US858281A - Gas-engine-reversing mechanism. - Google Patents

Description

P m B S N A H A W GAS ENGINE REVERSING MEGHA NISM.

APPLICATION FILED FEB-23,1906.

- 2 SHEETS-SHEET 1.

w. HANSEN.

GAS ENGINE REVERSING MECHANISM. APPLICATION FILED FEB.23, 1906.

PATENTED JUNE 25, 1907.

2 SHEETSSBBET 2,

I IO

so cam actuating the single push-rod of a single 151 and {the PATENT oFFIoE.

WILLIAM A., HANSEN, OF SAN FRANCISCO, CALIF RNIA.

GS ENGINE-REVERSING MECHANISM. m

Patented June 25,1907.

To all whom/it may concern:

Be it known that 1, WILLIAM A. HANSEN,"

' 5 California, have invented, new and useful 1m provements in Gas-En inc-Reversing Mechanism, of which the fo ,t1on.

My invention relates to a means for reverse ing the revolutions of gas engine crank shaft and associated mechanism.

It consists in a combination of parts and details of construction which will bemore 'fully'explained by reference to the accompanying drawings, in which;

Figure 1 is an end sectional view illustrat ing my device. Fig. 2 is a section taken in the plane of the axis of the cam shaft, show.- ing a section of my reversing mechanism. Figs. ,3 and 4 are pers ective views of the faces of'the clutch mem e'rs.

My invention is designed to provide a means for reversing the direction of motion of the ei'gine shaftso that the engine itself may be r n in either direction, and reversing gears may be dispensed with.

As showjg in the present'drawing-A represents a gas engine cylinder having the piston 2, pitman or connecLting-rOd-3, crank 4 and crank shaft 5. l. have here only shown a single cylinder, but it .will be understood that the device isapplicable to multiple cylinder engines; Upon the shaft5 is keyed a pinion 6, and'this, through the interposition of an idler 7. transmits motion. to a p nion 8, which is mounted upon whatis'known as the halftime shaft 9 which carries the camor'cams 10 through which the engine valves are actu+ ated through a push rod 10*;

The present view illustrates onlya single exhaustvalve for the sake of cleai'ness; but itbe-understood that the device is an chanically actuated exhaust and inlet valves,-

with the common crank shaft. I p

The cams represented by the 0110 marked ,llllwher'ehythevalves are opened, are fixedwith a certain relation to the crank so that at the proper-moment in the stroke of the piston the exhaust valve isopened for the escape of the products ofcom'bustion which are ejected "d the a ward movement of the piston,

owing is a specifica- 61:. valve is mechanically aeturounding the cam shaft, and home ated, it is also opened by suitable-cams-to ad- .mit 'the'new charge upon the outward stroke of the piston.

If the inlet valves are automatic, they simplybe'opened by the vacuum caused by the outward movement of the piston, and the char e will be drawn in, :in this manner;

In or or to reverse the movement of the engine, it will bemanifest that the cams 10 must have their position cha ed with rela tion to the osi-tion of the era so that-the engine cra 5 shaft when turning in the 'opp'o+ site direction will bring'the cams to the proper relative position for opemng' valves. This is;effec ted as follows: 11 is a disk keyed upon the cam shaft 9 and carry? 1 the .7

ingclutch members 13 and 1 while the gear 8 carries the other interlocking clutch mam her 15, and these members are capable of being shifted with relation to each other 90 The ear 8 turns loosely u on the cam shaft, and y means of a clutc leveritmay be moved-outwardly until the clutches are dis- 7 engaged. The momentum of the engine this disengagement, and the it arrives at the point for the engagement of.

the other clutch. When thus engaged, the

position ofthe cam orcams have been so changed that the engine must runin the o posite direction, an this reversing can tall ment the reverse position has been reached,

the ignition of the charge will causethe'em place while the engine is running; since the .nioinentumwill com resscharges of gas in one or more of the cy 'nd'ers so that the moglue to revolve in the opposite direction.

The mechanismof the clutches may be varied without materially altering the character of the device or its operation.

" l have here illustrated the deviceas fol: lows: Uponthe face of. the disk 11 which-is contiguous to; the face of the gear 8, 1 have shown a depression 12, and'uponthe peri h cry of that side of the gear are two notc es 13 and 14. Upon the corresponding face of the gear Sis a radial, segment 1.5 which is adapted to fall into either of. the notches 13 and 14, and thus interlock the cam. The hub of the gear is grooved or channeled to receive the ver 16. Bey'ond this hub is a spring orks of aclutchle- 17'surypressna;-

r65 I gearwith the 5 7 atl5 This portion extends into the de-' ing the gear. so that the clutch member 15 is in engagement with either the notch 13 or 14 on the disk 11. Retraction of the gear by means of the lever 16 disengagest the'se in terrunning loosely until the clutch member 15 disenga ed from one notch, has arrived 0 posit-e t e other with which it may then e engaged.

The limit of the movement to produce the reverse movement of the engine I have found to be 90 and in order to insure that no more than 90 movement will take lace, the inner portion of the clutch mem er 15 is made thicker than the portion which engages with the notches of the disk, as shown pressed space 12 after the part 15 has been disengaged from either 13 or 14, so that while the part 15 will pass the portion of the rim intermediate betweenthe notches 13 and 14, the projectingportion 15 will still extend far enough into the depression 12 so that it will contact with either one side or the other of this depression when that point is reached, and when thus in contact, the enaging member'15 of the clutch will be in fine; with the corresponding depression 13 or 14.

The movement of the engine and connected parts is always in such a direction that when the clutch members are disengaged, the movement of the gear 8 will carry the clutch member 15.to the opposite side of the de ression 12 and into engagement with the ot er member which reverses the motion.

In order to limit the movement of the gear 8 so that it can only be retracted sufiiciently to disengage the clutch member, I have showzira sleeve .19 mounted upon the cam shaft within the spring 17, and abutting against the cam shaft journal-box 20. This sleeve is of such length that the opposite end forms astop'to limit the r-movement of the ear, and this movement is not sufficient to isengage the gear from its fellow 7.

Having thus described my invention, what I claim and desire to secure by Letters Patent is 1. In an internal combustion en ine, a crank shaft, a cam shaft and a cam w iereby the enginevalve is opened, a gear fixed upon the crank shaft, a gear loosely turnable upon the cam shaft and receiving motion from the crank shaft gear, a disk fixed upon the cam shaft having clutch members 90 a art, a clutch member 11 on the gear adapts to engage either of t e disk clutch members, a spring acting upon the gear and normally holding the engaged clutch in place, a lever by which the gear may be retracted, and the clutch members disengaged whereby the cam shaft and cam are released and idle, and the clutch members. are re-engagedin position to reverse the engine movements.

2. In an internal combustion engine, a means for changing the position of the valveopening cam to reverse the engine, said means consisting of a disk fixed to the cam shaft having clutch members corresponding to the forward and reverse position of the valve-o ening cam, a gear loosely turnablc upon the cam shaft and normally enga ed with one of the disk clutches, a gear fixe to the crank shaft and transmitting motion to revolve the cam shaft gear, an intermediate gear, and means for disengaging one clutch member and en aging the other, and stops or shoulders on the disk between the clutch members thereof whereby the movement between the two clutch engagements is limited.

In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses.

WILLIAM A. HANSEN.

\Vitnesses:

Tnos. It. Enwanns, WILLIAM P. HEANEY.

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