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Патент USA US2600988

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J1me 17, 1952
2,600,983
L. F. R. FELL ET AL
COMPRESSION IGNITION POWER PLANT
4 Sheets-Sheet 1
Filed Aug. 11, 1949
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Filed Aug. 11, 1949
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|_. F. R. FELL ETAL
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COMPRESSION IGNITION POWER PLANT
Filed Aug. 11, 1949
4 Sheets-Sheet 3
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June 17, 1952
L. F. R. FELL ET AL
2,600,983
COMPRESSION IGNITION POWER PLANT
Filed Aug. 11, 1949
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Patented June 17, 1952
2,600,983
UNITED ‘STATES PATENT ()FFICE'
2,600,983
COMPRESSION IGNITION POWER PLANT
Louis Frederick Rudston Fell, Littleover, and
Richard Joseph Walsh Cousins, Shoreham-by
Sea, England, assignors to Fell Developments
Limited, London, England, a British company
Application August 11, 1949, Serial No. 109,635
In Great Britain August 26, 1948
15 Claims. (Cl. 74—-472)
1
This invention relates to power plants having
a main compression ignition engine which is
supercharged by an independently driven blower,
are arranged in substantially the same manner
as in the power plant described in the aforesaid
application No. 793,903, filed December 27, 1947,
and is particularly but not exclusively applicable
to multiple engine power plants of the type de
scribed in the speci?cation of application No.
by Louis F. R. Fell.
Figure 2 shows diagrammaticallyv and in
greater detail the principal components of a
793,903, now Patent No. 2,589,788 issued March
power plant as shown in Figure 1, only one main
18, 1952.
engine and one auxiliary engine being shown for
According to the present invention, a power
the sake of simplicity and particular reference
plant having a main compression ignition engine 10 being made to the supercharging arrangements,
supercharged by an independently driven blower
Figure 3 shows diagrammatically the arrange
is provided with control means for the main
ment of the control means associated with a
engine whereby a fuel injection control member
power plant of Figure 2, and
is in?uenced by a governor through the inter
Figure 4 shows graphically the variations of
mediary of means adapted to give a predeter is supercharge pressure and also of torque with
mined torque/speed relationship in the operation
engine speed for a single main engine of the.
of the main engine and is also in?uenced by a
power plant of Figures 1 to 3.
‘
manual control to determine the upper torque
Figure 1 represents diagrammatically a plan
limit at which the main engine operates.
_
view of a railway locomotive driven by a power
A power plant according to the present inven
plant comprising four main compression ignition
tion can provide high torque at low speeds and
internal combustion engines 60a, 00b, 60c, and
is thus particularly suitable as the prime mover
of a locomotive as described in application No.
60d. These engines drive the sun wheels of two
differential gears, as described in application No.
793,903.
793,903 through variable-?lling ?uid couplings
The governor is preferably a centrifugal gov
ernor which is arranged to give substantially
I021), I020 and I02d respectively.
equal movements of the governor pad for equal
mitting the output thereof to the wheels of the
changes in engine speed.
locomotive are housed in a gear box I03. In
this housing are a third differential gear the sun
The fuel injection control member referred to
above is conveniently the pump rack of the fuel
injection pump of the main engine.
wheels of which are driven by the planet carriers
' of the two aforesaid differential gears, and a
Further features of the power plant according '
reversible transmission gear driven by the planet
carrier of the third differential gear for trans
mitting the drive to the wheels of the locomotive.
The shafts connecting the several main engines
to the present invention include:
(a) Means to restrict fuel injection to the
main engine until transmission gearing has been
set to transmit a load.
' with their ?uid couplings are all denoted by the
(b) Means to give overload fuel injection for
starting the main engine.
(0) Means to give automatic cut-off at a pre
determined maximum speed to avoid over
running.
((1) Means for manual cut-off for stopping.
(e): Means to ensure that fuel injection is
limited in accordance with the air available to
the main engine.
The invention further consists in the new or
The
" differential gears and. also the gears for trans
reference numeral I04, and those connecting the
?uid couplings with the gear box by the nu
meral I05.
40
Mounted on the gear box I 03 are two auxiliary
compression ignition internal combustion engines
62a: and 621/. These engines drive blowers Bla:
and Bly respectively, the outputs of which are
passed to a common manifold system 66 which
45 is connected with the inlet manifolds of the
several main engines and is provided with after
coolers 83a, 83b, 83c and 83d.
