US2153921A - Means for varying the fuel supply to internal combustion engines - Google Patents

Description

- J. H. s. GARDNER ET AL 53,921

April 11, 1939 MEANS FOR VARYING THE FUEL SUPPLY TO INTERNAL COMBUSTION ENGINES 2 Shets-Sheet 1 IIIII'IIIIIIIII Filed Dec. 15, I957 April 11, 1939. J. H. s. GARDNER ET AL 2,153,921

MEANS FOR VARYING THE FUEL SUPPLY TO INTERNAL COMBUSTION ENGINES Filed Dec. 15, 1957 2 Sheets-Sheet 2 g vf/K yaw/var N vau Patented Apr. ,11, 1939 UNITED STATES MEANS FOR VARYING THE FUEL SUPPLY 'ro INTERNAL coMBUs'rIoN ENGINES Joseph Hugh Stott Gardner and John Kynaston Gardner, Patricroft,

near Manchester, England, assignors to L. Gardner & Sons Limited, Patricroft, near Manchester, England, a British company Application December 15, 1937, sen-mm. 175,986 In Great Britain January 1, 1937 4 Claims.

This invention relates to internal combustion oil engines of the compression ignition or pump injection type and has for its object to provide simple and effective means for varying the fuel charges of the engine in order to adapt the latter to suit varying altitude conditions and consequent variations in the weight of air passed into the engine cylinders or to vary the. maximum power output of the engine.

The invention comprises the provision of adjustable means to limit the extent to which a governor controlled member can move in a direction to increase the fuel charges, such means being capable of displacement to permit the governor controlled member to move to a maximum extent to give maximum fuel injections to start the engine, the displaced member returning automatically when the engine commences to run normally, to the position in which it acts to limit the maximum fuel injections under governor control. The adjustment of the said adjustable means may be effected automatically by means dependent upon-atmospheric pressure conditions.

Referring to the accompanying explanatorydrawings:

Figure 1 is a general view illustrating the application of our invention.

Figure 2 is a front view drawn to a larger scale than Figure 1 showing the control unit.

Figure 3 is a plan yiew of Figure 1 with a part in section on the line 33 of Figure 2.

Figure 4 is a sectional end view on the line 4-4 of Figure 2.

Figure 5 is a sectional view on the-line 5-5 of 35 Figure 3.

The same reference letters in the diiierent views indicate the same parts.

In Figure 1, there is shown a fuel pump comprising four cylinders with the pistons therein 40 operated from four cams a, b, c, d upon a shaft e rotated from the crankshaft of the engine to which fuel is supplied by the four fuel delivery pipes f, g, h and i, one pipe delivering to a cylinder of the engine. The amount of fuel delivered 45 by each pump cylinder at each delivery stroke is controlled in the known manner by moving longitudinally a rack a which engages pinions k, l, m and n which turn the pump pistons. The rack a is connected by a link 0 to a lever 12 which is 50 turned to press the rack 7' to the left in Figure 1, by the governor q acting through the strut r. The return movement of the rack 7' is effected by the spring 8, see Figure 3, which is anchored to the arm t projecting from one side of the rack 55 :i. It will be noted that whilst the member 11.

forces the strut 1' against the-lever p to turn the latter about its fulcrum point 11 the lever need not follow up the movement of the governor member 1!. when the governor speed is falling, due to the fact that the strut r is not secured to the member a and to the fact of the pin and slot or lost motion connection between the strut r and the lever p. e

The rack a has a part or-lug v projecting from the side thereof opposite to the arm t and this part c is adapted to engage under the pull of the spring s with a catch w pivoted about a crank pin a: on a spindle 1/ which has a pointer 2 at its forward end adapted to be moved over a scale 6 and locked by the nut 'l at any position on the scale. The catch 11; has a pin 8 projecting to one side thereof which can be engaged by a spring loaded plunger 9 when this is pressed upwards by hand. When so pressed upwards, the catch 20 is raised clear of the projecting lug '0 on the rack 7' and the spring s then moves the rack j to the right in the figures to the full extent allowed by the pin and slot connection between the lever 21 and strut r.

