US2849857A - Control for engine starting means - Google Patents

Description

SPt 2, 1958 J. H. DAvlDs 2,849,857

CONTROL FOR ENGINE STARTING MEANS Filed Oct. 6, 1954 2 Sheets-Sheet 1 Q-T M a Sept 2, 1958 J. H. DAvlDs 2,849,857

CONTROL FOR ENGINE STARTIN. MEANS Filed oct. e 1954 I CONTRL FUR ENGENE STARTING MEANS John H. Davids, Beloit, Wis., assignor to Fairbanks, Morse & Co., Chicago, Ell., a corporation of Illinois Application ctober 6, 1954, Serial No. 460,678

s claims. (c1. sti- 16) This invention relates to improvements in the control of starting provisions 'for internal combustion engines, and more particularly to an improved method of,- and control means for, controlling the operation of the engine starting means such as to terminate starting operation thereof automatically in response to starting acceleration of the engine to and above a given or selected engine speed.

Engine starting provisions of heretofore known and prevailing types, as compressed air starters and the like, fumsually include either a manually operated control or an cutomatic control mechanically operated generally in accordance with engine speed, as effected through the engine ,peed controlling governor or other mechanical device atctuated in accordance with engine speed. Such controls gjenerally embody gearing, linkage mechanisms or other ngiechanical connections from the manual lever, engine governor or other speed operated device, which connections present certain disadvantages in respect to manu-facturiug and maintenance costs, and the overall complexity of the controlr equipment.

The principal objective of the present invention, therefore, is to afford in connection with engine starting means, a greatly simplified yet highly effective control provision for interrupting'operation of the starting means automatically upon engine starting acceleration to and above a given speed, wherein the control provision while operatively dependent upon engine speed, does not embody or utilize gearing, linkages or other mechanical connections of the character above mentioned.

More particularly, the present invention is `concerned with internal combustion engines having iiuid pressure systems, as pressure lubricating oil and/r cooling water circulating systems, wherein the pressure of the fluid is proportional Vto engine speed. Given such an engine including suitable starting 'means therefor, it is an object ofthe invention to aiiord simplified control of the starting means in a manner to effect termination of engine starting operation ofthe starting means in response to the pressure 'obtaining'in a nid pressure system of the engine 'upon engine-starting acceleration to a predetermined or selected engine speed. In one form of the invention as herein disclosed in connection with an engine of the character indicated, having an air pressure starting system, there is provided a` starting air supply control valve rnormally biased to an open condition permitting starting air delivery to the engine, wherein the valve embodies pressure-actuated means in connection to the iiuid pressure system 'of `the engine, operative to close the valve and hence Vterminate starting vair supply to the engine, upony and in response to pressure rise in the engine iiuidl pressure `system to an extent determined by engine startingY acceleration to a selected speed, as to a speed belownormal engine operating speed. The present invention is applicable also, to othertypes of engine starting means, as electriclmotor starters and the like, an example of which is illustrated herein.

nited tates atent O rice The foregoing as well as other objects and advantages of the invention will appear from the following description considered in connection with the accompanying drawing, wherein:

Fig. lillustrates diagrammatically, an internal combustion engine including an air` start system and a cooling iiuid circulating system (shown only in part), together with a starting air supply control valve shown in vertical section, the valve including a fluid pressure operating means in pressure-responsive connection to the engine cooling iiuid system;

Fig. 2 illustrates diagrammatically, application of the invention to control of an electric motor and clutch type engine starter means, and

Fig. 3 shows diagrammatically, an engine having a pressure lubricating fluid system with which the present invention may be employed.

Referring iirst to the embodiment according to Fig. l, an internal combustion engine is illustrated diagrammatically and in part only, as including cylinder assemblies 10, and pistons 11 operatively associated with the crankshaft 12 through connecting rods 14. The engine is of jacketed, water-cooled type providing cylinder jacket spaces 15 in a cooling water circulating system including water delivery and return headers 16 and 18 respectively. Branch connections 19 from delivery header 16, supply cooling water to the cylinder jacket spaces 15, while connections 20 connect the cylinder jacket spaces to the return header 18, the latter extending to a suitable cooler 22 from which the cooled Water is returned to the source indicated by the tank 23. From the source such as tank 23, water is delivered to supply header 16 by a suitable pump, as a centrifugal pump 24, which is driven from the engine crankshaft 12. With the pump engine driven as indicated, the speed of the pump will yvary correspondingly with variations in engine speed, and thus the pumpestablished pressure ofthe cooling fluid or Water circulating in the engine` jacket system, will vary with and be inv proportion to engine speed. Hence the water pressure in the system directly reflects engine speed, and this pressure as it increases with engine acceleration in starting, is utilized as the controlling medium in effecting termination of operaton of engine starting means.