Starter motors I‘I0a, I701), H00 and HM are
of the invention which it is now proposed to
provided for starting the main engines.
describe in some detail with reference to the 50
As described in application No. 793,903 each
accompanying drawings in which
of the sun wheels driven by the shafts I05 is
Figure 1 is a diagrammatic plan view, with
provided with a unidirectional device I09a, I091),
the cowling removed, of a railway locomotive
I090 or [0941 which permits the sun Wheel to
having a power plant in accordance with the
rotate in one direction but not in the other.
present invention, the major compounds of which 65 The operation of the power plant is regulated
improved features, combinations and arrange
ments of parts embodied in the preferred form
2,600,983
4
3
I52 is actuated by the regulator I2I through
shaft I301‘, bevel gear I551‘, shaft I56, lever I51
by a number of control members which are
actuated by the manual control levers I'22a, I221),
?xed to the shaft I56, and a link as described in
I220 and I22d and a regulator I2I arranged in
a control set IZUf, mainly through the medium of
copending application No. 113,369.
Four similar manual control levers and a
regulator are arranged at the other end of the
locomotive in a control set I201", and since they
function in the same manner in regulating the
power plant they are not described in detail;
The principal function of the regulator I2I is
to control the governors within the casings Ia,
Ib, I0, and Id which govern the supply of fuel
they are provided to permit control of the loco
to the main engines.
In the case of governor
Ib, this control is exercised through bevel gears
I59f and shaft ISIIf. Shaft I601‘ carries a chain
sprocket IBIf, which drives a chain sprocket I621
through a chain I63)‘, thus controlling the gov
ernor in casing Ia. Governors in casings I0 and
motive from either end.
The control members of the plant relevant to
the present invention are as follows:
1. Governors and associated mechanism in
casings Ia, lb, Ia, and Id for regulating the fuel
supply of the several main engines (see Figure 3
and description thereof below). Associated with
Id are controlled in like manner through shaft
I55, bevel gears I591‘, shaft I501‘, chain sprockets
I6I1' and I621’, and chain I631.
each governor is a vacuum-actuated cut-off
member 3a, 3b, 30 or 3d.
Shaft I55
passes through the locomotive to the set of con
trols at the opposite end where it is likewise con
nected with the regulator at that end through
bevel gears I551" and shaft I301‘.
a vacuum.
7
Figure 2 shows a power plant having a main
2. Scoop control members I'I2a, H21), H20, and
II2d, for regulating the ?lling» of the ?uid
couplings I02a, I021), I020, and I02'd. The scoop
compression ignition engine 60, an independent
control members are actuated by vacuum in such
. auxiliary engine 62 and control means indicated
a manner that the application of a vacuum
causes the associated ?uid coupling to ?ll.
3. Boost control valves 61a: and 61:11 which are
arranged, when vacuum is released, to allow the
supercharging air for the main engines to blow
off to a predetermined pressure slightly above
auxiliary engine 62, a blower BI driven by the
a
, the manifold 66 whence it reaches the main
engine 60 after passing through an after-cooler
83. Pressure in the manifold 56 is controlled by
boost control valve 61. It will be appreciated
that components I, 60, BI, 62, 61 and 83, referred
atmospheric.
Vacuum is supplied tothe several control mem
bers described above through a system of pipes
from a vacuum reservoir I I8 connected in known
manner with the train pipe II9 through
a non-return valve. The system of pipes for
distributing the vacuum is clearly shown in the
generally by the reference I which imparts con
trol movements to the pump rack 58 of the fuel
injection pump 50 of the engine 60.
The blower 6| delivers air under pressure into
,_ to above in connection-with Figure 2 correspond
a
to the components having similar reference
numerals, together with certain suf?xed letters,
in Figure 1 although the relative size and‘ posi
drawings and is not speci?cally described except
tions of the components have been altered to
where this is necessary to the description of” the
some1 extent in Figure 2 as compared with Fig
control system. For the sake of clarity, each of 40'
ure
the vacuum pipes is shown in, Figure 1 as a
single line. This ?gure, as stated above, is dia
.
The starter motor I10 is provided for the main
engine 50 and operates by engaging a pinion III
with a toothed ring I'I2' on the main engine ?y
grammatic, and is intended to illustrate the
wheel I13 in a manner well known in connection
general relationship between the control means
for the main engines and the manual controls 45 with internal combustion engines on vehicles.
