US2029941A - Internal combustion engine "diesel" - Google Patents

Description

Feb. 4, 1936.

H. PoKoRNEY INTERNAL COMBUSTION ENGINE "DIESEL" `Filed. Feb. 10, 1932 4 Sheets-Sheet l mamma ATmBNEfE v Feb.. 4, 1936. H. POKORNEY INTERNAL GOMBUSTION ENGINE "DIESEL" l Sheets-Sheet 2 Filed Feb. l0, 1932 y INVENTR u ALTDRNEYE WITNESS @www Feb. 4, 1936. H. PoKoRNEY 2,029,941

INTERNAL COMBUSTION ENGINE "DIESEL" v Filed Feb. 1o, 1932 4 sheets-sheet s um .g w L LMI l d .@Lmxlllm M.

QINYENTER BY (/MJQ v A'r'm ETE WITNES s ,3g MM Feb. 4, 1936. PQKORNEY l 2,029,941

INTERNAL COMBUSTION ENGINE "DIESEL" Filed Feb. lO, 1932 4 Sheets-Sheet 4 t; I p[rivali-rma AT1-mamas Patented Feb. 4, 1936 UNITED STATES PATENT OFFICE INTERNAL COMBUSTION ENGINE DIE SEL This invention relates to an internal combustion engine of the multiple cylinder four cycle Diesel` type in which the fuel oil, intermittingly projected into each cylinder, is ignited by compression during the compression stroke of the corresponding pistons, the engine being started by a suitable starting motor until it acquires a speed sufficient to cause the ignition of the fuel by compression in at least one of the cylinders, each of which is provided withan air intake port and an exhaust port controlled by suitable valves which, in turn, are adapted to be opened at regular intervals by means of engine driven cam shafts, one for the intake valves and another for the exhaust valves, while thev injection of the liquid fuel into the several cylinders is controlled by a separate engine driven cam shaft and.

plungers operated thereby.

It is, therefore, quite evident that if all of the valves were allowed to remain closed during the compression and ring strokes of the pistons, as usual in this type of engine during the starting of the engine by the starting motor, the resistance to the starting operation by the motor would be sufficient to prevent such operation without the use of a starting motor of prohibitive size and power.

Furthermore, this resistance or load would be materially increased if the plungers for the fuel into the several cylinders were allowed to operate during the starting of the engine, thereby throwing an extra load upon the starting motor.

One of the important objects of the present invention is to provide means, operable at will, wherebyall of the intake valves of the several cylinders may be substantially simultaneously opened and held in their open positions to relieve the load upon the starting motor when starting the engine.

Another object is to provide means operable'at will for shifting all of the ejector plungers to a neutral position or to disconnect the same from their engine driven operating shaft during the starting of the engine and thereby to further relieve the starting motor from excess load.

In other words, I have sought to provide simple means, operable at will, for relieving the starting motor from excessive compression loads to the extent at least of opening one set of valves, preferably the air intake controlling valves, and simultaneouslylifting all of the ejector plungers to a netural position out of driving connection with the corresponding cam shaft when starting the engine by means of the starting motor.

Another object is to enable the operator to reestablish driving relation between the valve and plunger of one cylinder and their respective cams independently of those of the other cylinders when the engine has acquired sufficient speed and -momentum under the action of the starting motor to cause the ignition of the fuel in that cylinder and resultant operation of the engine under its A own power and then to successively re-establish driving relation `between the valves and plungers and their respective vcams of the remaining cylinders so that the firing of the several cylinders may take place in regular'order of, in this instance, one, three, four, two. A

Other objects and uses relating to various parts of the invention will be brought out in the following description.

In the drawings:-

Figure 1 is a side elevation, partly in section, of an internal combustion engine of the Diesel type, embodying the various features of my invention, portions of the connecting rods. for controlling the operation of the throttle shaft and for controlling the operation of the plungers and intake valves being broken away.

Figure 2 is an enlarged detail transverse vertical sectional view taken along the line 2-2, Figure 1, showing moreparticularly the means for transmitting motion from one of the cam shafts to one of the intake valves of the engine and also showing in section portions of the means for breaking the driving connection between the cam shaft and intake valves.

Figure 3 is an enlarged longitudinal sectional view taken on line 3-3, Figure 2, showing more particularly the cam bar and shoes for breaking the connection between the cam shaft and intake valves and for sequentially re-establishing such connections in the order named.

Figure 4 is a. detail horizontal sectional view through the starting shaft directly under the wheel taken on line 4 4, Figure 1, showing the hand wheel and segment on'the steering post for controlling the relief or transmutation shaft and the cam bar shown in Figure 3.

Figure 5 is a top plan of the detached steering wheel showing the controlling lever for the throttle shaft thereon.

Figure 6 is an enlarged transverse vertical sectional view of the engine taken along line 8 6, Figure 1, except that portions of the gears for transmitting motion from the crank shaft to the timing shafts and to the main pump shaft are partly broken away and partly indicated by circular dotted lines, part of the crank case being' also broken away.

