US698405A - Speed-regulator for explosive-engines. - Google Patents

Description

` .y Patented Apr. 22,1902. g. w. LAMBERT. SPEED REGULATOR FOR EXPLOSVE ENGiNES.

l (Application med nm 27, 190m l (No Model.) v v 2 Sheets'fsheet I.

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- J. w. LAMBERT. E

SPEED REGULATOR FUR EXPLUSIVE ENGINES.

(Application led June 27, 1901.)

2 Sheets-Sheet 2.

(No Model.)

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UNITEDN STATES PATENT OFFICE.

.IOIIN w. LAMBERT, OE ANDERSON, INDIANA, AssIeNoR 'ro THE BUCKEYE MANUFACTURING COMPANY,- oE ANDERSON, INDIANA.

sPEEDmEcuLATOR FOR ExPLOslvE-ENGINES."

SPECSIFICATION forming part of `Ietftes Patent No. 698,4OLdatedApr122, 1902. Application filed June 27, 1901.l Serial No. 66,232. (No model.)

.To all whom it mja/y conlcern: l

Be it known that I, JOHN W. LAMBERT, a citizen ofthe United States of America, and a resident of 4 Anderson, county of Madison, 5 State of Indiana, have invented certain new and usefullmprovements in SparkingDevices for Gas-Engines,of which the following is a specitication, reference being had therein to the accompanying drawings, in whichr o Figure lis a vertical sectional view of a fourcycle explosive-gas engine provided with my' invention; Fig. 2, a detail plan view of the speed-regulating device;` Fig. 3, a vertical section of the saine; Figs. 4., 5, 6, and 7, de-

x 5 tail views showing the mechanism in the various positions of receiving, sparking, ex-

. panding, and exhausting; and Fig. 8 a detail horizontal section through the sparker-chamber. Fig. 9 is agdetail sectionof Vthe buffer zo on the upper section of the valve-rod.

This invention Yhas reference to the class of explosive-gas engines known as four-cycle engines; and its special object is to simplify the igniting mechanism and render it wholly inoperative during the time the engineis running at abnormal speed,and theexhaustevalve is therefore held open by the governor mechanism, as more fully hereinafter set forth.

Referring to the drawings by letters, Ct des- 3o ignates a pinion on Vthe main shaft, which meshes with a gear b, journaled on the counter-shaft c, attached to the lower part of the engine-cylinder, the proportion between the pinion' andthe gear being one to two. At-

3 5 tached to the hub of gear b is a cam d, which is specially formed so as to notonly open the exhaust-valve, `but also operate the igniter devices. Resting on the cam is an antifriction device,prefera`bly consisting of a roller e,

4o which is journaledon a pin? carried on the lower end of the vertically-slidin g rod f,which is, in eect, a part of the exhaust-valve rod and has its upper end guided in a bracket g, attached to the engine-cylinder. Directly in vertical alinement with this rod f is the def pending end of the upper partf of the exhaast-valve rod, this depending end being provided with a spring-actuated buer-cap h, between which and the lower end of the ex- 5o haust-chamber is interposed a springt, which keeps the exhaust-valve normally held to its seat.

Pivotally connected to the lower section f of the exhaust-valve rod is a trip-rodj, which extends upward and restsjloosely between the iianges of a guide-roller 7a, journaled on a pin carried by the sparker-plate fm.. The upper end of the trip-rod 7s is `bent laterally, for a purpose hereinafter set forth.

The sparker-plate carries the usual station- 6o ary electrode mand a movable electrode,which vconsistsot a rock-shafto, extending into the sparkingchamber, and provided with the curved arm p, which is adapted to make contact with the stationary electrode when said `3 5 `shafto is rocked. The outer end ofthe rockshaft ois provided with a rigidarm q, extending laterally from the shaft, and bearing against this `arm is a spring r, which tends to normallyseparate the contacts. vLoosely 7o mounted on the shaft o is an arm s, which extends laterally Vin the same direction as arm .gandinto the path of the upper end of the reciprocating trip-rod j. Between arm S and arm q is interposed a spring which tends to separate said arms and to keep arm s normally pressed against a stop-pi11 u, fastened in the sparker-plate m at a point between the guide-roller and the said arm s.

When the trip-rod j is raised, it engages the 8o end of arms and forces it towardarm q. As

L soon as spring tis compressed sufficiently to `exert'a `greater pressure than spring r said spring r will` yield and permit `the movable contact to be pressed against the stationary contact.V Then as rod j continues to reciprocate it will be disengaged from Aarm s by its bent portion coming into contact with the guide-roller k, and the instant arm s is freed from rod j both springs act and quickly sep- 9o arate the sparking-points and return arm s to its normal position against the stop u.

The cam d. is provided at almost diametrically opposite points with sparking and exhausting projections, lettered, respectively,

Aaand fw, so that the valve-rod and trip-rod will be reciprocated or raisedtwice with each revolution of the cam. The caxnrotates in the direction of the arrows shownin Figs. 4.-,

5, 6, and 7 and, as shown, when the roller e Ico valve and the trip-rod is being elevated tov bring the contacts together. Then just as the roller passes over the. projection n the triprod is released and a spark is produced; but.

the rodfisV not raised high enough by projection e to open the exhaust-valve, so that no exhaust can take place on that stroke. Then while the engine'is on its working stroke the roller is approaching the enlargement w, and when the working stroke is finished the enlargement w elevates rod f until it comes in contact with the buffer 7L and opens the exhaust-valve and holds it open during .the entire exhaust-stroke of the piston. As will be seen, the exhaust-valve is directly below the inlet-valve, so that when it is raised it will come in contact with the inlet-valve and hold the same closed while the engine is exhausting.

