US1224839A - Reversing means for internal-combustion engines. - Google Patents

Description

A. BONNART. REVER'SING MEANS FOR INTERNAL COMBUSTION ENGINES. APPLICATION FILED DEC. 13. I916.

Patented Mziy l, 1917.

4 SHEETS-SHEET l.

' INVENTOR ATTORNEY A. BONNART.

BEVEHSING MEANS FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED DEC. 13. I916.

4 SHEETS-SHEET 2- INVENTOR WITNEsQsES I I EOTLTLLPi? &. .QJ II I ,1

ATTOR N EV 1,224,839.. I Patented May1,1917.

A. BONNART. REVEBSING MEANS FOR INTERNAL COMBUSHON ENGINES.

APPUCATION FILED DEC-13,1916- 1,224,839. Patented May 1, 1917.

4 SHEETS-SHEET 4 m. WW l 1 ATTORNEY AUGUSTE BO NYNART, OF PHILADELPHIA, PENNSYLVANIA.

REVERSING MEANS FGR INTERNAL-COMBUSTION ENGINES.

Specification of Letters latent.

Patented May 1, 191?.

Application filed December 13, 1916. Serial No. 136,727.

To all 1072071173 m (1y concern Be it known that I, Auors'rn BONNAR'Z, a citizen of the Republ c of France, residing at Philadelphia, in the county of Philadelphia and State of Pennsylvania, have invented new and useful Improvements in Reversing Means for Internal-Combustion Engines, of which the following is a specification.

This invention relates to reversing means for internal combustion engines, the objects in view being to provide means for changing the timing of the admission of fuel to the combustion chamber of the engine so that an explosion may be obtained before the piston completes its return stroke, thereby interrupting said return movement and causing the piston to be driven in the re versedirection, thereby imparting a reverse rotation to the engine shaft.

A' further object of the invention is to provide in; conjunction with a fuel injecting pump, pump operating means actuated by the engine shaft, and manually controlled means for temporarily varyingthe action of the pump operating means for the purpose of causing the pump to inject the fuel to the combustion chamber of the cylinder at a time when the piston is between the two limits of its reciprocat'ory movement with the result that the piston movement is arrested at such point and the piston is driven in the reverse direction, thereby reversing the direction of rotation of the engine shaft.

With the above and other objects in view, the invention consists in the novel construction, combination and arrangement of parts herein described, illustrated and claimed.

In the accompanying drawings Figure 1 is an elevation showing an internal combustion engine equipped with the improved reversing mechanism.

Fig. 2 is an enlarged section on the line 2 of Fig.1.

Fig. 3 is a fragmentary section taken diametrically of the engine shaft which is, however, shown in elevation, said section passing through the eccentric and transmission member.

Fig. 4 is an enlarged longitudinal section through the fuel pump, showing also the means for adjusting the throw of the pump plunger.

Fig. 5 is a fragmentary elevation of the governor mechanism.

Fig. 6 is a fragmentarysection on the line G6 of Fig. 4c. 7

Fig. 7, 8 and 9 are diagrammatic views illust 'ating the operation of the pump actuating mechanism.

Referring to the drawings 1 designates the base of an internal combustion engine. 2 the engine shaft which is mounted for rotation in the base, 3 the engine cylinder and 4 the fuel feed pipe which is shown as leading into the head 5 of the cylinder 3 and having associated therewith a pump casing 6 hereinafter more particularly described and serving to force the fuel through the pipe n into the combustion chamber of the cylinder.

Referring now particularly to Fig. 4, which shows the mechanism of the fuel injecting pump, the pump casing (3 contains a fuel inlet check valve 7 and a fuel outlet back pressure check valve 8, said valves being arranged at opposite sidcsof a chamber 9 in which reciprocatcs a pump, plunger 10. The working stroke of the pump plunger 10 is effected by a tappet 11 in turn actuated by a rocking lever 12 the actuating means for which will be hereinafter described. The tappet 11 is provided with an enlarged cylindrical portion or head 13 the extremity of which is rounded and is acted upon by the lever 12. The other end of the-tappet 11 reciprocates back and forth in an adjustable stop 14 of tubular formation as shown in Fig. 4, said stop li'also receiving and admitting of the rcciprocatory movement of j the adjacent end of the pump plunger 10,

