US1170199A - Covering mechanism for internal-combustion engines. - Google Patents

Description

W. E. VER PLANCK.

GOVERNING MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION r1120 121;.12. 1913.

1,170,199. Patented Feb. 1, 1911s.

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W. E. VER PLANCK.

GOVERNING MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED FEB. 12. 1913. 1,170,199. Patented Feb. 1, 1916.

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APPLICATION FILED FEB. 12, 1913.

Patented Feb. 1, 1916.

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WILLIAM EVERE'IT VER PLANCK, 0F ERIE, PENNSYLVANIA, ASSIGNOR TO ELECTRIC COZMPANY, A CORPORATION 015 NEW YORK.

GOVERNING MECHANISM FOR INTERNAL-COMBUSTION ENGINES.

Application filed February 12, 1913.

To all whom it may concern:

Be it known that I, VViLLiAM E. Vim PLANCK, a citizen of the United States, residing at Erie, county of Erie, State of Pennsylvania, have invented certain new and useful Improvements in Governing Mechanism for Internal-Combustion Engines, of which the following is a specifica tion.

The present invention relates to internal combustion enginesof the socalled constant pressure type wherein the fuel is injected into highly compressed air in the cylinder or cylinders, the temperature of said air being above the igniting temperature of the fuel. and firing it. In such. engines fuel .is supplied under high pressure by one or more pumps to injectors or pulverizers located in the cylinders and from which it is forced into the cylinders against the high pressure therein by What is commonly referred to-as blast air received from a reciprocating compressor driven by the engine. The admission of blast air and fuel to the cylinders is controlled by needle valves that are opened and closed at regular intervals by suitable mechanism driven by the engine. Owing to the high compression in the cylinders such engines have to be started by some auxiliary source of power. The common. arrangen'ient is to provide blast bottles connected with the compressors for in troducing fuel to the engine, and other bottles or receivers for supplying high pressure air for starting purposes. I propose to do away with blast bottles and take air for injection purposes directly from the cooling coil of the compressor, which coil I purposel y make large so that it has considerable capacity. l or-starting I do away with the bottles or receivers and utilize an electric motor or the like for the purpose. This means then that until the engine and compressor have been given a number of strokes there will beno blast air available. Since the fuel pumps are driven by the engine and since the fuel or needle valves are opened at n-edetermined intervals by the engine, it follows that. unless means are provided to prevent it, as the engine turns over, fuel will be forced by successive pump strokes into the injectors and either collect therein or work into the cylinders where it \vill'cause dangerously high pressures on the first firing Specification of Letters Patent.-

Pas ed Feb. 1, 191a.

Serial No. 747,954.

stroke. To avoid this objection I provide a governor for the fuel supply that is responsive to air pressure and by-passes fuel from each of the injectors or pulverizers until such time as the compressor has had an opportunity to build up an air pressure which is superior to the compression pressure in the cylinder, afterwhich the bypass is closed and the engine operated in the normal manner. I This pressure governor has no control over the fuel pump which may have any suitable or usual form of governing mechanism to regulate its delivery. My improved arrangement also has the advantage that if one of the blast pipes is disrupted, as sometimes happens due to a structural weal:- ness, the engine will be automatically shut down and this without the aocumulationof excess fuel in the injector or pulverizer to give trouble when the engine is re-started. 1 may also with material advantage utilize this same governorto control the compressor manner as to relieve the air pressdr'ethereinv and permit it to open the fuel by-pass valve or valves and thus shut down the engine by cutting off its supply of fuel.

In the accompanying drawings Whicn illustrate one of the embodiments of my invention, Figure 1 is a view in side elevation of an internal combustion engine arranged to drive an air compressor and electric generator; Fig. 2 is a detail sectional view of a governor controlled by-pass for the fuel; Fig. 3 is a longitudinal section of my improved pressure governor; Fig. 4 is a cross section of the same; Figs. 5 and 6 are respectively a side elevation and plan of the governor: Fig. 7 is a detailed view showing an emergency governor for relieving the pressure on the pressure governor when the speed of the engine exceeds predetermined value; and Fig. 8 is a detailed view of a f l i nicctor or pulverizer.