‘The motor H0 is energized from battery I14
and not the relative spatial distribution, size or
through a manually operated double switch I15,
manner of mounting of the several parts,
the circuit being completed through earth con
The control of the vacuum is exercised through
nections I16 and I'll. Closing of the double
the manual control levers I22a, I221), I220 and
I22d and associated valves in a manner which is 50 switch I15 also energizes a solenoid 2B, the circuit
being completed through earth connection I18;
described in more detail in copending application
No. 113,369 ?led August 31, 1949, by L. F. R. Fell.
the function of the solenoid 26 is described below.
Referring now to Figure 3, wherein any refer
Here it suf?ces to state that the control levers
I22a, I221), I220 and I22d permit pipes I36_a,
ence numeral corresponding to a reference nu
I361), I 360 and I35d respectively to be put into 55 meral on Figure 1 but without the su?ixed letters,
communication with the vacuum reservoir H8
indicates any one of the several such components
or with the atmosphere.
shown in Figure 1 and distinguished in Figure 1
by suf?xed letters, the control means is shown
within the casing I which houses or supports the
_
The pipes I36a, I361), I350 and l35d arecon
nected respectively with the vacuum-actuated
cut-off members 3a, 3b, 3c and 3d of the main 60 following components:
engine governors, and with the ?lling control
A centrifugal governor 2, a vacuum operated
members II2a, H21), H20 and HM of the ?uid
device 3, a manual control lever 5 which is con
couplings.
nected to and moves with the regulator I2I or
A valve I52 is provided which is actuated by
a corresponding shaft carrying sprocket I62f,
the regulator I2I. The valve I52 has only two 65 I62n or I 6|?‘ (see Figure 1), a starting. device
ports, communicating’ with pipes I53 and I54
which comprises solenoid '26 and core 25 and a
respectively. The valve plate has a slot which
linkage by means of which movements of one
in one position of the plate connects the two
or more of these components is imparted to the
ports with each other and in the other position
fuel rack 58 which is connected to the control
cuts off this connection. The pipe I53 is con 70 means through a rod ‘I. The arrangement is such
nected directly with the vacuum reservoir H8
that movement of the rack 58 towards the left
increases fuel injection.
and the pipe I54‘ branches to certain of the
The manual control lever 5, as shown in Fig
vacuum-actuated controls as indicated in co
ures 2 and 3, is provided with a toothed arc and
pending application Nol 113,369, which include
pawl to indicate diagrammatically that the
the boost control valves 610: and 5111. The valve
5
2,600,983
I
6
manual control may be moved to, and remain in,
any selected position. The positions marked
“Full,” “Slow Running” and “Idle” correspond to
the regulator positions marked respectively
“Fast,” “Slow” and “Idling” in application No.
32 abutting against the member 30 and casing
3|. The strength of the spring 32 is such that
the rod ‘I and rack 58 normally function as a
single rigid member; i. e. the spring 32 is only
compressed when the engine is stopped by moving
113,369. In an arrangement such as that shown
in Figure l, a toothed arc and pawl or equivalent
a hand lever 33 to the left to thrust the pump
rack 58 to the right by virtue of the engage
device is provided only for the regulators.
The centrifugal governor 2 is driven by the
main engine at any suitable speed ratio and is
ment of the toe 34 of the lever 33 with a nut
35 on the rack 58. (Manual operation of the
lever 33 represents an individual control for the
designed to produce substantially equal displace
main engine described, whereas, in a multiple
engine power plant, such as shown in Figure 1,
all the rods 24 move in unison under the general
control of the regulator I2I when running nor
mally on all engines, as will be appreciated from
the arrangement shown in Figure 1.)
The lever 33 is pivoted to a rod 94 secured to
ments of the spring pad 53 for equal changes in
engine revolutions. This is achieved by arrang
ing that, as the moment of the force exerted by
the weights 5I about pivots 52 decreases, the
effective component of the force acting on the
pad 53 increases.
The vacuum operated device 3 comprises a
?exible diaphragm 9 working within a chamber
a piston 90 which works in a cylinder 9I con
nected by conduit 92 with the blower BI so that
the piston 90 is subjected to the pressure of the
III which is connected by means of a port II to -
one of the pipes I36a, I361), I360 or I36d of the
vacuum control system shown in Figure 1, by
supercharging air; the piston 99 is also subjected
to the action of calibrated springs 93 and 95.
means of which a vacuum will be applied to the
The piston 99 takes up a position depending
upon the pressure of the supercharging air, and
moves the lever 33 and its toe 34 to limit the
by ?lling the fluid couplings I02a, I021), I920 and
movement of the fuel rack 58 in accordance
“I201. The result of this is to displace the dia
with the air available to the main engine 99.
phragm 9 to the right as shown together with a
The pro?le of the cam I5 is so formed, having
rod I2, against the action of a spring I3, to the
regard to the dimensions of the fuel injection
limits set by a stop I53 on the rod I2 and a ,3, pump and the B.
