A Bosch Injection-pump Governor
Page 52
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THE latest suggestions in the design of injection-pump governors are shown in patent No. 656,049 (Robert Bosch G.m.b.h., Stuttgart, West Germany). Actually, the patent is concerned with a minor point, but the general design is also of interest.
Referring to the drawing, centrifugal weights (I) ar., . arranged to move, via bellcranks, a trunn'oned collar (2) in an endwise direction and so slide the rackrod (3). A manual control lever (4) can also vary the position of the rack-rod by overriding the governor control with a changing velocity-ratio as pin 5 descends in its slot.
An idling stop (6) and a full-load stop (7) limit the movement of this lever. The essential point of the patent is the use ot an open-ended slot for the pin, a feature which is said to simplify and cheapen the assembly and dismantling of the unit.
PETROL ENGINE AS OIL ENGINE STARTER
A TRANSMISSION unit for,enabling r1a small petrol .engine to start a larger &I .engine, is covered in patent
No. 656,523 (W. H. ' Dorman and Co., Ltd., . and W. Mitchell, both of Stafford).
Referring to the drawing, a sprocket (1) receives the drive from the petrol engine, which is started by hand. The sprocket drives the housing (2) of a multiplate clutch used for the coupling unit, -The inner clutch member is connected with a shaft,, upon which pinion 3 is slidably mounted.
In operation, the small engine is started with the clutch in the free position. By means of a knob (4), the pinion can be slid to the right into engagement with the flywheel ring, against the force of a spring (5), of .the' design is an auxiliary circuit and held there by a pair of spring catches (6); this is the position illustrated.
So soon as the main engine starts, the increase in speed throws out the catches by centrifugal action, and allows the spring to retract the pinion. The clutch .A42 is worked by a hand-lever (not shown) and is spring-biased into the free position.
RELIEF VALVE FOR FULLFLOW FILTER ENGINE oil filters commonly deal with only a part of the total flow, and do not therefore ensure
that all impurities are removed. Full-flow filtration is obviously better, but the system is open to the serious objection that a clogged filter cuts off all the oil. A scheme to overcome this is shown in patent No, 656,494 by the Ford Motor Co., Ltd., 88, Regent Street, London, W.I.
The patent describes a form of safety valve which will, if the filter be clogged, open under the developed pressure and by-pass the oil. The drawing shows the valve arrangement in its normal functioning position. With a: new filter unit, the pressure drop across it is only 2 lb. per sq. in., so that oil entering the inlet (1) at 50 lb. pressure after passing through the filter leaves via port 2 at 48 lb. per sq. in.
The working pressure opens both the ballvalves (3 and 4). A by-pass passage connecting the inlet and and discharge points is normally closed by a sliding plunger (5) which is urged to the left by a spring. The left-hand end of the plunger is, however, subject to discharge pressure, so that the spring force is over . come and the plunger is held in the closed position as shown.
Should the filter clog, the drop in outlet pressure would permit the plunger to open and provide an alternate unfiltered path for the oil. A second point
23 • oil round the outside of the filter.
A NEW ALLOY 110 A TEN T No. 1 656,476 (RollsRoyce, Ltd., Derby), describes the composition of a new aluminium alloy for making castings. In addition to the aluminium, and the more usual alloying elements, the mixture contains a small percentage of beryllium, not less than 0.01 and not more than 0.25 per cent. Silver may or may not be present, the chief point being that the addition of beryllium is said to give excellent fluidity in the molten state, thus enabling intricate castings to be readily made.
AN AMERICAN INDEPENDENTSUSPENSION SYSTEM
AN independent-suspension system, cheap to manufacture but effective in use, forms the subject of patent No. 656,323 (General Motors Corporation, Detroit, Michigan, U.S.A.). As applied to the front wheels of a vehicle, the normal large helical spring is replaced by a torsion bar which lies along the frame.
The drawing shows a "worm's-eye" view of the assembly. The hub unit is mounted on an upper pair of swinging links (1) and a single lower one (2). The latter pivots in a rubber-bushed bracket (3) fixed to a chassis crossmember. Firmly attached to this arm is the torsion rod (4) which projects rearwardly to an anchor point shown at 5.
Although fixed in a twisting sense, this anchor is free to pivot about the axis of a right-angled rod (6) which is journalled in a pair of bearings. A shock-absorber (7) is incorporated, and buffers (8) serve to limit the movement. Rod 9 is called a stabilizer, and appears to extend across the frame to the other wheel assembly.