US1636964A - Reversing and starting mechanism for internal-combustion engines - Google Patents

Description

I 1,636,964 J y 1927' o. E. JORGENSEN REVERSING AND STARTING MECHANISM FOR INTERNAL COMBUSTION ENGINES Filed Nov. 26. 192.4 4 Sheets-$21691, 1

anvemtoz N I 1,636 964 July 1927 o. E. JoRe-ENSEN REVERSING AND STARTING MECHANISM FOR INTERNAL COMBUSTION ENGINES Filed Nov. 26, 1924 4 Sheets-Sheet 2 July 26,1927. 1,636,964

- O. E. JORGENSEN REVERSING AND STARTING MECHANISM FOR INTERNAL COMBUSTION ENGINES Filed Nov. 26. 1924 4 s t t 3 III/1111111 o. E. JORGENSEN RNAL COMBUSTION ENGINES 4 Sheets-Sheet AND STARTING MEG HANXSM FOR INTE mvasme Filed Nov. 25, 1924' Patented July 26, 1927.

UNITED STATES.

PATENT orFic-E.

OLAV ESKIL JORGENSEN, or rozens'r HILLS, new YORK, AssIGNOR To. won'rrrmerron; PUM]? AND MACHINERY CORPORATION, QENEW $033,. N. 21-, A QORBQBIA'BIQN 0F VIRGINIA.

REYERSING ANIDv STARTING- MECHANISM FOR INTERNAL-(JQIIIBUSTION ENGINES.

Application filed November 26, 1924. Serial N 0. 752,492.

This invention relates to reversing and starting mechanism for internal combustion engines, the object of the invention being to provide a. simple, eflicient and durable mechanism, by which the engine may be reversed and started in either direction with certainty of correct operation. The invention is es pecially intended for large marine- Diesel 01' other oil engines using either air or solid injection. I

For a full understanding of the invention, a description of a vertical marine Diesel engine embodying all the features of the same in a preferred form will now be given in connection with the accompanying drawings, and the features forming the invention then be specifically pointed out in the claims.

In the drawings, in which the invention is illustrated as applied to a vertical doubleacting two-cycle four cylinder engine of the solid inject-ion type Figure 1- is a diagrammatic side view of a portion of the engine, with parts sectioned to illustrate the invention;

Figure 2 is a partial plan view of the same with parts in section;

Figure 3 is a plan view of the reversing lever and reversing air valves, with one of these valves and itsconnections in section;

Figure 4 is a sectional elevation of the reversin and startin levers and connected devices, looking in the direction of'the arrow 4 in Fig. 1;

Figure 5 is a plan view of the air starting devices, looking in the direction of the arrow 5 of Fig. 4;; 7

Figures 6, 7 and 8 are sections on, respectively, the lines 6, 7 and 8 of Fig. 5, showing the air starting valve mechanism on an enlarged scale, Figs. 7 and 8 being, respectively, on the lines 7 and 8 of Fig.6;

Figure 9 is a section of the reversing oil valve and connections, on line 9 ofFig. 4;

Figure 10 is a section on the line 10 of Fig. 9.

Figure 11 is a vertical section through the scavenging compressor and valves looking to the left in Figure 1. I

Figure 12 is a detail section through the upper end of one of the cylinders showing the air starting connections.

The present invention is illustrated in connection with an engine having cylinders and 1n ect1on devices and other general construction and operation such as shown and described in my United States Letters Patent Nos. 1,615,282, 1,615,457, 1,615,458, and 1,-. 615,459, to which reference should be made for fuller description of the engine shown.

Referring now to the drawings A are the engine cylinders, of which only the'upper cylinders of the double-acting enginev are shown, and the engine being broken away to omit theright hand side of the engine; B the center pieces containing the exhaust and scavenging ports andv carrying the upper and lower cylinders A, Cfithe' scavenging pump between the two pairs ofcylinders; D the scavenging manifold; E theengine frame and bedplate supporting the cylinders and scavenging pump, and F theengine crank shaft. r

The fuel injection valve levers 10 are operated by links 11 and rock arms 12, the engine shown having one injectionva-lve at-the upper end and two at the lower or piston rod end, these rock arms 12 being operated by cams 13 on cam shaft 14, driven by bevel gears 15from vertical shaft 16, which in turn valves in the pump are actuated by valve rods 18, links 19 and bell-cranks from shaft 20, a cross-over bell crank and link connection 21 being interposed between shaft 20 and the'shaft 20 carrying the bell-cranks for the suction valves on the opposite side of the engine, so as to properly reverse the motion of the sucti-onand discharge valves. Shaft 20 is operated by rock arm and link 22 from crank 23011 a short shaft carrying diagonal or helical gear 2 1 driven from a similar gear 25 secured on shaft G and made of such width as to permit the reversing movement of shaft G while in mesh with gear 24.

