US1090249A

US1090249A - Engine.

Info

Publication number: US1090249A
Application number: US61510111A
Authority: US
Inventors: Jesse A Vail; Edward O Powers
Original assignee: Fairbanks Morse and Co
Current assignee: Fairbanks Morse and Co
Priority date: 1911-03-17
Filing date: 1911-03-17
Publication date: 1914-03-17
Anticipated expiration: 1931-03-17

Description

J. A. VAIL & E. 0. POWERS.

ENGINE.

APPLICATION FILED MAR.17, 1911.

1 090 249 Patented Mar. 17, 1914.

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ENGINE.

APPLICATION FILED MAR. 17, 1911.

1,090,249. Patented Mar. 17, 1914.

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ENGINE.

APPLICATION IILED MAR. 17, 1911 1,090,249. Patented Mar. 17, 1914.

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ENGINE.

APPLICATION FILED MAR.17,1911.

1 O90,249. Patented Mar. 17, 1914.

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UNITED STATES PATENT OFFICE.

JESSE A. VAIL AND EDWARD 0. POWERS, OF BELOIT, WISCONSIN, ASSIGNORS T0 FAIR- BANKS, MORSE & COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

ENGINE.

To all whom it may concern:

Be it known that we, Jnssn A. VAIL and EDWARD O. Pownns, citizens of the United States, residing at Beloit, in the county of Rock and State of Wisconsin, have invented a certain new and useful Improvement in Engines, of which the following is a specification.

Our invention relates to internal combus tion engines, more especially engines adapted for pumping purposes, and the object of the invention is to improve the construction in various particularsto thereby render the engine more compact and durable, and the parts fewer in number and more readily assembled.

The various features of novelty will be hereinafter more particularlydescribed and claimed.

In the accompanying drawings selected to illustrate the invention, Figure 1 is a general side elevation of the engine and its means of attachment to the pump proper or other driven apparatus. Fig. 2 is a sectional elevation taken on line 2-2, Fig. 3. Fig. 3 is an elevation viewed approximately from the plane indicated by the line 33, Fig. 1. Fig. 4c isa perspective of the battery box bracket. Fig. 5 is a fragmentary perspective showing the portion of the engine base or jack frame to which the battery box bracket is attachable. Fig. 6 is an elevation of the jack frame and gear looking toward the right in Fig. 1. Fig. 7 is a plan section taken on the line 7-7, Fig. 1. Fig. 8 is a plan of the casting which forms the jack frame or base of the apparatus.

Similar numerals refer to similar parts throughout the several views.

The jack frame or base consists in the present instance of a single casting having a standard 10 rising from one side of a platform 10 and terminating at the upper end in a sleeve or boss 10" which constitutes a bearing for the shaft 11. The bracket 10 is formed integral with standard 10 and affordsmcans whereby the frame may be at tached to the body of the well pump or whatever mechanism is to be driven. For convenience the driven mechanism will be referred to as a pump as our apparatus is especially intended for pumping purposes.

Shaft, 11 carries a spur gear 12 and a crank arm 13, said parts 12 and 13 being provided with wrist pins 14 intended tobe Specification of Letters Patent.

Application filed March 17, 1911. Serial No. 615,101.

Patented Mar. 17, 1914.

connected to the pitmen which operate the pump. Two vertical flanges 10 are formed integral with platform 10 on the side thereof opposite to the standard 10, as best shown in Figs. 5, 7 and 8. These flanges are adapted to be engaged by the grooved lugs 15 of the battery box bracket 15. This bracket is shown in perspective in Fig. 4, and when in position, as shown in Fig. 7, rests upon the lugs 10 formed at the bottom of the flanges 10 integral with the jack frame. This con struction is of great convenience and simplicity, for in assembling it is necessary merely to slip the lugs 15" over the flanges 10 whereupon gravity will hold the bracket firmly in position upon the lugs 10, no bolts or other fastening devices being necessarv. Said bracket supports the battery box 16 shown in Fig. 1.

