US802540A - Speed-regulator for explosion-engines. - Google Patents

Description

PATENTED OCT. 24, 1906.

G. A. WEST. SPEED REGULATOR FOR EXPLOSION ENGINES.

APPLICATION FILED NOV. 24, 1903.

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G. A. WEST. SPEED REGULATOR FOR EXPLOSION ENGINES.

APPLICATION FILED NOV.24,1903.

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G. A. WEST.

SPEED REGULATOR FOR EXPLOSION ENGINES.

APPLICATION FILED NOV. 24, 1903.

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GEORGE A. WVEST, OF BUFFALO, NEW YORK, ASSIGNOR OF ONE-HALF TO AUSTIN M. WEST, OF BUFFALO, NEW YORK.

SPEED-REGULATOR FOR EXPLOSION-ENGINES.

Specification of Letters Patent.

Patented Oct. 24, 1905.

Application filed November 24, 1903. Serial No. 182,550.

To all whom it may concern:

Be itknown that I, Gnonen A. l/VEs'r, a citizen of the United States, residing at Buffalo, in the county of Erie and State of New York, have invented a new and useful Speed-Regulatorfor Explosion-Engines, of which the following is a specification.

This invention relates to certain improve ments in explosive-engines.

One object of the invention is to provide an improved means for governing the speed of the engine by controlling the position of the exhaust-valve and the operation of the sparker, the exhaust-valve being maintained in open position and the sparking circuit broken so long as the speed of the engine is above the normal.

A further object of the invention is to provide a novel form of governing mechanism which may be adjusted in order to regulate the speed of the engine.

A still further object of the invention is to provide a novel form of sparking mechanism and to provide means for controlling the sparking circuit, the latter being closed at the sparking terminals at the completion of each cycle of operation of the engine, but being disconnected at another point during all the time the speed is excessive.

A still further object of the invention is to provide a novel form of sparker controlled and actuated by the pressure of the explosive charge on the completion of the compression-stroke of the engine-piston and in this connection to provide means whereby the time of sparking may be regulated when it is desired.

A still further object of the invention is to provide a novel form of inlet-valve whereby the gas and air may be thoroughly intermingled before passing to the explosion-chamber; and a further object is to provide means whereby the quantity of air admitted to the eX- plosion-chamber may be accurately adjusted.

With these and other objects in view, as will hereinafter appear more fully, the invention consists in the novel construction and arrangement of parts hereinafter described, illustrated in the accompanying drawings, and particularly pointed out in the appended claims, it being understood thatvarious changes in the form, proportions, size, and minor details of the structure may be made without departing from the spirit or sacrificing any of the advantages of the invention.

In the accompanying drawings, Figure l is an elevation, partly in section, of an explosive line 7 7 ol Fig. 5.

engine constructed in accordance with the invention. Fig. 2 is a plan view of the same, the end of the explosion-chamber and the valve-chambers being shown in section. Fig. 3 is a transverse sectional elevation on the line 3 8 oi 2 and drawn to an enlarged scale in order to more clearly illustrate the construction of the air-controlling damper. Fig. 4: is a similar view on the line 4 i of Fig. 2. Fig. 5 is an end elevation of the governor, the casing being removed. Fig. 6 is a cross-sectional view of the same on the line 6 6 of Fig. 5. Fig. 7 is a detail plan view in section on the 8 is a detail perspective view of the cam for controlling the position of the exhaust-valve stem. Fig. 9 is a sectional elevation of the sparker.

Similar numerals of reference are employed to indicate corresponding parts throughout the several figures oi' the drawings.