Referring to Fig. 11, the scavenging pump shown is of the double-acting two-cylinder type with pistons 70, 71 carried by piston rod 72, inlet chamber 7 3, and discharge chamber 74:,the latter connecting with the scavenging manifold D, The suction valves 'cams 6 and'closed by the cams and pressure. When the air is cut off from pase anddischarge valves f are reciprocating valves controlling suction and discharge ports 4, 5, each set of valves 0, f being coir nected to and carried by itsvalve rod 18. On each pump stroke in either direction, therefore, both pistons deliver air to the manifold D on the discharge side andtake suction from suction chamber 73 on the suction side. M r

The air starting or pilot valves a, by which the control of air to the cylinders for operating the pistons by compressed air in starting is secured, as shown, are eight in number, one for each end of the four double acting cylinders, these air valves thus operating at crank angle apart. It will be understood, however, that while these eight air valves are preferably used for an operation on 45 ci'aiilrangles, with'separate air valves' for the top and bottoincylinders of each engine, as shown, this arrangement of valves may be changed and that the number and setting of the air valves will depend upon the number and arrangement of the cylinders. These air valves a are shown as the usual plungerwalves, controlled by a cam sleeve- 26 securedon shaft G to rotate and move longitudinally therewith, thiscam sleeve carrying sets of negative cams 6 at opposite ends of the cam sleeve 26 for, respectively, the ahead and astern action of the engine. The air valves a are shown as opened by air pressure when released by the spring sage 27, the springs hold the stems of valves 12 just free'of the surface of the cam sleeve '26, so that-the latter may slide freely over them. Air is supplied to the valves through air passage 27 and, when opened by air pressure, supply airto the respective cylinders through passages 28 and air pipes 29, exhaust from pipes 29 on closing of the valves being through exhaust passages 30. Air is supplied to passage 27 for the air valves from air supply pipe 31 controlled by valve 6 opened against spring pressure, to connect 31 and 27, by plunger 32 operated by lever 33 connected to plunger34, which is spring operated to permit the closing of valve 7) and operated to open valve 6 by a catch 35 enga in a head on lun er 34 said catch 1/ D b b 7 being operated by rock arm 36 on starting shaft37 operated by starting lever 38 hand operated over segment 39. Catch 35 is pivoted on rock arm 36 and spring pressed into position to engage plunger 34, while free to swing, and moved against the pressure of its spring to release plunger 34:, by an arm 40 whichmoves into engagement with. shoulder' 41 on standard 42 mounted on the engine frame The rocking of arm 36 thus ij'aiscs plunger 34 and opens ,valve 6 for the supply of air tothe airvalves and, on further more ment of the arm 36, the end of arm 40 on the catch engages shoulder ll and releases the plunger for its spring return to permit valve 5 to be closed by its spring. The air admitted through pipes 29 under control of the air starting or pilot valves (in operates pistons 75 in small cylinders 76 mounted on the sidcof the engine cylinders A, as shown in Fig. 12, so as to move the piston 75 against the pressure of springs 6 and actuate valves 9 to open the connection between the starting air supply pipes 77' and the connections 78 leading to the cylinders above the engine pistons P, thus admitting starting air to each piston when the valve 9 is actuated by air from pipe 29 and cutting off the starting air when the valve g is closed by spring 6 on exhaust of pipes 29 under the control of valves (1. V In the present case, also, this starting shaft 37 ope ates, through rock arm 44. a sliding bolt 45, which is connected to the arm 44L by pin 1-6 moving in the forked end of the arm 44, to provide for the swinging movement of the latter, this bolt serving to lock the reversing mechanism, as explained hereafter. Thestarting shaft 37 also carries another roc arm 47, which is of such length as to engage the cam sleeve 26 and prevent the starting operation, except when the end of the arm 47 is opposite one or the other of two grooves 1 in the cam sleeve 26, thus locking the starting lever against movement to start the engine, except when the cam sleeve 26 and reversing shaft G have been thrown fully into position for ahead or astern operation.