Figure l1 represents diagrammatically the same cams Ion a reduced scale in their lowered positions for re-establishing driving connection between the fuel ejector plungers and the corresponding operating shaft therefor.

Figure l2 is an end View of the cam shaft for operating the several plungers.

Figures 13 and 14 are transverse verticall sectional views taken respectively on lines I3-I3 and I4-I4, Figure 7.

Figure 15 is a face View of one of the detached valve operating or timing shafts.

Figure 16 is an enlarged end view of the same shaft.

Figure 17 is a face view, partly broken away,.of the detached'throttle shaft for controlling the speed of the engine.

Figure 18 is an end view of the throttle shaft shown in Figure 17.

The engine illustrated is of the foin' cycle `Deisel type adapted to be used as the motive power for busses, trucks and other road or track vehicles and comprises a main upright frame section I, a. base section 2, a head section 3, and a pump section 4, all of said sections being bolted or otherwise removably secured to each other to form a rigid structure.

The main frame section I is provided with a crank chamber 5 and a plurality of, in this instance, four piston chambers 6 arranged in parallel spaced relation along a straight line lengthwise of and directly over the longitudinal center of the crank case,-said frame section being also provided with a cooling chamber 1 surrounding the upper portions of the cylinders of the piston chamber 6 for receiving water or'other cooling agent. See Figure 6.

The base section 2 serves to receive oil or other lubricant for lubricating the crank shaft, pitman bearings and pistons under what is commonly known as the splash system.

The front end of the main frame I is provided with a gear case 8 for receiving the gears byv which the motion is transmitted from the crank shaft to the several cam shafts and to an electric generator G commonly used in engines of this character for supplying current to the various electric translating devices with which the vehicle may be equipped.

The head section 3 is adapted to receive and support the several intake valves and exhaust valves and other fuel controlling mechanisms hereinafter more fully described.

The pump section 4 is adapted to receive and support the various plungers used in the circulation of the liquid fuel from its source of supply to the upper ends of the several piston chambers together with other mechanisms hereinafter explained.

The piston chambers 6 serve to receive and guide a corresponding number of vertically movable pistons 9 which are connected by pitmans I0 vided with a grooved pulley I3 adapted to be connected by a belt to any suitable fan, not shown, but commonly used in engines of this character for cooling purposes, the rear end of said crank shaft being provided with a fly wheel I4 carrying a gear ring I5 to which rotary motion may be transmitted from an electric motor I6 for starting the engine, said starting motor being mounted in any suitablel manner upon one side of the frame I near the rear end thereof and provided with a pinion I1 which is movable into and out of engagement with the gear ring I5 in any well known manner, not necessary to further illustrate or describe, for. the reason that the starting motor and its controlling means is of conventional construction.

'Ihe flywheel I4 and its gear ring I5 are enclosed in a suitable housing I8 which is secured in any suitable manner to the rear end of the frame I, it being understood that the rear end of the crank shaft will be connected in any conventional manner to tthe running gear of the vehicle.

The valve head 3 is provided with a plurality ofcentral mixing chambers IS, one for each cylinder 6, and each communicating with the upper end thereof coaxial therewith, said head being also provided with a set of air intake ports 20 and a corresponding set of exhaust ports 2| leading laterally from opposite sides of the adjacent mixing chamber I9 of the corresponding cylinders and communicating' respectively with an air intake manifold 22 and an exhaust manifold 23.

That is, each cylinder is provided with an air intake port 20 and an exhaust port 2| leading laterally from opposite sides of the 'adjacent mix-v ing chamber I9, said ports being respectively controlled by valves 24 and 24' which are arranged in opposed relation and are adapted to open inwardly toward each other but are yieldingly held in their closed positions by springs 25 and 25' as shown more clearly in Figures 2 and 6.

The intake vand exhaust valves for each cylinder are preferably coaxial and are provided with outwardly projecting stems guided respectively in suitable sleeves or bushings -26 and 25'which are secured in the outer walls of the corresponding ports 20 and ZI, the guide sleeves 25 for the intake valves being preferably mounted in separate bushings 21 in the adjacent outer walls of the corresponding ports 20.

Each of the chambers I9 is provided with 'a Fuel feeding system The top of the pump case 4 is provided near its rear end with an opening 3| in which is bolted or'otherwise secured, an upright guide sleeve or bushing 32 for receiving a vertically movable f pump plunger 33, said bushing being extended some distance above and below the top wall of the pump case for guiding the plunger 33 in its vertical movement. j

The upper end of the chamber as 33' in which the plunger 33 is movable is provided with an annular enlargement 34 forming a fuel receiving chamber or port having an inlet 34 adapted to be connected to any available source of oil or other fuel supply, said plunger chamber 33' being extended upwardly beyond the port 34 so that the plunger 33 may open and close the port during its vertical reciprocatory movement.

The upper end of the chamber 33 is further enlarged at 33l for receivinga valve seat disk 35 and a bushing 36,- which latter is preferably screwed into the upper end of the guide'sleeve 32, as shown more clearly in Figure '7.

