US2267272A - Apparatus for the control of internal combustion engines - Google Patents

Description

Dec. 23, 1941; 2,267,272

.1. BARRAJA'FRAUENFELDER ETAL APPARATUS FOR THE CONTROL OF INTERNAL COMBUSTION ENGINES Filed NOV. 4, 1939 20 F761 Flai Arm/ frs- VA YrE- Q r L )3 2 /9 IV? Patented Dec. 23, 1941 APPARATUS FOR THE CONTROL OF INTERNAL COMBUSTION ENGINES Joseph Barraja-Frauenfelder, Swarthmore, and Oscar G. Schrom, Philadelphia, Pa., assignors to Sun Shipbuilding & Dry Dock Company, Chester, Pa., a corporation of Pennsylvania Application November 4, 1939, Serial No. 302,828

Claims.

This invention relates to a method and apparatus for the control of internal combustion engines' operating on the fuel injection principle,

such as, for example, Diesel engines.

More particularly this invention has for its objectthe provision of a method and means whereby internal combustion engines of the type indicated may be automatically started and stopped from a point remote from the engine.

By virtue of this invention, as will be obvious, in various installations the necessity for the presence of an attendant at the engine, or for the availability of an attendant when the engine is to -be started or stopped is obviated, since the engine from the 'standpoint of starting and stopping is made subject to remote control,

Generally speaking the apparatus according to this invention, from a description of which the method will be made clear, will comprise a spill-.-

-way in communication with the fuel line of an engine, at a point between the fuel injection pump and the spray valve, and controlled by a spill valve arranged to be normally actuated by '--'--a' solenoid, provisionbeing made for manual operation in emergency.

will be closed by the spill valve and the supply of fuel to the spray valve "will be normal. However, when it is desired to stop *the engine the spill valve will be opened and fuel will flow through-the spillway,'causing a pressure drop in the fuel line such that fuel will not pass into the cylinder through the spray valve. In turn when it is desired to start theengine the spill valve will be closed and the engine tumed'over.

More specifically, the spill valve will be actuated through connection-with a solenoid, which when energized will close the spill valve and maintain it closed. At the same time, an electric starter may be placed in -circuit with the solenoid so that when the solenoid is energized to close thespill valve for starting, the starter V will be simultaneously actuated to turn the en- -gine overuntil it starts.

Having now indicated, in a general way, the

--nature and purpose 'of this invention, we will proceed to a'detailed description thereof with reference to the-accompanying drawing, which illustrates a preferred embodiment and in which:

Figure 1 is a sectional view of a device em tbodying'this invention in association with the fuel lineof a Dieselengine.

Figure 3 is a wiring diagram.

In the several figures, I indicates a casing in the lower end of which is formed a fuel passage 2, from which leads a spillway 3, which may be connected by any suitable conduit to anysuitable receiver or to the main fuel tank. The spillway 3 iscontrolled by a spill valve 4 adapted to seat on a suitable seat formed in the casing .l and provided with a stern 5 fitted in a guide formed in the casing and provided with annular grooves for thereception of fuel oil for its lubrication. Beneath the spill valve an opening closed by a plug 6 is provided in the casing and serves as a clear out opening and for applying and removing the spill valve. I

Connected to the casing and communicating with one end of the fuel passage 2 is a fuel line 1 leading from the fuel injection p mp (not shown). I'he fuel line 1 maybe connected to the casing in any usual or desiredmanner, Thus, as shown, for example, the end of the fuelline may have an enlarged head 8 and thelinesecured to the casing, by a gland 9 tightened up In normal operation 'of the enginethe spillway indicated by the wiresl'Lll and whichis adaptagainst a collar III which inturn bears against the base of the enlarged head 8. 1 V

Connected to the casing and communicating with the otherend of the fuel passage 2 is a fuel line 1' leading to the fuel spray valve of the engine. The fuel spray valve (notshown) may be of any well known or desired type. The connection of the line I with the casing may be made as in the case of the line I, through the medium of the enlarged head 8', the gland 9' and the collar l0.

Controlling the discharge end of the passage 2 is a ball check valve ll. adapted to prevent highly compressed air or gas in the working cylinder from flowing back through the fuel line. Where a spray valve ofthe spring loaded type is used, the provision of check valve II will not be necessary.