the return movement of the plunger 10 being limited by a stop collar 15 thereon and the return movement of the plunger 10 being effected by means of a spring 16 which is coiled around the plunger 10 and interposed between the shoulder or collar 1 and a stationary shoulder 17 which is shown as ctnsisting of the gland of a stutiing box 18 through which the pump plunger 10 reciprocates, said stuffing box being carried by the body 19 of the chamber in which the. pump plunger 10 recipr ')cates. The return movement of the tappet 11 is effected by means of a spring 20 which is interposed between a shoulder 21 of the tappct and the adjacent end jofthc adjustable stop 14. The stop 1% the casing (3. the shaft 26 having fast thereon a sector gear 28 the teeth of which mesh with a worm 2%) on a cquntershaft 3O actuated b v the engine shaft 2 as will appeal. The sector gear :28 has an arm 31 adapted to contact with an adjustable limiting member 32 shown in the form of a screw having a threaded engagement with a lug 1 33 or its equivalent shown as projecting from the wall of thc c vlinder 3. By ad- 'justing the member 32, the throw of'the sector gear 24, and therefore the throw of the'adjustable stop It may be. restricted within certain limits. the engine, a manually operable pruning member 34 in thr form of a lever is mounted pivotally at 35 on the pump casing 6 and one arm of said lever or priming member works through a slot 313 in the pump casing and engages the collar 15 on the pump plunger 10. This enables the operator to 1n ect a sufficient quantity of fuel into the engine for the purpose of starting the some be ore the pump isactuated by the operatin means partl'y described hereinabove. It.

Wil be observed that when the adjustable stop 14 is moved to the right in Fig. 4, it will be followed by the plunger 3.0 due to the e'xpansioncf the plunger return spring 16. Consequ'entlya longer stroke will-lee imparted to the plunger 10 by the tappet 11. On the other hand when the stop 1% is shifted to the left in Fig. 4, it will carry with it the plunger 10 and this will shorten 'the throw of the plunger. 'lhc throw of the tappet 11 will not be changed by the shifting of the stop 14 but the throw of the pumpplunger will be changed and thereby a greater or lesser amount of fuel" will be forced to the combustion chamber of the engine.

The means for controllingthe movement of the adjustable stop 14 is best illustrated in .Fig. 5, the shaft 2 having mounted thereon a carrier or bracket .37 having a plurality ofarias 38 to which weighted centrifugal governor arms 39 are connected by pivots 40, the governor arms being connected by a yieldable member 41, shown in the. form of a contractile -.sprin which resists the outward movementof t e governor arms as they are ra )idlycarricd around the carrier 37 wine is fast on the engine To initially prime' .member 52 and the .the greatest shaft 2. Slidmgiy mounted on but rotating with the shaft 2 is a sleeve 4; having two' motion transmitting wheels 4? and 44' fast thereon and movable alternatelv into and out of engagement with another wheel t3 on the adjacent end of the countershal't 3O hereina b'ove referred to. The sleeve 42 is formed with a groove 46 which is engaged by fingers 47 of the governor arms tlf), By the operation of the governor mechanism just described, as the speed of the shaft becomes excessive, the wheel 43 is moved into driving engagement with the: wheel 45 thereby turning the countcrshaft-in the. proper direction to reduce the working stroke of the fuel pump plunger. When the speed decreases below apredetermincd point, the governor mechanism shifts the I wheel 44: into engagementwith the wheel 45 thereby increasing the throw of the pump plunger, which increases or decreases when the throw of the pump plungeris effected by the shiftingof the stop 14 in the manner above explained.

Referring now to Fig. 1', the'rocking lever 12, is shown as connected by means of a link 48 to an eccentric rod 49 which is fulcrumed so as to function also as a lever.- The rod 49 is fixedly connected at one end to an eccentric. strap 50 which en circles an eccentric 51 normally loose in relation to theengine shaft'2 Fixedly mounted on the engine shaft 2 is a. motion transmitting"member 52 having'i'a disk shaped body portion and shoulders'53 and 54, shown as having concaved.fac es and adapted to engage, one at a time, a shoulder 55 on the eccentric 51, the shoulder being shown in the formof a pin 'or stud promoting-from one face of the eccentric.' At th1s .point it mayv be noted thatasthe" motion transmittin member 52 is fast on the engine shaft 2, it acts upon the shoulder 55 to take'up and drive. the eccentric 51 as one or-the otherof the shoulders 53 and 54 must engagethe shoulder 55, in accordance with the direction in which the engine shaft 22 is rotating. When 'the direction of rotation is changed. there will be aninterval of disengagement between the time of movement of the fuel pump plunger is changed so as to inject the fuel into the combustion chamber and allow the same to be ignited by means of a' hot ignition tube, before the piston has reached the -hm1t of-its return stroke, the explosion at such time driving the piston back and thereby; reversing the rotation of the eneccentric 51 equal to;

dotted line circle gine shaft. 56 designates a collar on the engine shaft. 2 behind the eccentric 51 and the hub 57 of the member 5:2. on \\'lllt'll hub the eccentric 51 is jonrnaled. as shown in Fig. 3. I

