US2006977A - Internal combustion engine - Google Patents

Description

July 2, 1935. 1.. M. WOOLSON 2,006,977

INTERNAL COMBUSTION ENGINE Filed oct. 25; 1930 s Sheets-Sheet 1 L/ONEL M Naozsa/v, 6:455,

5) HA Ext-c073? EMMH if MOLSON.

July 2, 1935. L. M. WOOLSON 2,006,977

INTERNAL COMBUSTION ENGINE Filed Oct. 25, 1930 5 sheet -sheet 2 f 5 3 L/ONEL M No 0; 50M DECEHSED,

' 15y HA5 x:a77e/x ZMMH 2? W00 501v July 2, 1935.

L. M. wooLsN 2,006,977

INTERNAL COMBUSTION ENGINE Filed Oct. 25, 1930 s Sheets-Sheet 5 Z/O/VEL Mir/004501 0:229:50,

8) EXECUTE/X EMMA f7 H0 045 pm.

Patented July2,1935 I x 2,006,977

f UNITED STATES PATENT; OFFICE INTERNAL COMBUSTION ENGINE Lionel M. Woolson, deceased, late of Detroit,

Mich., by Emma F. Wo'olson, executrix, Bloomfield Village, Mich., assignor to Packard Motor Car Company, Detroit, Mich.,a corporation of Michigan 7 i Application October 25, 1930,'Serial No. 491,253

' sClaims (01. 123-139) This invention relates to internal combustion Fig. 6 is sectional view-of the control mechaengines and more particularly to engines of the nism taken on line'66 of Fi 1 solid fuel injection type. Fig. 7 is a plan view of the control mechanism In engines of the compression-ignition type in for the regulating linkage;

5 which oil is injected into compressed air in the In the d i there illustrated a radial 0;,

yl nd rs to form the fuel charges, it is imporinternal combustion engine of the compressiontant that the oil be introduced in a timed relaignition type operating preferably "upon the tionwith the piston position on the compression il it Cyble principle n designed P strokes in order to obtain the greatest efiiciency t y for u as the D plant Of e lU and thereby prevent a. smoky exhaust, and 1 plane. The barreldike crank case it) is prohave found that the timing must 'therefore be Vided With a" p a y of apertures "thmugh varied in a definite relation with the regulation w c e radially extending cylinders H pmof the oil charge quantity to give the b t c ject, the cylinders having flanges l2 which bearbustion results. i against the outer face of the crank case to It is a general object of the present invention Support them in position pair of Circular 15' to provide a'novel and improved form of t band members l3 extend. around and engage nal combustion engine, the flanges I2 and are placed'in an initial ten-..

More particularly it is an object of the invension." a than that develops? 3 3 3 by tion to provide in an oil injection internal comthe explosion forcesvwhen the engine 15 Opera bustion engine of the radial cylinder type a The crank Cas includes a pair of trans- 20:

novel mechanism for regulating the quantity of Vefsely ,extendingn ing Walls alhldvthe the on charges and the time of their introduction rear end of the crank case is closed by an end into compressed air charges in the cylinders. wan

