US1718586A - Governing system for diesel engines with arrangements to work with increased admission pressure (supercharging) - Google Patents

Description

GOVERNING SYSTEM FOR DIESEL ENGINES WITH ARRANGEMENTS .TO

: June2s,1929. T 1.718.586

WORK WITH INCREASED ADMISSION PRESSURE (SUPERCHARGING) Filed Jan. '29, 1926 M/t MZW MGM/ Patented June 25, 1929.

UNITED STATES PATENT OFFICE.

KURT SCHMIDT, OF COLOGNE-HOLWEIDE, GERMANY, ASSIGNOR TOMOTORENFABRIK 'DEUTZ, AKTIENGESELLSCHAFT, OF COLQGNE-DEUTZ, GERMANY.

GOVERNING SYSTEM FOR DIESEL ENGINES WITH ARRANGEMENTS TO WORK WITH INCREASED ADMISSION PRESSURE (SUPERCHARGING).

Application filed January 29, 1926, Serial No. 84,638, and in Germany December 10, 1925.

The present invention relates toa system of governing for Diesel-engines which are to run occasionally supercharged which means, that both the fuel charge and the airpressure at the beginning of compression are increased above the values possible in ordinary working. This can be accomplished either by admitting air 'ofincrea-sed or by introducing an additional charge of air of higher pressure when suction vstroke or scavenging are completed and done in the ordinary way with air of atmospheric pressure. Higher initial pressures of compression result of course in increased final compression pressures.

If the timing of the beginning of fuel injection in relation to the position of the engine crank remains as in ordinary working, the final ignition pressure caneasily become unduly high and the resulting strains may endanger the engine.

The invention provides for means to control the timing of the beginning of injection in such a way, that Whenever the engine is to Work with supercharged suction air, injection is delayed. The increase from final compression pressure to maximum ignition pressure is thereby reduced and the arrangement can be such, that when Working with supercharged air the maximum ignition pressure is not greater than in ordinary Wbrking.

The diagrams show two Ways to accomplish this end:

Fig. 1 is a diagrammatic view of one embodiment of the inventionfor accomplishing the desired result.

Fig. 2 is a diagrammatic representation similar to Fig. 1 and with the parts in a different position. I

Fig. 3 is a diagrammatic representation of another embodiment of the invention with the parts in one position.

Fig. 4 is a diagrammatic representation similar to Fig. 3, but with the parts in another position, and

Fig. 5 shows the governor for operating the cam c in both embodiments of the invention. In Figs. 1 and 2 a is the fuel-oil pump, 1) the camshaft carrying cam c, d the air-pump, which supercharges the air for the working cylinder. The delivery of pump (2 can be regulated by a valve 03 in the bye-pass e. To alter the time of injection according to the rate of super-charging a lever f is provided, which rests on a fixed support at p. The free end of this lever limits the down stroke of the fuel pump-plunger: the other end can turn on the eccentric disc 5 3y operating lever it the position of the. centre of 9 can be altered by hand so that the pumpplunger is lifted off the cam-disc, and the play between cam-disc and roller is increased which results in delaying the beginning of the useful stroke of the fuel-pump. v r

. Lever k is connected to the bye-pass valve (1 of the supercharging pump by rod 17. In the position of Fig. 1 lever 7" does not interfore with the working of the fuel-pump at all and the system Works Without supercharging, the working cylinder filling with air of atmospheric pressure. \Vhen the engine is ,the oblique fuel-cam 0 being displaced axially bv the action of the governor 9.

Figs. 3 and 4 show a differentarrangement in connection with engines. in which the quantity of fuel is regulated by an overflowvalve, which may be the same as the suction valve m. This overflow-valve can be opened by the action of rod 12, which is linked to lever f; lever f is situated on an eccentric l, the position of which relative to its shaft is subject to the action of the governor through lever k. Below lever f is an eccentric g, which is adjusted from the handlever h with the aid of a rod 2' according to the position of the throttling valve in passage 6. In the posi-' tion shown in Fig. 3 the system Works Without supercharging, the play between the fuel pump plunger and the cam disc being a minimum. Fig. 4 shows the position of parts when running supercharged; the play be-' tween fuel pump and disc being increased. In this case too the injection is delayed when the rate of super-charging increases. Simultaneously with this delaying the effective lift of the fuel-pump is reduced, but as soon as the speed of the engine diminishes in consequence, the governor g adjusts from the eccentric Z the quantity of fuel in proportion to the load.

' I claim as my invention:

1. In an internal combustion engine, in combination, fuel injection means; operating means therefor; cooperating means adjust-- able to vary the time of initiation of the fuel injection; air supercharging means and means to render the same operative; and controlling means to actuate said last named means to render said air super-charging means operative and to adjust said cooperating means to retard the time of initiation of the fuel injection.

2. .In an internal combustion engine, in combination, fuel injection means; operating means therefor; cooperating means adjustable to vary the time of initiation of the fuel injection; air super-charging means and means to render the same operative; controlling means to actuate said last named means to render said supercharging means operative and to adjust said cool-ierating means to retard the time of initiation of the fuel injection; and governing means for said fuel injection operating means to maintain automatically the amount of fuel injection in accordance with the engine load.

3. In an internal combustion engine, in combination, fuel injection means; operating means therefor; means to supply air of higher than atmospheric pressure to the engine; controlling means; and means actuated by said controlling means to retard the time of initiating of the fuel injection and to increase the amount of air of higher than atmospheric pressure supplied to the engine.

4. In an internal combustion engine, in combination, fuel injection means; operating means therefor means to supply air of higher than atmospheric pressure to the engine; manually operable controlling means; and means actuated by said manually operable controlling means to retard the time of initia- 5 tion of the fuel injection and to increase the amount of air of higher than atmospheric pressure supplied to the engine.

manually operable controlling means; and

means actuated by said manually operable controlling means to var the time of initiation of the fuel injection'and the amount of .air of higher than atmospheric pressure supplied to the engine.

6. In an internal combustion engine, in combination, fuel injection means; operating means therefor means to supply air of higher than atmospheric pressure to the engine; controlling means, and means actuated by said controlling means to retard the time of initiation of the fuel injection and to render operative said means to supply air of higher than atmospheric pressure to the engine.

7. In an internal combustion engine, in combination, fuel injection means; operating means therefor; means to supply airof higher than atmospheric pressure to the engine; manually operable controlling means, and means actuated by said manually operable controlling means to retard the time of initiation of the fuel injection and to render operative said means to supply air of higher than atmospheric pressure to the engine.

8. In an internal combustion engine, in combination, fuel injection means; operating means therefor controllable to vary the amount of fuel injected; means auton'iatically to control said fuel injection means so as always to inject the amount of fuel in accordance with the load on the engine; means to supply air of higher than atmospheric pressure to the engine; a manually operable controlling member; and means actuated by said controlling member to retard the time of initiation of the fuel injection and to render operative said means to supply air of higher than atmospheric pressure to the engine.

In testimony whereof I have signed my name to this specification.

KURT SCHMIDT.

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