In the embodiment of the present invention according to Fig. lthey engine is provided with a compressed air starting system which in the example shown, includes an air supply conduit'26 extending from a suitable source of compressed air (not shown) to an air distributor generally indicated at 27. The distributor is operated from the` engine crankshaft 12 for proper timing of air delivery to the several engine cylinders, air delivery being effected .through conduits 28 to air valves 30 in the cylinder heads 31, as in the usual or well known air start systems. A

. manuallycontrolled or otherwise suitably operated main shut-olf valve 32 may be included in conduit 26. Interposed in the supply conduit 26 in the portion thereof between the shut-off valve 32 and the distributor, is a control valve device 34 shown in vertical sectional detail, providing a. starting air cut-off control in the present exemplary embodiment of the invention.

As appears in Fig. 1, the valve device 34 comprises a valve body 35 having a central vertical bore 36 in which slides `a pistontype valve element 38 in controlling relation toa compressedl air inlet port 39 at the inner end of inlet passage 40. Connected to inlet passage 40 is the end portion 42 of that part of supply conduit 26 leading from the compressed air source (not shown). The end 43 of'that part of conduit 26 between the valve and the distributor Z7, is connected to the valve outlet passage 4 4, the latter having the outlet port 46 associated with the piston valve element 38 as shown.

The valve body has an open bottom recess 47 which in valve assembly, is closed by `a cup-shape cover or closure member 48 having an internal boss or land 50 in alignment with the valve bore 3,6. The cover boss or land 5 0 pfrovides a stop for abutment byra projection at the lower end of the piston valve 38, to limit valve movement in thc downward or valve-opening direction. Projection 51 may be provided as a part of a movable fluid motor element secured to the valve, as hereinafter described. The piston valve is biased toward the stop and to the full-open position shown, by a suitable compression spring 52 bearing against the upper end 54 o'f the piston valve, as through a washer 53. Spring 52 eXtendsupwar-dly in a vertically elongate cap member 55 removably attached to the valve body, and engages at its upper end a Vdisc or washer 56 carried by. a spring. adjusting'element- 'orf screw 58 threaded through the top wall 59y of cap 55 and provided with a lock nut 60. Thus by. threading the screwl in one or the4 other. direction, the biasingL force of the'spr-ing on the` piston valve may. be correspondinglydetermined, as for a particular purpose presently to be indicated. l

