US2257846A - Fuel pumping and scavenging mechanism - Google Patents

Description

Oct. 7, 1941; G, HQRSTMAN 2257,8 16

FUEL PUMPING AND SCAVENGING MECHANISM Filed Feb; 21, 1959 5 sheets sheet 2.

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FUEL PUMPiNG AND SCAVENGING MECHANISM Filed Feb. 21, 1939 5 Sheets-Sheet 4 A iiorneys P. G. HORSTMAN FUEL PUMPING AND SCAVENGING MECHANISM Oct. 7, 1941.

Fild Feb; 21, 1959 5 Sheets-Sheet 5 Inventor fizz/l ffarsfrnarz By A x I a. 0 2

A tiorneys Patented ct. 7, 1941 FUEL PUMPING AND SCAVENGING CHANISM Paul Gordon Horstman, Ida Grove, Iowa Application February 21, 1939, Serial No. 257,738

6 Claims.

This invention relates to new and useful improvements in fuel pumping and scavenging means especially adapted for two-cycle engines such as the present day Diesel engine.

The principal object of the present invention is to provide a simple and positive acting mechanism whereby fuel can be pumped at the required pressure to the cylinders of a multi-cylinder engine of the two-cycle type and controlled with a minimum amount of effort and attendance on the part of the operator.

Another important object of the invention is to provide a fuel pumping and scavenging assembly for two-cycle engines wherein the fuel injection, air admission and scavenging operations take place in a proportionate and precisionlike manner.

Still another important object of the invention is to provide mechanism of the character stated which can be readily adjusted to a point where the operation will take place smoothly and with a minimum amount of wear on the rts involved.

These and other objects and advantages of th invention will become apparent to the reader of the following specification.

In the drawings:

Figure 1 represents a side elevational view of the improved engine.

Figure 2 is a fragmentary vertical sectional view on the line 2-2 of Fig. 1.

Figure 3 is a fragmentary longitudinal sectional view.

Figure 4 is an end elevational view of the mechanism.

Figure 5 is an inside elevational view of the fuel distributing and pumping head.

Figure 6 is a vertical sectional view through the fuel distributing and pumping head.

Figure 7 is a section substantially on the line 1-1 of Figure 6.

Figure 8 is a side elevational view of one of the check valves of the fuel distributing and pumping heads.

Figure '9 is a section on the line 99 of Figure 8.

Figure 10 is a fragmentary detailed sectional view through the head taken substantially on the line Ill-l0 of Figure 3.

Figure 11 is a perspective view of the valve element of the injector valve shown in Figure 13.

Figure 12 is a fragmentary plan view of one of the injector valves.

Figure 13 is a fragmentary sectional view longitudinally through one of the injector valves.

Figure 14 is a fragmentary detailed sectional view through the fluid pressure operating means for the pumps controlling shaft.

Figure 15 is a fragmentary elevational view showing the controlling arm for the pumps controlling shaft.

Referring to the drawings wherein like numerals designate like parts, it can be seen that numeral 5 generally refers to a two-cycle engine for the major part of conventional design. The engine involves a sectional head construction generally referred to by numeral 6, the same consisting of the upper semi-cylindrical shell section I and the lower semi-cylindrical shell section 8, which when secured together by machine screws 9 form the cylinder in which the sleeve in is rotatably mounted.

This sleeve I0 is constructed of a plurality of cylindrical sections I I, one for each of the cylinders l2 of the engine, these cylinder sections Ii being arranged in end to end relation and having end flanges bolted together as at I3 with suitable anti-frictional means 14 interposed between the ends thereof, or if desired this means I may be in the form of packing rings.

The engine being of the two-cycle type, each of the cylinder sections ll carries a pair of diametrically located and oppositely directed fuel injectors |5l5 and furthermore at diametrically opposite points and substantially degrees removed from each of the injectors I5 is an air opening l6. These air openings and injectors l6 and I5, respectively, are successively registrable with the port I! of the corresponding cylinder l2.

As shown in Figure 2, numeral l8 represents the usual pre-heater found on twocycle engines such as the Diesel type. Preheaters for starting engines of this character are of different types, some being electrically heated such as the one briefly illustrated, and others in the nature of plugs which are heated blood red by a blow torch or equivalent means.

At one end of the engine is the housing I! having the air inlet 20 and in this housing is the fan 2| suitably driven from the crankshaft (not shown) for supplying air through the conduit 22 and through the head 23 to the interior of the sleeve l0.

wardly and open up the exhaust port 25, the corresponding air admission port 16 will register with the cylinder port I! so that a blast of air will sweep out or scavenge the cylinder, and upon the up-stroke of the piston sufflcient air This air is supplied under pressure and obviously as the pistons 24 move down-' will remain in the cylinder to combine with the fuel which will be subsequently injected.