The disk 35 is provided with a port 31 which is controlled by a ball valve 38, the latter being yieldingly held to its seat by va coil spring 39 interposed between the top wall of the bushing 36 and upper side of the valve 38, as shown in Figure 7, the bushing being adjustable vertically to hold the disk 35 to its seat.

The lower end of the bushing 36 is reduced in diameter and is provided with radial ports 36' communicating with the chamber 33" so that when the valve 38 is open under pressure of the fuel in the chamber 33', said fuel may flow outwardly through the ports 31 and 36' and into the chamber 33", see Figures '1 and 13.

The sleeve 32 and pump case 4 are provided with registering passages 40 and 40 connecting the chamber 33" with a reservoir 4| in the pump case 4 into which the fuel oil is forced and maintained under pressure by the action of the pump plunger 33 in a manner hereinafter described, see Figures 13 and 14.

As previously intimated, the fuel oil is supplied to the several cylinders through the tubular members 29 and for this purpose the top wall of the pump case 4 is provided with a plurality of, in this instance, four openings 3|', one for each of the cylinders 6 and each adapted to receive a guide sleeve or bushing 32 which is bolted or otherwise secured to the tcp wall of the pump case, as shown more clearly in Figures 7 and 14, and while I have shown only one of these sleeves 32 in Figure 7, it is to be understood that similar sleeves will be secured in the remaining openings 3 I and that these sleeves together with the main pump sleeve 32 are arranged in a. straight line lengthwise of the crank shaft of the engine.

Each of the sleeves 32' is provided with a vertical guide opening 42 for receiving and guiding a vertically reciprocatory plunger 43, the upper portion of said guide opening 42 being enlarged at 42 to form a fuel receiving port controlled by the plunger 43 having an annular groove register- -ing with the port 42 and also provided at its upper end with an axially extending passage 44 through which the fuel may pass from the port 42 into the upper end of the opening 42 as shown more clearly in Figures 7 and 14.

The upper end of the guide opening 42 above the adjacent end of the plunger 43 is enlarged for receiving a valve seat disk 45 having a central restricted opening 46 therein controlled by a valve 41 which is yieldingly held against its seat by a coil spring 48.

A bushing 49 is screwed or otherwise secured in the upper end of the guide sleeve l32 and is provided with an outlet passage 50 connected by pipe 5| to the tube 29 of the corresponding cylinder 6, said tubes being passed through openings 5|' in the cover plate 30 of the valve head 3, as shown more clearly in Figures l and 6. s

Each of the pipe connections 5| is coupled to its corresponding bushing 49 by means of a union 5|", as shown more clearly in Figures l, 7 and 14, the upper ends of said pipes being similarly connected to their corresponding tubular members 29, as shown by dotted lines in Figure 6.

The main pump plunger 33 for forcing the oil ,under pressure from the chamber 34 into the reservoir 4| is shown in Figures 7 and 13 in its extreme down or open position and i's yieldingly held in that position by means of a coil spring 52v while each of the ejector plungers 43 shown in Figures 7 and 141s also shown in its extreme down or open position and yieldingly held in that position by means of a coil spring 52.

The main pump plunger 33 and all of the ejector plungers 43 are adapted to be operated against the action of their respective springs by a single cam shaft 53 which is driven from one of the valve operating shafts through the medium of similar gears 54 and 54', shown by dotted lines in Figure 6, said cam shaft 53 being joumaled in opposite ends of the pump case 4, as shown in Figure 7.

Thiscam shaft 53 is, therefore, driven by the engine in timed relation with respect to the valve operating shafts and is provided with a cam 55 for operating the main pump plunger 33 through the medium of a rocker arm 56 which is loosely mounted upon a fulcrum shaft 51, the latter being mounted in opposite ends of the pump case 4 to extend lengthwise of and in a plane above the cam shaft 53.

The free end of the rocker 'arm 56 extends between the lower end of the plunger 33 and shaft 53 and is provided with opposite roller bearings 58 and 5B' engaging respectively the lower end of the plunger 33 and cam 55 on the shaft 53 when said cam is in registration with the roller, it being understood that the plunger 33 will be elevated against the action of the spring 52 once during each revolution of the shaft 53.

This cam shaft 53 is also provided with a plurality of, in this instance, four cams, 6|, 62, 63 and 64, one for each of the ejector plungers 43, said cams being located in axially spaced relation so that each may be disposed directly under its corresponding ejector plunger in spaced relation to the lower end thereof.

A corresponding number of rocker arms 59 are loosely mounted upon the fulcrum shaft 51 to extend therefrom across and between the lower ends of the corresponding ejector plungers 43 and cam shaft 53, each of the arms 59 being provided with upper and lower rollers 65 and 65' engaging respectively the lower end face of the adjacent ejector plunger 43 and corresponding cam on the cam shaft 53.

