US878936A - Internal-combustion engine. - Google Patents

Description

No. 878,936. PATENTE'DFEB. 11, 1 908.

P. P. CARRIER.

INTERNAL COMBUSTION ENGINE;-

APPLIOATION FILED JAN. 26, 1907.

3 SHEBTSSHEET 2 INVENTOR 1n: norms Psrzns co., wnsumanm. n c.

PATENTBD FEB. 11 P. P. CARRIER.

ION ENGINE;

INTERNAL GOMBUST 3 SHBETS-SHEET 3.

APPLICATION FILED 3111.26, 1907v 10. E IN VENT'OR v W/TNEssEs ZOK/VEYS.

FREDERICK P. CARRIER, OF EDGERTON, WISCONSIN.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters I atent.

Patented Feb. 11, 1908.

Application filed January 26, 1907- Serial No. 354.191

To all whom it may concern:

. Be it known that I, FREDERICK P. CAR- RIER, a citizen of the United States, residing at Edgerton, county of Rock, and State of Wisconsin, have invented new and useful Improvements in InternaLCombustion Engines, of which the following is a specification.

My invention relates to improvements in internal combustion engines.

The object of my invention is to simplify the construction of the valve controlling mechanism and render the same more compact, whereby the gear wheels may be housed within the crank case, the fly wheels brought close to the crank case bearings, and provision made for readily adjusting the cam or rplni oving the bearing of the valve actuating s a t.

Afurther object of my invention is to improve and simplify the governing mechanism.

In the following description reference is had to the accompanying drawings, in which,

Figure 1 is a vertical sectional view of an internal combustion engine embodying my invention. same. Fig. 3 is a detail side View of the foot piece for the valve actuating rod. Fig. 4 is a top view of the foot piece. Figs. 5 and 6 are detail front and side views of the governor trip. Figs. 7 and 8 are detail Views of the igniter trip in the same relations as Figs. 1 and 2 but on a larger scale. Fig. 9 is a detail View of the igniter in its relation to the trip arm. Fig. 10 is a detail end view of the independent bearing piece.

Like parts are identified by the same reference characters throughout the several views.

The engine casing 1 is provided with an exhaust valve 2 which is normally operated from the crank shaft 3 through the speed reducing gear wheels 4 and 5, shaft 6, cam 7, foot piece 8, rod 9, lever 10, and valve stem 11 which is depressed by the lever 10 against the tension of the spring 12 when the cam 7 lifts the foot piece 8 and rod 9. The spring 12 lifts the valve stem and valve and restores them to normal position as soon as the cam 7 permits. The gear wheels 4 and 5 are located within the engine casing 1 and the bearing for the shaft 6 is not formed directly in the casing but in an independent bearing member comprising a sleeve 14 which projects loosely through a Vertical elongated aperture in the casing, and a flange 15, which is secured to the casing by screws 16. The

Fig. 2 is a side elevation of the.

two lower screws extend through slots 19 in the flange 15 so that by removing the upperv screw and loosening the lower ones, the bearing may be lifted sufficiently to disengage the gear wheels and permit a relative readjustment of the cam by rotating the shaft and cam to the desired point of adjustment.

The foot piece 8 is provided with an arm 20, pivoted to the casing at 21 and an arm 22, connected with the casing by a spring 23.

It is also provided with an antifriction roller 24 seated in a suitable socket and mounted" on a bearing pin 25 in position for contact withthe cam 7. A- key pin 26 looks the bearing pin 25 to the foot piece. The rod 9 is linked through an aperture 27 in an upwardly rojecting ear 28 on the foot piece.

