US1348955A

US1348955A - Reversible internal-combustion engine

Info

Publication number: US1348955A
Application number: US89267A
Authority: US
Inventors: Alden E Osborn
Original assignee: Individual
Current assignee: Individual
Priority date: 1916-04-06
Filing date: 1916-04-06
Publication date: 1920-08-10
Anticipated expiration: 1937-08-10
Also published as: FR521577A

Description

A. E. OSBORN.

REVERSIBLE INTERNAL COMBUSTION ENGINE.

APPLiCATlON FILED APR-6.1916.

1 348, 955, Patented Aug. 10, 1920 4 SHEETS-SHEET l.

A. E. OSBORN. I

REVERSIBLE INTERNAL COMBUSTION ENGINE.

APPUCATION FILED APR- 6,1916.

1,348,955, Patented Aug. 10, 1920.

x 8 4 SHEETS-SHEET 2. s I 1;: L

W p Ii A. E. OSBDHN.

REVERSIBLE INTERNAL COMBUSTION ENGINE.

APPLICATION FILED APR. 6, 1916.

1,348,955, Patented Aug. 10,1920.

4 SHEETS-SHEET 3.

A. E. OSBORN.

REVERSIBLE INTERNAL COMBUSTION ENGINE.

APPLICATI0N FILED APR. 6, 1916.

sli U set forth and UNITED STATES PATENT OFFICE.

REVERSIBLE; IN TERNAL-COMBUSTION ENGINE.

Application filed. April 6, 1916.

To all whom it may concern:

Be it known that I, ALDEN E. OsBoRN, a citizen of the United States of America, and a resident of New York, county and State of New York, have invented certain new and useful Improvements in Reversible Internal- Combustion Engines, of which the following is a specification, reference being had to the accompanying drawings, forming a part thereof.

One object of my invention is to provide a simple and effective engine of the aforesaid character that shall operate with equal efficiency and power in either direction of rotation.

.Another object is to provide a reversible engine of the character above indicated embodying a simple means for determining not only the direction of rotation but also the spark adjustment for each direction of rotation.

Another object is to provide a valve crank shaft operatively connected to the crank shaft of the engine, means for rotatively adjusting the valve crank shaft relative to the engine shaft,. and a distributer having members adapted to be selectively energized in accordance with the rotative adjustment of the valve crank shaft.

Still another object is to provide asimple and compact distributer that shall be adapted to cause the engine cylinders to fire in one order for one direction of rotation and in another order for a reverse direction of rotation.

Another object is to provide a circuit breaker having cams for each direction of engine rotation and each adapted to vary the length of contacting cam surface to provide for a substantially constant time of contact at varying engine speeds.

My present invention may conveniently be embodied in an engine'of the character described in my Patent 1,212,391 of Jan. 16, 1917, but it is by no means limited to any particular type of en gine or valve.

Other objects of my invention will be set forth hereinafter, and in'order that my invention may be thoroughly understood I will now proceed to describe the same in the following specification, and thenpoint out the novel features thereof in appended claims. 7

Referring to the drawings:

Figure 1 is a sectional elevation showing Specification of Letters Patent.

Patented Aug. 10, 1920. Serial No. 89,267.

a portion of an engine arranged and equipped to embody my invention.

Fig. is a sectional plan View taken on the line 22 of Fig. 1 and showing the distributer.

The circuit breaker is shown in plan on a larger scale in Fig. 3 and in section in Fig. 1 which is taken on the line t4 of Fig. 3.

Fig. 5 is a sectional elevation at right angles to Fig. 1 showing one of the main cylinders of the engine, together with the valve cylinder and the cranks which are associated therewith.

Fig. 6 is an elevation looking at the engine from the opposite end and showing the gearing between the crank shaft of the engine and the valve operating shaft.

Fig. 7 is a diagrammatic view illustrating the circuit connections for the timing sys tem which is adapted to be utilized with the engine shown in the previous figures, and constitutes a part of my invention.

F igs. 8 to 11 inclusive show the positions of the cylinders and valvesrfor one direction of engine rotation.

F 12 to 15 inclusive show the various positions of the same cylinders and valves for operating in the reverse direction.

Referring first to Figs. 1 to 6 inclusive, the engine here shown comprises a cylinder 15 in which operates a piston 16, a valve cylinder 17, a piston valve 18' therein, a crank shaft 19, a crank 20, a connecting rod 22 between the crank and the piston 16, a valve operating shaft 23 connected to the crank shaft 19 by

gears

24 and 25, as hereinafter explained, a valve crank 26 and a connecting rod 27 between the valve crank and piston valve.

