US1184067A - Internal-combustion engine. - Google Patents

Description

J. A. BROMAN.

INTERNAL COMBUSTION ENGINE;

APPLICATION mm FEB, 12, I913.

1,184,067. Patented- May 23,1916.

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WITNESSES IN VEN TOR.

J. A. BROMAN.

INTERNAL COMBUSTION ENGINE.

APPLICATION ,FILED FEB 12. 1913.

Patented May 23, 1916.

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INTERNALCOMBUSTION ENGINE.

7 To all whom it may concern:

Be it known that 1, JOHN A. BROMAN, a citizen of the United States, and a resident of Berkeley, coiuity of Alameda, and State of California, have invented new and useful Improvements in Internal-Combustion Engines, and more particularly in the valve mechanisms thereof, of which the following is a specification.

An object of the invention is to provide a simple valve action for this type of engine, suitable for the exacting requirements of marine service.

Another object is to so construct the valve action that all its parts are easily accessible, and so located and constructed that repairs can be easily and quickly made, when occasion demands. The adaptation of the crude oil or internal combustion type of engine to marine work has been hampered by the construction of such engines, the principal disadvantage residing in the inaccessibility of many of, the vital parts, such as the valve action and timing gear. A sea going craft depends largely on headway for safety; it is, therefore, essential that its motive power be of such construction, that all parts may be easily accessible, quickly repairableand at all times open to inspection, to anticipate so far as possible accidental stoppages.

The invention possesses other advantageous features that with the foregoing will be set forth at length in the following description, wherein I shall outline in full that form of the. invention selected for illustration in the drawings accompanying and forming part of the present specification. The novelty of the invention will be included in the claims succeeding said description.

From this it is apparent that I do not restrict myself to the disclosure made by said drawings and description as I may adopt many variations within the scope of my invention as expressed in said claims.

In the drawingszFigure 1 is a side elevation of a one-cylinder engine having this invention applied to the valve action thereof. Fig. 2 is a front elevation of the same. Fig. 3 is an enlarged view from above of the same. Fig. 4 is an enlarged plan detail of the valve action and related portions of the engine, illustrating the engagement of thereverse air valve lifter. I

In detail the'construction consists of the engine comprising the base 1, the crank Specification of Letters Patent.

Patented May 23, 1916.

Application filed February 12, 1913. Serial No. 747,915.

shaft 2, the cylinder 3, the piston 4, the fuel valve 5, the air valve 6, and the scavaging air valve 7 of the conventional type of crude oil engines.

The timing gear consists of the link 8 pivoted at 9 on the side of the piston 4 and at 10 to the end of the rocker arm 11, that ispivoted at 12 on the bracket 13 extended from the side of the engine. This rocker arm may be operated by an eccentric on the crank shaft, or otherwise synchronized with the stroke of the piston. The push rod 14 is pivoted at 15 to the opposite end of the rocker arm, whereby the reciprocations of the piston are communicated to this push rod. This push rod is guided in the oscillating guide sleeve 16, pivoted at 17 in the bracket 18 extended from the engine. As the piston rises on the compression stroke, the head 19 on the push rod forces the trip 20, fixed upon the valve shaft 21, backward. This valve is slidably mounted in the bearings 22-22 in the bracket 23 fixed upon the engine. This shaft is slidable within the sleeve 24 mounted thereon between the bearings 2222. This sleeve is provided with a slot 25 to engage the pin 26 fixed in the said shaft 21, whereby the oscillations of the valve shaft are communicated, through the arm 27, to the valve stem 28, pivoted at 29 thereto, to open and close the fuel valve 5, the function of which is obvious.

To regulate the extent of the opening and closing of the fuel valve, the head 30 ofthe trip 20 is inclined across the axis of. the valve shaft, so that the distance that this trip is forced backward by the head 19 of the push rod depends upon the point at which the head 19 engages the inclined head 30. To control this action the valve rod is provided with the annular groove 31, engaged by the yoke 32, on the end of the throttle lever 33, pivoted at 34 on the bracket 35, extended from the body of the engine. The throttle lever vis provided with the quadrant 36 having notches to engage the latch 37 attached to the lever and operated by the hand grip 38.

The scavaging valve 7 is operated by the rocker arm 39, pivoted at 40 on the bracket 41 extended from the body of the engine. The opposite end of this arm engages the connecting link 42 pivoted in the arm 43, extended outwardly from the guide sleeve 16, the oscillations of which it communicates to the said scavaging valve, whereby, aftereach stroke, as the piston approaches the end of the down stroke, the scavaging valve is opened and the products of combustion are exhausted from the cylinder through the ports 44, in the wall of the cylinder, and carried away through the exhaust manifold surrounding the cylinder at this point. i

Ignition may be accomplished in any suitable manner common to this type of engine.