Another object of my invention is to provide a The crank shaft 16 extends through thecrank e ahar e I t case and is mounted in bearings I! carried by wteen tie tllittiteitfii itiite @321 321 52 the walls It d at iheiorweri end of the crank. control willisimultaneously vary the volume of a 'lx pellier (n t; g g ig zzgfi the oil charges and the time of their introduction v i I 2, eztad t the q intothe cylinders in a relative manner such. 5 a an pls Ons e Conn 0 that the greatest efficiency will result throughout the fuelrange. the masterlrod A fi 9 of iilventicin m Each of the cylinders is provided with an inlailtev the tgmlng of the ntrgductlod of 011 tegral head 2| and with an auxiliary head 22 0 m comprfiilon'lgnl Ion engmes so there being a neck portion 23 on the auxiliarygg that smoke will be eliminated from the exhaust. head havingv a Vnturi passage 24 which extends These and other objectsof the invention will therethough and through the end Wall 2| f e appear T P fyonowing fiescriptmn taken in the associated cylinders 'to serve as both the air connection with. the drawings, which form 'a inlet-and the exhaust outlet-h 1 A valve 25 w srods 20 which are-pivoted aroundthe hub of .40" part of this Specification and in which: sociated *with the inner end of each Venturi is a rear end elevation? View of a passage, being normally'maintainedin'closed poradial internal combustion engine, partly broken Simon y a plurality f Springs, 2 and w and partly in section to illustrate thefuel chanically opened bythe rock lever 21' actuated mlectim mechanisms; by the push rod mechanism 28rwhich extends Fig. 2 is an enlarged view of one of the fuel within -the-crank case and :engages a slipper. 5 push rod actuating rock levers and a fragment 29 The valve actuating mechanisms-are e of the actuating cam enlarged and shown in two ran d t hold the np during t o its P t I e haust and intake strokes'of the pistons and the Fig. 3 'is a vertical sectional view of the envalves are held closed by t v prings during 50. gine; 5 the compression and working strokes of the pis- 4 is a c ion l V w taken On li e 4 tons. Air' drawn .intothe cylinders through o 1 w g t m ti of e O th the Venturi passages duringthe suctionstrokes fuel P Tod actuating Ok ve s; of. the pistons is compressed during the comprese Fig. 5 is 'an enlarged sectional view of the sion strokes'of the pistons and-liquid fuel is master connecting rod and to the connecting' fregulating mechanism for the control links sprayed into the compressed air chargesdur- '55 ing'the compression strokes by injection de' ing fuel to the nozzle through the ports 36 whenthey are uncovered by the plunger 34, such adjacent manifolds being connected by conduits 31. A suitable system is associated with the.con-

duits and manifolds to maintain a supply of fuelv oil under low pressure therein so that whenever the plungers uncover the ports 36 oil will flow into the nozzles and pump barrels to maintain them filled beyond the space occupied by the plungers. Each plunger is moved in its injec-' tion stroke by-a push rod 38 which engages therewith and is moved in the opposite direction by the coil spring 39 arranged intermediate the pump casing and the barrel.

A dual cam 40 telescopes the rear end of the crank shaft l6 and is secured thereon by a retainer M which is fastened in any suitable manner, and on the periphery of such cam is provided two sets of lobes, the lobes of one setbeingindicated by the numeral 42 and the lobes of the other set being similar and indicated at 43 in Fig. 3. This cam is driven through reduction gearing from the crank shaftv and such mechanism includes the gears, 44, 45, 46 and 41. There are preferably nine cylinders and, therefore; nine valve mechanisms and injection devices. The push rods of each of the valve actur ating mechanisms and the fuel injection devices.

extend interiorly of the crank case and are arranged in a plane so that they will be actuated by the two sets of lobes on the cam 40. Looking at the rear end of the engine, the crank shaft is rotated in a clockwise direction and, consequently, the cam 40 will rotate in a counter- 1 clockwise direction and the lobes of the cam are engaged by the rock levers 28 which are associated one with each of the valve mechanism push rods and the rock levers 48 which are associated one with each of the push rods of the fuel injection devices. scribed formsthe subject matter of my Patent No. 1,896,387 of February 'I, 1933, and reference may be had thereto for a more complete description of the specific elements herein referred to.

It is the main purpose of this invention to provide mechanism for controlling the time of the fuel charge injections and the quantity thereof and I have associated with the rock levers 48 a novel form of mechanism for accomplishing such result wherein the timing varies in a predetermined relation with the variance of the volume of the fuel charges. Shafts extend between the rear reinforcing wall 14 and.

the rear cover plate I5 in'a position to support the rock levers 48 and 29. lever 48 is formed as a sleeve and is mounted upon an eccentric 50 which is rotatably carried upon the shaft 49, while the other endis provided with a pocket 5| into which the end of the associated push rod 38 is seated. The eccentrics areeach formed preferably with an integral T-arm 52 which extends therefrom and the T-ends of such adjacent arms are connected by links 53, such links being pivoted at each end asindicated at 54 to one endof adja- The engine so far de-;

One end of each rock .only a reciprocating one.

cent T-arms. Between two of the T-arms, and preferably remote from the regulating mechanism indicated generally at 55, is provided a coil spring 2 designed particularly to take up any slack in the linkage connecting the T-arms and to prevent circular movement of the linkage in either direction which would normally tend to change the position of the linkage and, consequently, the adjustment of the rock levers and the consequent volume and timing of the fuel charges.

