US1900054A - Reversing and control mechanism for internal combustion engines - Google Patents

Description

March 7, 1933. M GOLDBERG ET AL 1,900,054

REvER SING AND CONTROL MECHANISM FOR INTERNAL COMBUSTION ENGINES Filed ApriI 1, 1927 4 Sheets-Sheet l Kur /NINE Ans/1 Pas/17am or Pam 72-1920 Zmnentors I 15 4 Mar/VS J. GO/dbeg 8g Franz C'm/ Zuf/ W I E Gttomeg March 1933- J. GOLDBERG ET AL ,0

REVERSING AND CONTROL MECHANISM FOR INTERNAL COMBUSTION ENGINES Filed April 1, 1927 4 Sheets-Sheet 2 attorney March 1933.v M. J. GOLDBERG ET AL 1,900,054

REVERSING AND CONTROL MECHANISM FOR INTERNAL COMBUSTION ENGINES Filed April 1, '1927 4 SheetS -Sheet s 7 Bnventors Nor/vi; J. Goldberg Franz Car/ 7u l W Gttorncg Marbh 7, 1933. GOLDBERG ET AL 1,900,054

REVERSING AND CONTROL MECHANISM FOR INTERNAL COMBUSTION ENGINES Filed April 1, 1927 4 Sheets-Sheet 4 Inventors Mow/'5 d Ga/abarg BB Franz Car/ 7uf/ (Tttorhcj Patented Mar. 7, 1933 UNITED T T S PATENT OFFICE MORRIS J. GOLDBERG AND FRANZ CARL TEUFL, OI BELOIT, WISCONSIN, ASSIGNORS T FAIRBANKS EORSE 6t 00., OF CHICAGO, ILLINOIS, A CORPORATION OF v nnvnasrne m comer. mncnnmsm ron INTERNAL comnus'rxon enemas Application filed April l,

This invention relates to improvements in internal combustion engines and more particularly to an improved reversing mechanism and a master control system especially adapted for solid injection, high compression engines. I a

The object of this invention is to provide a more simple and more positivemeans for stopping, starting and reversing engines of the above described sort through a single,

simple set of controls.

in either direction of operation, may be ef-' fected through a single control wheel or lever. A further object is the attainment of such a control system as will minimize the personal factors hitherto influencing the correct operation of an engine byproper selection of controls. The prevailing practice is usually to operate the several controls of the engine separately. In this event the use of each of the controls is subject to correct selection by the operator or engineer. By combining the I ventfon will appear from the drawings and several controls under a single master control, they are so interlocked that it is impossible for the events to occur in any but the proper sequence. 1

Further objects and advantages of our inthe following description thereof.

Although our invention consists lar ely in the construction and arrangement 0 parts hereinafter described and particularly pointed out in the claims, yet we do not limit our invention to the precise form or construction of parts shown or the several parts thereof,

' inasmuch as various alterations may be made without changing the scope of the invention.

In the drawings, Fig. 1 is a vertical scctiona1 elevation taken through a portion of the upper portion of the base of an engineembodying the present invention; Fig. 2 is a sectional 1927. Serial No. 180,294.

elevation substantially transverse to I the showing in Fig. 1, and taken along line 2-2,

superposed on a section alongline 2'2';

"' and taken through a portion of the upper portion of the engine base. showing an approved form of connectingmeans between the manual control shaft and injection pump, Fig. 5is a sectional elevation taken along the line155in'Fig. 8 and shows an approved form of in ection pump which-may be employed in connection with our unified control system, showing an approved means for cuttmg off the fuel supply when it is desired to stop the engine; Fig. 6 is a diagrammatic illustration of the fuel-cut-out cam assembly in position to stop the engine, by terminating the fuel delivery; Fig. 7 is similar to Fig. 6 except that the cam assembly is in position for normal forward running of the engine; Fig. 8 is a diagrammatic organization view, to indicate apreferred relation of the various items of the mechanism; Fig. 9 is a View of a preferred form of control wheel and dial, shown in section in Fig. 1.