haftG- is moved for reversing the engine, for either astern or ahead operation, as follows: Reversing lever l8 swinging over segment 49 operates vertical shaft 50, which carries a cam 51 for opening astern and ahead air valves 0 in casings 52, shown as spring pressed to close the valves, and controlling the supply of air from air supply pipe 53 to pipes 54 connecting with air cylinler 55 on opposite sides of air piston 56, so as to operate'thc pistonin opposite directions, as one or the'other of the valves 0 is opened. Cylinder 55 and pipes 54 exhaust to the atmosphere through port 2, when their valve 0 is closed. Air piston 56 is connected by its rod 57 to shaft G so as to move the latter longitudinally. Preferably an oil or other liquid dash-pot is used so as to secure the proper movement of the shaft G and hold it in its final positions, and for this purpose there is shown an oil cylinder 58 and piston 59 with pipes 6(l'connecting to the cylinder on opposite sides of the piston, these pipes 60 connecting with an oil supply pipe 61 and with oil chamber 62 through valve cl mounted at the lower end of shaft 50, and operated thereby to connect one end of cylinder 58 with the supply 61 and the other end with chamber 62, in the two positions of the reversing shaft. Piston 59 moves with shaft G in its longitudinal movementand air piston 56 is connected to piston "59. Shaft also carries a locking block 63, shown as formed integrz'll with the valve (Z, this block 63 having locking holes 3 passing through the block :at right angles to each other and positioned so as to register with bolt 45, previously described, when the reveising lever 48 with shaft 50 are fully operated for movement of .shaft G into one or the other of its two operating positions.

. It will be understood that while the oil cylinder or dash-pot 58 is-preferably used, this may be omitted, or the-air cylinder may be omitted and the shaft Gr moved by the oil piston '59, but the combination of the air cylinder and dash-pot cylinder is preferable. Y l

The longitudinal movement of the shaft G shifts the air valve cam sleeve 26 and the gear 25, for the reversal of the starting'air valves and scavenging pump valves, the longitudinal movement of gear 25 rotating gear 2i and thus shifting the scavenging crank 23 to the angle desired. It is necessary, however, to shift the fuel feed camsby rotating gears 17 and shaft 14, and for this purpose shaft G carries a diagonal or helical gear 64 fixed to the shaftmvhich engages a. similar idler 65 between it and a similar gear -66 on the crank shaft F. Idle-r :65 is-made of such width that the gear 64 remains in mesh with it throughout the longitudinal movement of shaft G and thus, as crank shaft F and idler 65 are then stationary, shaft G' is rotated ting of the fuel cams by gears 17.. Idler 65,

is preferably used as a position member between gear 6t and the crank shaft, :but it will I be understood that in some cases it may not be necessary to use this idler,but that crank cured. p The operation of reversing and starting will be understood from a brief description.

' shaft F and shaft *Gr may be geared directly together and the same reversing action se- The fuel having been cutoff the engine, either by the movement of the lever 38 or by another lever, as usual in such engines, when the lever 38 is thrown to the left into the position shown in Fig. 4, shaft 50 and reversing lever-48 are thus unlocked by withdrawing bolt -45 from holes 3, and 'bringing catch '35 under the head of plunger 34 soas to raise the plunger 34 and valve 5 to admit air to passage 27 and startingvalves-a on the next movement-of lever 38. Assuming that the engine has been running astern, reversing lever 48 is now thrown into the position shown in Fig. 3, opening air valve 0 and shifting valve d into position for ahead op-- erat-ion; Pistons 56, 59 :are thus moved to the right from the position shown iii/Fig. 1,-..

operation of the. engine.

by the reversal of the connections 54, 60 to cylinders 55, 58, and shaft G thusmoved to :the right from the-position shown in Figs 1. This longitudinal movement of shaft G shifts the cam sleeve 26 .to bring the ahead series of cams 6 thereon into position for 'co-action with air valves 0!. :and by helical gear 25'rotates gear 24: to .shift crank 23 and the scavenging compressor valves into position for ahead operation. This longitudinal movement of shaft G, also, through helical gear 64., idler and gear 66 on the stationary crank shaft F, rotates shaft G and gears 17 so as to rotate shaft '14 and move cams 13 thereon into position for ahead operation of position so tha tthe lever 47 can pass through the groove 1 in sleeve 26, and this movement of lever 38 moves bolt 45 through holes 3 in block 63, so as to lock shaft-50 and valve d in position, thus locking shaft 50, reversing lever 48 and the valves 0, (Z in position and, through connections 54, 60, holding shaft G imposition. This movement of-lever 38 also raises plunger 3i by catch '35, opens valve-b to admit pressure air'to passage 27, and thus the star-ting air valves a are-operated and the engine started by compressed air. When the engine thus has been started, further movement of lever 38 brings trip arm 4L0 ofcatch 35 into contact'with theshoulder 41 of sta'ndard 42 and trips the catch 35 topermit plunger 34 to be returned by its spring, thus releasing valve Z) for its closure and cutting off the'starting air from passage 27 and the cylinders, the engine thus resum ng its normal operation in the direction to which it has been reversed, with shaft 'G'rot'ated by the crankshaft and operating the fuel valve cams and scavenging air compressor,"while the air startin valves a remain out of opera- D tron until the next reversal.

It will be understood that the invention is that the invention is applicable to other types of engines, and that many modifications may he made in the construction illustrated while including the invention defined by the claims.