P./R. P. M. character
guide 54. Movement to the left under the action
istics of the engine that it moves the rod ‘I in
of the spring I3 is limited by a stop ‘55 on the
such a manner that torque falls as engine speed
rod I2 and the guide 54, as may be appreciated
increases.
from the drawing.
The contour of the cam I5 may be plotted
The linkage which imparts movement to the 7, by measuring the fuel rack position from a suit
rod ‘I comprises a lever I4 pivotally mounted on
able datum, at various main engine speeds and
the rod I2, a cam I5 so mounted on a pivot 4 that
the desired torque at each speed. The desirable
it can be turned by movement of the link 8 and
speed-torque relationship of the main engine
a rocking bar I6 pivoted at one end to a rod IT,
will vary with the type of duty for which the
at the other to the rod ‘I and carrying a cam _. \ power plant is intended, and the power plant
follower I9 mounted on a pin 20 and engaging
may be adapted to various types of duty by hav
right-hand side of the diaphragm when the
transmission gearing has been set to take a load
the cam I5.
ing various interchangeable cams.
In addition there is a rod 24, which engages
the lower end of the manual control lever 5.
The lever I4 is under the in?uence of a spring .
2I, one end of which is secured to the rod I2,
so that this spring always tends to turn the lever
I4 in a clockwise direction as shown in Figure 3.
Flats 22 and 23 are formed on the lever I4 and
upon the pump rack (not shown) of a fuel pump
engage one end of rod I‘! and one end of the _.
rod 24 respectively.
The rod I1 is normally urged to the left, as
’
Referring now to Figure 2, the air required
for the main engine 63, is provided by the blower
BI driven by the auxiliary engine 62 controlled
by the variable speed governor 63 which acts
64 associated with the auxiliary engine 62;
The blower 6| as shown is driven at engine
speed by the auxiliary engine 62, by virtue of
its direct connection with a crankshaft exten~
sion 65.
The output from the blower 6| passes into the
induction manifold 66 of the main engine 60.
justable collar 39 secured to the rod II, by a 1 g The mainfold ‘66 is provided with two spring
spring 28 on the pump rack 58 acting through ' loaded valves 6? and 68. An after-cooler 83 is
the rocking bar It and rod ‘I, and carries the
arranged in the manifold 66, between the valve
magnetic core 25 which is arranged to be in
61 and the main engine 60, to cool the air from
shown in Figure 3, to the limit permitted by a
shouldered part 38 of the casing I and an ad
?uenced by current in the solenoid 26. The ar
rangement is such that the solenoid is energized
when the starter motor circuit (Figure 2) for
the main engine of the power plant is energized
as described above, and can then move the core
25 and rod I1 to the right against the action
of the spring 28, to the limit set by a stop 56
on rod I‘I against the inner end of a tubular
guide extension of part 38 of easing I. The
spring 28 normally maintains engagement of the
left hand end of the rod I‘! with the flat 22 of
the lever I4. The adjustable collar 39 permits
the idling setting of the pump rack 58 to be
adjusted.
.
The rod ‘I is connected to the pump rack 58
through a coupling comprising a cylindrical
casing 3I, a piston-like member 30 and a spring
the blower 6|.
The valve 68 is provided with a
spring which is just strong enough to'ensure
valve seating. The valve 68 is required to open
under atmospheric pressure if the pressure with
in the manifold 66 falls below atmospheric pres
sure.
The valve 61 is provided with a light spring
80 and also has‘ its stem secured to a ?exible
diaphragm- 8I forming one wall of a chamber
32 in which a vacuum may be established when
the ?uid couplings IIiZa, IIl2b, I020 and IBM
_ are ?lled by the operation of the control levers
I22a, I221), I220 and I22cl as described above.