Referring by numerals to the drawings, 10 indicates a portion of a cam shaft, which may be operatively connected in any suitable manner (not shown), to the crank shaft of the engine and turning at engine speed, when the device is employed on a two cycle engine. To the shaft 10 are keyed or otherwise suitably afiixed, the air starter cams 11. These cams are preferably grouped in pairs, one cam of each pair being adapted for a given rotation of the engine and another cam of each pair for the opposite rotation. At 12 pressed on after them. By reference, at least one of the pins is provided as a pivot for each of the rollers 14. The abutting ends of ins 15 are preferably faced perpendicular y to their axes so as to be in sliding contact with each other. The pins 15 are preferably rotatably mounted in the rocker arms 12 and are also capable of endwise motion. A handwheel shaft 17 is rotatably mounted, as shown, and:: is geared or otherwise connected to a shaft 18. Shaft 17 is preferably manually rotatable in either direction b means of the wheel 19. The wheel 19 is pre erably provided with an indicator 20 and a spring pressed catch 21. Connecting gearing ma be rovided, as shown between shafts 17 an 18 y gears 22 and 23. Shaft 18.preferably carries a pair of cams 24, one at each end of the air start cam assembly (see Fig. 2). The faces of cams 24 are mounted in sliding contact with the outer endsof the pins 15.

'Each cam 24 is formed of a pair of flat surfaces which are disposed in difierent planes connected by a cumming portion. Sufficient clearance is provided between the cooperating parts of this assembly to permit each rocker 12 to oscillate freely in following the contour of the earns 11. A spring 25 is suitably disposed adjacent each of'the rockers 12 and tends to keep each of the rockers away from the surface of the cams 11 during normal operation of the engine and when it is desired to shift the rollers 14 from one osition to the other. The hand wheel sha t 17 preferably carries a cam 26, which serves to open a pressure relief'valve27. This pressure relief valve controls communication between an air chamber 28 and the atmosphere, the air may escape to the atmosphere through an opening 91 in the crankcase. The valve 27 is normally held closed by a spring 29. On thehand wheel shaft 17 is another cam 30 which may be a double nosed cam (Figs. 1

and 8) and which serves to control the master air starter valve 31. Valve 31 is normally held in its closed position by a spring 32, and by air under pressure in the chamber above valve 31, to which the air is supplied through a suitable conduit 90 which is connected to a suitable source of compressed air. When the valve 31 is in open position, the compressed air is admitted into chamber 28. The air starting .distribution'valves, as shown at 33, are valves of a conventional type actuated indirectly by the cams 11 acting upon therollers 14 to cause the valves to open in timed relation with the corresponding power cylinders The apparatus described may be inpart or completely enclosed by a housing 34, as shown. This housing may be aportion of the upper part of an engine base or may, if desired, consist of a separate auxiliary enclosure. v

In Fig. we have shown an approved form aaoaoaa of connecting means between the manual control shaft 18. and the injection pump shown in Fig. 5. This connecting means comprises a cam assembly 34', described in detail in the co-pending application of Morris J. Goldberg and Saul A. Ciechanow, Se-

rial No. 180,293, filed April 1, 1927. Briefly described, this assembly (see Figs. 6 and 7),

- except when they are impelledby the pins 53 acting in one extremity or the other of the slots provided in each of the outside cams. The fuel'cut-out-cam assembly is shown in this particular instance as comprising three cams.

The cam assembly 34 being actuated and carried by shaft 18, is subject to manual actuation by wheel 19. It will be seen that the described cam assembly operating in conjunction with the ratchet 35, serves at times to lift an arm 36 against the pressure of a spring 37 by contact between one or more of the cams and the roller 38. The motion of arm 36 is transmitted. to an adjustable link 39 which is in turn connected to, and serves partially to rotate a shaft 40. Shaft 40 carries a projection 41 (see Fig. 5) whichat:

