1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
201
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233
234
235
236
237
238
239
240
241
242
243
244
245
246
247
248
249
250
251
252 
The Control of Exhaust Braes
Page 141
If you've noticed an error in this article please click here to report it so we can fix it.
THROTTLING the exhaust is coming I. more into use for braking vehicles, but it is important thlt the throttling should not be carried far enough to cause the engine to stall. A control mechanism for rendering this impossible is shown in patent No. 744,513 (Clayton Dewandre Co., Ltd., Titanic Works, Lincoln).
The exhaust pipe (1), upstream of the silencer, is fitted with a butterfly valve for throttling purposes. It is worked by rocking an external arm (2). A solenoid (3), when energized, can pull the arm into the throttling position against the force of a spring (4).
This spring is made to have an increasing rate; one way of doing it is to use two springs of differing lengths as shown. This is done because the resistance to movement is greatest when the throttle is shut. This can be offset, however, by using an off-centre butterfly valve.
Energization of the solenoid by closing a switch (5) applies the brake; the switch can be worked by the usual brake-pedal before the wheel-brakes come into action. Stalling of the engine can be prevented by the use of a centrifugal switch, or by taking the operating current from the dynamo side of the cut-out. A pressure-sensitive switch is also mentioned.
EXTRICATING A BOGGED VEHICLE
PATENT No. 746,636, shows a simple device for enabling a vehicle to raise itself when bogged. The patent comes from R. Omant, R. Grant and A. Martin, 1 lc Castlereagh Street, Sydney, Australia.
A tubular "spoke" (1) is provided with brackets (2) fitted with screws for jamming it outwardly into the wheel rim. Inside the tube is an adjustable screwed rod fitted with a swivel foot (3) on its end. The unit is attached to a bogged wheel as shown at 4, and when power is applied it should lift the wheel far enough to enable packing to be placed under it.
A NEW FUEL-INJECTION SYSTEM
THE conventional injection pump is very lightly loaded until the actual moment of injection; then, the load is, for a short time, very heavy. This means that the construction of the pump and its camshaft has to be designed for this maximum but transient load. To avoid this, it has been proposed to pre-compress the fuel and to use a timed injector as an on-off valve. The objection to this method
is that it an injector should stick in the open position it would discharge much of the fuel supply into one cylinder. Patent No. 746,280, shows an injection system that makes the best of both principles. The patent comes from the British Internal Combustion Engine Research Association, 111-112 Buckingham Avenue, Slough.
In the proposed scheme, fuel is pre-compressed to about half-injection pressure. It is then used as a hydraulic fluid to work the normal helically edged pump plunger. The pump camshaft has little work to do, having only to operate the slide-valve controlling the hydraulic fluid.
A small continuously running pump supplies the pre-compressed fuel to an inlet leading to a pressure accumulator (1), having compressed air on its underside to act as a spring. The pump plunger (2) is lifted by a large piston (3) when the fuel is admitted under it. The events are governed by a slide-valve
assembly shown end-on at 4; this is worked by a light cam and is springreturned.
The arrangement gives very rapid injection irrespective of engine speed; so rapid that an annular dash-pot (5) is provided to decelerate the plunger at the top of its stroke.
Two of the claims made for the system are improved starting and better performance at low speeds.
RUBBER SPRING FOR ENGINE STARTING
PATENT No. 748,078, shows a clockwork mechanism for providing a short burst of power such as would be needed for engine starting. The novel feature of the scheme is that the spring is made of rubber discs which store energy by torsion. The patentee is A. Moulton, The Hall, Bradford-onAvon, Wiltshire.
CONTROLLING PETROL INJECTION A CONTROL system for a petrol injection pump in which allowances are made for variations in volumetric efficiency of the engine, is shown in patent No. 744,806. (The S.U. Carburetter Co., Ltd., Wood Lane, Birmingham, 24.) In the drawing I is the induction pipe and 2 the injection pump. A throttle controlled venturi has a pipe leading from its constriction to a capsule stack (3) which, when expanding, reduces the fuel charge and vice versa. A continuation pipe (4) ensures that air is constantly flowing through this system so that there is little temperature difference.
The throttle is coupled to a cam (5) which controls a variable restriction (6) in the branch pipe; this cam takes control when the throttle moves towards its closed position and isolates the main venturi.
Another pipe (7) carries air from atmosphere to the induction pipe and a small venturi (8) translates it into pressure variation which is then applied to the control pipe via a manually adjusted restrictor (9). This branch, assumes control when the throttle is closed, a position in which the main venturi tends to diminish its effect due to low air velocity.