During normal running, therefore, the effect of
the vacuum in the chamber 82 is to urge the
valve 61 towards the closed position. The de-“‘'
gree of vacuum, the effective areas of the valve
2,600,983
7
8
sition shown in Figure 3 which corresponds to
the “Idle” position of the regulator I2I so that
the rod 24 will be moved to the left by the lever
I4; with the lever I4 withdrawn to the left, the
spring 28 will, by rotating the rocking bar I6
61 and diaphragm BI and the force exerted by
the spring 80' are such that the valve 61 will
act as a relief valve when the manifold pressure
reaches 10 lbs. per square inch gauge. When
the main engine is idling the vacuum in the Cl
in an anti-clockwise direction, urge the rod Il
chamber 82 is destroyed and the valve 61 can
as far to the left as the collar 39 will permit;
then be opened by a pressure which has to over
the lower end of the rocking bar I6, together
come substantially only the force of the spring
with the rod ‘I, will be moved towards the right
80; this is arranged to be a pressure of from 1
hand side ofv the drawing, i. e. to a position
to 11/2 lbs. per square inch gauge.
which causes the fuel pump to deliver slightly
With the arrangement of the valve 61 and the
more fuel than is required for steady idle run
afteroooler 83 just described, the after cooler
mng.
system will remain relatively cool during main
When the engine starter motor [10 is energized
by closing the switch I'I5 (Figure 2), the sole
engine idling and will thus be better able to
function at its maximum capacity during start
ing. Although the auxiliary engine 62 runs at
a speed above its idling speed when the main
engine 60 is idling (since the speed of the engine
noid 26 is also energised and the core 25 and
rod H are moved to the right hand side of the
drawing as far as the stop 56 will permit. This
moves the rod "I and pump rack 58 to the left
62 depends on the pressure in manifold 66 as
described below), it is running with a light load. =,
to give overload fuel injection during starting.
As soon as the current supply to the starter
The speed of the auxiliary engine 62 increases
as the pressure in the manifold 66 drops. For
this purpose a pressure sensitive capsule ‘I0 is
provided. This capsule ‘I0 is subjected to the
pressure in the manifold 66 by means of a con- ;,
duit 69 and as it contracts or expands with
changing pressures, it moves a valve member
‘I4 forming part of a hydraulic relay by means
of which movements of the member ‘I4 are fol
lowed by a piston ‘H working in a cylinder 12. 3 O
The piston rod 13 of the piston ‘II is connected to
the variable speed governor 63 and the eilect
of its movement is to displace the fulcrum of a
rocking element which changes the engine speed
at which the governor maintains control.
The auxiliary engine and the blower are
capable of maintaining the-maximum manifold
pressure of 10 lbs. per square inch while the
main engine is starting under load and at low
main engine speeds, thus providing a high start
ing torque. As the main engine speed increases,
however, the manifold pressure drops. If due
running. The governor 2 will also move the
link 8 slightly and turn the cam I5 in an anti
clockwise direction to decrease fuel injection to‘
that required for idling.
The regulator I2I and therewith the manual
control lever 5 is now moved part way towards
the “Full” position. The result of this move
ment is to displace the rod 24 and the lower
end of the lever I4 to the right; the general
position of the lever I4 however prevents this
displacement from altering the engine speed.
After this regulator movement has taken place,
the associated control lever I22 for ?lling the
fluid coupling can be operated, and this operation
40 causes the associated fluid coupling I92 to be
to any cause, for example failure of the auxiliary >
engine to maintain sufficient speed, the blower
output falls below the main engine requirements,
the pressure in the manifold 66 may fall below
atmospheric and in that event valve 63 will open ,
automatically and allow the main engines to
run with atmospheric induction. Fuel injection
will then be appropriately limited by the move
ment of the piston 99 as described above.
When one blower 5| is provided to supply air
for a pair of main engines, as shown for example
in Figure 1, the arrangement is preferably such
that the blower can maintain superatmospheric
pressure in the manifold 66 until both engines
are running at 1500 R. P. M. The pressure falls
motor is stopped, the solenoid 26 is de-energised
and the spring 28 again acts to move the rod
IT to the left and the rod ‘I to the right, thus
reducing the fuel injection when the engine is
?lled, and also applies a vacuum to the chamber
I 0 so that the rod I2 is moved as far to the
right as the stop I53 and guide 54 will permit.
The displacement of the rod 24 and lever I4
just mentioned now becomes effective to increase
the engine speed.
The power plant will now
work against its load, which, together with the
governor 2, will determine its speed. For a given
load, this speed will increase as the manual con
trol lever 5 moves towards the left hand side,
corresponding to regulator movement to the
“Full” position, thereby causing the main engine
50 to give more torque.
The contour of the cam I 5 is abruptly changed
as at 42 so that fuel injection is suddenly de
creased and then cut off when the cam I5 is
turned sufficiently to bring this part into contact
with the roller I9. This arrangement is pro
progressively from 10 lbs. gauge at 600 R. P. M.
vided to prevent the main engine from running
of the main engines to about 1 lb. gauge at
at a dangerously high speed.