times implnges upon a rocker 42. Rocker 42 is provided with an adjustable eccentric fulcrum 43, which may be controlled through partial rotation by a governor, shown in Figure 8. The injection pump, one preferably being provided for each of the power cylinders, comprises a plunger 44, yieldingserves to operate the push rod '57 to actuate the plunger 44. The push rod 57 is in driving relation at its upper end with rocker 42. An inlet valve 46 is provided, which is normally seated by a spring 47. A reservoir 48 ma be used to supply the pum with fuel throng lot Ill

the inlet valve 46. For lling the injection system with oil, before starting, a priming wrench 49 may be employed for manually actuating the injection pumps to deliver fuel to the injectors and cylinders and facilitate startin in a manner well known in the art. The in ection pump and the fuel out 01f device shown in Figs. 4 and 5 may each be enclosed in suitable housing members indicated at 34A, 34B and 34C, whichmay or may not be the parts of the same enclosure as v that indicated in Fig. 1.

The injection pump is of such a design that its operation will be at once apparent from the description of its partsset. forth above. On the up stroke of the plunger 44,

- the intake valve 46 is held open and acts as shown) upon the shaft 43 and the eccentric;

Rotation of these elements shifts the fulcrum of the rocker to cause valve 46 to close earlier gr llater', and hence to govern the delivery of The operation of our starting apparatus will be apparent from the above detailed descri tion of its parts. Before starting the engine; the hand wheel 19 is in the stop position indicated by the pointer 20. The master air valve '31 is'closed, the relief valve 27 is 0 en and the rollers 14 are out of contact with the cams 11. Upon turning the hand wheel 19 in either the ahead or astern direction the same sequence of events takes place as follows: The rollers 14 are shifted over the proper set of cams 11. This shifting is accomplished by means of the rotation of shaft 18 which is geared to the shaft 17, and the action of the spiral faces of cams 24 on the pins 15. At the same time that the rollers 14 are. shifted, the relief valve 27 is, due to the movement of the cam 26, closed by the spring 29. By preference the shifting of rollers 14 to the pro er set of cams is completed after a few egrees of angular displacement of the hand wheel 19. Upon fur-. ther rotation of the, wheel, the relief valve 27 is closed, and after still further rotation the master air valve 31 is opened to admit the starting air to the chamber 28. Obviously some or all of the enumerated steps may.

be made to take place simultaneously, or their order changed somewhat without materially efi'ecting the result.

The air pressure now present in chamber 28 tends to close all of the valves 33 against the slight pressure of the springs and causes the engine. At this point in the rotation of the shafts 18 and 17 one ofthe low points of the cam assembly 34 has been brought under the roller 38 so as to permit spring 37 to move the arm 36 and link 39 downwardly, (see Fig. 7) thus rotating the shaft 40 through a few degrees counterclockwise, Figs. 4 and 5. The effect of this is to separate the elements 41 and 42. the pump having been previously held in inoperative position by contact between the projection .41 and the rocker 42. The rotation of shaft 40, as described, again causes fuel to be discharged by the injection pump, and firing begins due to the injection of fuel to each power cylinder. As soon as the engine has started, the hand wheel 19 is turned back to the running position. This movement momentarily cuts off the engine fuel while the high nose ofcam is passing under roller '38, and then restores the supply of fuel to the engine when the recess of cam 50 comes under roller 38, where it remains during normal operation. Upon movement of the wheel 19 to running position the cam 30 permits the master air valve 31 to close, thus cutting off the supply of air from the receiver. This operation also serves to bring cam 26 to a position to open the relief valve 27 and establish communication between chamber 28and the atmosphere. The pressure against each of the valves 33 being thus relieved, the springs 25 hold the rollers 14 off of their respective cams, thus putting the entire air starting mechanism out of operation during the normal running of the engine.