At the opposite end of the engine is the fuel pumping and distributing head generally referred to by numeral 26, the same consisting of the cylindrical case 21 which is flanged as at 28 and apertured as at 29 to accommodate machine screws 38 for securing the ring gear 3| in place on the head.

A plate 32 is secured to the outside of the case 21 by machine screws 33 and'this plate is formed with the centrally located opening 34 which is normally closed by the disk 35 which has packing means 36 interposedbetween itself and the outside of the plate 32. g

The plate 35 is formed with a central opening for receiving the control shaft 31 and this disk 35 is keyed as at 38 to the shaft.31,,and a nut 39 on the shaft with a collar 48 between itself and the disk 35 prevents displacement of the disk and serves to hold the disk snugly against the plate 32. A threaded nipple 4| extends from the shaft 31 and to this can be connected the fuel supply line 42 (see Figure 1). A duct 43 extends from the nipple 4| and opens through the bearing sleeve 44 at the inner end of the shaft 31 so that the fuel passes into the chamber '45 of the case 21 from where it is distributed from the pumps by way of the tubes 46 to the various injectors l5.

As shown in Figure '1, a plurality of cylinder structures 41 are disposed in radial relation with respect to the shaft 31, in the case 21 and in each of these cylinders 21 is operative a piston 48. The space 49 between the cylinders is in communication with the chamber 45 by means of the tubes 58 which extend from this chamber 45 and open into the said pocket 49.

The outer end of each of these cylinders 41 is constructed to form a chamber which has a duct 52 extending therefrom to a corresponding nipple 53 on the inner side of the case 21 and to these nipples 53 connect the aforementioned distributing tubes 46.

A bushing 54 is threadedly engaged into one side of each of the pump cylinders 41 for slidably receiving a corresponding tubular valve stem or guide 55 which has its outer end flanged as at 56 while its opposite end or end within the chamber 5| is shaped to form a valve head 51 which is adapted to seat against the bushing as in the manner substantially shown in Figure 1 when there is no suction effect taking place thereon as the result of the inward movement of the corresponding plunger 48. These tubular stems 55 are formed with openings 58 adjacent their inner ends so that when the valve elements 51 are moved inwardly of their corresponding cylinders 41 the openings 58 will communicate the pocket 49 with thechambers 5|.

As shown in Figure '7, surrounding the sleeve 44 is the ring 59 from which extend a plurality of ears 68 to which the connecting rods 6| of the pistons 48 are pivotally connected, and interposed between the ring 59 and the bearing sleeve 44 are the ball bearings 62.

However, should the shaft 31 be moved downwardly, and obviously when this is done the disk 35 moves downwardly on the plate 32, the shaft 31 will be eccentrically located with respect to the case 21 and obviously rotation of the case 21 will result in a reciprocation of the pistons in their cylinders 41 to perform the necessary pumpingoperation. The extent to which these pistons are actuated to control the speed of the engine is controlled and regulated by the extent of plunger 64 is operative.

movement of the shaft 31 to change the degree of eccentricity thereof. The means for changing the position of the shaft 31 to an eccentric position consists of a cylinder 63 in which a A manually controlled rod 65 is employed for operating the plunger 64 4 in the cylinder 63 against a volume of oil or other liquid, this being forced through the tube 66 to the bore 61 of the block 68 which is secured by an arm 69 to the crank case 18 of the engine;

Figure 14) is lifted under fluid pressure, the arm 15 will be rocked so that the shaft 31 will be lowered so as to eccentrically place the shaft 31 and as before stated the extent of movement of the shaft 31 below the center of the case 21 will determine the extent of movement of the pistons 48 and the amount of fuel which will be sucked into the chambers 5| and then forced through the tubes 46 to the injectors |5.

The means for rotating the head structure 26 consists of the aforementioned ring gear 3| and the pinion 18, the latter being on the shaft 19 which has a suitable drive take-off from the crankshaft (not shown).

Each of the injectors consists of a barrel 88 having one end threadedly engaged as at 8| into a boss 82 in the sleeve I8 and each of thesebosses 82 is bored as at 83 and counterbored to receive a bushing 84 which serves as a valve seat. Extending from the counterbore is the Venturi opening 85 communicating the interior of the shell 88 with the cylinder port |1 when registration takes place. In each of the shells 88 is a follower 86 carrying the needle valve 81- which is cooperative with the seat bushing 84. A second follower in the form of a plate 88 is operative in the shell 88 and can be adjusted by the set screw 89 and between this follower 88 and the follower 86 is the compression spring 98. Obviously, when sufficient pressure of the fuel in the tubes 46 occurs, the follower 86 is lifted to displace the needle valve 81 so that injection of the fuel into the corresponding cylinder |2 takes place.