The engine is provided with an admission port 28, an exhaust port 29, and the piston valve has a passage 30 which is adapted to establish communication between the admis sion port 28 and a port 31 which opens into the engine cylinder 15, at an intermediate point in the stroke of the piston.

As clearly shown in Fig. 1, the gear 25 is not secured directly to the shaft 23 but comprises a hub 32 mounted on the shaft and. having an extension 33, which projects through an opening 34: in the engine casing 35, and is provided with a nut or collar 36 on its inner end to hold the gear in a fixed longitudinal position on the shaft.

The hub 32 has a counterbored or otherwise enlarged opening 37 at its opposite end which permits a sleeve 38 to be interposed between this end of the hub and the shaft.

, The sleeve has a grooved collar 39 and is otherwise secured against rotation relative to the shaft. It is however, permitted to slide longitudinallyl on the shaft, and its position is adjusted by an actuating lever which is pivoted at 41 and has pins 41 which engage the grooved collar 39 in a well known manner.

The sleeve 38 is provided with a pin or projection 42 which extends outwardly into a slot 43 in the hub 32. The slot has a-central section parallel to the shaft and two branches xtending obliquely in opposite directions at its respective ends, the arrangement being such that when the sleeve 38 is moved longitudinally of the shaft 23 on which it is mounted, the gear wheel 25 is adjusted rotatively with reference to the shaft, or, in other words, the shaft 23 is rotatively adjusted with reference to the main crank shaft 19 of the engine to which the gear wheel 25 is operatively connected by the pinion 24.

The crank shaft 19 is partially supported by a bearing 44 formed in a bracket 45 which has an arm 46 formed to provide a substantially cylindrical box or casing 47. Extending through the box or casing and mounted in bearings 48-49 is a distributer shaft 50 which is connected 'to the crank shaft by bevel gears 51. Within the cylindrical box or casing-47 is a sleeve 53 which is splined to the shaft 50 and is provided with circuit breaker cams 5455. The sleeve has at one end a circumferentially splined or grooved collar 56 bywhich it may be adjusted longitudinally of the shaft 50. A stationary circuit breaker contact 56 is secured to the casing 47 and is adapted to be engaged by a yielding contact 59 which is actuated by one set or the other of the cams 5455. These cams are, however, sufliciently spaced apart on the sleeve 53 in a longitudinal direction, to permit the contact 59 to be disengaged from and out of the range of both sets.

Each of the cams 54 constituting one set are-active for one direction of engine rotation and are curved in one way to retard the spark at starting, w'hilethe other set of cams 55 are active for. the reverse direction of engine rotation and are curved in the opposite direction for the same purpose.

As clearl y'shown in Figs. 3 and 4, each of the cams is of varying width, and hence, as the engine rotates at higher speeds and the spark is advanced, the time of circuit breaker contact (that is, the time'of engagement between contacts 58 and 59) is substantially constant. r a

The grooved collar 56 of the sleeve is engaged by lever 60 which is pivoted at 61 and is opprojections 60" from a bell crank eratively connected to the lever 40 by a link 62. The arrangement of parts is such that when the lever 40 occupies its central position the contact 59 is disengaged from both sets of cams and when the lever is moved into either of its active positions, the sleeve 53 is adjusted to bring one set of cams into position to actuate the contact 59. The lever 40 as already pointed out, is pivoted at 41, upon a projection 63 of the bracket 46. It has a lug or pocket 64 which is longitudinally perforated to form a guide for a pawl 65. The lower end of the pawl is pressed by a spring 66 into engagement with a notched sector 67, whereby the lever is locked in either a central position, dete:- mined by a notch 68, or an offset active position determined by one or the other of two sets of notches 69 and TO. 'The sector 67 is also provided with contact members 71 and 72 which correspond respectively in location with the sets of notches 69 and 79 and are adapted to cooperate with a contact member 73 on the lever 40. I