The stem 5 of the spill valve 4 is threaded into a yoke l2, which in turn isconnected bya pin l3 to a member M in turn threaded into'the lower end of the iron core l5 of a solenoid i 6 in a circuit ed to be closed through a. source of current ill from any remote point by, for example, a switch l9. An electric starter 20, for turning over the engine, is arranged to be connected into and disconnected from the, circuit through the starter switch 20 A knob 23 formed on the end of a sleeve 24, surrounding the rod 22 andhaving an internal flange}25'at its lower end, is adapted for manual closing of the'splll valve 4, on failure of electric current, through the medium "or a can spring 26 surroundingth'eupper end portion ofrod 1 22 and retained between stops-21,21 onthe'rod,

the lowerone of which is movableupwardly on the rod and will engage-with meme-m1 flangeof the sleeve 24 and at points 90 away from the holes in the flange 28, through which the pins 29, 29 normally extend, depressions 32, 32, for reception of the ends of pins 29, 29 are formed in the under side of the flange 25. An index mark v30 on the knob with respect to a fixed pointer 3|, supported from the casing, indicates the position of the knob with respect to the pins 29, 29. a

The casing i, as will be noted from observation of Figure 1, is formed in convenient sections threaded together, as at the points 33 and 34, for the convenient assembly and disassembly of the various parts of the apparatus.

From the following description of the operation of the apparatus above described, it is believed that the method according to this invention will be made clear.

Assuming that an engine equipped according to this invention is at rest with the circuit through the solenoid I8 open and the spill valves 4 in open position and it is desired to start the engine. The switch I9 is closed, thus energizing the solenoid i6 and activating the starter 29. When the solenoid is energized, the iron core I! will rise and draw the spill valve 4 to its closed position, thus shutting off the spillway 3 and allowing free passage for fuel through line I, passage 2 and line 'I' from the fuel injection pump to the spray valve. Activation of the starter will effect a turning over of the engine and in due course it will flre and will continue to operate normally so long as the circuit through the solenoid remains closed and the solenoid is energized. The starter 23 may be arranged in any suitable manner to cut out when its function of starting the engine is accomplished.

With the engine in operation, when it is desired to stop the engine, it is only necessary to open the switch l9, which will result in de-energizing the solenoid l3 and dropping of the core it under its own weight and that of the spill valve 4, with resultant opening of the spill valve 4. With opening of the spill valve 4, fuel from the injection pump will be discharged through the spillway 3 to an extent such that the pressure in the fuel line i to the spray valve will be insuflicient for the injection of fuel into the cylinder against the compression therein and the engine will stop.

Should the source of current fail and negative use of the solenoid I 6 for closing the spill valve I, the valve may be closed manually by lifting knob 23 against the tension of spring 26 to a point above the ends of pins 29, 29. The tension of spring 23 will close the spill valve and hold it to its seat and the conditionwill be continued by rotating the knob until the ends of the pins 29, 29 engage in the depressions on the underside of flange 23 and it rests on the ends of the pins,'with the index. 30 at 90 from the pointer 3!, as shown in Figure 2.;

To stop the engine under such conditions it is 3 1 "I 7 j v necessary only to mt tetnemau-w'mm pins 29,-29yalign witli'the holes in'th'e 23', and lower ,it-to the in Figure I. 'whichwill'relieve spring 26 and permit the spill valve I to open under the weight of the iron core l5.

It will be appreciated that it is not intended that this invention be limited to the details comprising the above description of a preferred embodiment, since, as will be obvious, various modification in detail may be made without departing from the scope of the invention.

What we claim and desire to protect by Letters Patent is: g

1. In an internal combustion engine of the fuel injection type, in combination, a fuel pump, a spray valve, a conduit leading from the fuel pump to the spray valve, a spillway communicating with said conduit, a valve arranged to control said spillway, and electrically actuated means for actuating said valve to its fully closed position, saidvalve being arranged to move to its fully open position when said electrically actuated means are inoperative.

2. In an internal combustion engine of the fuel inJection type, in combination, a fuel pump, a spray valve, a conduit leading from the fuel pump to the spray valve, a spillway communicating with said conduit, a valve arranged to control said spillway, and electrically actuated means adapted when energized .to position said valve to close said spillway and to maintain said valve in said position during operation of the engine, said valve being arranged to open to stop the engine when said electrically actuated means is deenergized.

3. In an internal combustion engine of the fuel injection type, in combination, a fuel pump, a spray valve, a. conduit leading from the fuel pump. to the spray valve, a spillway communicating with said conduit, a valve arranged to control said spillway. and a solenoid including a movable core arranged to actuate said valve to closed position when the solenoid is energized,

' said core being arranged to open said valve under,

the influence of gravity when the solenoid is deenergized.

4. In an internal combustion engine of the fuel injection type, in combination, a fuel pump, a spray valve, a conduit leading from the fuel pump to the spray valve, a spillway communi cating with said conduit, a valve arranged to control said spillway, a stem on said valve, a solenoid including a movable core, said valve stem being connected to said movable core whereby when the solenoid is energized said valve will be moved to a position to shut off said spillway and when the solenoid fade-energized said valve will move under the weight of said core to a position to open said spillway.

5. In an internal combustion engine of the fuel injection type, in combination, a fuel pump, a spray valve, a conduit leading from the fuel pump to the spray valve, a spillway communicating with said conduit, a valve arranged to control said spillway, a solenoid including a mov- JOSEPH BARRAJA-FRAU'ENFELDER. OSCAR a. sermon

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