' The cams 6|, 62, 63 and 64 are similar vbut are arranged at an angle of 90 degrees, relatively to each other for operating their respective plungers in the order of firing in the combustion chambers of the cylinders, in thisinstance, one, three, four, two, it being understood that each plunger 43 will be operated by its corresponding cam while the piston of the corresponding cylinder is ap-A proaching the limit of its compression stroke ready for firing the compressed charge at which time all of the intake valves and exhaust valves will, of course, be closed, see Figure 14.

Each of the guide sleeves 32 is provided with an oil chamber 66 communicating with the corresponding port 42 and connected to the oil reservoir 4I by means of a pipe 61 so that the oil under pressure within the reservoir 4I is forced upwardly through the pipe 61 and into the chamber 66 and when the adjacent plunger 43 is in its down or open position, the oil will pass from the chamber 66 through the port 42 and thence through the central passage 44 into the upper end of the guide opening or plunger chamber 42.

When the plunger is elevated by the action of its corresponding cam on the shaft 53, the oil will be forced through the port 46-thereby open valve 65 which is yieldingly held to its seat by a spring 69', said passage being adapted to open into a chamber 10 which is connected by conduit 1| to an overflow chamber 12 in the pump case 4 as shown more clearly in Figures 13 and 14, the chamber 12 being provided with an overflow passage 12 adapted'to be connected by suitable pipe to a source of supply, not shown.

The object of this safety valve 68 and overfiow chamber 12 is to permit the escape of the oil from the chamber 4I into the Joverflow chamber 12 in case of an excess supply of oil to the reservoir.

Valve operating means As previously intimated, the intake valves 24,

l Figure 6, are arranged in a substantially horizontal plane at one side of the longitudinal center of the engine while the exhaust valves 24 are arranged in the same horizontal plane at the opposite side of the longitudinal center of the engine, each valve being provided with an outwardly pro- `ieeting stem guided in its corresponding sleeve as 26 or 26. p I

Associated with veach of the intake valves 24 is a separate bell crank lever 13, similar bell crank levers 13' being associated with each of the 'exhaust valves 24', the levers 13 and 13' being mounted respectively upon fulcrum shafts 14 and 14 as shown more clearly in Figure 6 and Figure 2.

One arm of each of the bell crank levers 13 is engaged with the outer end of the corresponding valve stem, while the other arm of each of saidlevers 13 is connected bya swivel joint 15 to the upper end of a downwardly extending rod 16, said Arods being movable in suitable guides 11 in the engine frame l and are provided at the lower ends with tappets 18 adapted to be engaged by the cams 19 of an underlying cam shaft 80 as shown in Figure 6. i

In a similar manner, one of the arms of each bell crank lever 13' is engaged with the outer -end of the stem ofthe corresponding exhaust valve and has its other arm connected by swivel joint 15 tothe upper end of a downwardly extending rod 416' which is movable in a suitable guide 11' in the engine frame and has its lower end providedwith a tappet 18 adapted to be engaged by a cam 19 on an underlying cam shaft 30' as shown in Figure 6.

The fulcrum shafts 14 and 14' are, therefore.

located at opposite sides of and equal distances from the longitudinal center of the engine, while the bell crank levers 13 and 13' will be similarly arranged so that one set of arms will extend downwardly from their respective shafts to engage the outer ends of the corresponding valves, while the other arms of the same levers will extend inwardly toward each other from their respective fulcrum shafts 14 and 14 for connection with the upper ends of the corresponding rods 16 and 16'.

The cam shaft 80 is journaled in the crank case of the engine to extend lengthwise of the crank shaft directly under the lower ends of the` tappet 18 and are driven from the crank shaft I I 4of the engine through the medium of gears 8| and A82, see Figure 6.

In like manner, the timing shaft 80 is journaled in the -crank case of the engine to extend lengthwise of the crank shaft directly under the tappets 18' and is adapted to be driven from the crank shaft gear 8l through the medium of gear 82', the ratio of the gears being arranged to drive both timing shafts at -half the speed of that of the crank shaft.

The cams on the timing shafts 80 and 80 may be of conventional construction for four cycle engines and are also adapted to open their respective valves and permit them to close in the order named or in any other order common to four cycle engines of this type, see Figures 6, l5 and 16.

I'hat is, the cams of the shafts 8|! and 8B are arranged to permit the closing of all of the intake and exhaust valves during the firing and compression strokes of the pistons, to open the intake valves on the intake strokes, and to open the exhaust valves on the exhaust strokes when the engine is running under its own power, it being understood that the firing of the several cylinders will take place in the order of one, three, four, two, under which conditions, the cams 6I, 63, 64 and 62 will operate their'respective plungers in the order named to project the fuel under' Compression relief When a motor is employed for starting the engine, it is, of course, desirable to relieve the pistons and ejector plungers from compression re,-

sistance to the starting operation, thereby reduc-"- ing the load upon the starting motor and permitting the engine to be driven by said motor to the speed desired for compressing the fuel charge in at least one of the cylinders to the required pressure for self-ignition.

