere at 13. The regulating mechanism shown comprises a slide valve 14, a spring controlled main valve 15 and a likewise spring controlled auxiliary valve 16. The slide 14 controls two rows of 4openings y1'1. 18 vin thefcasing 12, the former by its upper edge and the latter by a seiries of openings 19 of'little heightf`as compared with the heightV of--the openings 1'1. The slide valve 14 is carried by the stem 20 carrying below the casing a spring21 tending to maintain the slide valve fin full open state. The lower end of the stem 20 rests on the lever 6 above referred to. The stem 20 is-extended above the slide valve 14 and supports by means of a light spring 22 a disc or plate 2,3 in turn supporting a heavier spring 24 acting on the valve 15. Said .valve 15 controls a` connection to the channel 10 by way of a branch channel 25 leading from the inlet 13. II'he valve 15 is adapted to be held out of actionv by being positively held in closed position when the engine runs at no load. Tothis end, I provide a pin 26 ,in alignment'rwith the stem 20 and fitting in a sleeve 2'?, carried by said pin 26 and extending through the valve 15. The pin 26 with the sleeve 27 is longitudinally movable, and the sleeve 27 is provided at its'lower end with a flange 28 adapted to engagethe valve 15 and move it against its seat when the pin 26 is moved upwards by the stem 20 in the upwardmovement of the, slide valve 14, as will be hereinafter described.

The pin 26 may be longitudinally adjusted, in

as much as it is screwed into g 4member 39 con-` nected to sleeveA 27. This is forthe purpose of determining that position of the slide valve in which the valve 15 engages its seat, that is, the no-load position. Formed in the pin 26 is a bypass channel 40 ending in the'surface of the pin below the flange 28. The area; of the lower mouth of said channel may be adjusted by the above said adjustment of the pin 26. Said by-pass channel will allow a small quantity of air, which is the smaller the shorter the Lrio-load stroke of the plunger, to enter the passage 10 independently of the closed valve 15.

, thermore, a comparatively light spring may be used to act on the valve 15 with the result that the operation of the hanci'lever 6 will be facilitated.

The operation of the mechanism described is as follows:

Normally, that is, when the engine works at normal or full load the airregulating mechanisml is in the position shown in Fig. 1. In this position the air may enter freely through the open- - ings 17, 18. Atthe beginning of the compression jperiod there will thus exist, practically, atmospheric pressure within the cylinder. When the load sinks and the fuel pump regulating mechanism is, as a result, operated to reduce the quantity of fuel injected, by moving the control lever 6 upwards, the stem 20 with slide 14 willat the same time be lifted. This will effect a throttling of theadmission of air iirst at' a relatively slow rate, as long as the openings 19 `are fully uncovered, and then at a successively higher rate. Dur- 'ing thesaid last mentioned period of the slide movement a sleeve 29 secured to the stem -20 which carries the spring 22 will come into engagement with the lower surface of the disc 23 which will then constitute a rigid support for the spring 24 causing the latter to hold the valve 15 with a certain pressure against its seat. For the range of movement of the control lever 6 from full load position to that at which sleeve 29 engages the lower face of disc 23, which range coris effected by the slide14, the valve 15 being held.

toits seat by spring load. Thus, in this range, the spring loaded valve does not control the admission of air. The valve 15 will come into action to assist to the regulation of the admission of air, that is, to allow more air to enter, as soon as the throttling of the air in conformity with the load as effected by the slide valve 14 only allows such a little quantity of air to enter that the vacuum generated within the cylinder due, for instance, to an increase of the number of revolutions,- Will allow the atmospheric pressure to open the valve i5 against the action ofspring 24.

When the slide valve 14, due to reduction ofthe-pump stroke, has been lifted to such a level as completely to cover the openings 1718, the regulationV of the air will be elected substantially entirely by the valve l5. According as the length of the pump stroke is further reduced, that is, the slide valve 14 is 'still further lifted the tension of the spring 24 will be increased and the quantity of air passing through valve l5 correspondingly reduced so thatit will keep substantially proportional to the quantity of fuel injected irrespective of 'the number of revolutions, inasmuch as the valve will open more at higher number of revolutions than at lower. After the slide valve 14 has been lifted to such a level that the stem 20 has taken the pin 26 with it, causing the flange 28 to press the valve 15 against its seat, the valve 15 will be put out of action.

