US2280222A

US2280222A - Combination fuel distributing, speed governing, and starting device for diesel engines

Info

Publication number: US2280222A
Application number: US368648A
Authority: US
Inventors: Das Peter
Original assignee: Individual
Current assignee: Individual
Priority date: 1940-12-05
Filing date: 1940-12-05
Publication date: 1942-04-21
Anticipated expiration: 1959-04-21

Description

r 2,280,222 v GOVERNING, AND STARTING NGINES I April 21, 1942.

9 2 Sheets-Sheet l P; COMBINATION FUEL DISTRIBUTING DEVICE FOR D Filed D DAS SPEED IESEL E 90. 5, 1

INVENTOR.

Apnl 21, 1942. DAS 2,280,222 COMBINATION FUEL DISTRIBUTING, SPEED GOVERNING, AND STARTING DEVICE FOR DIESEL ENGINES 2 Filed Dec. 5, 194p 2 Sheets-Sheet 2 I INVENTOR. 317/1 PETA-R Des HTTOKAJQ 1 Patented Apr. 21, 1942 UNITED STATES PATIENT OFFICE COMBINATION FUEL DISTRIBUTING, SPEED GOVERNING, AND STARTING DEVICE FOR DIESEL ENGINES retel- Das, Peekskill, N. Y. Application December 5, 1940, Serial No. 368,648

3 Claims. (01. 192-20) to distribute fuel oil to the cylinders of the Diesel engine, and to regulate its speed, and to start the engine. It is proposed to so construct the device that it may perform these functions individually, or may combine two or more, as desired. With the elimination of certain of these functions it is possible to eliminate certain of the parts of the device used to perform these functions. An'important feature of the invention resides in the simplicity and accuracy of the device with which these three duties may be pera formed, combined or used separately.

More specifically, the. invention proposes to characterize the device by a fuel oil inlet valve control cam slidably and non-rotatively mounted on the drive shaft for the cam or cams actuating the fuel inlet valve or valves, and driven fromthe Diesel engine shaft, and a novel arrangement for operating said cam. In one form of the invention an automatic system is provided for the control of this cam. In another embodiment "of the invention this cam maybe controlled manually, in which case the device merely functions as a fuel distributing device.

It is proposed to automatically work the cam for. speed "control of the Diesel engine. with this purpose in mind, a screw is coaxially mounted on the drive shaft and connected with one ,end of the cam and threadedly engages an internally'-, threaded wheel rotatively stationarily held and connected with a. lead motor. It is proposed to so arrange the parts that should the wheel rotate faster than the drive shaft, said screw will move in one direction for moving said cam to increase said fuel supplyv to the Diesel engine, and should said wheel rotate slower than starting the same, or the Diesel engine may drive the lead motor until the speed of the Diesel engine recedes to normal.

In another form of the invention, it is proposed that the lead motor be of sufficient ca* pacity to drive the Diesel engine and then the device may be used as a starting device for the. Diesel engine. In another form of the invention, it is proposed that a separatestarter be used for the Diesel engine, and that the lead motor be used merely for regulating the speed of the Diesel engine. In this latter arrangement the lead motor may be quite small as it merely must overcome frictional resistance. with this arrangement the motor has no other load. How-.

ever, it should be borne in mind that the Diesel engine will follow the lead motor and consequently as loads are thrown on and off" of the Diesel engineyit will speed up or slow down and then adjust itself until it again reaches the speed of the'lead. motor. Since it is a simple matter to control the speed of the lead motor, it is a simple matter to control the speed of the Diesel engine. With this arrangement the Diesel engine may be stopped by stopping the lead motor.

Still further the invention proposes a certain construction of the fuel oil inlet valve control cam, which construction will control the fuel oil the drive shaft, said screw will move in the other direction for moving the cam to'decrease said fuel supply and thus regulate the speed of the Diesel engine.

Still further the invention contemplates controlling the speed of the leadmotor for controlling the speed of the Diesel engine.

i It is another object of this invention to provide catch elements on the screw on opposite sides of said wheel cooperative with complementary catches on the sides of the wheel, by which the lead motor may drive the Diesel engine for valve at correctly timed intervals, in connection with the speed of the Diesel engine, by starting the valve lift" at the right instant corresponding with the maximum compression in thecylinder of the Diesel engine, to always correspond with the same angular position of the drive shaft thereof. It is proposed to so construct this cam that it merely controls the period of the valve lift. When it is desired that more fuel be supplied the cam will keep the valve lifted for a longer period, and when less fuel is required the period will be shorter;

sun further it is proposed to characterize the control valve cam by the fact that it has 9. cylindrical portion concentric with its drive shaft and an operator portion consisting of a cylindrical'portion eccentric with the drive shaft with its axis parallel to said concentric portion and its surface penetrating the surface of said con centric portion. It is proposed that the operator portion of the cam have a longitudinally extending lead edge for controlling the beginning of the'opening of the inlet valve. It is proposed that the operator portion have an opposed incllned edge, so that the width across these edges determines the duration of the valve lift at any particular section of the cam.