YVhat is claimed is: a

1. In a reversible internal combustion engine, the combination with operating devices that are actuated at different crank angles in the reverse operation, of a rotating shaft controlling the. crank angle at which such devices are operated, saids-h-aft being mount ed to move longitudinally, and means by which the longitudinal movement of said shaft rotates said shaft to change the operating crank angle .of said devices .forreverse 2. In a reversible internal combustion engine, the combination with operating devices that are actuated at different crank angles in the reverse operation, of a shaftrotated by the engine and actuating said devices, said shaft being mounted to move longitudinally, and means by which the longitudinal movement of the shaft rotates said shaft to change the operating crank angle of said devices for reverse operation of the engine.

'3. In areversible internal combustion engine, the combination with operating devices that are actuated at different crank angles in the reverse operation, of a rotating shaft controlling the crank angle at which such devices are operated, said shaft being mounted to move longitudinally, and helical gears by which said shaft is driven arranged to rotate the shaft by its longitudinal move. ment When the engine is stopped, whereby the longitudinal movement of said shaft changes the operating crank angle of said devices for reverse operation of the engine.

'4. In a reversible internal combustion engine,-the combination with operating devices that are, actuated at different crank angles inthe reverse operation, of a shaft rotated by, theengmeand actuating said devices, helical gears by which said shaft isdriven arranged to rotate the shaft by its longitudi nal. movement when the engine is stopped, and means by which the longitudinal movement of the shaft changes the operation of said devices for reverseoperation of the engine. k

5. The combination with the fuel valves of a reversible internal combustion engine, of

V a shaft driven by the engine, and mounted tomove longitudinally, connections for actuating the fuel valves by the rotation of.

said shaft, a motor for moving said' shaft longitudinally, and means for rotating said shaft by its longitudinal movement to position the fuel valve operating connections for reverse operation of the engine.

6. The combination with the fuel valves and air starting control valves of a reversible internal combustion engine, of a shaft driven from the engine and mounted to :move

longitudinally, connections for actuating said fuel valves and air start-ing control valves by the rotation of said shaft, a motor a for moving said shaft longitudinally, and

means for rotating said shaft by its longitudinal movement to position the valve operating connections for reverse operation of the engine.

7. The combination with the fuel valves,

air starting control valves, and scavenging valves of a reversible internal combustion engine, of a shaft driven from the engine and mounted to move longitudinally, connections for actuating said fuel valves, air starta ing valves and'scavenging valves by thero-" tation of sald shaft, a motor for moving said:

, directions. w t

scavenging pump valves by the rotation of said shaft, a motor for moving said shaft longitudinally, and means for rotating said shaft by its longitudinal movement toposition the valve operating connections for reverse operation ofthe engine;

9; The combination withan internal combustion engine having anoperating shaft driven by the engine and mounted to move longitudinally and devices operated by saidshaft, of means whereby the longitudinal movement of, the shaft when the engine is stopped rotates the shaft to position'the devices operated thereby for reversevoperation of the engine, a fluid motor cylinder and piston .for moving said shaft longitudinally While permitting its rotation, and a hand operated reversingmember for shifting the motor connections to said motor cylinder for moving the-shaft in opposite directions.

10. The combination with an internal combustion engine having an operating shaft driven by the engine and mounted to move longitudinally, of'means whereby the longitudinal-movement of the shaft when the engine is stopped rotates the shaft to position the devices operated thereby forv reverse op eration of the engine, a fluid motor cylinder and piston for moving said shaft longitudinally whilepermitting its rotation, a liquid dash-pot cylinder and piston for controlling the movement of the shaft and holdingvit in adjusted position, and a' hand-operated reversing member controlling-the connections to both said motor cylinder and dash-pot cylinder, for moving the shaft in opposite .11. The combination with an internal combustion engine having an operating-shaft driven by the engine. and mountedto move longitudinally and devices operated by said shaft, of means Whereby'the longitudinal movement of the shaft when the engine is stopped'rotate's theshaft to position the devices operated thereby for reverse operation of the engine, a fluid motor cylinder and piston for movingsaid shaft longitudinally While permittingvits rotation, a hand operated reversing member for shifting the motor connections to said motorcylinder for moving the shaft in either direction, a hand operated air starting lever, and locking devices between the reversing member and air starting lever preventing the movement ,of'

the. air starting lever until the reversing member is in final position and preventing operated reversing member for shifting the motor connections to said motor cylinder for moving the shaft in either direction, an air starting lever for starting the engine after the movement of said shaft, and locking devices between the air starting lever and shaft preventing the air starting mechanism being brought into operation until the shaft is in proper position and preventing the longi- 6 tudinal movement of the shaft while the air starting mechanism is in position for operation.

In testimony whereof, I have hereunto set my hand.

I OLAV ESKIL JORGENSEN.

Images