10 indicates the base of the engine which is provided with as many cylinders 11 as are necessary or desirable. Each cylinder may. he provided with one or more pistons; I prefer to use two pistons in each cylinder,

the lower piston being connected to the crank shaft by a single rod and the upper piston by two side rods. \Vhether one piston or .two is provided for each cylinder, it should, to attain the best results, compress the air therein to a temperature above the igniting temperature of the fuel. The fuel is introduced into each cylinder-by an atomizer, or pulverizer 13 which may be' of any suitable construction. This is shown in detail in Fig. 8 wherein 14 indicates a needle valve for controlling the admission of fuel to the engine, said valve being operated at regular intervals by means driven by the main shaft 12. Fuel is admitted to the pulverizer by the pipe 15 and blast air to the pulverizer by the pipe 16, which is connected to the distributing valve 17 of the air compressor 18. The compressor may be of any type capable of supplying fluid to the injector at a pressure above the compression pressure of the engine. Fuel is supplied to the pulverizer by the high pres sure pump 19 of suitable construction, a separate pump being provided for each cylinder. The particular construction and ar rahgenient of the pump is immaterial to the present invention. lprefer to drive the pumps from the main engine shaft. They may be governed in their normal action by any suitable means. Their effective action during the starting period of the engine and under emergency conditions is con trolled by the air pressure governor and the emergency governor,-to be described in detail hereinafter. The exhaust from the cylinders escapes by the exhaust pipe 21.

22 indicates a pipe for conveying cooling water to the engine cylinders.

23 indicates an electric generator whose rotor is directly mounted on the main shaft 12 of the engine. Current from this generator may be used for any suitable purpose. Mounted on the generator is an electric motor 24, used for starting purposes. The motor receives current from a storage battery or other source of electric energy. It is provided with the usual armature shaft and mounted thereon is a sprocket gear 26 which is connected by a chain or other means 27 with the main shaft of the engine.

Referring to Figs. 3 to 6, the construction of the. pressure ggvernor will be described.

30 indicates a base which supports the cas ing 31, the latter supporting a cylinder 32. Between the cylinder and the inner wall of the casing is a chamber 33 containing oil or other fluid, the object of which is to prevent air under high pressure from leaking between the inner wall of the cylinder and the plunger 34. The lower end of the cylinder is provided with a small opening to establish communication between the cylinder and the chamber. It should be noted that the cylinder 32 does not extend to the bot tom of the chamber. The object of this is to provide a recess or the like in which foreign particles can settle. The plunger is provided with a packing 36 at its upper end to prevent the escape of liquid and air or other fluids from the chamber. Air or other elastic fiuid enters the chamber 33 from the air compressor 18, Fig. 1, by the nipple 37 and pipe 37; the latter being connected to the distributing valve 17. As the pressure due to the compressor builds up the pressure in the chamber .33 increases which causes the plunger 34 to rise. The upward movement of the plunger is opposed by a lever 38 which has a fulcrum 39 carried by the link 40. The left-hand end of the lever is attached to a coiled extension spring 41, the latter being adjustable so that the pressure at which the governor will operate can be changed at will. 42 indicates a stop for limiting the downward movement of the lever under the action of the spring 41, and 43 indicates a stop for limiting the upward movement under the action of the plunger 34.

During the starting period of the engine it is necessary to prevent fuel from the pumps from entering the injectors or pulverizers and. the cylinders. To this end a by-pass and valve are located in the pipe 15 leading from the fuel pump to the pulverizer. The construction of the bypass is best shown in Fig. 2, wherein 45 indicates a fitting which is bolted or otherwise se cured to the base of the pressure governor. It is provided with screw-threaded projections to receive the nipples 46 and 47, the former being arranged to receive fuel from the pump and the latter to deliver it to the pulverizer in the engine cylinder. Located inside of the fitting and extending in a horizontal plane is a check valve'48 that freely opens when fuel flows from the nipple 46' through nipple 4.7 and closes automatically to prevent fuel from flowing in the opposite direction. This is to prevent the air blast pressure from blowing, fuel from the portion of the pipe 15 leading to the pulverizer through the by-pass when the controlling valve of the latter is open. To state the matter briefly 48 is a check valve opening toward the engine. .49 indicates a by-pass valve arranged in the by-pass 50, said valve being given a constant tendency to close by the coiled compressing spring 5i. \Vhen the valve is in the position shown in Fig. 2 fuel can pass from the pump 19 through the nipple 46 past the valve 49 into the by-puss50, from which it is returned to the overflow tank 52, Fig. 1. by the pipe 53. The by-pass valve is held shut during the normal operation of the engine by the spring 51, but during the starting period it must be held open until the air pressure due to the compressor reaches a predetermined value which is suby Letters Patent of the United States, 77