The reversing lever 58 is shown as of the thumb lateh type. said lever being tulcrnmed on a bracket 59 shown as secured to the engine base, the latch 60 of the reversing lever 5 is adapted to be placed in engagement with any one of the three notches (z, b and c in a rack (ll also shown as fastened to the engine base 1. Referring to Figs. 1 and 2, the reversing lever 58 carries a laterally projecting journal or stud shaft 62 upon which is mounted one end of a link 63 the other end of which carries a pin Si 'by which it is pivotally connected to the eccentric rod 49 as best illustrated in Fig. 2. The outer end of the shaft 62 has connected theretoa swinging support or yoke 65 the opposite end of whichis pivotally connected to the, bracket 59 above referred to. When the lever 58 is moved from the notch (I. to the notch c or vice-versa, the pivot 64: is shifted to one or the other of the two positions shown in the diagrams Figs. 7 and 8 thereby causing the pivot 66 to describe one or the other of the ellipsoidal or orbital paths shown in said diagrams. When the latch 60is in the intermediate notch b, the pivot 66 describes an approximately circular path as shown by dotted lines in said'diagrams. In other words when the latch 60 is in the notch 0, the pivot 64 moves in the arcuate path designated by the line .53 in Fig. 7 while, the pivot. 66 describes the full line ellipsoidal path e of the same figure. When the latch 66 occupies the notch a. the pivot 64 describes the arcuate path designated by the line in Fig. 8 while the pivot 66 describes t e full line ellipsoidal path 9 in the same figure. When the latch 60 is in the notch 12, the pivot 66 describes the substantially circular path indicated by the h in Figs. 7 and 8. When the pivot 66 is describing the ellipsoidal path shown in both. Figs. 7 and 8, the active movement of the pivot 66 as far as the actua-tion of tholever 12 is concerned, is between the imaginary lines 2' and k of Figs.

7 and 8. In other words the distance between the lines 11 and 7.: represents the working movement of the lever 12 or that part of the movement of said lever which causes an actuation of the tappet 11 of the fuel injecting pump. When the pivot 66 is describing the substantially circular path 6 of the diagrams, lever-.12 and consequently the fuel pump remains idle. p

In Fig. 7 the dotted circle Z indicates the position of "he crank arm of the engine shaft when the piston is at the outer limit of its movement or that limit which defines suit-m9; in a reversal in the direction tation of the engine shaft. In Figs. 7 and there is no effect on the the beginning ol' the worltin; stroke ol the piston. ln Fig. 8 the same positi n ol' the crank arm is illustrated at 7. li will he noted however, in Fin. 7 that the pin or shoulder 53 is in engagement with the shoulder 53 of the motion transmitting member 52 while the engine shaft 2 is rotating in the direction of the arrow. while in Fig. the shoulder 57 on the ementric 51 is in engagementwith the shoulder 54 of the motion transmitting member 5'2 while the engine shatt- '2 is rotating in the opposite direction. The position of the shoulders 53 and 55 in Fig. 7 is that assumed thereby when the engine is being driven in one direction. When the engine is reversed or driven in the opposite direction, the shoulders 54 and 55 assume the relation shown in Fig. 8. in hoth cases, the fuel pump injects the fuel into the combustion chamber while the piston is at the limit of its movement defining the beginning of the working stroke. In Fig. 9 Z again designates the position of the crank arm at the engine shaft 2 when the piston has approximately accomplished one-half of its return stroke and in said figure it will be noted that the shoulder is in engagement with the shoulder 53 of the. motion"transmitting member 52 so that the plunger of the fuel pump acconn lishes a Working stroke and injects fuel nto the combustion chamber when the piston is at such intermediate point. The mixture being then ignitedby the 'hot' tube ignition member and an explosion occurs which acts on the piston head and drives the piston back toward the crank shafti, re-

8, 12 designates the lever shown in Fig. 1, i8 designates the i of corresponding number shown in Fig. 1 while Gland 68 designate respectively the pivot connecting" the lever 12 with the link 48, andthe fulcrum pin oi the lever 12. The tappet head 13 is also indicated in the diagrams in order to make the operation of the mechanism clear.

In further explanation of the operation of the mechanism hereinabove described and referring particularly to the diagrauunatic views, Figs. 7, 8 and 9, when the lever 59 is in the position shown in Fig. 7, when the piston reaches the upper limit of its movement indicated by t e position '2 in Fig. 7, the projection 55 has reached the point indicated by the radial line m n in said figure, at which time the pump has just completed injecting fuel into the cylinder. It; will be noted that the engine is turning in the direction indicated by the arrow in Fig. 7 when the parts are in the relative positions just described. When the lever 'is moved from the position a in Fig. 7 to the position in Fig. 8, the engine shaft is revolving in the same direction but when the piston has completed about one-half ofits return stroke indicated by the position l in Fig. 9, the fuel,

pump has just completed a full working stroke as indicated by the position of the projection 55 on the line m n of Fig. '9.