1500 R. P. M.
(10
Referring now to Figure 4, the results achieved
The functioning of the engine control system
by the control system of the present invention
will now be described by reference to the proce
are here represented graphically. The portion
dure adopted in passing from the condition of
a,—b of the torque/engine speed curve represents
having the main engine stationary to running it
at full speed. (The associated auxiliary engine
is started ?rst, by any convenient procedure):
unloaded running of the engine and corresponds
to regulator positions between “Idle” and “Slow
Running.”
When the main engine 60 is stationary, the
The portion b—c of the curve from 470 to
corresponding control lever I22 will be in such
1400 R. P. M. represents the speed range of the
a position that there will be no vacuum applied
to the chamber I0 so that the spring I3 will urge 70 engine over which full power is available; the
high torque at the low speed end of this range
the rod I2 as far to the left as the guide 54
will be noted.
and stop 55 will allow. The lever I4 and spring
The portion 0-11 of the curve represents the
2| will then be in the position shown in broken
effect of the decreased fuel injection caused by
lines.
The manual control lever 5 will be in the po 75 the portion 42 of the cam I5 becoming operative;
2,600,983
here it is shown as producing cut off at 1400
R. P. M.
The effect of the centrifugal governor 2 is to
move the cam l5 and produce the effect of moving
10
by said manual control and by said speed sensi
tive device independent of the manual control
to transmit the in?uence of said speed sensitive
device and of said manual control to said fuel
the working point of the engine to the right or
injection control member.
left along the torque/speed curve of Figure 4 5
4. A power plant comprising a main compres
according to speed increase or decrease.
sion ignition engine, a blower driven by a power
The effect of the manual control 5 is to dis
source independent of said main engine for
place the whole curve upwards or downwards
supercharging said main engine, a fuel injection
or in other words to determine the torque limits
10 control member for said main engine, a speed
within which the engine will work.
sensitive device driven by said main engine, a
The curve wyz represents the pressures set up
manual control for said main engine, a control
in the manifold 66 by the blower 6| and clearly
means ‘for in?uencing said fuel injection control
illustrates the maintenance of full supercharge
member in accordance with the operation of said
pressure up to an engine speed well within the
15 speed sensitive device and/or said manual con
full power speed range.
‘
trol means, said control means including a cam
Although, in general, only one main engine
formed in accordance with a torque/speed curve
has been referred to in the foregoing description,
of said main engine when operating to give
it will be appreciated that the preferred power
rising torque with falling speed over the running
plant comprises four main engines and two auxil
iary engines.
20 speed range of said main engine, and operatively
It will be appreciated that various modi?ca
tions in the power plant described above are
within the scope of the present invention as de
?ned by the accompanying claims.
We claim:
1. A power plant comprising a main compres
sion ignition engine, a blower driven by a power
source independent of said main engine for
supercharging said main engine, a fuel injection
control member for said main engine. a speed
sensitive device driven by said main engine, con
trol means adapted to cause the torque of the
main engine to rise as the speed decreases over
running speed range of said main engine and
arranged to act as an intermediary through
which the in?uence of said speed sensitive de
vice is applied to said fuel injection control mem
ber, said control means including a ?rst element
connected to and actuated by said speed sensitive
device and a second element connected to and
actuating said fuel injection control member
and manual control means arranged to in?uence
said fuel injection control member to determine
the upper torque limit within which said main
disposed intermediate the speed sensitive device
and the fuel injection control member to trans—
mit the movements of the speed sensitive device
to the fuel injection control member, and means
25 to ensure that fuel injection to said main engine
shall not exceed a predetermined maximum in
relation to the air available to said main engine.
5. A power plant comprising a main compres
sion ignition engine, a blower driven by a power
source independent of said main engine for
30
supercharging said main engine, a fuel injection
control member for said main engine, a cen
trifugal governor driven by said main engine
and arranged to give substantially equal move
ments of the governor pad for equal changes
35
of main engine speed, a manual control for said
main engine and control means actuated by the
manual control and the governor independent
of the manual control for operating said fuel
injection control member in accordance with the
40 operation of said governor and/or said manual
control means, said control means including a
cam formed in accordance with a torque/speed
curve of said main engine when operating to
give rising torque with falling speed over the
45 running speed range of said main engine.
engine operates.