The fly wheel 30 is provided with a centrifugal governing weight 81 pivoted to the fly wheel at 32 and having its other end 'connected therewith by a spring 33. When the speed of the engine is excessive the weight strikes an arm 34 of a trip lever 35 which is pivoted to the casing at 36 and this causes the upper end of the trip lever to swing inwardly and engage a catch 37 on the foot piece when the latter is raised by the cam, thus holding the foot piece in a partially raised position with the exhaust valve open. hen the speed of the engine is reduced sufficiently to permit a retraction of the governing weight, a lifting of the foot piece by the cam to its extreme raised position will release the trip lever, and as its lower end projects laterally at an angle from the pivot, its weight causes the upper end to swing outwardly and permit a depression of the foot piece to normal position.

The igniter trip is supported from the rod 9 by a bracket 40 to which the trip lever 41 is pivoted at 42. One arm of the trip lever is connected with the bracket by a spring 43 andan adjusting rod 44 which is threaded in a nut 45. A set screw 46 limits the movement of the lever under the tension of thespring 43. The other arm of the trip lever 41 carries a lip 48 which, when the rod 9 is lifted, engages the oscillatory block 49 of the igniter plug and lifts this block against the tension of the spring 50 until the block swings out of the path of the trip, when the block snaps back to its original position. The igniter is of ordinary construction and therefore need not be described withparticularity as it will be understood that the movement of the block 49 is transmitted by an insulated plug pin to make and break electrical circuit through electrodes within the cylinder.

The under surface of the lip 48 is angularly faced and when the rod 9 is depressed, the trip lever 41 is oscillated and the lip 48 pushed outwardly against the tension of the spring 43 until the lip passes below the block 49.

It will of course be understood that the cam 7 is formed to lift the rod 9 sufficiently to operate the trip on the up-stroke prior to the opening of the exhaust, the cam having a trip operating projection a and a projection 17 of greater radius for operating the exhaust valve, lever 10 is loosely connected with valve stem 11 so as to permit the initial movement without actuating the valve.

The bearing member 55 near the upper end of the rod 9 is swiveled to the casing at 56, and the upper end of the rod is provided .with an adjustable member 57, preferably formed of hardened material, andv adapted to regulate the time at which the exhaust valve 2 opens by moving the cap 57 up wardly on the rod 9. The exhaust valve will be opened earlier in proportion to the increased length of the rod 9, whereby a shorter upward movement will operate the valve.

To prevent the governing weight 31 from striking ar1n'34 of the governing trip lever with excessive force, I provide a positive stop 59 preferably in the form of a projection of the spokes of the fly wheel 30, and the governing weight also has an outward projection with a rubber bumper 60 that strikes against the stop 59.

The stop 59 is on the opposite side of the governing weight 31 from that occupied by the trip lever 35, the projection 34 on the latter projecting partially over the governing weight so as to be struck by the curved outer surface of the latter. As the stop 59 is located on one of the spokes of the fly wheel, it is always in the path of the bumper projection 60 when the latter moves outwardly, and it is so positioned that when the part 60 is in contact therewith, the outer end portion of the governing weight will bear upon the projection 34 and move against the same with a sliding wedging pressure, thereby throwing the upper end of the trip lever inwardly as above explained. By limiting the outward movement of the governing weight so that the latter, at the point of contact with the projection 34, will be traveling in a direction nearly parallel with the contacting surface, it is obvious that the trip lever will be actuated gradually and witho ut shock.

The outer surface of the governing weight is curved substantially in the arc of normal rotation and is adapted for contact with the arm 34 of the trip lever throughout nearly its entire length. This permits a variation arm l l 1 l l avaeae an in the position of the cam within the interval during which the foot piece is lifted without requiring any re-adjustment of the weight or the trip lever, since the interval during which trip the lever will be actuated by the weight is prolonged in accordance with the length of the weight.

Having thus described my invention what I claim as new and desire to secure by Letters Patent is,

1. In an internal combustion engine having an exhaust valve operated through a cam driven from the crank sh aft by speed reducing gearing, the combination with the cam supporting shaft and a valve operating cam rigidly affixed thereon, of an independent bearing member for such shaft, mounted in an elongated aperture in the engine casing and connected with the gearing within the casing, and means for rigidly securing the bearing member to the casing, said bearing member being adapted to be lifted to disengage the gearing without removing it from the casing, when the securing means are adjusted to release the member.