The pawl may be released in opposition to the spring 66 by a bell crank lever or grip 74 which is mounted aojacentto the handle 7 5 of the lever and is adapted to be grasped by the hand of the operator. 7 6 connects the bell crank lever with the pawl. At the upper end ofthe shaft 50 is a distributer comprising a pair of contact arms 7' and 78 having hubs 7 9 which are secured to the shaft and are respectively engaged by contact fingers 80 and 81. The contact arms 7? and 78 are adapted to engage or cooperate with

stationary contacts

82 and 83 which are connected to the'spark plugs of the several engine cylinders and are uniformly spaced about the center of the shaft. The arms are insulated from the shaft on which they are mounted and from each other, and one or theotherof them is energized,-according to the setting of the lever 40, the contacts 80 and 81 being respectively connected to the contacts 71 and 72. 7

Thus it is evident that when the lever 49 is shifted from one direction to the other, it effects a rotative adjustment'of the valve A link i crank chaft 23 relative to the main crank shaft 19 of the engine; it adjusts the sleeve 52 longitudinally of the shaft 50, and shifts the electrical connection from one, contact arm of the distributer to the other.

The spark advance is adjusted in either direction of engine rotation by setting the arm so that pawl 65 engages various notches of either set 69 or 70.

hen the lever 40 is .in its intermediate position with the pawl 65 in engagement with the notch 68 the sleeve 53 is so adjusted that the contact finger 58 is not engagedby either of the cams 54-55 and furthermore, since the contact 73 is out of engagement with either of the contacts 71 and 72, both of the arms 77 and 7S are deenergized.

The valve operating shaft is turned relative to the main crank shaft in such a way as to provide for the operation of the engine in the reverse direction and the circuit breaker, and the distributer is adjusted, as already explained. For example, if the en ine for forward rotation fires a, 0, (Z, 6 (the cylinders being designated a, Z), 0, (Z), the cylinders must be firedin the order a, Z), d, 0, when the engine is operating in a reverse direction.

Referring to the diagram of Fig. 7, the spark plugs are designated a, Z), 0, (Z, corresponding to the engine cylinders. 85 is a storage battery or other suitable source of energy and 86 an induction coil, the reversing lever contacts and the distributer contacts being designated by the same reference characters as in the previous figures.

Assuming that the reversing lever occu pies the position shown in Fig. 1, the contacts 71 and 7 3 being in engagement as shown in Fig. 7, the distributor contacts 82 are active and are successively engaged by the contact arm 77 as the engine operates. The circuit is made and broken and a spark produced, first by the cylinder (4, next in cylinder 0, then in cylinder (Z, and finally in cylinder 6, that is, in the order a, c, d, 6.

f, on the other hand, the reverse lever is thrown into its oppositeposition, the valve operating shaft is rotatively adjusted and,

the contacts 72 and 73 are brought together energizing the arm 78 which successively engages the contacts 83 of the distribnter. The engine now operates in the reverse direct-ion and consequently the arm 78 is turned oppositely and the cylinders are fired in the order a, Z2, 62, c.

Referring now to the diagrams shown in Figs. to 15 inclusive, the diagrams 8 to 11 show four cylinders arranged for a clockwise rotation of the crank shaft. The piston in cylinder a is shown at the beginning of its working stroke; that in b at the begin ning of the exhaust stroke; that in c at the beginning of its compression stroke; and that in d at the beginning of its suction stroke.

The diagrams of Figs. 12 to 15 correspond respectively to Figs. 8 to 11 but show the valve operating shaft and valve crank as adjusted to produce a reverse rotation of the engine crank shaft. These diagrams make it clear that the piston in cylinder a is in the same position as before, i. 6., at the begin ning of its working stroke; that in cylinder 5 instead of being at the beginning of its exhanst stroke is at the beginning of its compression stroke; and the piston in cylinder 0 is at the beginning of its exhaust stroke, that in cylinder (5 being at the beginning of its suction stroke as before.

Thus the order of firing has been changed from a, 0, (Z, Z) to a, b, a, c; in other words, it has been changed from one order to the reverse'order, and hence it is possible to utilize single distributor which rotates in one direction for forward rotation of the engine and in the other direction for reverse rotation of the engine, but I prefer to utilize two.distributer arms, as above described.

It is evident that structural variations maybe effected within the spirit and scope of my invention, andI intend that only such limitations be imposed as are indicated in appended claims.

What 1 claim is:

l. An internal combustion engine comprising a crank shaft, a valve operating shaft, means for connecting the valve op,- erating shaft with the crank shaft, means for rotatively adjusting the valve operating shaft relative to the crank shaft, a circuit breaker comprising a pair of contact members, a rotary member having two sets of contact actuating cams longitudinally spaced thereon, and means dependent upon the rotative adjustment of the valve operating shaft for moving the rotary member to selectively render one of said sets of cams active.