2. A power plant comprising a main compres
6. A power plant comprising a main compres
sion ignition engine, a blower driven by a power
sion ignition engine, a blower driven by a power
source independent of said main engine for.
source independent of said main engine for
supercharging said main engine, a fuel injection
supercharging said main engine, a fuel injection
control member for said main engine, a speed 50 control member for said main engine, a speed
sensitive device driven by said main engine, a
manual control for said main engine, control
means adapted to cause the torque of the main
engine to rise as the speed decreases over run
sensitive device driven by said main engine, a
manual control for said main engine, a control
means for in?uencing said fuel injection control
member in accordance with the operation of said
ning speed range of the main engine andar 55 speed sensitive device or said manual control
ranged to transmit the in?uence of said speed
means, said control means including a cam actu
sensitive device and said manual control to said
ated by the speed sensitive device and formed
fuel injection control member said control means
in accordance with a torque/speed curve of said
including a ?rst element connected to and actu
main engine when operating to give rising torque
ated by said speed sensitive device and a second 60 with falling speed over the running speed range
element connected to and actuating said fuel in
of said main engine, and means to give overload
jection control member.
fuel injection for starting said main engine.
3. A power plant comprising a main compres
7. A power plant comprising a main compres
sion ignition engine, a blower driven by a power
sion ignition engine, a blower driven by a power
source independent of said main engine for
source independent of said main engine for
supercharging said main engine, a fuel injection
supercharging said main engine, a fuel injection
control member for said main engine, a speed
control member for said main engine, a speed
sensitive device driven by said main engine,
sensitive device driven by said main engine, a
manual control means for said main engine,
manual control for said main engine, a control
control means including a cam formed in ac 70 means actuated by the manual control and by
cordance with a torque/speed curve of said main
the speed sensitive device independent of the
engine when operating to give rising torque with
manual control for in?uencing said fuel injection
falling speed over the running speed range of said
control member in accordance with the operation
main engine, said control means being actuated 75 of said speed sensitive device and/or said manual
2,600,983
11
member to transmit movement of the speed sen
sitive device to the fuel injection control member.
11. A power plant comprising a main compres
sion ignition engine, a blower driven by a power
source independent of said main engine for super
charging said main engine, a fuel injection con
trol member for said main engine, a speed
sensitive device driven by said main engine, a
manual control for said main engine, a control
control means, said control means including a
cam connected to the speed sensitive device to
transmit movement of the speed sensitive device
to the fuel injection control member formed in ac
cordance with a torque/speed curve of said main
engine when operating to give rising torque with
falling speed over the running speed range of
said main engine, an element sensitive to the
starting conditions of said main engine to operate
said fuel injection control member during start 10 means for in?uencing said fuel injection con
trol member in accordance with the operation
ing of the main engine to provide overload fuel
of said speed sensitive device and/or said
injection during starting of said main engine.
manual control means, said control means in
8. A power plant comprising a main compres
cluding a cam formed in accordance with a
sion ignition engine, a blower driven by a power
source independent of said main engine for 15 torque/speed curve of said main engine when
operating to give rising torque with falling speed
supercharging said main engine, transmission
over the running speed range of said main
means associated with saidmain engine, a fuel
injection control member for said main engine,
engine and connected to and operated by said
in accordance with the operation of said gover
connecting one extremity of said rocking bar to
said fuel injection control member and a second
member operatively connecting the other ex
tremity of said rocking bar to said manual con
trol.
12. A power plant comprising a main com
pression ignition engine, a blower driven by a
power source independent of said main engine
governor, a rocking bar, a cam follower mounted
a governor driven by said main engine, a manual
control for said main engine, a control means 20 between the extremities of said rocking bar and
contacting said cam, a ?rst member operatively
for influencing said fuel injection control member
nor and/or said manual control means, said
control means including a cam formed in ac
cordance with a predetermined torque/speed ‘
curve of said main engine, and means to pre- ‘
vent said manual control means from being
effective to in?uence said fuel injection control
member until after said transmission means have
been rendered operative to transmit power from
said main engine.
9. A power plant comprising a main compres
i'sion ignition engine, a blower driven by a power
39
for supercharging said main engine, transmis
sion means associated with said main engine, a
fuel injection control member for said main
engine, a governor driven by said main engine,
a manual control for said main engine, a control
means for in?uencing said fuel injection con
control member for said main engine, a speed 1 \ trol member in accordance with the operation
‘source independent of said main engine for
supercharging said main engine, a fuel injection
sensitive device driven by said main engine, a
manual control for said main engine, a control
means actuated by said manual control and
operated by the speed sensitive device independ
ent of the manual control for in?uencing said
"fuel injection control member in accordance with
the operation of said speed sensitive device and/
or said manual control means, said control
means including a cam operatively disposed in
termediate the speed sensitive device and the
{fuel injection control member and formed in
accordance with a torque/speed curve of said
main engine when operating to give rising torque
with falling speed over the running speed range
bf said main engine and an overriding manual
control to cut off the fuel injection to said main
engine irrespective of the condition of said con
trol means.