The speed-regulating devices consist of a horizontal ring-like frame a', bolted to a lug Z9', formed ony the side of the cylinder just above the boss in which counter-shaft c is secured, the rodf working in a dovetail notch formed in the outer edge of said frame a.

l Journaled in the frame ct is a short horizon- 5o f and holds the same up O the cam.

tal shaftc, which extends across said frame and is provided at one end, outside of'the frame, with a pinion d', which meshes With gear b. Pivoted in a slot in the shaft c' are the arms Vof a pair of governor-ballsfz, and slidingly mounted upon the shaft c' is a sleeve g', which is embraced by a bifurcated lever h', pivoted thereto by pivotal screws t. The lever 7L is pivoted at one end to frame a and at its other end it lies close to and at right angles to rodf. 'lhe free end of the lever li isconnected to the cylinder of the engine by a coil-springj', which serves to keep the lever normally out of contact with rodf and also to keep the sliding sleeve g' normally pressed against the arms of the governorballs. As will be observed, when the speed of the engine increases beyond the normal the governor-balls will force sleeve g' outward against the action of springj" until the lever hengages a notch or projection in rod In this position the exhaust-valve will be held open and the suction will take place in through the exhaust-passage, the inlet-valve being kept closed. This suction through the exhaustvalve will continue with each exhaust-stroke of the piston until the speed of the engine is reduced sufliciently to permit the governorarms Yto resume their normal position and the spring j to withdraw lever h from contact with rod f. Thus causing the suction and intake to occur through the exhaust-valve when the speed increases beyond normal effects a large saving of gas, as is obvious.

A very important feature of this engine lies in operating the exhaust-valve and the igniter devices from a single cam having opposite projections, one to operate the i gniter and the other to operate the exhaust-valve, the part of the cam brought into play to operate the igniter being lower than the valve-operating part, so that the igniter devices will be tripped sufficiently in advance of the opening of the exhaust-valve to allow the engine to make its expanding or working stroke. Another' feature ofimportance lies in so connecting the igniter to the valve-rod of the exhaust-valve that when the exhaust-valve is held open during abnormal speed the trip-rod and other parts of the igniter will be wholly at rest, thereby saving in battery-current and also in wear and tear on the parts.

The trip-rod j is normally held against guide 7o by a spring jg, connecting a lateral lug on its lower end to a stationary part of the engine-frame.

Having thus fully described my invention, what I claim, and desire to obtain by Letters Patent, is-

l. The combination with agas-engine, of a cam and means for rotating it from the engine-shaft, this cam having sparking and exhausting enlargements respectively at opposite sides, an exhaust-valve and a two-part rod for said valve, means for normally closing the valve, an antifriction device carried by one part of said rod and adapted to bear upon said cam and be operated thereby, igniter mechanism, and a trip-rod adapted to operate the same, said trip-rod being connected to the part of the valve-rod carrying the antifriction device, for the purposes set forth.

2. In combination with a gas-engine, a cam adapted to receive rotation therefrom and to act both as a sparking and an exhausting cam having sparking and exhausting enlargements respectively at opposite sides, the sparking enlargement being lower than the exhausting enlargement, an exhaust-valve having a two-part rod, one part being connected directly to the valve and the other part being adapted to be operated by said cam, igniter devices, and means for operating them by connection directly with the camoperated part of the valve-rod, for the purposes set forth.

3. In combination with a gas-engine, a cam adapted to serve both as a sparking and an exhausting cam having sparking and exhausting enlargements respectively at opposite sides, means for rotating this cam from the engine, an exhaust-valve having a two-part stem, one part being connected directly to the valve and the other part being operated directly by the cam, igniter mechanism and means for operating it by connection with the cam-operated part of the valve-rod,and speedregulating devices constructed and arranged to hold the cam-operated part of the valverod out of engagement with the cam, the eX- haust-valve olf its seat and the igniter mechanism out of operation upon abnormal speed.

4. In combination with a gas-engine, an igniter mechanism consisting of a stationary electrode, a movable electrode consisting of IOO IIO

a rock-shaft, extending into the sparkingand thereby bring the contacts together, and chamber and provided with a movable conmeans for disengaging said trip-rod from said tact-arm, an arm rigidly attached to said shaft loose ar-m. on its outer end, a loose arm mounted on said In testimony whereof Ihereunto aiix my 5 shaft adjacent to the rigid arm, a spring bearsignature, in the presence of two Witnesses, 15 ing against said rigid arm and normally holdthis 17th day of June, 1901.

ing the contacts apart, a spring between said JOHN WV. LAMBERT. two arms, a stop device engaging the loose Witnesses: Y arm, and a trip-rod adapted to engage the JAMES F. BOHN,

lo ioose arm and force it toward the rigid arm l E. W. LONGANECK-ER. r

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