Control of the fuel injection is coordinated with that of the startin and reversing means, by the cam assembly 34', forming the subject of the above mentioned co-pending applicatiom Briefly described, its operation 9 is as follows: lVhen the control wheel 19, connected toshafts 17 and 18, is in its stop position, the roller 38 rides the high point 58 of cam 50 (see diagrammatic Fig. 6). The rocker arm 36, through its linkage to shaft 40, will have rotated this shaft sufiiciently to cause the projection 41 to engage the in take valve rocker 42 to hold open the valve. Let it be assumed in the present instance that wheel 19 is turned in the ahead direction. This causes the cam 50 to turn in a clockwise direction, (in the diagrams). Cam 51, because of the ratchet, does not rotate until the pin 53 engages the end of the slot in cam '51, and this does not occur until the high point 59 on cam 51 covers the low point 60 on 'cam 50. The roller 38 is long enough to engage all of the earns 51 and 52, and rides the high point 59 of cam 51 past the low point 60. This low point corresponds to a running position of the control. The fuel is thus kept cut off until the shaft 18 has rotated through such an angle as to permit the roller 38 to reach the low point 61 on cam minate delivery of fuel by the inj ection pump.

50. This Preferably does not occur until the control wheel has been rotated throu h a sub- "stantial an le in order to have permitted the other described startin events to take place, and to enable the engine to be rotated at a fair speed by its starting means. This low point 61 permits the roller 38 to drop; thus spring 37, acting upon the rocker 36, and through link 39, rotates shaft 40 and projection 41, anticlockwise, (Fig. 5), and permits delivery of fuel by. the in ection pumps, to start the engine firing.

As soon asthe engine begins to fire, the wheel 19 is turned intthe opposite direction until the roller 38 engages a low point 60 on cam 50, which represents the running position on this cam, and serves'to cut-in the injection fuel. The cam 51 has cleared the roller 38 in turning to the starting position, and because of the ratchet and the lost mo.- tion arrangement provided by the pin 53 and associated slot in the cam 51, it uncovers the low points 60, and the cam 51 does not again come under t e roller as the elements are returned to running position.

The engine is stopped by rotating wheel 19 to bring the high oint 58 of cam 50, under the roller 38, when t e projection 41 on shaft 40 will obviously hold open the valve 46 to ter- In the example shown, a stern control is accomplished in a-manner similar to. the. above, by using the opposite half of cam 50 together with cam 52. The high point of cam 52 is shown at 62,and the astern running'position ofcam 50 is indicated, at 49.

The. astern-starting, fuel-on position is effected by engagement of roller 38 with a low point 64. I A

To recapitulate the operations accomplished by astern movements of the control d wheel, it will be seen that whenthe wheel 19 is positioned with .pointer 20 at stop, the engine comes to rest with the air inletvalve 31 closed, due to the position of cam 30, and with the air relief valve 27 open, due to the position of cam 26, as indicated by Fig. 1, and that the fuel supply is cut out, dueto the engagement of roller 38 with the middle high part 58 of cam 50, as shown by Fig. 6. When the engine is to be started astern, the control wheel 19 is rotated to bring pointer 20 to its extreme position on the astern side, as shown by Fig. 9. Durin this movement air relief valve 27 closes. Kt the same time rollers 14 are shifted, by rotation of cams 24, over the set of cams 11 which corresponds to astern rotation of the engine; the inlet valve 31 then opens, and the introduction of fuel during this movement is prevented by roller 38 riding over the high point 62 of cam 52, while assing low point 49 of cam 50, (see Fig. 7). hen however, the control wheel is rotated to bring the pointer 20 to its extreme astern position, roller 38' drops into low part 64 of names cam 50 and permits the injection pump as-- sembly to supply fuel to the cylinders. In this position 0 the control, both starting air and the injected fuel coact to accelerate the engine. The next move is to turn back the wheel 19 until pointer 20 comes to astern running position, the wheel 19 being maintained in such position by engagement of a latch 21 with a notched disc fixed to the control housing (see Fig. 1) During this movement the fuel is momentarily. cut off while roller 38 passes over the high part of cam 50 between low parts 64 and 49, and then drops into low part 49, at the runnin position; the high part 62 of cam '52 being ield out of interference by the fact that ratchet 35 prevents cam 52 from following, to the extent of the lost motion established by thearcuate slot and pin 53 (see Figs. 6 and 7). During this movement of shaft 17 the air inlet valve 31 the valves 33'of air pressure and permitting springs 25 to'raise-rollers' 14 to clear the cams 11. (Fig. 1). When the engine is to be stopped, the control wheel is turned to stop position which brings all parts back to the first position described and completes the control cycle for the astern movements of the various control elements.