1. The combination of an engine, a compressor, a fuel pump, an injector for the engine that receives fluid from the compressor and fuel from the pump, and a governor responsive to the pressure of the fluid delivered by the compressor for preventing fuel from entering the injector until said pressure exceeds a predetermined value.

2. The combination of an engine, a compressor driven thereby, a fuel pump, an injector for the engine that receives fluid from the compressor and fuel'from the pump, a by-pass for the fuel supply located between the pump and injector, and a governor sensitive to a condition of the fluid passing through the compressor which holds the bypass open until the pressure ofthe fluid delivered by the compressor exceeds a predetermined value.

3. The combination of an engine, an elastic fluid compressor, a fuel pump, an injector for the engine that receives fluid from the compressor and fuel from the pump, and a governor for controlling the admis sion of fuel to the injector which comprises a member sensitiveto the pressure of said fluid, a means acting in opposition to the member, and a valve controlling the passage of fuel through the injector.

4. The combination of an engine, an elastic fluid compressor, a fuel pump, an injector for the engine that receives fluid from the compressor and fuel from the pump, a main governor responsive to the pressure of the fluid delivered by the compressor for preventing fuel from entering the injector until the fluid pressure exceeds a predetermined value, and an emergency speed governor driven by the engine for by-passing fuel from the injector.

,5. The combination of an engine, an elastic fluid compressor, a fuel pump, an injector for the engine that receives fluid from the compressor and fuel from the pump, a main governor responsive to the pressure of the fluid delivered by the compressor for preventing fucl from entering the injector until the fluid pressure exceeds a predetermined value, an emergency governor responsive to an operating condition of the engine, and a valve controlled thereby which relieves the fluid pressure on the governor and prevents fuel from entering the injector.

6. The combinationflof an engine, an elastic fluid compressor, a fuel pump, an injector for the engine that receives fluid from the compressor and fuel from the pump, a bypass for the fuel which is open when the engine is idle, a governor responsive to the pressure of the fluid delivered by the compressor which closes the by-pass when said pressure exceeds a predetermined value, and an emergency governor driven by the engine which when its speed exceeds a predeter mined value assumes control of the fuel supply to the exclusion of the pressure governor.

7. The combination of an engine, an elastic fluid compressor, a fuel pump,van injector for the engine that receives fluid from the compressor and fuel from the pump, a bypass and valve for the fuel supply located between the pump and injector, a governor having a member movable'in response to the pressure of the fluid delivered by the compressor for closing the by-pass valve when said pressure reaches a predetermined value, a second bypass and valve, and an emergency speed governor driven by the engine which when it acts relieves the fluid pressure on said member and permits its governor to open the first mentioned by-pass.

8. The combination of an engine, an elastic fluid compressor driven thereby, a fuel pump, an injector for the engine that receives fluid from the compressor and fuel from the pump, a governor responsive to the pressure of the fluid delivered by the compressor which determines when fuel shall be delivered to the injector, and means also actuated by the governor for regulating the pressure of the fluid delivered by the compressor.

9. The combination of an engine, an elastic fluid compressor driven thereby, a fuel pump, an injector for the engine that receives fluid from the compressor and fuel from the pump, a governor comprising a member movable in response to changes in pressure of the fluid delivered by the compressor and a means acting in opposition thereto, and a throttle-valve for the intake of the compressor which is moved by said member.

10. The combination of a multi-cylinder engine, an elastic fluid compressor, a fuel pump for each cylinder, :1 fuel injector for each cylinder, a governor responsive to changes in pressure of the fluid delivered by the compressor which determines when fuel s iall be delivered by the pumps to their respective injectors, and means responsive to an operative condition of the engine for rendering the governor inactive.