For this latter purpose, suitable means operpositions with their lower rollers 65 out of the compression resistance but which is useful pripath of movement of their corresponding cams 6|, 62, 63 and 64 on .the shaft 53, while additional means, operable simultaneously with the means for rendering the ejector plungers inoperative, is provided for raising and holding all of the intake valve rods 16 out of contact with their respective tappets18 and thereby to open all of the intake valves 24 and to hold them open during the starting operation of the engine.

Additional means is provided for raising the several ejector plungers 43 to their inoperative positions for relieving the starting motor from marily for simultaneously adjusting the position of the rocker arms 59 with respect to the cam shaft 53 for varying the stroke of the plungers 43 to thereby control the speed of the engine. This means consists of a cam shaft 83 journaled in the opposite end walls of the pump case 4, parallel 'with and at one side of the cam shaft 53 to extend across the underside of and in close proximity to the adjacent ends of the rocker arms 59, shown more clearly in Figure 14, said cam shaft being provided with a lengthwise cam 83' common to all the rocker arms 59. y

When the shaft 8'3 is rocked about its axis to bring its cam 83' uppermost, it will rock the adjacent ends of all of the levers 59 upwardly a sucient distance to move their lower rollers 65' out ofthe path of movement of the corresponding cams 6|, 62, 63 and 64, thereby causing a corresponding elevation of the plungers 43 to their neutral or inoperative positions through the medium of the upper rollers 65', and also cutting off the supply of oil from the chambers 66 to the corresponding cylinders and eliminating the compression resistance of the plungers 43 to the starting of the motor and engine.

In order tocontrol the speed ofthe engine, the

shaft 83 is adjusted to a. desired intermediate position so that the cam 83 only partially raises the rocker arms 59 and the plungers 43, thereby partially closing the ports 42' in registration with the f uel passages 66 to allow a smaller charge of fuel to pass through the passages 44 into the upper ends of the chambers 42. The cam shaft 83, therefore, serves as a speed controlling member for controlling the position Yof the plungers 43 and thereby controlling the supply of fuel to the several cylinders.

This camshaft 83 extends rearwardly some distance beyond the pump case 4 and is provided with a crank arm 84 connected to the lower end of an upwardly extending link or rod 85 having its upper end connected to a crank arm 86 on the lower end of a. rock shaft 81 which extends upwardly through the steering post 88 and steering wheel 89, as shown more clearly in Figures 4 and and is provided at its-upper end with a hand crank 98, the latter being movable around a concentric segment 98 for adjusting the cam shaft 83 about its axis through the medium of the link 85 connecting the crank arms 84 and 86. To meet the various load conditions which may be imposed upon the engine, the hand lever 98 is shifted along the quadrant 98 thereby rotating the cam shaft 83 and causing the cam 83 to raise the rocker arms 59"and the plungers 43 the requisite distance to permit the proper amount of fuel to flow into the plunger chambers 42 from whence the fuel is forced into the engine cyl' ders by the plungers 43.

When the engine is running under full load, the hand crank 98 will be in substantially the position shown in Figure 5 for causing the cam 83 on the shaft 83 to assume its lowermost position, thus permitting the plungers 43 to be reciprocated vertically by their corresponding cams 6|, 62, 63 and 64 and springs 52 for sequentially feeding the maximum quantity of oil from the chamber 66 to the several cylinders in the orderv previously described.

On the other hand, when it is desired to stop the engine, the hand lever 98 will be shifted along the quadrant 98 for rocking the cam shaft 83 to bring its cam 83 to its uppermost position for forcing the several plungers 43 to their upper- "most neutral or inoperative positions out of driving connection with the cam shaft 53, thereby completely cutting off the supply of fuel to the engine cylinder.

The means for opening all of the intake valves 24 and for maintaining them in an open position during the cranking operation comprises a cam bar 9|, Figures 2, 3 and 6, and a cam shaft 92, together with suitable control means presently described, the cam bar 9| being extended lengthwise of the engine and slidable along and upon a suitable guideway 93 on the engine frame across and closely adjacent to the valve operating rods 16 and is provided on its upper edge with a plurality of, in this instance, four cams 95, 96, 91 and 98, one for each of the valve operating rods 16.

The valve operating rods 16 are provided with collars or shoulders 16" arranged directly over and in spaced relation to the upper 'edge of the adjacent portions of the cam bar 9| and normally rest upon the free ends of a corresponding nurnber of rocker shoes 99 which are pivoted at 99' to the adjacent portions of the engine frame to 'rock vertically, see Figures 2, 3 and 6.

The free ends of these rocker shoes 99 are interposed between the shoulders 16 of the corresponding rods 16 and upper edge ofthe cam bar 9| so that when the cam bar is moved endwise the engagement of the cams 95, 96, 91 and 98 with the corresponding shoes will rock said shoes vertically and thereby cause a corresponding vertical movement of the-valve rods 16 to open the companion valves 24.

These c'ams are arranged in sequence along the bar 9| in such relation that when moved endwise toward, the right hand from the position shown by full lines in Figure 3, the cams 98, 91, 96 and 95 will successively engage and elevate the free ends of the corresponding shoes 99 and valve operating rods 16 for opening the corresponding valves until the free ends of the shoes ride upon the upper edge of the cam bar 9| between the cams, thereby holding the.valves in their open positions.