,The reversing mechanism proper consists essentially of a novel device'which controls the admission of starting air to the cylinders to .give the engine initial rotation in either direction desired. The injection pumps are designed to operate equally well in either direction of rotation of the engine without any change in settmlg or time.

t willbe seen that the manually controlled wheel 19 serves to effect a complete, unified control over a reversible engine of the type described, and that the positions of the controls are at all times definitely ascertainablo from the position of the indicator 20.

I claim:

1. In an internal combustion engine, a reversing means therefor comprising a timed admission valve for starting air, a cam shaft, a pairof cams carried by said shaft, a tappet common to said cams, and a control shaft adapted to be selectively manually rotated, and means, including cam members on opposite sides of the tappet, for utilizing the rotation of said ,control shaft to effect a movement of said tap t to cause an operative relation between eit er of said cams and said tapet. p 2. In an internal combustion engine, a reversing mechanism comprising a starting-air distribution valve, a cam shaft, and a pair of cams mounted on said shaft, each adapted to open said valve in a different timed relation to said engine, a tappet, a control shaft, and

'means, including tappet-shifting members opposite sides of'the tappet, said means adaptshaft, air-start distribution valves, cams on p ed to be rotated to move said tappet into engagement with either of said cams, accordmg to the desired timing of air distribution of said engine.

3. In an internal combustion engine, a reversing mechanism comprising a starting-air distribution valve, a timing shaft and a pair of valve-actuating cams carried by said shaft, an element connecting said valve and said cams, a control shaft, and a pair of spaced cams carried by the control shaft and adapted to be actuated to effect an operative relation between a predetermined one of said valve-actuating cams and said connecting element.

4. In an internal combustion engine, a reversing mechanism comprising an air distribution valve, a cam shaft and a plurality of cams thereon, a rocker between said cams and said valve, an axially movable element on said rocker, a control shaft, and cams carried thereby on opposite sides of the rocker, said cams being adapted upon rotation to effect an axial movement of said element to cause an operative engagement of either one of said cams with said element, to actuate saidvalve.

5. In an internal combustion engine, a reversing mechanism comprising an air distri bution valve, a cam shaft and a pair of cams thereon, a rocker between said cams and said Valve and a roller laterally movable with respect to said rocker, adapted to contact with one of said cams at a time, to efi'ect an operative relation between said valve and a predetermined one of said cams.

6. In an internal combustion engine, a reversing mechanism comprising an air valve, a cam shaft, a pair of air-starting cams thereon, a rocker adjacent said cams, a roller on said rocker and a pivot for said roller, a manually controlled shaft and a cam thereon adjacent each end of said pivot, said last mentioned cams being adapted by rotation of said manually controlled shaft to shift said roller into a predetermined operative position w th respect to said air-starting cams,

7 In an internal combustion engine, a cam said shaft arranged selectively to actuate said valve, according to desired direction of starta in rotation, an operative connection between saldcams and eachvalve, a fuel injection system, a control shaft, a single control means for manually rotating said control shaft, a combined air-starting and reversing means, including said control and control means, a camming device, including spaced cam-follower elements, adapted for alternate cammed engagement upon rotation of the control shaft, to shift the connections between the air distribution cams and valves, and means carried by said control shaft and correlating in sequence the operation of said fuel injection system with ontrol of said starting and shaft, whereby the engine, coacting cam and valve connections arranged for selectively actuating saidvew valve, a fuel in ection pump, a unified con-"u trol system including a rotatable control shaft, a cam adapted to be actuated with said shaft, a valve operatively associated with said last named cam, and adapted to coact therewith to control admission of air to said starting system, cam and follower elements asociated with said shaft, adapted upen rotation thereof, for selectively and shiftably interposing the forward and reverse cam connections to said distribution valve, whereby to establish direction of starting rotation of the engine, means on said shaft adapted to control said injection pump, and a single control element operatively associated with said actuation of said element is adapted to efiect a complete predetermined sequence of operations for controlling said engine.