'I'he admission of air is now controlled'. by the above said by-pass channel 40 in the pin 26, by an adjustable no-load aperture 30, and by the valve 16 in conjunction. With the engine running slowly at no-load, as with the vehicles stationary, the quantiy of air allowed to enter through 30 and 40 will give a suflicient pressure to insure combustion of all of the very small quantity of fuel injected at each stroke under these conditions, the number of revolutions being maintained constant or substantially constant by the number of revolutions, as, for instance, with the If, on lthe other L. hand, the engine be running light at -a highcar running down a hill, it may happen that the quantity of air as allowed to enter through 30I and 40 will be so little as to cause a high inner load,v resultingin too high a braking ed'ect and incomplete combustion of the i'uel injected. In order to prevent this drawback the valve 16 is so, arranged and its load so adjusted as 'to open v 'at a given vacuum suited to the circumstances morder thereby to limit the reduction oi' the pressure. l

.From the foregoing it will be seen that at intermediate engine loads the air admitted to the engine is-throttled under the iniluence of the spring load on valve 15, while at engine loads above such intermediate loads valve is rendered ineffective as a throttling means` even though it is closed due to the opening of the 15 ports uncovered by movement of valve 14. Similarly valve 15 is rendered ineilective under noload operating conditions due to the by-pass provided to take' care of such operation. It will further be noted that the valve 14 provides through the opening of ports 1'! andl torsubstantially unrestricted ilow oi' air at full engine load' or engine load which is substantially full load. As hereinaiter employed the term. substantially full engine load is intended to in-v 2g; clude what may be termed the full load range of operational the engine including not only actual full load, but loads Awhich approxi-- mate full load.' In certain casas the mechanism may Ibe made more simple by omitting theauidliary valve 18,

A especially adapted for small engines. In this embodiment .the air regulating mechanism com- 40 prises a spring .operated valve only. Said valve is shown as a valve plate 56 co-operating .with a seat surrounding the air yintake opening-51. 'lhe valveplate 50 may slide on the stem 52, which projects through the valve casing and is adapted 41|; to be operated by the iuel pumpv .control lever (not shown) in the samewayas already described. The spring 53 acting on the .valve plate 50 is supported by a disc 54 resting-on a shoulder of the stem 52. Screwed `on the end oi the stem 552 projectingabove the valve plate 50 is a nut 55 serving as an upper valve stop in the way hereinafter described.

Fig. 3 illustrates the position oi the regulat- -ing mechanism at full load on the engine.' `In this y5g; position the nut 55 maintainsthe valve 50 in its lowermost position in` which the largest quantity of air may pass through opening 51. In thispo- 'sition' the spring 53 is not under tension or under' a slight tension only. `According as the amount a0 of fuel iniected decreases the stem 52 will'be lifted thereby successively bringing the valve plate 50 into engagement with its seat and, should the lifting movement oi the stem continue, the spring 53 will be put under tension causing thevalve e5 50 to begin its regulating action. When the pump stroke has been decreased as i'ar as possible, that is, when the amountof fuel injected is equal to 0, the tension of the springwill balance the atmospherics pressure upon' the valve plate there- 7o by keeping the valve 50 inclosed state.

As will be seen from Fig. 3, the annular opening between the valve seat andthe valve 50. when the valve isin full load position, is so largewith respect to the area of the circular opening 51,

that the initial upward movement oi valve 50 from .incassi full load position produces substantially the same eii'ect as the slide 14 in the less simple valve arrangement of Fig. 1, particularly when spring 53 1s under an initial tension. During the initial up- .ward movement' of valve 50, corresponding to the high load range oi the engine, the spring load of. spring 53 maintains valve 50 against the stop 55, and it is only when the valve 50 is moved sufliciently near to its seatto cause an7 appreciable vacuum to be formed in the intake pipe that the v alve commences to function as a pressure responsive element. The range of adjustment of the control means in which a spring loaded valve acts as a pressure responsive element corresponds to the low load operating range of the engine.