Then the explosion of the cliarge acts against the piston before'it reaches the end.

of its return strokc and drives the same backwardly thereby reversing the direction of rotation of the engine shaft. The member 52 is thus caused to turn in the reverse.

parts when the lever 58 is in the position a r and in the position 0, the .fuel pump completes its working stroke as the piston reaches the limit of its return movement or the position where ignition takes lacefl By moving the lever 58 to the position b, the operation of the fuel pump is stopped and consequently the engine terminates its operation as it can no longer operate without the fuel being forced into the combustion chamber thereof.-

From the foregoing description taken in connection with the accompanying drawings it will now be understood that the reversal of direction of rotation of the engine shaft is brought about by injecting the fuel into the combustion chamber of the engine at an intermediate point in the length of the working stroke of the piston causing'the piston to be driven backwardlyloward the engine shaft before it has reached the end of its normal return stroke. I do not desire to" be restricted to the particular embodiment offithe invention as herein above described in the accompanying drawings. These draw ings merely illustrate one way of carrying out the invention and utilizing the same in connection with an internal combustion engine and particularl an engine adapted to operate with fuel 0 a low specific gravity, in which a hot ignition tube or the equivalent thereof is used for igniting the fuel. It

will therefore be apparent that the mechanism particularly described and shown is susceptible of changes in the form, proportion and minor details of construction which may accordingly. be resorted to without departing from the "principle or sacrificing any of the advantages of the invention.

1. The combination with an internal combustion engine, of a fuel injecting pump for supplying fuel under pressure to the comvmally loose an eccentric and a motion I bastion eng tuating means operated by means for changing the timing of the workin relation to the.

bustion chamber of the engine, pump ac tuating means' operated by the engine shaft, means for changing the timing of the working stroke of the pump in relation to the working stroke of {the engine piston, the last named-means comprising an eccentric normally loose in relation to the engine shaft, an eccentric rod actuated by said eccentric, anda motion transmitting member fast on the engine shaft and adapted to engage and disengage said eccentric.

2. The combination with an internal combustion engine'pf a fuel injecting pump for supplying fue under pressure to the combustion chamber of the engine, pump actuating means operated by the engine shaft, means for changing the timing of the working stroke of working stroke of the engine piston, the last named means comprising an eccentric norilrfi) relation to the engine shaft,

transmitting member fast-on the engine shaft and adapted to engage and disengage said eccentric, said motion trans- .mittingmcmber and said eccentric having a ,certain amount of free rotatlve movement in relation to each, other.

3; The combination with an internal comine, of a fuel injecting pump for sup lying fuel under pressure to the combustion chamber of theengine, pump acthe engme shaft, ing stroke of'the pump d actuated by said eccentric,

the pump in relation to the working strokeof the englne piston, the last i named means comprising an eccentric normally loose in relation to the engine shaft, an eccentric rod. act ted by said-eccentric, and 'a motion transmltting member fast on the engine shaft and adapted to engage and disengage said eccentric, said motion trans mittin'g member having a plurality of shoulders in spaced relation to each other and adapted one at a time to engage a shoulder OnsaId'eccentric. v

4. The combination with an internal combustion engine, of a fuel injecting pump for supplying fuel under pressure to the combIIStlOIl chamber of the engine, pump actuating means operated by the engine shaft, means for changing the timing of the working stroke of the pump-' working stroke of the engine piston, the last named means comprising an eccentric nor-, mally loose in relation to the engine shaft,

an eccentric rod actuated by said eccentric, -a motion transmitting member fast on the engine shaft and adapted to engage and disengage said-eccentric saidl motion transmitting member having shoulders in' spaced re n relation to the from one shoulder to the other Without affecting the motion transmitting member.

5. The combination With an internal cornbnstion engine, of a fuel injecting pump for,

supplying fuel under pressure to the combustion chamber of the engine, pump actuatmeans operated by the engine shaft, means for changing the timing of the working stroke of the pump in relation to the Working stroke of the engine piston, the last named means comprising an eccentric normally loose in relation to the engine shaft, an eccentric rod actuated by said eccentric, a motion transmitting member fast on the engine shaft and adapted to engage and disengage said eccentric, a fulcrum pin for said eccentric rod, and means for shifting said fulcrum pin to vary the effective throw of the pump plunger.

(3. 'lheconnination with aninternal combustion engine, of a fuel injecting pump for supplying fuel under pressure to the coming stroke of the pump in relation to the Working stroke of the engine piston, the last named means comprising an eccentric normally loose in relation to the engine shaft, an eccentric rod actuated by said eccentric, a motion transmitting member fast on the engine shaft and adapted to engage and disengage said eccentric, a fulcrum pin for said eccentric rod, and manually controlled means for shifting said fulcrum pin to vary the working radius of said eccentric rod and thereby Tn nder the pump effective or met fective.

In testimony whereof I affix my signature.

' AUGUSTE BONNART.

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