Marginally secured or clamped between the cover 48 and the. lOWtI` Gnd f` the. valve. bodyl is a exible member or diaphragm 6,2 which cooperates withthe cupshape cover to` form a fluid pressure chamber 63. The diaphragm in its central area, is operatively associated with the lower` and. O f; the piston valve, as with a head or flans@ member 64 preferably provided as an integral part of the piston valve. Mo ieover and as hereinaboye indicated, diaphragm 62 is bossed or enlarged Substantially at its center, t0. provide. the Sten projection 5.1 engageable with the casing stop 5 0, rI 'he valye body recess 47 accommof dates the Pisten. tiene@ 64111. uuward displacements thereof in fluid pressure actuation of the. diaphragm. Connectins the iluid. pressure Chamber 6 3. with the. engine cooling water system is am conduit 66, this Conduit in the present example, being shown as extending. to connection at 67 with the Coelinswater Supply header. 16 Qf the engine. Hou/even the conduit. 66u may be connected to any other Suitable Orconvenient point in. thev cooling water pressure circulation system embodied in the, engine assembly, as for instance,y te` any1 one ofthe cylinder jacket SPHQSS Thus.. tllepr'essure chamber 63. and diaphragm 62 in iluid. pressure association.- with the.r ensine Cooling Water system emv-isles a lluidpressnre actua-` tor or tluid Servo-motor for; the piston valve element 38-V In the operation ofthe control valve. dev e 34, the latter is now described, when the enginedA -s itopped or at rest, the cooling water in the, engine eoolingI system will be under 10W. or pressure insuiient to cause displacement 0f. the diaphragm. 6.2 trom the position. shown in Fig). l, which is that corresponding to full-open position 0f the piston, valve `iii\Yl.1= 1eii1 the abutrnentl iS against Stop 50,7 as. direte@ under the bias of valve Spring 521 lli Such PQSitiQn. ofthe. piston valve. communication is established by therlatter between the valve inlet and outlet ports 3 9, and 46, respectively, s o that upon Opening Ofmain valve, 3,2mcofiipre,S.S.s=,fl;air,r Will'` 116W from the source through conduit 26 and the Valve 3,4; to the distributor Asis usual in 's ta-rtsystenas, thedistributor nennits` compressed air; deliysl'v t'Q at: least one of the engine cylinders at the begi ing of engine starting, and thereafter as the engine accelerat y it determines air delivery to the cylinders. in3 a` given sequence, usually inj accordance with t l cylinder-.firing order of. the engine.; Now, a een eunder jesstarting acceleration, with cranlshah. drive of.V the cooling water pump 24, at correspondingly increasing speed, the pressure of the cooling water. circul ingin the en gine jacket system, risespropo nately. When, during such starting acceleration ofthe engine, the cooling water pressure rises to. a point such that thepressurgein the valve servo-motor chamberg. excee s fthe opposingpressure of the valve biasing 5 2 \the.Se IV.0Il1J9CQTdla phragm 62 will undergo fluidZ pressure displacement to r4 l move the piston valve 38 upwardly toward and to a position closing the air inlet port 39. With valve closure of port 39, compressed air delivery through the valve to the distributor 27 is then cut-off or terminated.` Thereafter and as the engine assumes normal running conditions, the cooling water pressure then obtaining in consequence of the operating speeds of the engine, adequately exceeds the biasing force of spring 52 such as to assure and maintain valve closure throughout engine operation. While not important to the present invention and hence not shown, upon closure of the control valve 34 air may be vented from the cylinder conduits 28, and if desired also, from the portion of conduit 26 between valve 34 and the distributor 27, in any suitable manner. Upon stoppage or shut-down of the engine, and assuming that the main valve 32 is actuated to closed position coincidentally therewith, the cooling water pressure will drop to a low value, so that the pressure in chamber 63 will beeome well below the opposing pressure of the control valve spring 5 2, whereupon, the spring will move the piston valve to its full-open position (Fig. l), thereby conditioning tbe valve for operation in the next or succeeding engine starting period.

It is to be noted here that the valve biasing spring 52 is of selected capacity in relation to the full pressure range of the cooling water system of a given engine,` so that under adjustment of the spring to impose a minimum biasing pressure, the valve will open against low or minimum fluid pressure of the cooling system in engine shutdown, andj further, so that the spring may be adjusted to a condition in which it will be overcome only by that fluid pressure obtaining when the engine speed in starting acceleration, attains at most a predetermined speed which may be that speed at which the engine converts from air start to running on fuel. of the spring then will determine valve closure at a coirespondingly lesser engine starting speed.

As shown in Fig. l, included in the control valve ,fievice 34 is an indicator to provide visual indication of/lrhe open and closed conditions ofthe valve. Conveniently, the indicator is in the form of a rod which may be carried by the spring washer V53 on the upper end of the piston valve, the rod extending upwardly in cap member 55 to and through an axial passage or bore 71 in the spring adjusting screw 58, to `exposure of its upperend 72 at the screw head 74. In the full-open condition of the valve, the rod 70 will be retracted relative to the screw so that its exposed end 72 then may be approximatelyy hush with the top of the screw head 74, depending upon the spring adjusting position of the screw, while in the closed condition ofthe valve, the rod will project above the screw head 74.

