Patent GB-617334-A (GB)
Title: Improvements in or relating to multi-cylinder internal combustion engine control means
IPC: F02D17/00
Filed: 1945-10-12
Abstract: 617,334. Pumps; regulating; valve-gear. BENDIX AVIATION CORPORATION. Oct. 12, 1945, No. 26719. Convention date, July 10, 1944. [Classes 7 (ii), 7 (iii) and 7 (vi)] In multi-cylinder engine control means wherein under certain operating conditions some only of the cylinders are cut out or rendered inoperative and do not draw a fuel charge into the cylinders, the exhaust and inlet valves are opened in opposition to their closing springs by cams through transmission elements, the transmission elements being rendered operative when the cylinders associated therewith are working and rendered inoperative when the cylinders are cut out of operation. Means for cutting out the cylinders of one bank of a V-eight engine are shown in the lower half of Fig. 1. In this Figure, the push-rods of one bank are shown, rods 12 operating the inlet valves and rods 10 the exhaust valves. The rods are operated by followers 18 associated with cams 20 through the medium of oil between them and the followers. The cylinders are cut out of operation by a valve 30 which when moved to the right releases the oil so that the followers can no longer operate the push-rods. The valve 30 is integral with a piston 46 which is operated by oil pressure controlled by a solenoidoperated valve 72. If a manually-operated switch 90 is closed, a further switch 104, 106 can be operated to energize the solenoid and move valve 72 to the right. Oil entering at 34 then operates the piston 46, moving valve 30 to the right to make the valve gear inoperative. Opening switch 104, 106 restores the operation of the valve gear. In cutting out the cylinders the valve 30 first moves quickly to cut out the inlet valves and the valve then moves slowly until the exhaust valves are cut out, after which the valve moves quickly to its limit position. The top half of Fig. 1 shows the controls for a supercharger 210 and primary and secondary carburetters 130, 132 respectively. The controls are operated by a handactuated lever 114. In position 1 of lever 114 the throttle valves 150, 151 are in the idling position and switch 104, 106 connected to lever 114 is closed. In moving from position 1 to position 2, throttle valve 150 only is opened. In moving from position 2 to position 3 the supercharger 210 is brought into use by reason of a pin 310 carried by lever 114 engaging a notch 314 in rod 306. This moves rod 306 to operate an infinitely variable coupling 228 and bring the supercharger into operation. When position 3 is reached, rod 306 engages a stop 322 and pin 310 is moved out of the notch 314 so that the rod 306 is moved backwards and the supercharger stopped. A switch 104, 106 is then opened and the cylinders which have been out of operation are brought in. Between positions 3 and 4 throttle valve 151 is opened by reason of a lug 302 on the lever 114 engaging a lever 196. At position 4 the pin 310 of lever 114 has reached the end of slot 308 in rod 306 and between positions 4 and 5 the supercharger is brought into operation again. When the supercharger is inoperative, air is drawn in through a spring-loaded flap valve 172. An over-control for the supercharger for preventing excessive pressure in the induction passage of the engine comprises separate slotted rods 260, 262 connected respectively to pistons 258, 268. The pistons are controlled by the pressures in the induction passage. As shown, a pipe 282 connects to a verituri throat, pipe 278 to the air inlet to carburetter 130 and a pipe 212 to the engine side of throttle 150. A pipe 284 may be connected to a venturi Y<2> in the carburetter 132. The pistons 258, 268 operate a lever 266 connected to the infinitely variable coupling control. The pipes where they project into the induction passage may be designed to give impact pressure or suction effect. Modified arrangements of the piping of the over-control are described. In one, the pipe 282 connects to a venturi in the outlet 212 from the supercharger and the pipe 278 connects to the outlet on the supercharger side of the venturi. In a modification of the means for operating the supercharger variable speed coupling, the lever 306 is replaced by two toggle levers. The hinge between the toggle levers is displaced at the appropriate moments by an oil-operated piston, the oil supply to which is controlled by the solenoid-operated valve 72. In a modification, Fig. 12, a pressure control valve 404 is provided. Closing of this valve allows the supercharger pressure to build up in front of the carburetters. The supercharger is operated by a two-speed epicyclic gear 466 which is brought into action when a clutch 426, 428 is engaged. When the throttle lever 114 moves from the position 1b to 2b it opens the throttle valve 150 only. As the throttle lever 114 is moved from position 2b to 3b the lug 202 engages the lever 196 and opens the second throttle valve 151. As the levers 114 and 196 are moved from 2b to 3b, a pin 506 in the lever 196 engages the right-hand end of slot 504 to actuate a valve 450 (see also Fig. 13). Valve 450 permits fluid supplied by a pump to a conduit 449 to actuate a piston 442 to engage the supercharger clutch 426; 428. The supercharger then rotates at low speed. When the levers reach position 3b a pin 510 on the lever 408 engages a notch 414 in a rod 410 and begins to close the valve 404. Movement from 3b to 4b closes valve 404. Rod 410 then engages a stop 418 and the pin 510 is disengaged from the notch 414 and the rod 410 can snap down to open valve 404. At the same time the valve 450 moves to a position in which fluid pressure is supplied to a cylinder 474 which shifts the change-speed gear of the supercharger to high speed operation. Further movement of the levers 114, 196 in a clockwise direction closes the valve 404 by reason of the pin 510 reaching the end of the slot 412. In a modification the lever 410 is replaced by a pair of toggle levers and a piston operating then in a manner similar to that described as suitable to replace the rod 306. A pair of governoroperated throttle valves may be employed, one associated with each carburetter 130, 132 and situated on the engine side of the throttle valves 150, 151. The carburetters may include an acceleration pump and economizer operated by the throttle. The circuit of the solenoidoperated valve may include an ignition switch so that the solenoid is only operated when the ignition is switched on.