US296013A - Reversing and cut-off gear for engines - Google Patents

Description

(No Model.) 2 Sheets-Sheet 1.

A. 1-". JOHNSON.

REVERSING AND OUT-OFF GEAR FOR-ENGINES.

. No. 296.013. 7 Patented Apr. 1 18 4.

WITNESSES INVENTOR:

ATTORNEYS.

n. PETERS. n' wugh mr. wmn m a a (N0 Mo del.) 2 s l leets -sheei. 2. A. F. JOHNSON.

' REVERSING AND OUT-OFF GEAR FOR ENGINES. No. 296.013. Patented Apr. 1, 1884.

WIjjNESSES ATTORNEYS.

UNirnn ST TES PATENT 01mins.

ANDREVCF. JOHNSON, OF S TILLWATER, MINNESOTA.

.R'EVERSING AND CUT-OFF GEAR FOR ENGINES."

' SPECIFICATION forming part of LettersPatent No. 296,013, dated April 1, 188%.

Application filed May 23,1883. (No model.)

of Stillwater, in the county of WVashington and State of Minnesota, have invented a new and ImprovedReversing and Out-Off Gear for Engines, of which the following is a full, clear, and exact description.

My invention relates to reversing and cutoff gear for steam-engines; and it consists in the construction and arrangement of the parts, as hereinafter more fully setforth, and pointed out in the claims.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar letters of reference indicate corresponding parts mall the figures.

Figure 1 is a sectional elevation of a crankshaft with my improved mechanism applied thereto. Fig. 2 is a transverse section on the line as m, Fig. 1. Fig. 3 is a sectional elevation, showing the mechanism in a modified form. Fig. 4 is a sectional side View; and Fig.

5, a transverse section on line 2 2, Fig. 4, showing a modification in the arrangement of the parts. Fig. 6 is a cross-section on line 3 y of Fig. 4; and Figs. 7 to 12 are detaillviews, representing modifications, which will be hereinafter specified.

Referring first to Figs. 1 and 2, A is the crank-shaft. E is an eccentric thereon. His

and connected to a sleeve, S,which engages a rack, R, on the eccentric E; and H is a fly- 5 r spring-arms, G, that are connected to the pu'lwheel or flanged hub keyed to the shaft A, and.

. carrying a coil-spring, O, which is attached at its outer end to the gear-wheel H by a pin, P. As shown most clearly in Fig. l, the. crankshaft A is squared at its portion .passing through the eccentric E, and the eccentric is formed with a rectangular slot, T. The rack R is bolted fast to the eccentric, so as to be in constant engagement with the gear-wh eel on the end of the sleeve S. In Fig. 3 the construction is the same, except in the arrangement of the spring, and that the pulley H is keyed to another shaft, B,'in line with shaft A. The sleeve S in this case is secured to the pulley or gear wheel H by means of a flange, S, and between the flange S and the pulley or gearH is the flanged hub H, keyed to the shaft, and carrying a set of of time for its operation.

ley or gear Hby means of connecting-links G. The construction and arrangement of parts shown in this figure are especially adapted to be used in a double-cylinder engine, (one high and one low pressure cylinder.)

The mechanism shown in Fig. 4 is the same as in Fig. 1, with the exception that in place of the sleeve S a shaft, A, having a pinion, F, at each end and turning in boxes D, is used. The pinion at one end of the shaft A engages the rack in the eccentric, and that at the other end engages a curved segment, S that is fixed to the hub of the pulley or gear H.

This mechanism operates as follows: When steam is admitted to act upon the piston. of the engine, pressure is communicated through the crank and crank-shaft to the flanged hub H and through the coil-spring G or O to the pulley or gear wheel H, the eccentric having been previously so adjusted in relation to the sleeve S that its throw admits a steam enough to run the machinery alone at ordinary speed. As soon as the resistance or load is increased, the crank-shaft runs ahead of the pulley or gear Wheel H; or the latter is retarded until an equilibrium is established between the load and tervention of a centrifugal governor operated by the velocity and requiring a certain period It is evident that this arrangement can be used on marine engines for controlling the speed. The operation is the same, whether the construction be as shown in either Figs. 1, 3, or 4. The 0011- struction shown in Fig. 3 is especially adapted to be used with a long shaft. The load may be applied and distributed at any point on the shaft B; or it may be applied at the extremity thereof, according to circumstances.

Fig. 7 represents an arrangement for adjusting the point of cut-off at will or it may be used for reversing the engine and regulating the point of cut-off going back. The crankshaft is provided with a slotted eccentric, E, as above described, and upon the shaft is fitted a sliding sleeve, S, shaped to wedges V and V, passing through the slotted eccentric.

X is a lug for keeping the eccentric in place, and K is a hand-wheel keyed on the same shaft, K, with the pinion K and engaging a rack, J, which is connected to the sliding sleeve S, and by turning the wheel K the rack is moved, thereby causing the eccentric E to move across the crank-shaft A.

K is a pawl or stop to the hand-wheel.

Fig. 8 represents another arrangement for adjusting the point of cut-off as applied to the sleeve S. (Shown in Fig. 1.) The sleeve in this case is provided with a screw-thread of large pitch, and fitted exteriorly with a sleeve, L that is adapted to slide on the crank-shaft, but compelled to turn with the same by a key or feather, L. WVhen the sleeve L is moved by means of the hand-wheel K the sleeve S is compelled to turn, and the eccentric is thereby shifted.

Figs. 9, 10, 11, and 12 show modifications in the'arrangement of the springs. The arrangement shown in Fig. 9 is the same as that represented in Fig. 1, this figure being a transverse section of the shaft, giving a face view of the spring. The pin P, connecting the spring to the pulley H, passes through a long slot, so that the slack of the spring can be taken up. Fig. 10 is an end elevation of the set of springs shown in Fig. 3. To secure the springs to the hub of the flange H, blocks are secured to the hub by means of screws 0". Fig. 11 illustrates a set of coil-springs, which are secured to the flanged hub H and within a flange of the pulley or gear H, to which-the ends of ner of using a set of spiral springs, they being in this case placed between arms that project alternately inward and outward from the flanged hub H and from the pulley H.

I do not limit myself to any special arrangement of the springs or construction of the mechanism for connecting the pulley or gear H with the eccentric.

The apparatus may be used for governing water-wheels by making suitable connections without altering the principle of operation.

Having thus fully described my invention, I claim as new, and desire to secure by Letters Patent 1. The combination, with a crank-shaft having a squared portion, an eccentric having a rectangular slot and mounted on said squared portion, and a rack adjustably secured to said eccentric, of a sleeve mounted on said crankshaft and provided with gear engaging with the rack, and means, substantially as shown and described, for operating the sleeve, whereby a positive transverse movement is imparted to the eccentric and its throw varied, as set forth.

2. In reversing and cutoff mechanism, the combination, with the crank-shaft A, the slotted eccentric E, and the sleeve S, fitted for moving the eccentric, of the pinion K, the rack J', and the sleeve L substantially as described, for adjustment of the eccentric, as specified.

3. In reversing and cut-off mechanism, the combination, with the eccentric E and the sleeve S, connected to the eccentric, of the mechanism, substantially as described, for operation by hand to move the sleeve S for adj ustment of the eccentric to vary the cut-off, as specified.

ANDREWV F. JOHNSON.

lVitnesses:

GUSTAV ABRAMS, J P. TURNQUIST.

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