Figs. 5 and `6 illustrate an embodmentof the invention which is especially adapted for large engines b ut may yet present certain advantages also in connection'withsmall engines. In this embodiment the regulating means comprises two interconnected slide valve plates 60 and 6l, respectively, of .diierent diameter. The common stem 62 of said slidevalve plates is acted on by a Spring 63 the'tension of which need only correspond to th air pressure acting on the difference oi' the valve areas. As a result, the power pared with that required yin the embodiments above described. At the same time, the air inlet areas with completely open valves arel twice that of the embodiment shown in Figs. 3 and fi. As

a lfurther advantage it may Vbe mentioned that the valve plates do not engage any seats but will enter the respective borings 64 and 65, when in closed state, as indicated by dotted lines in Fig. 5. In order to' show the advantage of this ar.- rangement it may be mentioned that the vac- 'necessary to effect the regulation is smal as comY uum within the passage 10 is not constant especially in engines having but a few cylinders. This willcause the valves to oscillate. In thel embodiil ments having valve seats the valves `will consequently strike the seats-especially at. low number oi'revolutions--which will result in a disturbing noise. vIn the embodiment shown in Figs.

5 and 6 the slide valve plates will oscillate about a position of' balance when .the spring is under tension and throttling is "to be effected. In Fig.

5 the spring is shown under slight tension while. in Fig. 6, the spring is not under tension and the air intake opening fully uncovered. This design -`n may, of course,be combined with auxiliary means similar to those shown in Fig. 1, that is stopping means to permit running at noload,aux iliary valve, and no-load opening. y

In the several embodiments illustrated it will be evident that at substantially full engine lo'ad the air supply is unrestricted due to the'iact that in the embodiment of Figs. 1 and 2 the ports con` I trolledby slide 14 are fully'uncovered, and that in the' embodiments of Figs. 3-6 the spring loaded 1 valve member is movedv away from its seat to a position `providing iull air inlet openings. It ,will further be evident that the several embodiments function to produce the same character of regulation, which provides'variations of the areal of the air inlet opening in response to variations in engine suction in the low load range of engine able embodiments oi' apparatus for carrying the `the invention is not limited in its scope to the precise forms of apparatus herein disclosed, but is intended to include all forms of apparatus falling with/in the scope of the appended claims when they are construed as broadly as is/consistent with the state of the prior art. f;

i WhatI-claim is:

l. In an internal combustion engine, mechanism for supplying fuel to the engine, control means for governing the quantity of fuel delivered by said mechanism for each working stroke of the engine and means providing for the admission of combustion air to'the engine, said last named means operating under the inuence of said contrdl means to provide substantially unrestricted flow of air to the engine at high engine loads and including a valve having a spring load variable under the influence of said control means for throttling the ilow of air at lower engine loads subject to variations in the quantity of fuel delivered for each such working stroke.

il. In an internal combustion engine, mechanism for supplying fuel to the engine, control means for governing the quantity of fuel delivered by said mechanism for each working stroke of the Iengine and meansY providing for the admission of combustion air to the engine, said last named means comprising a valve movable independently of said-control means upon variation in engine suction and having a spring load under the infiuence of said control means `for throttling the flow of combustion air at intermediate engine loads subject to variations in the quantity of fuel delivered'for each working stroke and means for rendering said valve ineffective to throttle the now of air at engine loads above said intermediate loads.

3. In an internal combustion engine, mechai nism for supplying fuel to the engine, control means for governing the quantity of fuel delivered by saidmechanism for each working stroke of. the engine and means providing for the admission of combustion air to theengine, said-last named means comprising a valve having a 'spring load under the influence of said control means for throttling the flow of combustion air at intermediate engine loads subject to variations in the quantity of fuel delivered for each working stroke and means for rendering said valve ineffective to throttle the ow of` air atengine loads above and below said intermediate loads.

4. In an internal combustion engine, mechanism for supplying fuel to the engine, control -means for governing the quantity of fuel delivered by said mechanism for each working stroke of the engine and means 'providing for the admission of combustion air' to the engine,

'said last named means comprising a valve having a springload under the influence of said control means for throttling the flow of combustion air at intermediate engine loads subject to ,variations in the-quantity of fuel delivered for each such working stroke, a second valve permitting substantially unrestricted flow of air at loads above said intermediate loads anda by-pass for admitting air at loads below said intermediate. Y loads when said rst mentioned valve closed by said spring load. 5. In an internal combustion engine, mechanism for supplying fuel to the engine, control means for governing the quantity of fuel delivered y by said mechanism for each working stroke of `the engine and lmeans providing for the admission y gofcombustion air tothe engine, said'last means comprising a valve movable independently of said control means upon variation in engine suction and having a spring load under the influence of said control means for throttling the now of combustion air subject to variations in the quantity of fuel delivered for each such working stroke and means for rendering said valve ineffective to throttle the flow of air at substantially full engine load, whereby substantially unrestricted flow of air is secured at such load.