While the foregoing specification sets forth the invention in specific terms, it is to be understood that numerous changes in the shape, size and materials may be resorted to without departing from the spirit and scope of the invention as claimed hereinafter.

Having described the invention, what is claimed as new is:

1. In a two-cycle engine, cylinders each having a port for the admission of air and fuel, a rotatable sleeve common to all of the cylinders, said sleeve being provided with fuel injectors for injecting fuel into the cylinders through the said ports, said sleeve being provided with a port for scavenging and air admissions in each of the cylinders registrable with the port of the corresponding cylinder, and force means for forcing air through the sleeve and through the ports of the cylinders when the ports of the sleeve communicate the sleeve with the ports of the cylinders.

2. In a two-cycle engine, cylinders each having a port for the admission of air and fuel, a rotatable sleeve common to all of the cylinders, said sleeve being provided with fuel injectors for injecting fuel into the cylinders through said ports, said sleeve being provided with a port for scavenging and air admission in each of'the cylinders registrable with the port of the corresponding cylinder, and force means for forcing air through the sleeve and through the ports of the cylinders when the ports of the sleeve communicate the sleeve with the ports of the cylinders and a pumping and distributing mechanism on one end of the sleeve for the injectors.

3. In a two-cycle engine, cylinders each having a port for the admission of air, and fuel, a rotatable sleeve common to all of the cylinders, said sleeve being provided with fuel injectors for injecting fuel into the cylinders through said ports, said sleeve being provided with a port for scavenging and air admission in each of the cylinders registrable with the port of the corresponding cylinder, and force means for forcing air through the sleeve and through the ports of the cylinders when the ports of the sleeve communicate the sleeve with the ports of the cylinders and a pumping and distributing mechanism on one end of the sleeve for the injectors, said mechanism having a plurality of radially disposed pump cylinders therein, a piston in each of the pump cylinders, a conduit for each of the pump cylinders to a corresponding injector, said mechanism constituting a reservoir for oil, each of the pump cylinders being provided with a check valve through which fuel from the reservoir can be drawn.

4. In a two-cycle engine, cylinders each having a port for the admission of air and fuel, a rotatable sleeve common to all of the cylinders, said sleeve being provided with fuel injectors for injecting fuel into the cylinders through said ports, said sleeve being provided with a port for scavenging and air admission in each of the cylinders registrable with the port of the corresponding cylinder, and force means for forcing air through the sleeve and through the ports of the cylinders when the ports of the sleeve communicate the sleeve with the ports of the cylinders and a pumping and distributing mechanism having a plurality of radially disposed pump cylinders therein, a piston in each of the pump cylinders, a conduit for each of the pump cylinders to a corresponding injector, said mechanism constituting a reservoir for oil, each of the pump cylinders being provided with a check valve through which fuel from the reservoir can be drawn, said mechanism being provided with a short centrally located shaft, connections between the pistons operative in the pump cylinders and the shaft and means for adjusting the shaft diametrically with respect to the reservoir.

5. In a two-cycle engine, cylinders each having a port for the admission of air and fuel, a rotatable sleeve common to all of the cylinders, said sleeve being provided with fuel injectors for injecting fuel into the cylinders through said ports, said sleeve being provided with a port for scavenging and air admission in each of the cylinders registrable with the port of the corresponding cylinder, and force means for forcing.

air through the sleeve and through the ports of the cylinders when the ports of the sleeve communicate the sleeve with the ports of the cylinders and a pumping and distributing mechanism on one end of the sleeve for the injectors, said mechanism including an eccentrically adjustable shaft.

6. In a two-cycle engine, cylinders each having 'a port for the admission of air and fuel, a rotatable sleeve common to all of the cylinders, said sleeve being provided with fuel injectors for injecting fuel into the cylinders through said ports, said sleeve being provided with a port for scavenging and air admission in each of the cylinders registrable with the port of the corresponding cylinder, and force means for forcing air through the sleeve and through the ports of the cylinders when the ports of the sleeve communicate the sleeve with the ports of the cylinders and a pumping and distributing mechanism on one end of the sleeve for the injectors, said mechanism including an eccentrically adjustable shaft, and manual means for adjusting the said shaft.

PAUL GORDON HORSTMAN.

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