In reversev manner, assuming that the bar 9| has been shifted endwise toward the right hand of Figure 3 to the limit of its movement in that direction to open all of the valves, then it is evident that if the cam bar is moved in the oppo- /site direction or toward the left hand of Figure 3,

Suitable means is provided for shifting the bar endwise in reverse directions and for this purpose y a tubular shaft 00 is extended downwardly from the upper end into the steering column as A, Figure 1, and has its upper end provided with a hand wheel |0| and its lower end terminating some distance above the crank arm 86 and connected to al relatively short crank shaft |02 through the medium of angle gears |03, shown by dotted lines in Figure 1 as mounted within a suitable gear case |04 on the steering column A. The crank shaft |02 is provided with a crank arm |05 which is connected by a link |06 to the upper end of a lever |01, the latter being pivoted at |08 to the engine frame and having its lower end connected by a link |09 to the rear end of the cam bar9 as shown more clearly in Figure 1.

The hand wheel |0| is provided with a pawl I0 adapted to engage a tooth rack which is secured to the upper end of the steering column A as shown in Figures 1 and 4 so that when the shaft |00 is adjusted angularly about its axis through the medium of the hand wheel t0 I, similar rocking motion will be transmitted'through the gears |03 to the crank shaft |02, thereby operating the lever |01 for'adjusting the cam bar 9| endwise.

'I'he means, previously mentioned, for relieving the compression resistance of the plungers 43 comprises a cam shaft 92 which is adapted to be rocked about its axis simultaneously with the endwise movement of the cam bar 9| and for this purpose the lower end of thelever |01 is pivotally connected to the rear end of a forwardly extending rod ||2 having its front end pivotally connected at ||3 to one of the arms of a bell crank lever ||4.

'I'his bell crank lever ||4 is pivoted at I I5 to a bracket I5 on the pump case 4 and has its other. .arm connected by a link ||6 to the upper end of a vertically movable rack bar ||1 shown in Figures 1, 6, '7 and 8.

This rack bar||1 is provided with teeth ||8 meshing with a pinion 9 on one end of the cam shaft 92 as shown more clearly in Figures 6, 8

and 9.

This cam shaft 92 is journaled in opposite ends of the pump case 4 at one side of the cam shaft 53 opposite the cam shaft 83 and parallel therewith and is provided with a plurality of, in this instance, four cams 95', 96', 91 and 98', one for each of the rocker arms 59. The cam shaft 92 is located directly under and in' close proximity to the underside of the arms 59 to permit its cams toraise said rocker arms out of operating relation with the shaft 53 simultaneously with the raising ofthe valve operating rods 16 by the sliding cam bar 9| and to control the return of said rocker arms and plungers 43 into driving relation with the cams on the shaft 53, simultaneously with the return of the valve operating Vrods 16 into driving relation with the timer shaft 18 and resultant return of the valves to their normal operative positions to be opened at regular intervals by the timing shaft.

Operation Assuming that the engine is at rest; that the throttle shaft 83 has been adjusted to the posiassume their operative positions; and that the cam shaft 92 has also been adjusted to the positions shown by full lines in Figures 7, 9 and 1l to allow all the ejector plungers 43 to function in the order previously described through the rotation of their respective cams on the shaft 53 in which case the throttle controlling lever 9| will be in the position shown by full lines in Figure 5, While the hand wheel |0| for controlling the operation of the cam bar 9| and cam shaft 92 will be in the position shown by full lines in Figure 4. l

In starting the engine; the hand wheel |0|, Figure 4, will be adjusted clockwise around its segment for rocking the tubular shaft |00 and thereby causing a corresponding rocking movement of the crank shaft 02 through the medium of the gears |03 shown by dotted lines, Figure 1, resulting in asimilar rocking movement of the lever |01 through the medium of the crank arm |05 and link |08.

This rocking movement of the lever |01 is transmitted to the cam bar 9| to move the latter endwise toward the right hand of Figure l3 until all of the shoes 99 ride upon the upper straight edge of the cam bar, thereby elevating the corresponding valve operating rods 16 to open all of the air intake valves 24.

This rocking movement of the lever |01 is also transmitted through the link ||2, and bell crank lever ||4 to the tooth rack |1 for moving the latter downwardly from the position shown by full Y lines in Figures 1, 7 and 8 resulting inthe rotation of the cam shaft 92 through the medium of the pinion ||9 to bring all of the cams 95', 96', 91', and 98 to their uppermost positions, shown diagrammatically by full lines in Figure 1-0.

This adjustment of the cam shaft 92 to bring the cams to the position shown diagrammatically in Figure 10, serves to raise the adjacent levers 59 and corresponding plungers 43 to their uppermost positions to reduce the load upon the starting motor when starting the engine.