8. In an internal combustion engine, mechanism for supplying fuel to the engine, control means for governing the quantity of fuel delivered by said mechanism for each working stroke of the engine and mechanism for governing the admission of combustion lair to the engine comprising a'valve having a spring load under the influence of said control means for throttling now of oombustion air subject to variations in the quantity of fuel delivered for each working stroke and means for rendering said valve ineffective at substantially full engine load, said last named means v mission of combustion air to the engine comprising a valve movable independently of said control means upon variation in engine suction and having a spring load under the influence of said control means for throttling iiow of combustion air subject to variations in the quantity of fuel delivered for each working stroke and means for rendering said valve ineffective at substantially full engine load, said last named means causing said valve tomove to open `position when said control means is moved to substantially full yload position.

8. In an internal combustion engine, mechanism for supplying fuel to the engine, control means for regulating the quantity oi fuel delivered by said mechanism for each working stroke of the engine and means for controlling the air supplied to the lengine comprising a valve adapted'to open due to differential air pressure caused by engine suction and a spring influenced by movement of the control means for^applying to said valve a closing pressure increasing as the fuel supply is decreased, said valve being adapted to moveto fully open position without resistance from' said spring when the control means is moved to substantially full load position. f

9. In an internal combustion engine, mechanism for supplying fuel to the engine, control means for regulating the quantity of fuel delivered by said mechanism for each working stroke' of the engine and mans for controlling the air supplied to the engine comprising a valve adapted to opendue to differential air pressure caused by engine suction and a spring influenced by movement of the `control means for applying to` said valve a closing pressure increasing as the fuel supply is decreased, said spring being adjusted to exert a pressure substantially equal to atmospheric pressure when the control means is vadiusted to deliver no fuel and said valvev being adaptedv to `move to open position without resistance from said-spring when the c'ontrol xlians ismoved tofsubatantiallyfull load posin. l y t y 10. In an internal combustion engine, mec msm for supplying fuel to the engine', control means for .regulating the quantity of fuel delivl ered by said mechanism for each working stroke of the engine .and means for controlling the air supplied to the engine comprising a valve adapted to open due to differential air p e caused by engine suction and a spring influenced by movement of the control means for-applying 'to said valve a closing pressure' increaslngjas the fuel supply is decreased, said spring being adjusted to exert substantially no presure when the control means is adjusted to deliver relativelyV large 'quantities of fuel andv to "eaert a pressure. substantially equal to atmospheric pressure when the control means is adjusted to deliver no fuel and said valve being adapted to move to fully open position -without resistance from said spring when the control means is moved to substantial- 1y full load position.

11. In an internal combustion engine, mechanism for supplying fuel to the engine, control meansfor governing the quantity of fuel delivered by said mechanism for each working stroke of the engine, a passage having an inlet for supplying combustion air to the engine; a plate'valve for controlling said inlet. `a spring load acting on said valve under the influence of said control means for maintaining a substantially constantratio betwen the quantity of air and the quantity of fuel supplied for each such working stroke irrespective of variations in engine speedand a second air inlet 'for admittingvair to said passage independently of the spring loaded valve. 4

l2. In an internal combustion engine, mechanism for supplying fuel to the engine, control means for regulating the quantity of fuel delivered by said mechanism for each working strokeof the engine and means for controlling the air supplied to the engine comprising -a substantially balanced double plate valve adapted to open due to dilferential air pressure caused by engine suction and a spring iniiuenced by movement of the control means for applying to said valve a closing pressurel increasing as the fuel supply isdecreased, said valve being adapted to move to fully open position without resistance from said spring when the control means is moved to substantially full load position. e e