In the drawings there is shown a gas engine, including a bed-plate 1, a cylinder 2, and crank-shaft 3, the latter being connected in the usual manner to a piston within the cylinder and the parts being of any ordinary construction. At the inlet end of the cylinder is a valve-casing 5, which may form an integral part of the cylinder-casting, and in part is surrounded by a water-jacket 6, which may be in communication with the main waterjacket of the cylinder, the valve-casing jacket being especially designed for the purpose of cooling the exhaust. The exhaust-valve 7 is secured to one end of a valve-rod 8, extending out through a suitable guiding-opening in the casing and normally held in closed position by a helical compression-spring 9, one end of which bears against the end of the casing and the opposite end against a collar 10, secured to the valve-rod. The valve-casing at the point where it leads to the main inlet-port is provided with a flange 11, against which is seated a circular casting in the form of concentric rings 12 and 13, each of which is faced off to form avalve-seat, the gas-inlet valve 14: seating against the end of the ring 12, while the air and gas inlet valve 15 seats against the end of the larger ring 13. These two rings are united by webs 16 and 17, the latter being provided with a passage 18, forming an inlet for the gas, while the air is drawn through the space between the two rings from an airinlet chamber 20, that is bolted to the end of the main valve-chamber. The air-inlet chamber is provided with a flanged portion 21, that seats against one end of the ring 13, so that IIO the two rings may be rigidly held in place between the flanges 11 and 21 without the necessity of employing auxiliary securing devices. To the outer end of the air-chamber 20 is secured, preferably by screw-threads, a domeshaped head 22, that is provided with numerous perforations for the admittance of air. Between the end of the casing and its head 22 is secured a diaphragm 2 L, having a plurality of openings 25, through which air may pass to the main chamber. This diaphragm is provided with a central pivot-stud 26, on which is mounted a valve or damper 27, having openings similar to those of the disk, and the valve is provided with a handle 28, that extends out through a suitable slot to the exterior of the airchamber, so that the attendant may regulate the quantity of air admitted to the explosionchamber. The stem 29 of the gas-inlet valve 14 is hollow and serves as a guide for the stem 30 of the air and gas inlet valve 15. A coiled compression-spring 31 extends around the hollow stem 29 and at its outer end bears against a collar 32, that is secured to said stem, while the end of the stem 30 is threaded for the reception of locking-nuts 33, which bear against the collar 32 and serve practically to secure the two valve-stems together, while permitting comparatively slight individual movement of the valves in order that they may properly seat themselves. In the operation of this portion of the mechanism gas is allowed to enter the interior of the smaller ring 12, and air enters the space between the two rings by way of the chamber 20. On the suctionstroke of the engine the spring 31 is compressed and the two valves are opened, allowing gas to enter the space between the two rings and there to intermingle with the current of air. The two volumes of air and gas then pass together to the main inlet. Owing to the explosion-chamber and owing to the size of the larger valve 15, the air and gas will become thoroughly intermingled before they enter the chamber. It will be observed that the quantity of air admitted may be accurately governed, while the quantity and quality of the gas may be controlled in the usual manner.

