Timing device for internal-combustion engines

Abstract

Claims

July 31; 1923. A. A. LAZIER 'TIMING DEVICE FOR INTERNAL COMBUSTION ENGINES Filed July 19, 1920 2 Sheets-Sheet 1- A. A. LAZIER TIMING DEVICE FOR INTERNAL COMBUSTION ENGINES July 31, 1923. 1,463,474- Filed July 19, 1920' 2 SheetS- -Sheet 2 v v x l'rzverzZar; Patented July 31, 1923. UNITED STATES ARTHUR A. LAZIER, OI BUFFALO, NEW YORK. -'1 IMING DEVICE FOR INTERNAL-COMBUSTION ENGINES. 4 Application filed m 19, 1920. Serial No. 397,200. - To all whom it may sirable.v Improvements in Timing ternal-Combustion Engines, following is Be it known that I, ARTHUR A. LAzmR, a citizen of the United States, residing at Buffalo, in the county of Erie and State of New York, have invented new and useful. of which the a specification. This invention relates to a timing device for controlling. the injection of fuel in Diesel andsemi-Diesel engines-or any other type of engine where a change in the timing of the valve mechanism is required or de- In engines the working ends of the cylinders at fixed or invariable intervals with the result that the fuel is admitted too earl for starting, causing the engines to pound and in many cases racking them to-such an extent as to render them wholly unserviceable. It is the principal object of this invention to provide a timing device which permits of readily varying the time of fuel injection in starting, or when running at high speeds, with a view of overcoming such objections. A further object is to provide a device of this character which is simple in construction, reliable in operation and applicable to existing engines without materially altering their construction. A still further. object is the provision of an indicator which co-operates with the tim- -'ing device to show the degree at which the fuel is being injected. In the accompanying drawings: Figure 1 1s a vertical section of an ordinary type of Diesel engine equipped withthe timing device. Figure 2 is a sectional view of the usual fuel pump and actuating cam controlled by the device. Figure 3 is a .vertical section on line 3-3, Fig. 1. Figure 4 is a fragmentary bottom plan view of the gearing for transmitting motion from the crank shaft to the cam shaft. Similar characters of reference indicate corresponding parts throughout the several views. My improved timing device is shown in connection with a two-cycle semi-Diesel explosion engine, but it is to be understood that the same is applicable to a four-cycle engine of a similar type, as well as other internal combustion engines. Devices for In- I of this character, as hereto-H fore constructed, the fuel is injected into adjusting Referring to Fig. 1 of the drawings, 10 represents the upright cylinder of the engine opening at its lower end into the crank case 11, the latter being air tight with the exception of the usual air inlet controlled b the inwardly-opening valve 12. 13 indlcates the piston and 14 the crank shaft with which it is operatively connected by the usual rod 15. The cylinder communi cates at one side with the crank case by the air inlet port 16, while opposite said port is the usual exhaust port 17 which communicates with the exhaust pipe of the engine, not shown, these ports being covered and uncovered by the piston in a manner common to such engines. t. . 18 represents the cylinder head in the upper end of which is mounted the usual hot bulb 19 which carriesthe spray nozzle 20 of ordinary construction, fuel being admitted to this nozzle at a predetermined point in the cycle of operations of the engine. The fuel is fed to the spray nozzle y a pipe 21 through which it is forced by a pump 22 which may be of any suita Is a nd well known construction. As shown in 2 of the drawings, this pump COIIIPIISGS, a vertically reciprocating plunger 23 operating in a cylinder 24. As the plunger rises 1n the 0}; inder fuel is drawn from the fuel tan not shown, through the suction valve 25 and on the downstroke of the plunger, the fuel is forced past the outlet valve 26 and delivered to the spray nozzle 20. The reciprocating movement of the plunger 23 is effected by a cam 27 fixedly mounted on -a cam shaft 28 journaled in a housingM29 arranged adjacent'the crankcase 11. 