13. In an internal combustion engine, mechanism for supplying fuel to the engine, control meansl for regulating the quantity of fuel delivered by saidv mechanism for each working stroke. of the engine and means for controlling the air supplied to the engine comprising an annular plate valve adapted to open due to difterential air pressure caused by engine suction, a spring lniiuenced by movement, of the. control means for applying to said valve a closing pressure increasing as the fuel supply is decreased and means influenced by movement ofthe control means for renderingsaid valve ineifective to throttle the 'flow of ,air at substantially full englneload.' 1 14'. In an internal combustion .oil engine the y combination cfa-fuel pump, a regulating device to determine the. quantity -of fuel to bedelivered by `Sgn-,1 pump for each ignition, an. air supplying passage, a slide valve to control the air supply under the control ofsaid regulating device when adjusted to cause'the pump-to deliver large quantities of-fel oilfor eachignition, a spring-loaded: valve'the spring-load of which is under the controlf of said regulating device, said valvebeingf.; fada'pted to be opened by the vacuum producedin number of revolutions of the engine,. and "a -mined by the weaker of the two springs when said loaded valveto control thesupply of air through said passage under'the control of said regulating.r device when adjusted to cause the pump to deliver small quantities of fuel, and means controlled by said slide 'valve to lmaintain said spring-loaded valve in closed 'state when said regulating device is in the position corresponding to no load on the engine: Y

16. In an internal combustionv oil engine the combination of a regulating device to determine the quantityof i'uel oil to be deliveredxfor each ignition, an air supplying passage, a valve-tacontrol the supply of air through said passage, a spring load acting on said valve under the con; trol of said regulating device to keep the quantity vof air supplied for each ignition substantially proportional to the quantity of fuel oil supplied for each ignition irrespective of variations of the spring-loaded auxiliary valve to supply an addi- .tional quantity of air when the engine is running at low load at a high number of revolutions;

17. In' an .internal combustion engine, mechanism for supplying fuel to the,engine, control means for governing the quantity of fuel delivered by said mechanisms-for each working stroke of the engine, a passage having an inlet for supplying combustion air to the engine, a valve for controlling said inlet, a springload acting on said 'valve under the influenceof said control means for maintaining a substantially constant ratio between the quantity of air and the quantity of fuel supplied for each working stroke irrespective of variations in engine speed, and means whereby a substantially unrestricted supply` of air is admitted to said passage independently of the spring load on said valve when said mechanism vis adjusted for substantially full engineload. 18. In an internal combustion engine, mecha- 125 nism for supplying fuel tothe engine, control means for governing the quantity of fuel delivered'by said mechanism. for each working stroke of the engine, a passage having an inlet for sup-` plyingcombustion air to the engine, a valve forrw controlling said inlet -and a spring load acting on said valve under the influence of saidcontrol means for maintaining a substantially constantv ratio between the quantity of air and the quantity of fuelv supplied for each .working stroke irrespective of variations in engine speed, said spring load being provided by two` springs of different strength, the value of the spring loadbeing detercontrol means is adjusted for relatively high enla gine loads and the value ofthe spring load being determined by the stronger of the two springsA is adjusted. for relatively low engine loads. y

19. m an internal combustion engine, mecnanism forV supplying fuel to theengins, .control v when the control means message@ @he vali-s 15'- adapted to open 4due to diiferential air pressure caused by engine suction, a spring for'applying a closing pressure to said valve, an abutment for said spring movable in response to movements of said control means, said valve being movable with respect to said abutment and said spring being between the valve and the abutment, and adjustment means for varying the initial pressure exerted on the valve by said spring.

20. In an internal combustion engine having a working cylinder and an inlet for supplying combustion air to the cylinder, pump means for supplying a measured quantity of fuel to the cylinder for each working stroke, a valve for controlling said inlet, said valve comprising a valve member adapted to open under the influence of pressure 'of air admitted through said inlet and a spring load for closing the valve, said valve providing an inlet opening for fiowof air increasing in size in substantially direct proportion with movement of said valve member from closed position, regulating mechanism for regulating said pump means and said valve Jcomprising parts foperatively connected to movein substantially directly proportional relationship with respect to each other, the position of one of said parts determining the quantity ofi'uel delivered by said pump means foreach working stroke and the ,position of the other of said parts determining the value of the sp1-ing load on said valve member resisting opening ofthe valve and means for rendering said valve member ineffective to control flow of air to said cylinder when said regulatingA mechanism is adjusted to provide a fuel supply suitable for substantially full load operation of the engine.