On the main crank-shaft of the engine is secured a pinion 35, intermeshing with a gearwheel 36, mounted on a counter-shaft 37, that is supported by a bracket 38, bolted to the bed-plate or frame of the engine, the bracket being detachable and made in different styles for use on engines of different construction. This bracket is further provided with an arm 39, having a suitable guide for the support of the outer end of the exhaust-valve stem. The stub-shaft 37 is threaded atone end where it passes through the bracket, and to this threaded end is applied asuitable locking-nut for holding the shaft in position. The outer end of the shaft extends through the hub to of the gear-wheel 36, and in order to confine the gear in place the end of the shaft is provided with an annular flange 42. To the web of the gear is secured a stud 43, forming a pivotal support for a weight ll of segmental form, the weight being moved toward and from the center of rotation of the gear under variations in the speed of the engine. To one end of the weight is secured the outer end of a spiral band-spring 46, the inner end of said spring being secured to a stem 47, that extends out beyond the line of the gear, that is provided with a milled knob 48, by means of which the stem may be turned to increase or decrease the tension of the spring. To the governor-weight is secured an arm 50, that carries at its outer end a pin 51, projecting through a segmental slot 52, formed in the web, said stud carrying a cam 53, which controls the operation of the exhaust-valve. The working parts of the governor are protected by a cover 5%, secured by the screws or bolts to the outer face of the gear-wheel The gear-wheel is formed integral with a cam 55, adapted to engage a small roller 56, mounted on a stud 57 at the end of the exhaust-valve stem, and the end portion of the valve-stem is extended to form a head 58, that projects slightly over the vertical face of the cam at a point adjacent to the outer line of the governor-actuated cam 53. The bracket 38 is provided with a suitable guide 60, in which is seated a hook 61, pivoted on a stud 62 and normally pressed in the direction of the cam 53 by means of a helical compression-spring 63, and the end of the bill of the hook lies directly in the path of movement of the cam 53 and is arranged to engage against the roller-carrying head 58 and prevent inward movement of the latter to an extent sufficient to permit the small roller 56 to engage the smallest radius of the cam 55, and unless this hook is moved away and the roller-head is disengaged the exhaust-valve will remain open. In the operation of this portion of the mechanism, the engine running at normal speed, the cam 53 will be so arranged as to come into contact with the retaining-hook 61 at each rotation of the main cam 55, and it will be noted that the cam 53 is arranged at a point near the end of the highest portion of the cam 55, so that, it being considered that the greatest radius of the cam has act-ed upon and opened the exhaust-valve, the cam 53 will engage the hook and will permit the roller-carrying head to move inward in the direction of the shaft 37 and allow the exhaust-valve to close. Should the speed of the engine increase, the weight 44 will move outward under the influence of centrifugal force and the arm will move inward, thereby moving the cam 53 out of alinement with the hook 61, and after the exhaust-valve has once been opened the hook will engage the roller-carrying head and will maintain the valve in open position, and the inlet-valves will be held in closed position until IIO eoatae the speed of the engine is reduced to an extent suthcient to again allow the cam 53 to engage with and remove the hook from its locking position. The two cams 53 and lurther serve to control the sparking circuit by allowing the collar 10 on the exhaustvalve stem to come into contact with a circuitcloser 63 when the exhaust-valve closes. This circuit-closer is in the form of a simple bar of metal secured to and insulated from the. frame of the engine and provided with a suitable binding-post 64' for connection to one ol the circuit-wires. \V hen the exhaust-valve closes, the collar 10 comes into engagement with the contact 68 and closes the circuit in the manner more fully described hereinafter; but so long as cam 53 is inactive and the exhaust-valve is held open the circuit will be broken and no spark can occur.

The explosion-chamber is tapped for the reception of the threaded end of a sparker in the jfOIl'll of a casing '70, containing a pair of electrodes, which may be moved toward and from each other in order to create a spark and ignite the explosive compound. At one side of the casing is a threaded opening for the reception of a hollow plug 71, within which is a second plug or sleeve 72, separated from the first by insulating-ring 73, and the insulation extends to the outside 01" the main plug and is confined in place by a ring or washer 7 5, that is pressed against the insulating material by a nut '76 on the threaded end of the sleeve. The sleeve forms a guide for a barelectrode 77, having limited longitudinal movement, the outer end of said bar-electrode be ing guided by a suitable yoke 78, against which bears one end of a spring 79, the opposite end of the spring bearing against a collar 80, secured to the electrode, and said collar serving by engagement with the end of the sleeve 72 to limit inward movement of the electrode. Outward movement of the electrode is limited by means of a pin 81, carried by said electrode and adapted to engage against the inner flanged end of the sleeve. The upper portion of the casing has a cylindricalbore for the reception of a small piston 85, to which is secured a bar-electrode 86, adapted to make wiping contact with the electrode 77. The upper end of the electrode 86 extends through a suitable opening in a capplate 88, covering the top of the casing and held in place by a ring-nut 89, while between the cap-plate and the upper end of the piston is a cushioning-spring 90, that serves to prevent injurious contact between the piston and the cap. The upper portion of the electrode 86 is threaded for the reception of a nut 92, which may be adjusted to alter the stroke of the piston 85. The electrode bar passes through an opening in a yoke 95, the lower ends of which are turned outward and seated in suitable recesses in the rmg-nut, and between the lower face of the cross-bar of the yoke and an adjustable collar 96 on the barelectrode is a helical compression-spring 97, that serves in part to cushion the upstroke oi the piston.