It will be evident, however, from the foregoing description that this vertical adjustment of the levers 59 and plungers 43 to their inoperative positions and the resultant withdrawal of the rollers 65 upwardly out of the paths of the cams on the shafts 53 may also be affected by the angular adjustment of the cam shaft 83 in the manner just described, independently of the shaft 92. By raising the plungers 43 to their inoperative position by means of the shaft 83 actuated by the throttle lever prior to moving the hand wheel |0| into the compressionI relieving position, less effort will be required to actuate the latter.

When the air intake valves 24 are opened and the plungers 43 moved upwardly to their inoperative positions in the manner just described, the starting motor I6 may be operated in the conventional manner for driving the engine at a sufficient speed, of say 300 to 500 R. P. M. to cause the fuel to be 'ignited by compression and thereby to cause the engine to operate under its own power when driving relation is re-established between the air intake valve and corresponding ejector plunger and their respective cams for at least inder in quantities appropriate for starting after normal operating conditions for that cylinder have been restored. I

That is, while the engine is being driven to the required'speed by the starting motor, the main oil pump plunger 33 will be operated by its cam shaft 53 in the manner described for pumping the fuel oil from the source of supply into the reservoir 4| and thence through the several pipes 61 into the corresponding chambers 66 ready to be delivered into the upper end of the plunger chambers 42 when the ports therein are registered with the corresponding ports 42 or rather when the plungers 43 are restored into driving relation with their cams of the shaft 53.

The driving relation between the air intake valves and their respective cams on the timing shaft 80 is controlled by the position of the cam bar 9| while the driving relation between the several plungers 43 and cam shaft 53 is controlled by the cams ofthe cam shaft 92, the operation of the cam bar 9| and cam shaft 92 being simultaneous and ontrolled at will by a single operating member 'as the hand wheel I9 Figure l.

For example, after the engine has acquired a predetermined speed through the operation of the starting motor I6 with the cam of the throttle shaft 83 in the position to permit the desired amount of fuel to be pumped to the engine cylinder, the hand wheel I9! may be adjusted rotarily from its starting position to withdraw the cam bar 9| endwise or toward the left hand ofFigure 3 from its starting position shown by dotted lines in said figure a sufcient distance to withdraw the cam 95 corresponding to engine cylinder No. 1 from beneath th-e corresponding shoe 99,-thereby allowing said shoe to enter the depression adjacent said cam which, in turn, will permit the lowering of the adjacent valve operating rod and resultant closing of the valve 24 during the firing and compression stroke of the piston of the corresponding cylinder No.y 1.

Simultaneous with this endwise adjustment of the cam bar 9|,.the cam shaft 92 will be adjusted rotarily about its axis through the medium of the rack I I8 and pinion I I9 to withdraw the cam 95' of the same cylinder No. 1 out of engagement with the corresponding rocker arm 59 to allow the corresponding plunger 43 to descend to its starting position under the action of its spring 52 so that that particular plunger for engine cylinder No. 1 may be operated by its corresponding cam 6| on the cam shaft 53 for forcibly driving the fuel oil from the plunger chamber through its conduit 5| and -into the engine cylinder No. 1 to be ignited by the compression stroke of the piston in that particular cylinder.

This operation for the one cylinder may be Acontinued until the engine is operating under its own power after which the adjustment of the cam bar 9| may be continued step by stepif desired toward the left hand of Figure 3 to successively register the low points of the cams 96, 91 and 98 with the free ends of the corresponding shoes 99 and thereby to permit restoration of the remaining intake valves 24 to their normal positions in the order named so that said valves may be operated in sequence in the same order by the timer shaft 80.

During this step by step endwise adjustment of y the cam bar 9| the cam shaft 92 will be adjusted angularly step by step to the cams 96', 91', and 98 from engagement with their corresponding levers 59, thereby permitting the plungers 43 to be restored to their operative positions or into driving relation with .the cams successively withdraw on the cam shaft 53 in the manner previously explained.

When the cam bar 9| and cam shaft 92 have been adjusted in the manner just described or to the position shown by full lines in Figures 3 and 14, all of the intake valves 24 and all of the ejector plungers 43 will function for their respective purposes, it being understood that the main pump plunger 33 will be operated as long as the engine is in operation by the starting motor or under its own power.

It will be noted in the meantime during the operation of the engine under its own power in the manner just explained, the throttle shaft 83 may be operated by its controlling lever 99 to bring its cam 83 into engagement with all of the levers 59, thereby forcing all of the plungers 43 to their inoperative positions to cut off the oil supply tothe corresponding cylinders and thereby to stop the engine, this operation being effected independently of the adjustments of the cam bar 9| and cam shaft 92.

It is evident, however, that the cam bar 9| and cam shaft 92 may als-o be operated to open the valves 24 and to elevate all of the levers 59 and their respective plungers 43 to their inoperative positions independently of the throttle shaft 83 and may be left in their adjusted positions when the engine is stopped ready for a repetition of the operations vpreviously described for starting the engine.