In that form of the invention in which the fuel inlet valve control cam is automatically moved by the screw and lead motor reviously mentioned, the closing of the fuel inlet valve will be determined by the angle at which the lead motor is ahead of the Diesel engine. I

Still further it is proposed that the fuel oil inlet valve be changed, or its seat be changed, for either a smaller or a larger fuel oil supply for changes in the size and speed of Diesel engines.

For further comprehension of the invention. and of the objects and advantages thereof, reference will be had to the following description and accompanying drawings, and to the appended claims in which the various novel features of the invention are more particularly set forth.

In the accompanying drawings forming a material part of this disclosure- Fig. 1 is a fragmentary plan view disclosing a combination fuel oil distributing, speed governing and starting device for Diesel engines constructed in accordance with this invention, certain parts being broken to disclose the interior construction. I

Fig. 2 is a fragmentary reduced 'view of a portion of Fig. 1 showing the parts in a different position.

Fig. -3 is another fragmentary reduced view of a portion of Fig. 1 showing the parts in still another position.

Fig. 4 is-a fragmentary sectional view taken on the line 4-4 of Fig. 1, to which a sectional view of a fuel oil inlet valve, and associated control valves, have been added.

Fig. 5 is a vertical sectional view taken on the line 5-5 of Fig. 1. I

Fig. 6 is a vertical sectional view taken on the line 6--6 of Fig. 1.

Fig. '7 is a vertical sectional view taken on the line 1-1 of Fig. 1.

Fig. 8 is a vertical sectional view taken on the line 8-8 of Fig. 1.

Fig. 9 is a vertical sectional view taken on the line 9--9 of Fig. 1.

Fig. 10 is a plan view of a combination fuel oil distributing, speed governing and starting device for Diesel engines constructed inaccordance with a modified form of this invention.

Fig. 11 is a fragmentary plan view of a combination fuel oil distributing, speed governing and starting device for Diesel engines constructed in accordance with still another form of this invention.

In the form of the invention illustrated in Figs. 1-9 inclusive, the combination fuel oil distributing, speed governing and starting device for Diesel engines includes a drive shaft I2 for the cam or cams actuating the fuel inlet valve or valves for controlling the fuel supply to the Diesel engine, and adapted to be driven from the Diesel engine shaft by the usual sprocket wheel and chain, or by a set of gears, so that the shaft I2 makes one revolution for each two revolutions of the Diesel engine in the case of a four-cycle engine, and equal revolutions in the case of a two-cycle engine.

A fuel oil inlet valve control cam I4 is slidably and non-rotatively mounted on the drive shaft I2 and has an inclined longitudinally extending operator portion I5 for controlling the fuel oil inlet valve. The slidable and non-rotative mounting of this cam is accomplished with keys I6 mounted on the shaft I2 and cooperative with the internal bore of the cam I4. The operator portion I5 has its lead side I5a extending longitudinally of the cam I4, and the side I5b to the rear of the lead side I5a, inclined for the purpose as hereinafter more fully explained.

A screw I? is coaxially mounted on the drive shaft I2 and is connected with one end of the cam I4. The screw and cam may be integral, or connected together, as desired. The screw Il may also slidably engage the keys I6, though this is not necessary since it is connected with the cam Id which is slidably and non-rotatively mounted on the drive shaft I2. An internally threaded wheel I8 threadedly engages the screw IT. This wheel I8 is rotatively, non-shiftably held by a thrust bearing. More specifically, the wheel I8 has in integral, or connected hollow hub I9, which extends into a casin 20. A flange 2| is mounted on a reduced outer end portion of the hub I9. The flange 2I is fixedly held in position by several lock nuts 22. Thrust bearings 23 are mounted in the casing 20, and engage the opposite sides of the flange 2| for non-shiftably holding the wheel I8. The arrangement is such that the wheel I8 may rotate but cannot shift along the length of the drive shaft I2.