It will be appreciated that when the engine is under a heavy load or overload, the governor speed falls and the part u moves to the left in Figure 1. If the lever 1) does not through the strut r and under pressure of the spring s follow up the movements of the part u, then the quantity of fuel injected into the engine cylinders will not be increased to correspond to the increase in engine load and a change of gear between the engine and load will have to be made. The'turning of the spindle y with the crank pin a: thereon determines the extent to which the rack a can move to the right in the figures because it determines the degree of projection of the catch w. Therefore by turning the spindle y by the indiator finger z thereon, the maximum quantity of fuel injection can be predetermined and therefore, for a constant atmospheric pressure, the maximum horsepower developed by the engine. If the atmospheric pressure varies due to change in altitude at which the engine is operating, then the maximum quantity of fuel injected at each power stroke of the engine can be determined by turning the indicator finger z appropriately to suit the air density. The dials 6 may have two classes of indications thereon, one percentages of full power, that is at constant atmospheric pressure, and altitude in feet x 1000 that is to maintain a constant full power output.

Whatever be the position of the crank pin a: about which the catch w fulcrums, the latter can always be displaced and moved clear of the lug v on the rack j by forcing the plunger 8 upwards. This displacement of the catch w, allows the rack to move to the right to the full extent allowed by the lever p, strut r and governor member u. The plunger 8 is operated only when starting the engine and serves, by displacing the catch 10 to give maximum fuel injections at starting, which ensure easy starting. When the plunger 0 is released, it moves downwards clear of the pin I on the catch 10. After the engine has started and its revolutions begin to build up, the governor moves the strut r and lever p which cause the rack to move to the left in the figures in order to reduce the quantity of the fuel injections. when the leftward movement of the rack has gone and!- ciently to cause the lug to move beneath the catch w, the latter falls into place with its end engaging the lug and so limiting to an extent determined by the position of the pin 2:, the maximum quantity of fuel injection.

It will be seen that our improvement not only provides for maximum fuel injections for engine starting purposes but for the adjustment of the quantity of fuel injections to limit the maximum horsepower developed to any desired percentage of full power or to suit the atmospheric pressure.

as determined by the altitude at which the engine is working.

Instead of mounting the catch w on an eccentric or crank pin, it may be upon a slide or arm which is adjusted to vary the degree of projection of the catch exactly as does the eccentric pin.

Our prior Patent No. 1,925,184 dated September 5, 1933, describes means for increasing the fuel charges at starting beyond the quantity normally allowed by the engine governor.

We claim:

1. Means for controlling thefuel charges of internal combustion oil engines of the compression ignition type, comprising in combination fuel charge injection pumps, means to vary the quantity of fuel injected by said pumps, an engine speed governor, a member moved thereby arranged operatively to engage said quantity varying means during its movement in the direction corresponding to increase of engine speed and not during its movement in the other direction, resilient means acting upon said quantity varying means in opposition to said member, a stop to limit movement of said quantity varying means under the action of said resilient means, means to adjust said stop in position and to vary the extent to which said quantity varying means can follow up the movements of said governor, manually actuable means independent of said stopposition-adjusting-means to move said stop from the path of said quantity varying means, the stop returning automatically to its original position when released by said manually actuated means and when permitted by movement of said quantity varying means by said governor.

2. The combination claimed in claim 1, in which the stop comprises a catch and a pivot about which said catch is pivoted, the stop position adjusting means comprises means to vary the position of said pivot and the stop moving means comprises means to swing said catch'about said pivot.

3. The combination claimed in claim 1, in which the stop comprises a catch and a pin excentrically disposed in a rotatably adjustable member about which pin the catch is pivoted, and the stop moving means comprise means to swing said catch about said pin against the action of gravity.

4 The combination claimed in claim 1, in which the stop comprises a catch and a pin excentrically disposed in a rotatably adjustable member about which pin the catch is pivoted, and the stop moving means comprise means to swing said catch about said pin against the action of gravity, together with means to indicate the circular setting of said rotatably adjustable member.

JOSEPH HUGH STOTI' GARDNER.

JOHN KYNASTON GARDNER.

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