US2497322A - Mechanism for connecting engine governors and by-pass valves - Google Patents

Description

Feb. 14, 1950 Filed Nov. 20, 1944 T 47 OIL PUMP 2 Sheets-Sheet 1 G0verhar s *5 H e H 6 L Q m R l l l l &.

&'

w Q INVENTOR.

Edward Raf/lbw? OKLA/v. [12m Feb. 14, 1950 E RATHBUN 7,

MECHANISM F'OR CONNECTING ENGINE GOVERNORS AND BY-PASS VALVES Filed Nov. 20, 1944 2 Sheets-Sheet 2 IN V EN TOR.

TTORNEY utilized to ignite the gas.

Patented F eb. 14, 1950 MECHANISM FOR CONNECTING ENGINE GOVERNORS AND BY-PASS VALVES Edward Rathbun, Toledo, Ohio, assignor to The Rathbun-J ones Engineering Company, Toledo, Ohio, a' corporation of Ohio Application November 20, 1944, Serial 564,279

1 Claim. (01. 74-53) This invention relates to high compression internal combustion engines, but more particularly to such engines which are adapted to operate on gas and oil.

In engines of this character, it is desirable that the amount of oil injected into the cylinder be controlled in accordance with the load conditions or demands of service as well as the volume of gas available at the time. When producer gas .is employed andsince its volume not infrequently varies from time to time, it becomes necessary during the operation of the engine to increase the rate of oil supply when the supply of gas decreases, and on the other hand when the supply of gas increases, then the rate of oil supply should accordingly be decreased. Of course, when the engine is running idle at no load, the quantity of oil injected should be slightly less than that necessary to operate the engine, since the oil is This will be readily apparent inasmuch as the temperature of compression is lower than the ignition temperature of the air-gas mixture but is higher than that of.

fuel oil.

Certain of the above variations can be automatically controlled within reasonable limits. However, it is a desideratum to produce a simple and efilcient regulator by which the proper proportion of gas and oil is delivered to the engine, the same to be changed as the available supply of gas varies, so that the rate of oil delivery may be increased in the event the available gas is reduced. In this manner the engine can be kept running smoothly regardless of the load imposed upon it andthe fuel or mixtureoffuels supplied to it. i

An object is to produce a new and improved mechanism for connecting .a governor for a Diesel engine'employing gas and oil and the by-pass valve thereby automatically to control therate of oil injected into the engine in predetermined proportion to the quantity of gas delivered thereto.

Other objects and advantages will hereinafter appear and, for purposes of illustration but not of limitation, an embodimentof the invention is shown in the accompanying drawings, in which Figure 1 is a diagrammaticside elevatiompartly in section of a Diesel engine equipped with the usual variable speed governor and showing the attachment thereto for controlling the rate of oil delivered to the cylinders;

Figure 2 is an enlarged side elevation, partly in verti'cal' section, showing the governor attachment, the oil bypass valve assembly and the operative connection therebetween;

Figure 3 is a view of the governor attachment shown in Figure 2 but adjusted to a position by which the rate of oil delivery is increased; and

Figure 4 is a view of the governor attachment shown in Figure2 adjusted to afford even greater rate ofoildelivery than that shown in Figure 3.

The illustrated embodiment of the invention comprises a Diesel engine It, only so much being shown as is necessary for an understanding of the invention. Gas is supplied to the engine through a valve casing I i in which is mounted for vertical reciprocatory movements a multiple disc valve I 2. From the valve casing I I, gas flows about a mixing throat I3, to which air is supplied through a pipe I4, containing a butterfly type control valve I5.

inside of the mixing throat I3, which, as shown,

has a bell mouth and a venturi adjacent thereto.

keep the engine speed uniform. Variable speed governors of this type are well known to those skilled in this art and are ordinarily available in the open market, one being produced by Woodward Governor Company, of Rockford, Illinois, and referred to'as type U. S. 8 governor.

As shown the governor I6 is arranged within a housing and the oscillatable governor shaft I'I projects beyond opposite sides of'the housing. Mounted on one end portion of the shaft I! is a pinion IS, with which meshes a rack I9 forming a part of a horizontally disposed rack bar 20 slidably mounted in a guide 2|. The opposite end of the rack bar abuts against the vertical arm of a a bell crank 22, the horizontal arm of which is sively moves the multiple disc valve I2 away from Thus a mixture of airy and gas pass to the engine cylinders through the its seat, thereby to admit a greater volume of gas to the engine cylinders. Movement of the governor shaft I! in the opposite direction operates to move the gas valve l2 toward its closed position.

Mounted on the opposite end of the governor shaft i! is a disk 21, which is fixed for movements with the shaft. The disc 21 has an annular periphery, which has .a, nice rotatable fit within a larger disk 28, a portion of its lower peripheral surface being cut away, as indicated at 29. The disks 2'! and 28 are eccentric to each other, it being observed that the disk 21 is mounted within the disk 28 above the center of the latter. Having bearing within the eccentric disk 28 is a shaft 30, on which is fixed a pinion 3| meshing with teeth 32 formed in a portion of the peripheral surface of the disk 21.