In the embodiment of the invention according to Fig. 2, shown in essentially diagrammatic manner, the engine 80 includes a cooling water circulating system indicated in part at 81, in which the pressure of the cooling water is in accordance with engine speed, as in the embodiment of Fig. 1 for example. The starting provision for the engine may comprise an electric motor 82 having its output shaft 84 connected to the engine crankshaft 85 through a clutch device 86 of any suitable form. The clutch is here indicated as including a clutch element 88 movable to and from clutching engagement with a com-l plementary clutch element 89, with movement thereof under control of a lever 90 pivotally supported at 92 intermediate its length. The lever is biased by a suitable spring 93 in the direction to locate clutch element 88 out of engagement with clutch element 89, while lever actuation to cause clutch engagement is effected by the movable armature of a s-olenoid motor device generally indicated at 94. -The solenoid motor has its movable armature 96 connected by a link or rod 97 to the clutch lever at 98, and its energizing winding 100 connected to power supply lines L1 and L2 including in the line L2 a switch Any intermediate adjustments;

of the engine cooling `fluid circulating system.

101. Starting mot-or 82 is energized from supply lines L1 and L2 over leads 102 and 104, the lead 104 being connected to line L2 at a point 105 between the switch 101 and the solenoid winding 100. Thus, when the switch 101 is closed the solenoid motor 94 is energized to draw-in its armature 96 and actuate clutch lever 90 to engage clutch element 88 with element 89, and simultaneously the starting motor 82 is operated to cause through the then engaged clutch device, starting of the engine 80. Opening of switch 101 effects de-energization of both the starting motor and the solenoid motor, and hence termination of starting motor drive of the engine crankshaft, with disengagement of the clutch under the bias of spring 93.

Control of the switch 101 is effected through a uid pressure servo-motor 106 having a diaphragm or movable piston element 108 in a uid pressure chamber 109, the chamber being connected by a conduit 110 to a suitable point in the engine cooling water circulating system 81. Switch 101 has an operating rod 112 eX- tending to connectionwith the servo-motor piston or diaphragm 108, and includes a suitable bias, as the compression spring element 113, acting on the diaphragm and rod in the direction to effect switch closure and location of the diaphragm in an initial position. The switch-closing effect of the spring 113 is adjustable, as through the adjusting screw 114 in support of one end of the spring.

Infengine starting, when the main supply line switch ,116 is closed and since switch 101 then is closed under Aits bias spring 113, the solenoid motor will be energized ifo engage the clutch, while the starting motor simultaieously energized, operates through the clutch to turn v he engine crankshaft. Now as the engine is accelerated i t starting, the cooling fluid pressure rises in the engine Coioling system 81 and consequently in the servo-motor chamber 109. When the pressure in chamber 109 eX- cee'dls the opposing bias of spring 113, the piston or diaphragm 108 responds by fluid-'pressure displacement in the direction to open the switch 101, thereby terminating engine starting 4drive by the motor y82 as hereinabove described. Thereafter and throughout running operation of the yiengine, the spring 93 retains the clutch element 83 Vdisengaged from the clutch element V89 on the engine cranksliaft, since the switch 101 then is maintained in open condition by the fluid pressure servo-motor which remains infp'ressure operated condition during normal operation It is to be noted that by adjustment of the switch bias spring 113 through the adjusting screw 114, pressure operation of the servo-motor to open the switch 101 and hence terminate operation of the engine starting provision in the manner described, may be regulated to occur at a selected speed in engine starting acceleration. IIn respect to a given engine to which the starting system is applied, such adjustment normally will be made so that the servo-motor will act to open switch 101 and sto-p the starting drive when the engine starting speed is at or slightly above the speed point at which the engine converts to fuel operation.

Upon stoppage or shut-down of the engine, the pressure of the uid in the engine cooling system drops to a low or minimum value, whereupon spring 113 closes switch 101 to condition the energizing circuit for operation of the starting motor 82 and operation of the solenoid motor 94 to engage the clutch 86. The engine then may be again started by closure of the main supply switch 116.