It will be seen that the T-arms and the connecting links provide a connected substantially circular articulated regulating mechanism for the mounting of the slippers and I provide control mechanism for moving the linkage circularly in either direction through multiplied motion. This control mechanism inludes a cup-shaped casing member 56 which has a tubular extension which engages against the outer face of the crank case ill and is secured thereto by a sleeve 51, projecting through an opening 58 and formed with a flange engaging the interior face of the casing, and a nut 59 which is screwed upon the outer threaded end of the sleeve to clamp against the shoulder portion of the cup-shaped casing. The bell crank lever Bil is pivoted at El to a bracket 62 which extends from the inner end ofthe sleeve 5'5, and one end 63 of the bell crank lever is pivotally connected to one of the T-arms of the regulating mechanism through means of the link 64. A link 55 is pivoted to the arm 56 of the bell crank lever by a pin 96 and is also pivoted to the inner end of a sleeve 61, which partly telescopes within the sleeve 51, by a pin 61. It will be seen that axial movement of the sleeve 51 will be transmitted to the link 65 which will rock the bell crank lever 50 upon its pivotal mounting 5!, and the bell crank in turn will move the link 54 in a direction to cause the linkage to travel in substantially a circular direction, either clockwise or counterclockwise. The T -arms are rocked upon the shafts 49 upwardly or downwardly in accordance with the direction of movement of the link 64 and the range of the pivotal movement of the T-arms is preferably substantially 120.

In order to move sleeve 6'! axially, I provide the inner wall of the outer casing end with internal right-hand worm threads 68 and the outer head 69 of the sleeve '5? with worm threads Ill, and intermediate. the threads 2" and $8 I provide a cap H having external worm threads 12 meshing with the internal threads 58 and with interior left-hand worm threads 13 meshing with the threads in and the sleeve head 69. The pitch of the right-hand threads 68 and the left-hand threads 23 is the same so that the sleeve 61 will be moved twice fast axially as the cap H moves when rotated by the arm M. The sleeve 61 is provided with a keyway 15 into which extends the key 76 which is seated within a slot 1'1 formed in the extension of the sleeve 57. By means of this key connection, rotation of the sleeve 6'! is prevented and its movement is It will be seen that the differential threads will multiply the axial movement of the cap I! when rotated through the sleeve 6'! to the bell rank fill and in this manner only a small amount of cap rotation is required in order to mo e regulating mechanism within its range of adjustment. Suitable linkage (not shown) can be associated with the arm '74 for rotating the cap member H from a remote point.

V ii

isignedjpreferably for use with aeroplanes, the

cruising range is ordinarily. employed. during the greatest portion of; the engine operation; and it is duringthis range that I: desire the fuel to 'betadmitted the earliest so that there will be the: greatest length of time provided for thepropertmixingnof, the fuelcharge with they compressed'air. chargeirotating within the cylinder, because I have found that if there is,

not sufficienttime allowedfor this mixture the combustion is not complete and a'smoky exhaust results. -By this method of timing during the cruising range fu e1 adjustment;,I provide completefcombustion, which resultsin maximum efficiency of the engine, and eliminates objectionablesmoke' in the exhaust. As shown in Fig; 3,::t-he:movement of the pump plunger 34 after closing the ports 36 determines the quantity of fuelwhich is forced from the nozzle into the cylinder, and by regulating the range in which the plunger operates I, am able to vary the volume of the fuel charges. It will be understood that'when the pump plunger movement is adjusted so that it does not close the ports 36 in its outermost; position, then no fuel oil will be forced from the nozzle. Through the adjustable relation of the eccentrics 50 upon the stationary shafts 49, the rock levers will be positioned so that the quantity in the fuel charges injected and-thetime of injection into the cylinder relative tothe position of the pistons during the compression strokes can bevaried. As shown in Fig. 2, rotation of the eccentric- 50, through movement of the arm 52 in an outward direction, will shiftthe axis upon which the rock lever-'pivotsa desired degree to effect the cam. contact with the rock levers to result in the desired -fue1 volume and the 'timing of the injection. i I