On the outer end of the shaft is a handle 33, the turning of which rocks the outer or eccentric disk 28 in one direction or the other, the interengagement of the gear teeth retaining the eccentric disk in the position of adjustment. The inner disk 21 has a pointer mark, to which numbered calibrations on the eccentric disk can be selectively moved, as will hereinafter be eX- plained.

Bearing against the top peripheral surface of the eccentric disk 23 is a shoe 34, the undersurface of which is arcuate to fit the rounded surface of the disk. In the upper portion of the shoe 34 and arranged centrally is a conical recess or bearing 35, into which extends the pointed end 36' of a vertical adjusting screw 3?. A nut 38 locks the screw 3'! in adjusted position in the end of an operating lever 39. The lever 39 is fulcrumed close to its opposite end at 4!] and the adjacent end carries an adjustable contact screw 4!, which abuts against a vertically disposed stem 42. The stem 42 is provided at its end with a bypass valve 43 and a spring 44 urges the valve away from its seat within the valve housing 45,

Oil is delivered to the bypass housing 45 by a constant delivery injection pump 66, which is operated in any suitable manner. From the pump 46 oil is forced thru a tube 4'1, which is connected to the housing 45 for delivery of oil to a passage 48, the latter communicating with a passage i811 through which oil passes through a tube :29 to the usual distributor from whence oil is delivered to the engine cylinders in a well known manner, one tube 5! only being shown leading to one of the cylinders. Communicating with the passage 48a is a passage 52-, which is controlled by the bypass valve 43 and which leads to the oil supply (not shown). It will be obvious that the quantity of oil, which is forced to the distributor 59, is determinedby the position of the valve 43 and, since the delivery of the pump lt is constant, excess oil is bypassed through the passage 52 to the oil supply, it being evident that the passage 52 beyond the valve 43 is larger so that the tendency is for the oil to fiow therethrough. The greater opening afiorded by the bypass valve 43, the more the quantity of oil delivered to the cylinders is reduced.

In operation it will be understood that the set screw 31 is first adjusted for proper gas-oil operation, so that the quantity of oil is slightly less than that required to operate the engine on oil alone under no load condition. Adjustment is made of the eccentric disk 28 by actuation of the handle 33 in accordance with the prevailing gas supply. If the supply is large, then the eccentric disc 28 is turned so that the indicator mark on the inner disk 21 is on the smaller numbered calibration on the eccentric disk, such for example as at 2. In that position, the oscillating movement of the governor shaft IT, which is through an arc of the order of 42, imparts substantially no change in the vertical position of the shoe 34. Thus, when additional fuel is required by the engine and called for by the governor, that is supplied by gas through operation of the rack bar 20-and associated parts, as above described.

However, in the event the available gas supply is reduced from that necessary for efiicient engine operation, then the eccentric disk is adjusted so that a larger number on the calibrations registers with the indicator mark on the disk 21, such as shown on Figures 3 and 4. In such position, the oscillating movement of the governorshaft i! and the disk 2'! impart substantial change in the shoe 34, causing it to move up or down. Such motion is transmitted through the lever 35 to the bypass valve 43. Upward movement of the shoe 34 effects a closing movement to the valve 43, thereby causing more oil to be forced to the engine. Downward movement of the shoe 1'4 operates to open the valve and, as above explained, reduce the oil supply to the engine. Manifestly, the amount of adjustment of the eccentric disk 28 will be arrived at empirically for most satisfactory operation.

In some instances it may be desirable to operate the engine entirely on oil, and this may be accomplished by adjustment of the eccentric disk to a position, such as indicated on Figure 4, by which the oil supply is substantially increased.

From the above it will bernanifestthat I have provided an exceedingly simple device for con trolling the delivery of both gas and oil to a Diesel engine. Its marked simplicity not only enables it to be operated by a comparatively unskilled person but it can be produced at a relatively low cost. The number of moving parts is reduced to a minimum, so that it may be installed readily and conveniently; Furthermore, it will be evident that adjustments may be eiTected either while the engine isin operation or is idle. It is unnecessary to stop the engine to make adjustments to reduce or increase the rate of oil delivery, since a slight turn of the operating handle quickly efiects the desired result, both at no load condition, as well as at full load condition and intermediate conditions.

What I claim is:

An adjustable linkage for connecting an oscillatable control shaft to a mechanism to be actuated thereby comprising a lever having a fulcrum intermediate its ends, means for operati-vely connecting a first end of the lever to-the mechanism in such manner that rocking movement of said lever about its fulcrum will actuate the mechanism, a first disc for mounting concentrically on the control shaft, a second disc having an eccentrically positioned aperture therein in which said first disc is positioned, a rotatable toothed pinion carried by one of said discs, teeth on the other of said discs meshing with the teeth of said pinion whereby rotation of said pinion causes relative rotation of said discs, a shoe riding on the periphery of said second disc, and an operative connection between said shoe and the second end of said lever.

. 5 EDWARD RATHBUN.

(References I on following page) REFERENCES CITED Number The following references are of record in the file of this patent: UNITED STATES PATENTS 5 Number Number Name Date 792,894 Green June 20, 1905 8:088

Schmidt NOV. 24, 1931 6 Name Date Nordberg June 12, 1934 Nonnenbruch Feb. 19, 1935 FOREIGN PATENTS Country Date France June 28, 1933

Images