While in the embodiments of Figs. 1 and 2, termination of operation of the engine starting provision 1s controlled from the engine cooling water circulating system in the manner now fully described, such control4 may be effected from the engine lubricating system in engines providing pressure feed of lubricating fluid wherein the oil pressure varies proportionately with engine speed. For example, as shown diagrammatically by Fig. 3, an engine has a suitable oil pump 121 illustrated as of a gear type, driven from the engine crankshaft represented by the broken line 122. The pump may take oil from the engine crankcase sump 124 and deliver under pressure to a pressure supply manifold 125 from-which branch conduits, as 126, lead to points of pressure lubrication in the engine. Now, with the air start system of Fig. l applied to this engine, the pressure uid conduit 66 leading to the fluid pressure servo-motor of the control valve 34 may be connected to the oil pressure system at any suitable point therein, as at 128 in the manifold 125. Similarly in the instance of application of the electric motor and clutch starting system of Fig. 2 to the engine 120, the servo-motor conduit 110 may be connected to the same point 128 of the pressure oil manifold 125. It will be understood that because of the usually higher pressures in the lubricating system as compared to the pressures obtaining in the conventional cooling water pressure circulating system, where the air start system of Fig. l is used, the valveopening and servo-motor biasing spring 52 in the valve device 34 will be selected as to capacity, such as to accommodate the higher oil pressures. Likewise, in the instance of use of the motor starting system 0f Fig. 2, the switch-closing and servo-motor biasing spring 113 will be similarly selected as to capacity.

Having now illustrated and described several embodiments of the present invention, it is to be understood that modiiications of the embodiments shown, as well as other embodiments, may be made within the spirit and scope of the invention as hereinafter claimed.

What is claimed is:

l. In combination with an internal combustion engine having a fluid pressure system in which the pressure of the fluid therein is proportional to engine speed, iiuid pressure starting means for the engine including a control valve normally biased to an open condition, and a liuid pressure actuated servo-motor in constant open'communication with said uid pressure system, elfective for closing said control valve in response to fluid pressure obtaining in said fluid pressure system when the engine attains and exceeds a predetermined engine speed.

2. In combinaiton with an internal combustion engine having a fluid pressure system wherein the pressure of the fluid therein is proportional to engine speed, fluid pressure starting means for the engine including a control valve, uid pressure actuated valve closing means in constant open communication with said fluid pressure system, and valve opening means effective to open and retain said control valve open when the fluid pressure acting on said valve closing means is in an initial pressure range corresponding to the engine speed range from zero speed to a predetermined engine speed less than the normal running speed of the engine.

3. In an internal combustion engine having av cooling iluid jacket system, engine driven pump means for circulating cooling fluid in the jacket system at a pressure increasing with increasing engine speed, and a compressed air starting system, the combination therewith of a control valve in the compressed air starting system, said control valve providing a movable valve element and yieldable means biasing the valve element to a valve open position, and fluid motor means connected to the engine jacket system andl operatively related to said valve element, said iluid motor means operating in response to lluid pressure obtaining in the engine jacket System when the engine attains a predetermined engine speed, to move said valve element to a valve closed position.

4. Inan internal combustion engine having a cooling tiuid jacket system, engine driven pump means for circulating cooling uid in the jacket system at pressures corresponding with engine speeds, and a compressed air starting system, the combination therewith of a control valve in the compressed air starting system, said control assainir'k valve providing a movable valve element, uid motor` means connected to the engine jacket system and to said valve element, operable by cooling iluid pressure for moving said valve element to a valve closed position, and yieldable means acting on said valve element in opposition to, said motor means, for lmoving the valve element to4 a valve open position, said yieldable means yielding to. permit valve closing movement of the valve element by said fluid motor means only when the jacket uid pressure attains and exceeds a pressure value corresponding to a predetermined engine speed.

5. In an internal combustion engine having a cooling fluid jacketsystem, engine driven pump. means for cir-V culating cooling uid in the jacket System at a pressure increasing with increase in engine speed, and an air start system including a compressed air supply line, the cembination therewith of a control valve in said air supply line, the control valve providing a movable valve element, fluid motor means actuated by fluid pressure in the engine jacket system and operable on said valve element for moving the latter to a valve closed position, yieldable spring means biasing said valve element to a valve open position and imposing through the valve element, a force on said uid motor opposingy uid pres- References Cited in the` file of this patent 4 UNITED STATES PATENTS 1,277,541 Brownback Sept. 3, 1918 1,632,023 Danielsson June 14, 1927 1,647,231 Junkers Nov.Y 1, 1927 1,999,199 McGrath Aprj30, 1935 2,013,238 Furgason Sept. 3, 1935 2,040,333 Rathbun MayV 12, 1936 2,366,144 Griswold Dec. 26, 1944 2,633,868 Berhoudar Apr. 7,1953

OTHER REFERENCES Powe-m, issue of March 1945, page 102 (184).

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