What I claim is:

, l. In an engine of the character described, a plurality of cylinders arranged in line, each cylin der having an air inlet and a valve vfor opening and closing said inlet, means for operating said valves, a fuel pump for each of said cylinders, a plunger for each of said pumps, a pivoted arm for engaging each of said plungers, revolving means for periodically engaging said arms to actuate said plungers, and means operable at will for selectively disengaging said arms from said revolving means and for simultaneously holding said valves of the corresponding cylinders open to reduce the load on the engine when starting.

2.* In an engine of the character described, a plurality of cylinders arranged in line, each cylinder having an air inlet and a valve for opening and closing said inlet, means for operating said valves, a fuel pump for each of said cylinders, a plunger for each of said pumps, a pivoted arm for engaging each of said plungers, revolving means for periodically engaging said arms to actuate said plungers, means operable at Will for holding said arms out of engagement with said I the stroke of said plungers when said arms are in operative engagement with said revolving means to control the fuel injection into said cylinders.

3. In an engine of the characterdescribed, a plurality of cylinders arranged in line, each cylinder having an air inlet and a valve for opening and closing said inlet, means for operating said valves, a fuel pump for each of said cylinders, a plunger for each of said pumps, a pivoted arm for engaging each of said plungers, revolving means for periodically engaging said arms to actuate said plungers, means operable at will for selectively disengaging said arms from said revolving means and for simultaneously holding said valves of the corresponding cylinders open to reduce the load on the engine when starting, and means for simultaneously adjusting the position of said arms with respect to said revolving means for simultaneously varying the stroke of said plungers when said arms are in operative engagement with said revolving means to control the fuel injection into said cylinders.

4. In an engine of the Diesel type, a plurality of cylinders arranged in line, each cylinder having an air inlet and a valve for opening and closing said inlet, means including a cam shaft for operating said valves, sliding' means operable at will for selectively holding said valves open when starting the engine, a fuel pump connected to each cylinder, plungers operable in said pumps for injecting fuel into said cylinders, pivoted arms for engaging said plungers, revolving means for actuating said arms in timed relation to said cam shaft, cam means operable at will for selectively holding said arms out of engagement with said revolving means, and manually operable means for simultaneously actuating said sliding and said cam means whereby to simultaneously and selectively control the compression relief of and the fuel injection into said cylinders.

5. In an engine of the Diesel type, a plurality of cylinders arranged in line, each cylinder having an air inlet and a valve for opening and closing said inlet, means for operating said valves including push rods and tappets, a. cam shaft for periodically operating said tappets, means including a reciprocable cam bar movable end- Wise at will and having a cam for each push rod arranged for selectively displacing said push rods to hold said valves open when starting the engine, a fuel pump connected to each cylinder, plungers operable in said pumps for injecting fuel into said cylinders, pivoted arms for engaging said plungers, revolving means for actuating said arms in timed relation to said cam shaft, cam means operable at will for selectively holding said arms out of engagement with said revolving means, and manually operable means for simultaneously actuating said cam bar and said cam means.

6. In an engine of the Diesel type, a plurality of cylinders arranged in line, each cylinder having an air inlet and a valve for opening and closing said inlet, means for operating said valves including push rods and tappets, a cam shaft for periodically operating said tappets, means including a reciprocable cam bar movable endwise at will and having a cam for each push rod arranged for selectively displacing said push rodsl to hold said valves open when starting the engine, a fuel pump connected to each cylinder, plungers operable in said pumps fo-r injecting fuel into said cylinders, pivoted arms for engaging said plungers, revolving means for actuating said arms in timed relation to said cam shaft, cam

' means operable' at will for selectively holding Said arms out of engagement with said revolving means, operable means for simultaneously actuating said cam bar and said cam means, and means for adjusting the position of said arms with respect to said revolving means for varying the stroke of said plungers for controlling the speed of the engine when said arms are in operative engagement with said revolving means.

7. In an engine of the Diesel type, a plurality of cylinders, each cylinder having anair inlet and-'a valve for opening and closing said inlet, means for operating said valves, a decompressing member for selectively holding said valves open, a fuel pump for each of said cylinders, plungers operable in said pumps for injecting fuel into said cylinders, means for periodically actuating said plungers, a control member for selectively rendering said plungers inoperative, and common operating means for actuating said decompressing and said control members whereby to simultaneously and selectively control the compression relief of and the fuel injection into said cylinders. l

8. In an engine of the Diesel type, a plurality of cylinders, each cylinder having an air inlet and a valve for opening and closing said inlet. means for operating said valves including push rods and tappets, revolving means for periodically actuating said tappets,'a decompressing member movable at will and having elements for selectively displacing said push rods to hold said valves open, a fuel pump for each of saidA cylinders, plungers operable in said pumps for injecting fuel into said cylinders, pivoted arms for er1- gaging said plungers, a second revolving means for periodically engaging said arms toA actuate saidplungers, an oscillatable cam member operable at will for selectively holding said arms out of engagement with said second revolving means, and a. single'manually operable oscillatable control member operatively connected with said defcompressing and said cam members for simultaneously actuating the same whereby to simultaneously and selectively control the compression relief of and the fuel injection into said cylinders.,

HENRY POKORNEY.

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