I As shown in full lines in Fig, 2, the rock lever "is in a position such thata maximum quantity offuel will be injected upon contact therewithofthe cam lobes 42, and when in this position the eccentric center is indicated at A-and the heel portion of the rock lever is in'its most retarded, position with respect to the actuating face of the cam lobes which are moving in a counter-clockwisedirection. -In order to reduce the engine speed the arms 52 are moved outwardly'thus shifting the axis of the eccentric 50* in' the direction of the point indicated at B and when the eccentric is between the points A and B, a sufficient quantity of fuel will be injected to cause-an aeroplanedriven by the'engine to be driven at cruising speeds. 'It will be seen that upon movement of the eccentric from the position shown in fulllines toward the position in which the axis will be at the point B,

then the pivotal point of the rock lever is moved in a lengthwise direction, opposite to the direction of the cam rotation, and is moved outwardly from the axis of the cam, thereby causing the plunger stroke to operate in a rangecloser to the crank shaft and thereby reducing the stroke after the ports 36Jhave been closed. In

this manner the quantity of the fuel charge is reduced from 'whatiitis. when the rock lever is in the position shown in full lines in Fig.2.

The point D indicates the outermost position 7 to which the axis of the cam 50 can be moved by outward movement of the arm 52, and when the eccentric axis is in this position the stroke imparted to the plunger by the rock lever move-- ment is not sufiicientto close the ports 36, thereforethe fuel injections are shut off. When the axis of the eccentric 50 is adjusted to'lie in a line between the points C and D; the stroke imparted by the rock lever to the plungerswill cause a fuel charge volume to be delivered which will result in idling enginespeed and when such adjustment has been madethe time of fuel delivery is retarded beyond that resulting when the eccentric axis is at the point B.

This retarded "timing. is due to the changed angular position of the rock lever wherein the pivoted end is moved outwardly of the cam and, therefore, the rock'lever heel or cam contacting point is engaged further up on the effective face of the cam lobes. The structure, herein shown, is of a character such that when a full fuel charge is being delivered, the injection into the cylinders takes place when the pistonis .in a

position approximately thirty-eight degrees beforetop center on its compression stroke and when the eccentric axis is between the points 0 and D, the injection takes placeapproximately thirty-five degreesjbefore the pistonreaches top.

speed injections, greater time willbeallowed for the oil charges to mix with the compressed air, charges in the cylinders and the mixture constituents will have a, longerv time to intermingle and vaporize so that it is in much better conditionfor combustion than if the charges were delivered at a later time. As aeroplane engines run at cruising speeds substantially all of the time while in the, air, it is therefore important that some provision of this character be made if engine efficiency is to result and I further because if engine efliciency does not result, then the incomplete combustion issues as an objectionable smoky exhaust; but with .the regulating mechanism herein described, the maximum eiiiciency is obtained in the cruising speed and therefore a smoky exhaust does. not result. In addition to providing a regulating mechanism which obtains the maximumeff ciency and, eliminates smoking during cruising speeds, the regulating mechanism described fuel injection devices. v

The retarded injection timing fuel charges provides for lower peak pressures in the cylinders than would otherwise be present and thus the engine can be constructed of a lighter weight material and withstand the operating explosion pressures. I

While I have herein described in some detail a specific embodiment of my invention, which I deem to be new and advantageous and may provides an efiicient manner of controlling .the

of maximum specifically claim, I do not desireit to be understood that my invention is limited to the exact details of the construction, as it will .be apparent that changes may be made therein without de,

parting from the spirit or scope of my invention.