21. In an internal combustion engine having a worlclng cylinder and an inlet for supplying combustion air to the cylinder, pump means for supplying a. measured quantity of fuel to the cylinder for each working stroke, a valve for controlling said inlet, said valve comprising a reciprocable valve member adapted to open under the influence of pressure of air admitted through said inlet and Aa spring load for closing the valve, mechanism for regulating said pump means and said valve comprising parts operatively connected to move in substantially directly proportional relationship with respect to each other, the position of one of said parts determining the quantity of `i'uel delivered by said pump means for each working stroke and the position of the other of said parts determining the value of the spring load on 'said valve member resisting opening of the valve and means for rendering said -valve member ineffective to control flow of air to said cylinder when said regulating mechanism is adjusted to provide a fuel supply suitable for sub-V stantially full load operation ofthe engine.

22. In an internal combustion engine having a Working cylinder and an inlet for supplying combustion air to the cylinder, pump means for supplying a measured quantity of fuel to the cylinder for each working stroke, `a. valve for controlling said inlet, said valve comprising a reciprocable valve member adapted to open under the influence of pressure of air admitted through said inlet and a spring load for closing the valve, said valve member and said inlet cooperating to provide an inlet opening for flow of air increasing iny size in substantially direct proportion with movement of the valve member away* from closed position,

regulating -mechanism for regulating said pump means and said valvey comprising partsoperatively connected to move in substantially directly proportional relationship with retermining the value of the spring load on saidvalve member resisting opening of the valve and means for rendering said spring load ineffective to move said valve member away from substantially fully open position when said regulating means is adjusted to provide a fuel supply suitable for substantially full load operation of the engine.

23. In an internal combustion engine having a working cylinder and an inlet for supplying combustion air to the cylinder, pump means for supplying a measured quantity of fuel to the cylinder for each Working stroke, a valve for controllingsaid inlet, said valve comprising a reciprocable valve member adapted to open under the influence of pressure of air admitted through said inlet, a loading spring and an abutment against which said spring reacts said spring tending to close said valve and said abutment being adjustable Withjrespect to said' inlet opening to determine the force required to open the valve against the resistance provided vao by the loading spring, Iregulating mechanism for regulating said pump means and said valve comprising parts operatively connected to move in4 adjustment of said abutment for causingsaid valve member to be fully open when said regulating mechanism is adjusted to provide a fuel supply suitable for substantially full load oper.- ation of the engine. i

24. In an internal combustion engine having a `Working cylinder and an inlet for supplying combustion air to the cylinder, a plunger pump for supplying a measured quantity of fuel to the cylinder for `each working stroke, a valve for controlling said inlet, said valve comprising a reciprocable valve member adapted to open under the influence of pressure of air admitted through said inlet, said valve providing an inlet opening for flow of air increasing in size in substantially v direct proportion with movement of said valve member from closed position, mechanism for regulating said pump means and said valve comprising a first part movable to alter the effective stroke of said pump whereby to regulate the quantity of fuel delivered by the pump for each Working stroke and a second part operatively connected with said first part so as to move in substantially directly proportional relationship therewith, said second part providing an abutment and a loading spring for said valve, said spring reacting against said abutment and tending to close the' valve, said second part having a position rendering said loading spring ineffective to g move said valve member from fully open position when said regulating mechanism is adjusted to provide a fuel supply suitable for substantially full load operation of the engine. i

25'. an internal combustion engine of the injection type, a pump for supplying'fuel to the engine, control means'ior governing the quantity of fuel delivered by said pump for each working stroke of the engine, and valve means operatively associated with said control means for admitting air to the engine, said valve means including a valve part adapted to be opened by pressure of air admitted to the engine against a spring load the value of which is dependent upon the position of adjustment of the control means in the range of movement of the control means corresponding to the low load range of the engine and a part movable with said control means for controlling the admision of air independently of said spring load in the range of movement of the control means corresponding to the high load range, of the engine, the last mentioned part being arranged to provide Afor substantially unrestricted admission of air when the control means is in a position of adjustment corresponding to substantially full load on the engine.

26. In an internal combustion engine of the injection type, a pump for supplying fuel to the engine, control means for governing the quantity of fuel delivered by said pump for each working stroke of the engine, and valve means operatively associated with sad control means for admitting air to the engine, said valve means comprising a valve member adapted to be opened by pressure of air admitted to the engine and-having a springload for closing the' valve the value of which is inuenced by the position of adjustment of the control means, said valve member being movable with respect to said control means under the inuence of the pressure of said air and the said spring load in the range of movement of the control means corresponding to the low load range of the engine and additional means for ad'- mitting air to the engine independently of said spring load, said additional means being operative to admit air in the range of movement of the control means corresponding to the high load range of the engine and providing for substantially unrestricted flow of air to the engine when the control means is in a position ofv adjustment corresponding to substantially full load on the engine.