Upon the platform 10 is bolted the lower portion 20 ot' the crank casing of the engine. To this is bolted a main casting comprising among other things the upper portion 21 of the crank casing, the engine cylinder 21., the water jacket 21 and the bearing 21 for the main crank shaft 22. Shaft 22 is connected by the rod 23 to the engine piston 24 in the usual manner, as shown in Fig. 2. The firing chamber 21 is formed in said casting at the upper end of the engine cylinder, the exhaust from this chamher being controlled by a valve 26, the stem 27 whereof is guided in the sleeve 21" formed integral with said main casting. as best shown in Fig. 2. Said valve is normally held seated by a spring 28. Intel-posed be tween said exhaust valve and exhaust valve I block is an element 31 which carries the contact screw 32. Said exhaust. valve is operated by a cap screw head 30, which cap screw serves the double purpose of pushing the exhaust valve open and of securing the element 31 fast to the exhaust valve block 29. At the rear or inner 'end element 31 projects over block 29, as shown in Fig. 2, and forms a catch for the governor detent 32, best. shown in Fig. 1. Element 31 therefore forms a combination detent catch piece and timer contact screw-holder. The contactor 33 is held stationary in the path of screw 32 by insulating blocks 34.- held by screws 35.

Block 29 is operated by a cam 37 which. contacts the friction roller 38 carried by said block. Cam 37 is secured to the cam a how.

shaft 39 which is journaled in a bearing 21,

in the main'casting 21. A gear 40 is rigidly secured to said cam shaft and meshes with a pinion 41 rigidly secured to the engine shaft 22. Pinion 41 is half the diameter of gear 40 with the result that the cam shaft rotates at half the speed of the engine as in the ordinary four cycle engine. On the hub of gear 40, which is indicated merely in dotted lines in Fig. 1, is a pin 42 upon which the governor weight 43 is pivoted. Said weight is centrifugally operated and is normally held in non acting condition by the spring 44: secured at one end to the free end of the weight and at the other end to a ring 45 secured to gear 40. The parts are so arranged that when the normal speed of the engine is exceeded centrifugal force acting upon said weight will throw it outward in position to engage the arm 32 of the detent 32 and cause said detent to move into the path of element 31 and prevent the closing of the exhaust valve 26.

On the end of the cam shaft opposite to gear 40 is rigidly secured a pinion which meshes with and drives the pump gear wheel 12. Thus it will be noted that in our construction the cam shaft which rotates at half the speed of the engine shaft is utilized as a portion of the reduction gearing of the pump-operating apparatus. The barn shaft therefore performs a double function which greatly simplifies the construction of the apparatus.

The inlet valve seats upon a boss 56 of what may be termed the inlet valve el- This elbow rests upon a ledge 21 which forms an integral part of the main engine casting and is apertured to receive said boss 56*. Said elbow is rigidly secured in position by screws 57 which screw through lugs 21* formed on the main engine casting,

said screws passing down onto the top of the elbow, as bestshown in Fig. 3. The el bow is thus practically clamped in position and may be easily removed by merely backing off the screws a short distance. A boss 56 formed integral with the inletvalve elbow constitutes a guide for the inlet valve stem 58 which is normally held closed by a spring 59. A boss 56 formed in said elbow is screw threaded to receive the needle valve (50 which coiiperates with a valveseat 61 supported at the upper end of a tube 62 secured at the upper end to said elbow and descending into thegasolene tank 63. Within tube 62 is an inlet tube 65 provided at the upper end near the valve seat 61 with a check valve 66. Tank 63 is supported from said elbow by means of a block 67 which is riveted or otherwise secured to the tank and fastened to said elbow by bolts 68 which pass through the lugs 56 formed on said elbow, as best shown in Fig. 1. The elbow terminates in a mouth 56 which is controlled by a starting damper 7 O pivoted upon the screw 71 screwing into the bottom of the elbow, as best shown in Figs. 1, 2 and 3.

In operation, the main engine parts operate in the well known manner. The operation of the parts which are more particularly related to our invention has already been described.

Attention is hereby directed to our copending application filed June 28th,1911, Serial Number 635,883.

Having thus described our invention,

what we claim as new and desire to secure.

by Letters Patent is A combined pump jack and explosion engine mounted on a common base and includ ing. with the base,- a main spur gear wheel, a main crank shaft for the engine, a cam shaft, engine valves operated by said cam shaft, a gear wheel fastened to said main crank shaft concentrically therewith, a gear wheel fastened to said cam shaft concentrically therewith and meshing directly with the gear wheel on the main crank shaft, for driving said cam shaft, and a pinion also fastened to said cam shaft concentrically therewith and meshing directly with said main spur gear wheel whereby the cam shaft serves both to operate the valves and to transmit power to the main spur gear wheel and there are but three gear wheels interposed between said main spur gear wheel and the main crank shaft.

In witness whereof, we have hereunto subscribed our names in the presence of two witnesses.

JESSE A.'VAIL. ED'WARD Q. PQWERS. Witnesses Geo. B. INenasoLL, L. A. COLE.