11. The combination of a multi-cylin'der engine, an elastic fluid compressor, a fuel pump for each cylinder. a fuel injector for each cylinder, a governor responsive to changes in pressure of the fluid delivered by the compressor, a bypass valve between each pump and its fuel injector that normally tends to close and is held open by the gov- 12. In the combination of an engine, a compressor, a fuelv pump, aninjector, and a governor responsive to the pressure of the fluid delivered by the compressor which comprises a plunger and cylinder to which fluid from the compressor is admitted, a lever acted upon by the plunger, a spring for loading the lever, a by-pass valve in the pump circuit between it and the injector, and means moved by the lever for holding the valve open until the plunger has moved the lever a predetermined distance."

13. In the combination, a multi-cylinder engine, a compressor, a fuel injector for each cylinder, a fuel pump foreach cylinder, 21 by-pass in each pump circuit between said pump and its injector, and a governor comprising a plunger and cylinder to which fluid from the compressor is admitted, a lever moved by the plunger, a means acting on the lever in opposition to the plunger, and a bridge piece movable with the lever for simultaneously controlling the by-pass valves.

11. In the comlt ination, a multi-cylinder engine, a compresi r fuel injector for each cylinder, a liv pass in each pump circuit between said pun'sp and its injector, and a governor comprising a plunger and cyliuder to which lluid from the compressor is admitted, a lever moved by the plunger, :1 means acting on the lever in opposition to the plunger, a bridge piece movable with the lever for simultaneously releasing the hypasS valves, and a valve which controls the admission of fluid to the compressor and is actuated by said lever.

15. The combinati compressor driven thereby, a fuel pump, an injector for the engine that receives fluid from the compressor and fuel from the pump, and a means responsive to the "pres sure of the fluid delivered by the compressor for preventing fuel from entering the injector when said pressure falls below a pre determined value.

16. In an apparatus of the character de scribed, the combination with I an engine having a fuel injector and a ccmpressrn' driven thereby for supplying air to the injector, of a governor comprising a base haw ing a liquid containing (Jl'ltllIll'.'NF i', a cvlindci that extends into said chamber and is pro vided with an opening communicating thereon of an engine, a fluid With, a plunger in the cylinder, a lever that is moved by the plunger, a spring acting on the lever opposition to the plunger, a conduit adn'ntting fluid under pressure from the compi seer to the chamber, a valve which throttles the intake of the compressor, :H'nl means emulating said valve to the lever.

ii. in an appamtus of the character describe-1i, the cm .ation with an engine having a fuel in ector, a compressor driven thereby for pp yiug air to the injector, and a. pump 1r supplying fuel to it, of a governor comp ing a base having a liquid containing chamber, a cylinder that extends into said chaniher'and is provided with an opening communicating therewith, a plunger inthe cylinder, a lever that is moved by the plunger, a spring acting on the lever in opposition to the plunger, a conduit admitting fluid under pressure from the compressor to the chamber, a valve that has a tendency to close and controls the delivery of fuel from the pump to the injector, and means actuated by the lever for opening said valve when the pressurein the chamber is below a predetermined value.

18, In an apparatus of the character described, the combination with an engine hav ing a fuel injector, a compressor driven thereby for supplying air to the injector, and a pump for supplying fuel to it, of a, governor comprising a base having a liquid containing chainliier, a cylinder that extends into said chamber and is provided with an opening communicating therewith, a plunger in the cylinder, a lever that is moved by the plunger, a spring acting on the lever in opposition to the plunger, a conduit ad initting fluid under pressure from the compressor to the chamber, a valve that has a tendency to close and is actuated by the lever thrrulgh lost motion, said valve controlling the delivery of fuel from the pump to the injector, and a second valve that is connected to and moves with the lever under all conditions For throttling the intake of the comj'u'cssor.

In Witness whereof, I have hereunto set my hand this 7th day of Feby, 1913.

IVM. EVERETT VER PLANCK.

ll'i tncsses Donnax \Vuavnn, Fnonnxcn W. Van PLANCK.

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