27. In an internal combustion engine of the injection type, a pump for supplying fuel to the engine, control means for governing the quantity of fuel delivered by said pump for each working stroke of the engine, and a spring loaded valve operatively associated with said control means for admitting air to the engine, said valve being movable with said control means independently of said spring load in the range of movement of said control means corresponding to the high load range of the engine and being movablerelative to said control means under the influence of the pressure of air admitted to the engine and the said spring load in the range of movement of said control means corresponding to the low load range of .the engine, said control means and said valve being arranged to permit the valve to move to a position permitting substantially unrestricted flow of air therethrough when the control means is moved to a position of adjustment correspond- 115;:

ing to substantially full load on the engine.

KNUT JONAS ELIAS HESSELMAN.

CERTIFICATE oF CORRECTION.

Paten! No. l,968,83l.

August 7., 1934.

KNUT vJONAS ELIASl HESSELMAN.

It is hereby Certified' that error appearsin the printed specification of the 'above numbered patent requiring correction as follows: Page l, .line 60, commencing with "Fig. 1" strike out ali to and including the word "shown" in lillev 83; and that the said Leners Patent should *be read with this correction therein lha; the samemay Conform to the record of't'he case in the Patent Office.

'Signed and sealed thisA lith day of September, A. D. 1934.

((Seal) Lesl ie Frazer Acting Commissioner of Patents.

associated with said control means for admitting air to the engine, said valve means including a valve part adapted to be opened by pressure of air admitted to the engine against a spring load the value of which is dependent upon the position of adjustment of the control means in the range of movement of the control means corresponding to the low load range of the engine and a part movable with said control means for controlling the admision of air independently of said spring load in the range of movement of the control means corresponding to the high load range, of the engine, the last mentioned part being arranged to provide Afor substantially unrestricted admission of air when the control means is in a position of adjustment corresponding to substantially full load on the engine.

26. In an internal combustion engine of the injection type, a pump for supplying fuel to the engine, control means for governing the quantity of fuel delivered by said pump for each working stroke of the engine, and valve means operatively associated with sad control means for admitting air to the engine, said valve means comprising a valve member adapted to be opened by pressure of air admitted to the engine and-having a springload for closing the' valve the value of which is inuenced by the position of adjustment of the control means, said valve member being movable with respect to said control means under the inuence of the pressure of said air and the said spring load in the range of movement of the control means corresponding to the low load range of the engine and additional means for ad'- mitting air to the engine independently of said spring load, said additional means being operative to admit air in the range of movement of the control means corresponding to the high load range of the engine and providing for substantially unrestricted flow of air to the engine when the control means is in a position ofv adjustment corresponding to substantially full load on the engine.

27. In an internal combustion engine of the injection type, a pump for supplying fuel to the engine, control means for governing the quantity of fuel delivered by said pump for each working stroke of the engine, and a spring loaded valve operatively associated with said control means for admitting air to the engine, said valve being movable with said control means independently of said spring load in the range of movement of said control means corresponding to the high load range of the engine and being movablerelative to said control means under the influence of the pressure of air admitted to the engine and the said spring load in the range of movement of said control means corresponding to the low load range of .the engine, said control means and said valve being arranged to permit the valve to move to a position permitting substantially unrestricted flow of air therethrough when the control means is moved to a position of adjustment correspond- 115;:

ing to substantially full load on the engine.

KNUT JONAS ELIAS HESSELMAN.

CERTIFICATE oF CORRECTION.

Paten! No. l,968,83l.

August 7., 1934.

KNUT vJONAS ELIASl HESSELMAN.

It is hereby Certified' that error appearsin the printed specification of the 'above numbered patent requiring correction as follows: Page l, .line 60, commencing with "Fig. 1" strike out ali to and including the word "shown" in lillev 83; and that the said Leners Patent should *be read with this correction therein lha; the samemay Conform to the record of't'he case in the Patent Office.

'Signed and sealed thisA lith day of September, A. D. 1934.

((Seal) Lesl ie Frazer Acting Commissioner of Patents.

Images