What I claim is:

'- 1. Fuel injection mechanism for internal combustlon engines comprising a barrel having fuel inlet ports, a plunger in the barrel adapted:to. close the ports and to discharge trapped fuel under high pressure, an engine driven cam, ac-

tuator'mechanism intermediate the plunger and ulate the rock lever position and thereby con.

trol both the volume and the time of fuel discharges from the barrel, said eccentric member being associated with the rock lever whereby an intermediate position of said member in itsrange of rotation will place said rock lever in a position so that the effective stroke of the plun-' ger effects a smaller fuel volume injection than maximum and at the most advanced time in the'range of adjustment.

2. Fuel injection mechanism for internal com-.

bustion engines comprising a barrel having fuel inlet ports, a plunger in the barrel adapted to close the ports and to discharge trapped fuel under high pressure, an'engine driven cam, ac-' tuatormechanism intermediate the plunger andthe cam including a pivoted lever, and means for shifting the position of the lever pivot eccentrically relative to the cam, said lever when in an intermediate position of its adjustment regulating'the plunger stroke so that it injects less than maximum fuel volume at the most advanced time in the range of adjustment.

3. Fuel injection mechanism for internal combustion enginescomprising a barrel having fuel inlet ports, aplunger in the barrel adapted to close' theports and to discharge trapped fuel .under high pressure, an engine driven cam,

push rod means associated with the plunger, an actuator element between the cam and the push rod means, and means for adjusting said actuator element laterally relative to the push 'rod and radially relative to the cam to regulate the effective plunger stroke and the timing thereof, an intermediate position of the element in its range of adjustment causing less than maximum effective injection strokes of the plunger and at the most advanced timein the range of adjustment'.

4. Fuel injection mechanism for internal combustion engines having a plurality of cylinders comprising a fuel injection device of each cylinder including a ported barrel and a pump plunger in the barrel adapted to close the ports and discharge trapped fuel under high pressure, engine driven cam means, actuator mechanism intermediate each plunger and the cam means including a rock lever, a shaft adjacent each actuator mechanism, a member having an eccentric portion rotatably mounted on each shaft, the rock lever of the adjacent mechanism being mounted on the eccentric portion of the member, an arm fixed to each member, link means connecting the adjacent arms, and means connected to one of the arms engageable to osjacent each actuator mechanism, each rock lever' being mounted on the adjacent eccentric member, an arm fixed to each member, a coil spring connecting two adjacent arms, link means be tween the other adjacent arms, and means fixed to one of the arms operable to oscillate the associated eccentric member, the other arms being oscillated with the arm with which the operating means isv associated through means of the linkage means and the spring.

6. In a radial internal combustion engine having circularly disposed fuel injection pump mechanisms associated one with each cylinder and each including a rock lever, fuel control mechanism comprising a rotatably mounted eccentric for each rock lever, said eccentrics being circularly disposed relatively, a radially extending arm fixed to each eccentricQmeans connecting the arms, and actuating means connected to oscillate one of the arms.

7. In a radial cylinder internal combustion engine having circularly disposed fuel injection pump mechanism associated one with each cylinder and each including a rock lever, fuel control mechanism comprising rotatably mounted eccentrics on which the rock levers are mounted, said eccentrics being circularly disposed, an arm fixed to each eccentric, resilient means connecting a pair of adjacent arms, link means connecting the other adjacent arms, and actuator means connected to oscillate one of the arms.

8. In an internal combustion engine having a plurality of radially disposed cylinders, a fuel injection device associated with each cylinder including a ported pump barrel and a plunger in the barrel which serves as a valve to cut off fuel supply and to discharge trapped fuel under high pressure, and an engine driven cam, actuator mechanism intermediate each plunger and the cam comprising an adjustable portion adapted to regulate the stroke of the mechanism, an eccentric member rotatably mounted adjacent each actuator mechanism, the adjustable portion of the actuator mechanism being connected to the adjacent eccentric member, a

radially extending arm fixed to each of the ec-

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