2. An internal combustion engine comprising a crank shaft, a valve operating shaft, a gear wheel operatively connected to the c 'ank shaft, a sleeve keyed to the valve operating shaft and mounted to slide longi tndinaily thereon, a reversing lever for adjusting the sleeve, and means dependent upon the longitudinal movement of the sleeve for rotatively adjusting the gear wheel relative to the sleeve, a circuit breaker comprising a pair of contact members, two sets of movable contact actuating members, and means dependent upon the reversing lever for bringing one set of contact actuating members or the other into position to actuate the circuit breaker contacts.

3. An internal combustion engine comprising a crank shaft, a valve operating shaft, a wheel operatively connected to the crank shaft, a sleeve keyed to the valve operating shaft and mounted to slide longitudinally thereon, a reversing lever for adjusting the sleeve and means dependent upon the longitudinal movement of the sleeve for rotatively adjusting the gear wheel relative to the sleeve, a circuit breaker comprising a pair of contact members, a rotary member having two sets of contact actuating cams, longitudinally spaced thereon, and 11 cans dependent upon the rotative adjustment of the valve crank shaft for moving the rotary member from one position to the other.

t. An internal combustion engine comprising a crank shaft, a valve operating shaft connected to the crank shaft, a reversing lever for rotatively adjusting the valve operating shaft relative to the crank shaft,

7 a circuit breaker comprising two sets of coning a cam sleeve slidably mounted on the distributer shaft and having two sets of spaced contact actuating cams thereon, a pair of relatively stationary cooperating contacts adapted to be actuated by the cams, and means dependent upon the reversing lever for adjusting the position of the sleeve onthe distributer shaft.

6. An internal combustion engine comprising a crank shaft, a valve operating shaft connected to the crank shaft, a reversing lever for rotatively adjusting the valve operatingshaft relative to the crank shaft, a distributer shaft connected to the crank shaft, a pair of contact arms secured to the distributer shaft,two sets of stationary contacts cooperating with the contact arms, and means dependent upon the position of the reversing lever for selectively energizing the contact arms.

7. An internal combustion engine comprising a crank shaft, a valve operating shaft connected to the crank shaft, a reversing lever for rotatively adjusting the valve operating shaft relative to the crank shaft, a circuit breaker operatively connected to the crank shaft comprising two sets of contact actuating members, and means dependent uponthe reversing lever for selecting one set of members, a distributer comprising an engine driven contact arm and stationary cooperating contact members.

8. An internal combustion engine comprising a crank shaft, a valve operating shaft connected to the crank shaft, 'a reversing lever for rotatively adjusting the valve operating shaftrelative to the crank shaft, a distributer shaft, a circuit breaker comprising a sleeve. slidably mounted on the shaft, two sets of camson the sleeve and a pair of cooperating contacts adapted to be actuated by the cams, a distributer comprising a pair of contact arms secured to the shaft and two sets of cooperating contacts, and Vmeans dependent upon the reversing lever for adjusting the cam bearing sleeve and for selectively energizing the distributer contact arms.

9.'An internal combustion engine comprising a crank shaft, a valve operating shaft adjustably connected to the crank shaft, reversing means for adjusting .the valve operating shaft relative to the crank shaft, a distributer consisting of a pair of contact arms and two sets of stationary contacts cooperating with the contact arms, and means dependent upon the position of the reversing means for selectively energizing the contact arms;

10. An internal combustion engine comprising a crank shaft, a valve operating shaft adjustably connected to the crank shaft, reversing means for adjusting the valve operating shaft relative 'to the crank shaft, a circuit breaker comprising two sets of contact actuating. cams, and

means dependent upon the reversing means 7 for rendering active one. or the other of said sets of cams. V

11. An internal combustion engine comprising a crank shaft, a valve operating shaft, means for connecting the valve operating shaft with the crank shaft, reversing means for rotatively adjusting the valve operating shaft relative to the crank shaft, a circuit breaker comprising a pair of contact members, two sets of movable contact actuating means, and means dependent upon the reversing means for bringing one set of contact actuating members or the other into position to actuate the circuit breaking contacts. I

In witness whereof, I have hereunto set my hand this 3rd day of April, 1916,

ALDEN E. OSBORN.