0- .tion is transmitted from the crank shaft 14 to the cam shaft 28 by any suitable means, but preferably by a worm or spiral gear 31 on the crank shaft which meshes with a s iral gear 32 on the cam shaft. The devices or varying the angular position of the cam, to effect a variation in the stroke of the pump plunger and thereby retard or accelerate the tlme at which fuel 1s mjected into the cylinder of the engine, are preferably constructed as follows: The worm nectedto the crank shaft by a key 33, so that it maybe shifted lengthwise thereon. to efiect a partial rotation of the cam shaft and an angular adjustment of the cam, this function of the worm being ad- 31 is splined or slidably con- I the pointer ditional to its function of transmitting continuous rotary motion to the cam shaft during the operation of the engine. 34 indicates a shifting fork or yoke engaging an annular groove 35 in the outer portion of the worm 31 and carrying a nut 36 which engages a horizontal adjusting screw 37 arranged parallel with the crank shaft. This screw is journaledin the. upper portion of the housing 29 and held against longitudinal movement by a shoutder 38 and a-collar 39 which abut against the inner and outer bearings of the screw, respectively. The unthreaded outer end of this screw extends through the outer wall of said housing and has fixed thereto a hand wheel 40 for turning it. To enable the operator to know the exact number of degrees of angular movement imparted to the cam 27 upon rotating the hand wheel 40 in either direction, a suit able indicating device is provided which is located for convenient observation by the operator. This indicating device may be of any suitableconstruction, but as shown in Figs. l and 3 of the drawings, it preferably comprises a pointer 41 carried by the nut 36 and traversing a scale 42. This pointer projects through a slot 43 in the top of the housing 29 and the scale 42 is arranged on an upright plate 4.4 rising from one side of the slot. This scale indicates in degrees the angular position of the cam and the time at which the fuel is injected into the'working end of the cylinder in a given adjustment of the cam. In the use of this timing device, if the operator, after starting the engine, finds that the same is pounding, he knows that the fuel valve is opening too early. He thereupon rotates the hand wheel 40 in a clockwise direction to efiect the proper rotation of the cam shaft 28 to cause the angle of lead of the fuel injection cam 2'? to be retarded and consequently efi'ect a later injection of the fuel. The number movement of the cam will appear on the indlcatorscale, the 0 on the scale indicatmg the normal rated setting of the cam and corresponding to the position of the cam ust prior to actuating the fuel-pump plunger, with. the piston in its highest position, as shown 1n Figs. 1 and 2. Any angular movement of the cam from this position will move correspondingly and show the number of degrees on the indicator scale. As the speed of the engine gradually increases and attains its normal running speed under load, the operator gradually rotates the hand wheel in a counter-clockwise position, until the engine runs smoothl Un the other hand, if it is found that t e fuel is being injected too' late, as would be evidenced by the failure of the engine to pull its rated load, the hand wheel is rotated of degrees of angular esa-era in a counter-clockwise direction to cause the angle of lead of the fuel injection cam to be advanced and consequently efiect an earlier injection of the fuel. This improved timing device, while comparatively simple in construction, is easy to operate and variation of the time of fuel injection according to the engine speed and load pulled, thereby eflecting the greatest economy in operation? and making it possible to secure late ignition under light load. This last mentioned advantage permits of running the engine at slow speeds and makes it unnecessary to shut down as would be necessary in engines having a fixed or uniformly timed fuel injection. Furthermore, this timing device is cquallly applicable to the starting. cam for regulat ing the air injection when starting the engine. It also lends itself to application on reversible engines ofthis type without the use of additional cams or other mechanism. I claim as my invention: 1. In a timing dev1ce for internal comfor injecting fuel into the engine, a crank shaft, a cam shaft carrying a cam for actuat ing said fuel injection means, transmission members on said shafts, respectively, for imparting motion from the crank shaft tothe cam shaft, the transmission member on said crank shaft being slidable lengthwise there of to rotate said other transmission member and change the an lar position of said cam, and means for shifting said slidable transmission member. 