A variable speed lead motor 24 is provided for driving the wheel I8, whereby should the wheel I8 rotate faster than the drive shaft I2, said screw I! will move in one direction, and should the wheel I8 rotate slower than the drive shaft I2, said screw I'I will move in the other direction. The leadmotor 24 is connected with the wheel I8 by a gear 25 mounted on the shaft of the motor 24 and meshing with gear teeth formed on the wheel I8. It is proposed that the lead motor 24 be driven from an electric storage battery, or from any other source of electricity. The speed of this motor may be regulated by means of regulating the strength of the field, or by regulating the armature voltage, or in the case of an A. C, motor by changing the number of cycles, or by changing the number of poles of the'motor. Further details of varying the speed of this motor will not be given in this specification as it forms no part of the invention and such constructions are generally known in the art.

Catch elements 26 and 27 are mounted upon the ends of the screw I1, and are cooperative with

complementary catch elements

28 and 29 mounted on the sides of the wheel I8 by which the lead motor may drive the Diesel engine for starting the Diesel engine, or the Diesel engine 'may drive the lead motor until the speed of the Diesel engine reaches normal. Duringthe normal operation of the Diesel engine the screw I! will be in a midway position through the wheel I8. If the drive shaft I2 rotates at the same speed as the lead motor 24, the screw I1 will maintain this position. However, if there is a difference of speed, the screw II will move in one direction or the other, depending whether the lead motor 24 is faster, or slower than the shaft' I2. If the screw I'I moves to its extreme positions, in one direction or the other, the catches on one side, or the other side of the wheel I8, will engage each other, and then the wheel I8 will be coupled with the screw I! as a unit. It is at this point that the lead motor'24 may drive the shaft I2, or the shaft I2 may drive the lead motor. reached, and the Diesel engine is running at the same speed as the lead motor, the screw I! will be in an intermediate position with respect to When a balance is againthe wheel Hi. This will be better understood as this specification proceeds.

The cam |4 controls the fuel oil valve 30 of the Diesel engine. This valve 30 has a control stem 3| which normally is urged outwards by an expansion spring 32 to close the valve. The I stem 3| may be lifted for opening the valve.

The valve 30 is in the fuel supply pipe 33 leading from a pressure tank in which the fuel oil is pumped by a separate pump and kept under pressure sufficiently high to overcome the compression in the cylinders, and resistance in the fuel lines and valve and spray nozzles, as is customary in a Diesel engine. A throttle valve 34 is conveniently placed after the inlet valve 30, and a shut off valve 35 is installed before the inlet valve 30. The cam H has its operator portion i formed by a portion of a cylinder having its center at the point 36 (see Fig. 4). The lead edge of the operator portion l5 joins the surface of the cam M which is substantially of cylindrical shape at the point 31. The inclined edge l5bof the operator. portion. l5 continues into a portion 38 which is a part of a cylinder having its axis concentric with the shaft l2, that is, the center point 39. It will thus be noted that the active part of the cam It is formed from two portions of two cylinders, one of which is concentric with the drive shaft l2 and the other is eccentric.

The eccentric portion i5 functions in lifting the stem 3| foropening the valve 30. The concentric portion 38 does not support the'stem 3i so that the valve is closed during the period that this portion is engaging the bottom of the stem. Figs. 5-9 inclusive represent various sections through the cam l4, these sections being taken on the lines shown inl ig. I. From these sections it will be readily seen that the operator portion I5 is of differentwidths along the length of the cam, and that for each of these sections,

the lead edge |5a is at the identical point on motor will drive the screw until the catches,

26 and 28 engage each other, and then the lead motor will drive the shaft I2 and thus the Diesel engine. When the

catches

26 and 28 engage each other, the cam M will be in a position in which the wide portion of the operator portion.

l5 engages the stem 3| of the fuel supply inlet valve 30 supplying maximum fuel to the Diesel engine. acts as a starter. As soon as a few explosions occur and the Diesel engine is running, the throttle valve 34 may be completely opened and the engine is in normal operation. When this occurs, the screw will assume an intermediate position through the wheel l8. Thus the cam l4 will move to an intermediate position, in which the stem 3| --is lifted for a shorter period of time. In other words, for the Diesel engine to operate normally, a balance will occur in which the shaft I2 is rotating at the identical speed as the lead motor 24.

An increase in load causes the Diesel engine to slow down and fall more or less behind the During the starting period the devicelead motor 24. This, in turn, causes the cam l4 to slide along the drive shaft l2 so that a longer period of valve lift and fuel supply results, which acts to increase the speed of the Diesel engine until a new balance is obtained.