10. A power plant comprising a main compres
sion ignition engine, a blower driven by a power
source independent of said main engine for
supercharging said main engine, a fuel injection
control member for said main engine, a speed
sensitive device driven by said main engine, a
manual control for said main engine, a control
means for in?uencing said fuel injection control
member in accordance with the operation of said
speed sensitive device and/or said manual con
trol means, said control means including a cam
shaped over one portion of its contour in ac
cordance with a torque-speed curve of said main
engine when operating to give rising torque with
of said governor and/or said manual control
means, said control means including a cam
formed in accordance with a predetermined
torque/speed curve of said main engine and ar
ranged to be turned by the operation of said
governor, a rocking bar, a cam follower mounted
between the extremities of said rocking bar and
contacting said cam, a ?rst member operatively
connecting one extremity of said rocking bar to
said fuel injection control member and a second
member pivotally connected to the other ex
tremity of said rocking bar and subject to the
in?uence of said manual control and of said
transmission means.
13. A power plant comprising a, main com
pression ignition engine, a blower driven by a
power source independent of said main engine
for supercharging said main engine, starting
means and transmission means associated with
said main engine, a fuel injection control mem
ber for said main engine, a centrifugal governor
driven by said main engine and arranged to give
substantially equal movements of the governor
pad for equal changes in main engine speed, a
manual control for said main engine, a control
means for in?uencing said fuel injection control
member in accordance with the operation of
said governor and/or said manual control
means, said control means including a cam
formed in accordance with a predetermined
torque/speed curve of said main engine and ar
ranged to be turned by the operation of said
governor, a rocking bar, a cam follower mounted
falling speed over the running speed range of
said main engine and shaped over another por 70 substantially at the middle of said rocking bar
and contacting said cam, yielding means for
tion of its contour to move said fuel injection
operatively connecting one extremity of said bar
member to cut off fuel injection at a prede
with said fuel injection control member and a
termined maximum main engine speed, said cam
second member operatively connected to the
being operatively disposed intermediate the speed
other extremity of said rocking bar and subject
sensitive device and the fuel injection control
2,600,988
13
to the in?uence of said manual control, said
starting means and said transmission means.
14. A power plant comprising a main com.
pression ignition engine, a blower driven by a
power source independent of said main engine
for supercharging said main engine, transmis
sion means associated with said main engine, a
fuel injection control member for said main
engine, a speed sensitive device driven by said
main engine, manual control for said main engine, 10
14
injection control member in accordance with
the operation of said speed sensitive device
and/or said manual control means, said control
means including a cam formed in accordance
with a predetermined torque/speed curve of said
main engine and arranged to be turned by the
operation of said speed sensitive device, a rock
ing bar, a cam follower mounted between the ex
tremities of said rocking bar and contacting said
cam, a ?rst member operatively connecting one
a control means for in?uencing said fuel injection
control member in accordance with the oper
extremity of said rocking bar to said fuel in
jection control member and a second member
ation of said speed sensitive device and/or said
pivotally connected to the other extremity oi’
said rocking bar and subject to the in?uence of
said manual control and of said transmission
manual control means, said control means in
cluding a cam formed in accordance with a pre
determined torque/speed curve of said main
engine, and means to prevent said manual con
trol means from being‘, effective to in?uence
said fuel injection control member until after
means.
LOUIS FREDERICK RUDSTON FELL.
RICHARD JOSEPH WALSH COUSINS.
said transmission means have been rendered -,
operative to transmit power from said main
engine.
15. A power plant comprising a main com
pression ignition engine, a blower driven by a
power source independent of said main engine
for supercharging said main engine, transmis
sion means associated with said main engine, a
fuel injection control member for said main
engine, a speed sensitive device driven by said
main engine a manual control for said main 1
engine, a control means for in?uencing said fuel
REFERENCES CITED
'
The following references are of record in the
?le of this patent:
UNITED STATES PATENTS
Number
Name
Date
2,349,937
2,362,655
Buchhart ________ __ May 30, 1944
Mallory __________ __ Nov. 14, 1944
2,377,256
2,382,707
2,403,398
Mallory _' _________ _. May 29, 1945
Gosslan et a1 ______ __ Aug. 14, 1945
Reggio ____________ __ July 2, 1946
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