Improvements in or relating to means for automatically stopping internal combustion engines

Abstract

Abstract 720,431. Engine stop-gear. DAVEY, PAXMAN & GO., Ltd. May 20, 1953 [July 11, 1952], No. 17604/52. Class 122 (4). An internal combustion engine wherein the fuel is normally pumped to the fuel-injection pump 10 by a feed pump 12 drawing from a reservoir 9 is automatically stopped, if an operating condition of the engine becomes abnormal, by reversing the direction of flow of fuel between the feed and injection pumps by means of a valve 1 slidable in a ported casing 3 adapted to be connected to the reservoir, the injection pump, and the inlet and outlet of the feed pump. The valve 1 is biased towards its operative position by a compression spring 21 and maintained in its inoperative position, as shown in Fig. 1, by a latch 23. The casing wall has five ports 4, 5, 6, 7 and 8 therein connected respectively to the reservoir 9, the injection pump 10, the feed pump outlet 11, the feed pump inlet 13 and the reservoir 9, and the valve has two axially spaced longitudinal grooves 16 and 18 opening at one end into channels 15 and 17 respectively formed in the valve surface. During normal engine running the valve is in its inoperative condition and the feed pump 12 draws fuel from the reservoir 9 via port 4, channel 15, groove 16 and port 7 and discharges it to the injection pump via port 6, channel 17, groove 18 and port 5. In the event of an abnormal operating condition such as engine overspeed, failure of lubricating-oil pressure or overheating of the lubricating oil or cooling water, the latch 23 is automatically released and the valve is moved to its operative position in which port 4 is closed and the feed pump draws fuel from the injection pump via ports 5 and 7 and channel 15 and discharges to the reservoir 9 via ports 6 and 8 and channel 17. A mechanism is described, Fig. 3 (not shown), in which the latch 23 is disengaged at a predetermined engine speed by a centrifugally operated spring-loaded trip lever driven from the engine shaft. The latch may be operated by a solenoid or thermostatic or pressure-responsive device, or the latch and coil spring 21 may be omitted and the valve 1 actuated by a solenoid controlled by a switch operated by the engine tachometer or a thermostatic or pressure-responsive device.

Inventors

• 👤 Arthur Charles Edward Hammond

Bibliographic Details