A decrease in the load on the Diesel engine has an opposite efiect.

The Diesel engine may be stopped by stopping the lead motor 24. The speed of the Diesel en-. gine is determined by the speed of the lead motor 24. The difference. of the momentary speed of the two units, Diesel engine and lead motor, governs the speed. The device acts as a differential governor, and as a fuel distributing device, during its operation. The lead edge We of the operator portion iii of the cam l4 controls the valve .30 so that at correctly timed intervals in connection with the Diesel engine, the valve ill is open to admit fuel oil under pressure into the cylinder or cylinders of the Diesel engine. The lead edge |5a marks the beginning of the valve lift, and this corresponds with the maximum compression in the cylinder and always corresponds with the same angular position of the drive shaft of the Diesel engine. The width of any particular section of the operator portion l5 controls the period of valve lift.

In Fig. 10 a modified form of the invention has been disclosed which distinguishes from the prior form in the fact that there is a separate starting motor, .Thelead motor 241' is not used for start ing. Instead a starting motor M0: is provided which is connected with the drive shaft it. This starting motor 24:: may comprise a standard starting motor, or any other type of motor and, arrangement by which the starting motor maybe disconnected from the shaft |2 once the Diesel engine starts.- In this form of the invention the lead motor 24' functions only to con trolthe speed of the Diesel engine.

In other respects this form of the invention is similar to the previous form and like parts are indicated by like reference numerals. However, the starting operation is somewhat different. When starting, the lead motor 24' must also be operated simultaneously with the starting motor 24.1: so that the cam does not completely out off the fuel supply. Another arrangement for starting would be to so design the fuel valves ,that they are set to supply fuel at idling speed when the cam is in its cutting off position.

In Fig, 11 still another modified form of the invention has been disclosed in which the device is used merely as a fuel oil distributing device, In this form of the invention the fuel oil inlet valve cam I4 is manually controlled. One way to accomplish this is illustrated. It comprises a peripheral groove 40 formed on the cam l4 and engaged by a fork 42 on a follower 43 mounted on a rotatively supported screw 44. The arrangement is such that the screw 44 may be manually turned for shifting the cam l4 on the drive shaft l2. A separate starter motor 24.1: is provided for starting the Diesel engine.

In other respects this form of the. invention is similar to the previous forms and like parts claim as new and desire to secure by United States Letters Patent is:

1. In a device of the class described, a drive shaft, a screw coaxially mounted on said drive shaft, an internally threaded wheel threadedly mounted on said screw, a thrust bearing rota-- tively supporting said wheel, drive means driving said wheel, and catch elements on said screw on opposite sides of said wheel and cooperative with complementary catch elements on the sides of said wheel, whereby if said drive shaft rotates at a greater speed than said wheel said screw will move in one direction until certain of said catch elements engage and then said shaft will drive said drive means and if said drive shaft rotates at a slower speed than said wheel said screw will move in the other direction until the other of said catch elements engage and then said drive means will drive said shaft.

2. In a device of the class described, a drive shaft, a screw coaxially mounted on said drive shaft, an internally threaded wheel threadedly mounted on said screw, a thrust bearing rotatively supporting said wheel, drive means driving said wheel, and catch elements on said screw on opposite sides of said wheel and cooperative with complementary catch elements on the sides of said wheel, whereby if said drive shaft rotates at a greater speed than said wheel said screw will move in one direction until certain of said catch elements engage and then said shaft will drive said drive means and if said drive shaft rotates at a slower speed than said wheel said screw will move in the other direction until the other of said catch elements engage and then said drive means will drive said shaft, said catch elements comprising projections on the sides of said wheel and on the ends of said screw. I

3. In a device of the class described, a drive shaft, a screw coaxially mounted on said drive shaft, an internally threaded wheel threadedly mounted on said screw, a thrust bearing rotatively supporting said wheel, drive means driving said wheel, and catch elements on said screw on opposite sides of said wheel and cooperative with complementary catch elements on the sides of said wheel, whereby if said drive shaft rotates at a greater speed than said wheel said screw will move in one direction until certain 01' said catch elements engage and then said shaft will drive said drive means and if said drive shaft rotates at a slower speed than said wheel said screw will move in the other direction until the other of said catch elements engage and then said drive means will drive said shaft, said screw having enlarged end portions, and said catch elements comprising projections on the sides of said wheel and on said enlarged end portions.

PETER DAS.