in the operation of the sparker the suctionstroke of the main piston will create a partial vacuum below the small piston 85, and the latter will descend while the electrode 86 wipes past the electrode 77. The downward movement of the piston is aided by the spring 97, and the spring has suliicient force to prevent the piston moving upward at the starting of the com pression-stroke. Near the comple tion ol the compression-stroke the piston 85 ascends against the influence of the spring 97 and wipes past the electrode 7 7, pushing the latter out against the stress of the spring 7 9, and then on leaving the electrode 77 a spark is created and the explosive charge is ignited. The limit of downward movement of the electrode 86 is adjusted by the nut 92, that comes into contact with the upper end of the yoke at the completion of the stroke of the piston, and by adjusting this nut and correspondingly adjusting the length of the stroke of the piston and altering the tension of the spring 97 by turning nut 96 the explosion may be timed in any desired manner and occur either at the completion of the compression stroke or before or after the completion of such stroke, as circumstances may require.

At one side of the casing 70 is a threaded opening, in which may be secured a plug 99, the opening being directly opposite the electrodes, so that on the removal of the plug the electrodes may he examined and cleaned, if necessary.

In the sparking circuit is a source of electrieal energy, (indicated in the present instance by a battery 100, a sparking coil 101, and a switch 102.) From one pole of the battery leads a wire 105, extending to the spark-coil, from thence to the switch, and thence to the binding-post ha of the circuit-closer 63, previously described. From the opposite pole of thebattery extends a wire 106 to a binding-post 107, that is connected to the bar-electrode 7 7 \V hen the exhaust-valve is closed, the collar 10 is in engagement with the circuit-closer 63, and the battery-circuit is complete except at the electrodes of the sparker. Ator about the completion of the compression-stroke the piston 85 is forced upward, and the electrodes wipe past each other and create a spark as they separate. Should the cam 53 be in such position as to prevent disengagement of the hook from the roller-head, the contact 63 and collar 10 will be separated and the circuit broken, so that at the completion of the compressionstroke there will be no spark. As a matter of fact, there will be little or no compression, owing to the fact that the exhaust-valve Will be held open during the time the speed of the engine is excessive, and the gas-engine will merely act as a pump.

It is obvious that mechanism of this class may be applied to engines already in use by slight changes in the construction or shape of the governor-supporting bracket and by making the connections for the exhaust valve stem.

Having thus described the invention, What is claimed is- 1. In an internal-combustion engine, an exhaust-valve, an exhaust-valve stem, a cam for actuating the valve-stem, a spring-pressed catch normally riding against one side of the crank-shaft end of the stem and movable each time the valve is opened to a position in alinement With the stem to prevent closing movement of the valve, a governor arranged within and movable with the actuating-cam, the governor including atWo-armed lever, one arm of Which is Weighted, an auxiliary cam adjacent to the active face of the exhaust-cam and serving to engage the catch and move the same ing provided with a curved slot for the passage of said stud, substantially as specified.

2. In an internal-combustion engine, an exhaust-valve, an exhaust-valve stem, a studshaft, a recessed gear and a valve-actuating cam mounted on the shaft the cam having a slotted Web, a pinion disposed on the crankshaft of the engine and intermeshing with the gear, a pivotally-mounted governor carried by the slotted web, a spiral spring having its outer end connected to the governor, a revoluble stem to Which the inner end of the spring is secured, a ratchet-Wheel carried by the revoluble stem, a pawl adapted to engage the ratchet-Wheel and hold said stem in adjusted position, a catch for engaging the exhaustvalve stem, and an auxiliary catch-actuating cam to which said governor is connected, sub stantially as specified.

In testimony that I claim the foregoing as my own I have hereto aflixed my signature in the presence of two Witnesses.

GEORGE A. EST.

Witnesses:

M. HAssELBEcK, FRANK KIRK.

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