US2211971A - Gas engine safety attachment - Google Patents

Description

Aug. 20, 1940. FLANDERS 2,211,971

GAS ENGINE SAFETY ATTACHMENT Filed Feb. 28, 1939 3 SheetsSheet l A TTORNEYS.

20, 1940- E. L... FLANDERS 2,211,971

GAS ENGINE SAFETY ATTACHMENT Filed Feb. 28, 1939 5 Sheets-sheet 2 .Z'.Z. Flanders INVENTOR.

ATTORNEYS.

Aug. 20, 1940. E- L. FLANDERS 221L971 GAS ENGINE SAFETY ATTACHMENT Filed Feb. 28, 1939 5 Sheets-Sheet 3 IN VEN TOR. 1 a. l

A TTORN E YS.

Patented Aug. 2 0, 1940 PATENT OFFICE GAS ENGINE SAFETY ATTACHMENT Ervin L. Flanders, Oklahoma City. Okla., assignor of one-half to Fred G. Ellis, Oklahoma City,

Okla.

Application February 28, 1939, Serial No. 259,017

1 Claim.

This invention aims to provide novel means bustion engine breaks, or when the cooling fan becomes inoperative by any-other reason, the engine will be stopped, thereby avoiding overheating. The invention aims, further, to supply novel means whereby when the oil pressure fails, the engine will be stopped, novel means being supplied for combining the two instrumentalities in a single structure.

It is within the province of the disclosure to improve generally and to enhance the utility of devices of that type to which the present invention appertains.

With the above and other objects in View, which will appear as the description proceeds, the invention resides in the combination and arrangement of parts and in the details of construction hereinafter described and claimed, it being understood that changes in the precise embodiment of the invention herein disclosed, may be made within the scope of what is claimed, without departing from the spirit of the invention.

In the drawings:

Fig. 1 shows in side elevation, an internal combustion engine equipped with the device forming the subject matter of this application;

Fig. 2 is a top plan on an enlarged scale;

Fig. 3 is a section on the line 33 of Fig. 2;

Fig. 4 is a side elevation wherein parts are broken away, Fig. 4 supplementing Fig. 3 in showing the device in running position; Fig. 4 being, more accurately stated, a section on the line '4-4 of Fig. 2;

Fig. 5 is a cross section on the line 5-5 of Fig. 3;

Fig. 6 is a section on the line 6-6 of Fig.

Fig. 7 is a side elevation, with parts broken away, showing the device as it will appear before starting the internal combustion;

Fig. 8 is a view similar to Fig. 7 but illustrating the parts as they will appear in case the cooling fan fails to operate, and in case the oil pressure fails.

The numeral I marks an internal combustion engine, having a reservoir 2 for lubricating oil, an oil connection 3, and a magneto 26 forming part of the ignition system for the engine. The cooling fan is shown at 4.

A laterally projecting support or plate 5 is secured to the top of the engine I. The numeral 6 marks an air funnel, located in the wake of the fan 4, and having a reduced, flat-sided neck secured to the support 5. There is an opening 8 in the top of the neck 1 of the funnel or air 7' receiver 6, the rear end of the neck I of the funnel 6 being closed by a detachable stop plate 9 having spring fingers II] which engage the flat sides of the neck I.

In the neck 1 of the funnel 6, a horizontal shaft His mounted to rock, the shaft being provided at its outer end with a forwardly presented crank arm I2, whereon a weight I4 is secured at l5 for adjustment lengthwise of the arm. The arm I2 is provided with a seat l6. An upwardly extended vane i1 is secured to the shaft l I, within the neck 1 of the air receiver 6.

A clip I 8 holds a horizontal guide and cylinder 19 on the bottom of the plate-like support 5. In the forward end of the guide and cylinder i9 is threaded a sleeve 20, wherein is mounted an insulated terminal 2! having a head 22 adapted to engage the inner end of the sleeve, a nut '23 being threaded on the forward end of the terminal 2|, and washers 24' being interposed between the nut and the forward end of the sleeve.

A grounding conductor 25 is connected to the terminal 2| and to the magneto 26. A bailshaped latch 21 is pivoted for vertical movement on the sleeve 20.

When the engine I is to be started, the parts assume the positions shown in Fig. '7. The latch 21 is swung up and engaged in the seat I 6 of the arm l2 on the shaft H, the vane I! being out of contact with the stop plate 9. When the fan 4 creates a blast of air through the air receiver 6, the vane 1 swings into abutment with the stop plate 9, the crank arm I2 is raised, the seat I6 is disengaged from the latch 21, and the latch swings downwardly. The parts are held in the positions stated, by the air pressure from the fan 4, against the vane H, the vane standing in the position of Fig. 3. The air is deflected, by the vane II, upwardly and out of the opening 8 in the top of the funnel neck 1.

When fan pressure on the vane I 1 ceases, the weight M swings the arm l2 downwardly until it makes contact with the nut 23, as in Fig. 8. Then the magneto 26 is grounded through the conductor 25, the ignition is put out of commission, and the engine I stops.

In the back end of the cylinder and guide '9 is threaded a bearing 28. in which reciprocates the stem 29 of a slide 30, mounted to recipro cate in the guide l9, and provided with a forwardly presented contact 3|. A compression s ring 32 is interposed between the slide 3!), and the bearing 28. A feed conduit 33 extends between the oil connection 3 and the tubular guide reservoir 2.

'l9, and communicates with the guide, between the slide 3|] and the terminal 21. If the oil pressure fails, the oil in the cylinder or guide l9 runs back through the conduit 33, the contact 3| on the slide 3!) comes into engagement with the terminal 2|, the magneto 26 is grounded, and the engine I stops. The spring 32 constitutes means for advancing the slide 30. Any oil that happens to leak past the slide 30 is carried by the return conduit 34, back to the oil The piston slide 30 is held releasably retracted by a latch 50, pivotally mounted on the bearing 28, and operating like the latch 21.

The device is so constructed that it will stop an internal combustion engine if the cooling fan ceases to operate, and, also, will stop the engine if the oil pressure fails. Both of these mechanisms are combined in a simple unitary structure, and the terminal 2! has a double function, in that it plays a part in the operation of either of the mechanisms referred to.

Having thus described the invention, what is claimed is:

In a device for stopping an internal combustion engine in the event of fan failure, an air receiver having a transverse outlet, and provided with a stop, means for supporting the receiver in the path of fan blast, a terminal electrically connected to the ignition system of the engine, a shaft mounted to rock on the receiver and having a crank arm, a movably mounted latch engaging the arm releasably to hold it out of engagement with the terminal before fan blast begins, a vane in the air receiver and mounted on the shaft, the vane responding to fan blast to disengage the arm from the latch and to move the vane into engagement with the stop, whereby the vane will constitute an inclined deflector, leading to the outlet, the vane responding to failure of fan blast, to permit the arm to engage the terminal and ground the ignition mechanism of the engine.

ERVIN L. FLANDERS.

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