2. In a timing device for internal combustion engines, the combination of means for injecting fuel, into-the engine, a crank shaft, a cam shaft carrying a c'amfor actuating said fuel injection means, and gear-elements on said shafts, respectively, for transmitting motion from the crank shaft to the cam shaft, the gear-element mounted on the crank shaft being slidable lengthwise thereof to rotate said other gear-element and the cam shaft, whereby the angular movement of said cam is varied to advanoeor retard the actuation of said fuel injection means. permits a nice regulation or 1 tie cc bustion engines, the combination of means not not v3. In a timing device for internal comj nae shaft to thecam shaft,-said crank-shaft gear being shiftable lengthwise of the crankshaft to rotatethe cam shaft and vary the angular movement of said cam, and means for shifting said crank-shaft gear. 4. In a timing device for internal combustion engines, the combination of, means for injecting fuel intothe engine, a crank shaft, a cam shaft having a cam fixed therem on for actuating said fuel .-cn for actuating said fuel injection injection means, a spiral gear splined to said crank shaft to slide thereon, a spiral gear fixed on said cam shaft and meshing with said first-named gear, a shifting yoke engaging with the latter, and means for actuating said yoke to shift said crank shaft gear in either direction on said shaft. 5. In a timing device for internal combustion engines, the combination of means for injecting fuel into the engine, a crank shaft, a cam shaftfhaving a cam fixed theremeans, a spiral gear splined to said crank shaft to slide thereon, a spiral ear fixed on said cam shaft and meshing wit said first-named gear, a shifting yoke engaging with the latter, and a screw operatively connectedv for shifting said crank-shaft with said yoke gear on said shaft. 6. In a timing device for internal combustion engines, the combination of means for injecting fuel into the engine, a crank shaft, a cam-shaft having a cam fixed thereon for actuating said fuel injection means, a spiral gear splined to said crank shaft to slide thereon, a spiral gear fixed on said cam shaft and meshing with said first-named gear, a rotatable screw arranged parallel with said crank shaft and held from indicator-scale, and a tudinal movement relatively thereto, a yoke threaded on said screw and engaging said crank-shaft gear, and means for operating said. screw. 7. In a timing device for internal combustion engines, the combination of means for injectin fuel into the engine, a crank shaft, I a cam s aft having a cam fixed thereon for actuating said fuel injection means, a housing for said cam shaft, a spiral gear splined on said crank shaft, a spiral gear fixed on said cam shaft and meshing with said firstnained gear, a rotatable screw journaled in said housing and held from longitudinal movement relatively thereto, a yoke threaded on said screw and engaging said crank shaft gear, and means for rotating said screw. 8. In a timing device for internal combustion engines, injecting fuel into the engine, a crank shaft, a cam shaft having a cam for actuating said fuel injection means, a spiral'gear splined on said crank shaft, a spiral ear fixed on said cam shaft and meshin with said firstnamed gear, a shifting yoie en aging the latter, means for actuating sai yoke, an pointer movable with and traversing said scale. aarnnn A. mains. said yoke the combination of means for s

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Cited By (8)

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    US-2008314368-A1December 25, 2008Mayenburg Michael VonInternal combustion engine with variable compression ratio
    US-2011192379-A1August 11, 2011Mayenburg Michael VonInternal combustion engine with variable compression ratio
    US-2500823-AMarch 14, 1950Henri J HickeyInternal-combustion engine
    US-4142498-AMarch 06, 1979Caterpillar Tractor Co.Fuel injection pump timing mechanism
    US-7946260-B2May 24, 2011Von Mayenburg MichaelInternal combustion engine with variable compression ratio
    US-8851030-B2October 07, 2014Michael von MayenburgCombustion engine with stepwise variable compression ratio (SVCR)
    WO-2009002379-A2December 31, 2008Schlabach, CarolynInternal combustion engine with variable compression ratio
    WO-2009002379-A3February 26, 2009Schlabach Carolyn, Michael Von MayenburgInternal combustion engine with variable compression ratio