9. In a reversible internal combustion engme embodying an air reversing system and a fuel injection pump, a control system ineluding a unified manual control member, a plurality of concurrently operable control shaft portions operatively associated with the control shaft portions and selectively engaging said abutments for shifting the follower from one to the other of said cams, and a device for coordinating airand fuel-control operations, said device being operatively associated with the control shaft portions, and adapted upon beingrotated by said control member, to efiect a com letepredeten mined sequence of operations or controlling,

in predetermined orders, said air distribution shifting means, and said injection pump.

10. In an internal combustion engine, a

starting reversing and fuel control system comprising in combination, a unified control element, a manually rotatable shaft, arranged for actuation b said element, a rotary device carried by sai shaft for varying sequential relation of airand fuel-control actuation, a fuel pump and a combined air start and reversing system, said pump and system being interconnected by said device, the starting and reversing system including an air start distribution valve, paired cams and a follower for said valve, a camming device operable responsively to rotationof the manual control shaft, for shifting said follower selectivel over said valve cams a master air admission valve, and a cam carried by the manual control shaft for actuating said master valve sequentially with respect to said follower-cumming device.

11. In an internal combustion engine, the combination of an air starting and reversing system including a plurality of air distribution valves, a cam shaft, a pair of cams thereon and a cam follower element for each of said valves, one of said cams being, adapted for forward and another for reverse initial rotation of said engine, a plurality of fuel i11- jection pumps, a rotatable control shaft, a single manual control element operatively associated therewith, a device for coordinating,

in varied predetermined sequence, airand fuel-control movements, said device operable by and adapted with said manual control shaft for interconnecting said air system and fuel pumps, a carrier for said air-valve follower elements, a camming device operable upon rotation of the manual control shaft and including spaced abutments on the carrier adapted for alternate cammed engagement in shifting the follower elements be tween said air start cams.

12. In combination with an air-starting and fuel-control mechanism for an internal combustion engine, a cam shaft, a painof airstart distribution cams thereon, a rocker, a roller on said rocker, a rotatable control shaft, a manual control member operatively. related to the control shaft, avcamming device including spaced camming surfaces and s aced abutments the efor said'device 0 er- P P able by said control s aft and adapted --u on rotation thereof to shift said roller, axia 1y,-

into operative relation with respect to either of said air-start cams, and a fuel control device carried by said control shaft, being distinct from said camming device, and adapted to correlate and unify the airand fuel-control operations upon rotation of the control shaft.

13. In an internal combustion engine, in combination, combined air-starting and reversing means, afuel injection device, a manually operable shaft for the unified control of said device and means, a manual control ele ment for actuating said shaft, a device carried by said shaft and arranged upon rotation, to provide a predetermined sequence of fuel and air control movements, upon a predetermined angular movement of the control element, said air start and reversing means including air distribution valves, paired cams and a follower for actuating each of said valves, a carrier for the followers, a camming device rotatable with the manual control' element for urging the carrier into selective positions along the axis of the distribution cams, a master air admission valve,

moaned an air relief valve, and cams associated with the manual control element, for said master valve and relief valve.

14. In an internal combustion engine, of air-starting and reversing t pe, a control shaft, a manual control mem r operatively related to said shaft, a plurality of air-control cams arranged for rotation responsively to rotation of the control shaft, air distribution cams arranged in pairs, adapted respectivel for ahead and reverse rotation, a distribution valve and a follower associated with each pair of related cams, and a master air admission valve, said control cams including camming means for shifting said followers, and a cam for actuating the air admiss on valve, sequentially with respect to shifting movement of the followers.

15. In an internal combustion engine, of air starting and reversing type, an enginedriven cam shaft for actuating the air starting equipment, a cam shaft adapted to be manually rotated for effecting starting and reversing control movements, air distribution valves, paired distribution cams on saiddrivon cam shaft and afollower for each distribution valve, a plurality of control cams operatively associated with the control shaft, a master air admission valve, an air relief valve, said control cams including cammingnot l

Images