2. Inan internal combustion engine having an exhaust valve operated through a cam driven from the crank shaft by speed reducing gearing, the combination with. the cam supporting shaft and a valve operating cam rigidly aflixed thereon, of an independent bearing member for such shaft mounted in an elongated aperture in the engine casing and provided with. a flanged connecting piece provided with slots for the reception of connecting bolts or screws, adapted to permit the bearing member to be lifted sufliciently to disengage the gears when the belts or screws are loosened.

3. In an internal combustion engine having an exhaust valve operated through a camv driven from the crank shaft by speed reducing gearing, the combination. with the cam supporting shaft extended through the en gine casing-said gearing being located within the casing and said cam exterior th ereto ;-of a valve actuating rod connected with the exhaust valve, a cam actuated foot piece pivoted to the engine casing and connected with. said rod, a controlling lever pivoted to the casing, with one arm adapted to engage the foot piece, and the other arm positioned to hold the lever by gravity normally out of engagement with the foot piece, and a governing weight connected with the crank shaft and pivoted to swing centrifugally against a portion of said lever ;said lever being so positioned that when. struck by the governing weight, its upper end will swing into the path of the foot piece and hold it in raised. position; together with an igniter trip carried by the valve actuating rod, and comprising a bracket on the rod, a bell crank trip connected therewith, a spring connecting one of the trip with the bracket, and an adjusting screw on the bracket limiting the movement of the trip arm.

4. In an internal combustion engine having an exhaust valve provided with a spring actuated stem adapted to hold the valve normally in closed position, the combination of a valve actuating lever, a rod provided with an adjustable cap and adapted to move axially into contact with said lever, one end of said rod being linked to a supporting foot piece pivotally connected with the engine casing and the other end of said rod having a bearing member swiveled to the engine casing and a cam driven from the engine shaft and arranged to actuate said foot piece vertically.

5. In an internal combustion engine having an exhaust valve provided with a spring actuated stem adapted to hold the valve normally in closed position, the combination of a valve actuating lever, a rod provided with an adjustable cap and adapted to move axially into contact with said lever, one end of said rod being linked to a supporting foot piece pivotally connected with the engine casing and the other end of said rod having a bearing member swiveled to the engine casing and a cam driven from the engine shaft and arranged to actuate said foot piece vertically, together with a stop adapted to positively limit the outward movement of the governing weight.

6. In an internal combustion engine having an exhaust valve operating through acam driven from the crank shaftby speed reducing gearing, the combination with the cam supporting shaft, of a valve actuating rod connected with the exhaust valve, a cam actuated foot piece, pivoted to the engine casing and connected with said rod, a controlling lever pivoted to the casing, with one arm adapted to engage the foot piece, and the other arm positioned to hold the lever out of path of the foot piece and hold it in raised position.

7. In an internal combustion engine having an exhaust valve operating through a cam driven from the crank shaft by speed reducing gearing, the cdmbination with the cam supporting shaft, of a valve actuating rod connected with the exhaust valve, a cam actuated foot piece, pivoted to the engine casing and connected with said rod, a controlling lever pivoted to the casing with one arm adapted to engage the foot piece and the other arm positioned to hold the lever out of engagement with the foot piece, a governing weight connected with the crank shaft and pivoted to swing centrifugally against a portion of said lever ;-and a stop rotating with the governing weight and adapted to limit its outward movement,- said lever being so positioned that when struck by the governing weight its upper end will swing into the path of the foot piece and hold it in raised position, and said governing weight being provided with a lever contacting surface curved substantially in the arc of normal rotation and adapted for contact with the lever substantially throughout its length. r

In testimony whereof I afiix my signature in the presence of two witnesses.

FREDERICK P. CARRIER.

\Vitnesses:

JOHN SPENCER, RoY F. W RIGHT.

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