Thus far has been described a crude oil engine capable of receiving, consuming and exhausting an adjustable quantity of fuel.

To reverse the rotation of the crank shaft means are provided for cutting off the fuel supply temporarily and running the engine on the auxiliary compressed air system after reversal, until sufhcient momentum is attained to insure the continuance of the reverse direction of rotation, before the fuel is again substituted for the compressed air source of power. The reversal interval disturbs the timing of the ignition moment relative to the fuel admission; it is therefore advisable to run on compressed air as described, during this interval.

Reversal is accomplished by throwing the throttle lever 33 into the position shown in Fig; 4; this throws the reverse valve lifter 46 into operative position. This lifter is preferably operated by the notched head 47 engaging the tapered lug 48 on the connecting link 42. The next, stroke ofv the piston, after the throttle has been set on the reverse is arrested by the compression in the cylinder'(all valves being closed) and the pistontrebounds in the opposite direction;

'at this instantthereverse lifter head 47 is depressed by the down pull of the lug 48. The gap 46 engaging the lug 53 on the bracket 53, gives the lifter a limited free oscillation on the valve shaftQl, see F 3,

The head 49 bears under the trip 50 spring mounted in the head 51 on the stem 52, vertically guided in the bracket 53, mounted free upon' the valve shaft 21 and guided against rotation bythe r0d 54, fixed in the bracket 23. The stem 52 is provided with, the lateral extension 55 having the yoke 56i within which the lever 57' is confined by the pin 58. The lever 57 is fixed upon the end of the rocker pivot 59, pivoted in the bracket 60 extended from the body of the engine. The opposite end of 'the pivot is providedwit-h a valve tappet arm 61, adapted to open the spring closed compressed air valve 6, by pushing against the head 62 of r the valve stem. Operating through the aboverecited means, the air valve is opened by the upward push of the'reverse valve p lifter 46 at the proper time as determined" 7 by the placing of the lug 48. The succeeding up stroke of' the connecting link 42 causes the inclined plane 63 on this lug to.

rise out of the inclined notch in'the head47 and to push the notched head 47 laterally,

shifting the valve shaft 21, permitting the latch 37 to be'engaged with the notch R on the quadrant 36, which is the reverseposition at slow speed. The head 19 in descending, forces the trip 50 back, against the tension of the-spring 50, without depressing the bracket 53 or afiecting the, valve; but on the upstroke it engages unin der the trip, lifting it and the intervening mechanisms to open the valve 6, to ad'- mit a charge of compressed 'air'for ea'ch' power stroke of thepiston; the engine runnlng on compressed air until proper timing of the 1gn1t1on 1n the reverse direction takes place. The lever 57 is lifted by. the push 7 gine, while running on air pressure, iscontrolled by the throttle lever 33 sliding the bracket 53 backward or forward. 7 The trip 50is sufficiently longto coverthe range of adjustlnentsof the throttle lever with re spect to this air valve 6; The closer theextension is'to the pivoted point of the lever 57 the less the valveis affected, andvice versa. It is obviousthat the eng ne can be run on this compressed air valve mechanisn as long as desired in either direction.

The fuel supply valve 5 closes when the positionl WVhen the engine has attained suflicient momentum in the reverse direc tlon, under the successive impulses, of comthe trip 20 into operation with the head 19 through the fuel valve 5, "a's before described, the engine 'COIItIHHIHg to receive,

consume and exhaust fan adjustablequan tity of fuel as normally in one direction of crank shaft rotation, as ingthe other, with the possibilities 10f reversal in the manner described.

. For the purpose of from a standstill, the manual trip arm 66,

fixed on the rocker shaft 67, rotatable in the starting'the engine throttle lever 33 is shifted to the reverse pressed air, controlled by" the air valve 6,

the throttle lever is shifted to again throw .7 7

e .105 r of the push rod, cutting in'a charge'of fuel 7 7 bracket 68 extended from the enginebody,

and the hand lever 69', fixed upon the rocker shaft is provided. The arm 66' extendsbe neath the extension 55 and lifts it' to admit; the necessary quantity of compressed air 7 into the cylinder, to tllIOWtllG crank shaft.

into running position for the regular valve A timing gear In single. yl r engines, e there might be Positions all hich the-crank] wmld and Would-Hot p nd to p essure; in such a case it wouldbe necessary to V throw it over the c'enter in the usual manner. In multicylinder engines, one crank 'pin would always be fofl center and that piston would respond to any expansive force liberated within that cylinder. It will be apparent to a skilful operator how the manual valve control may be operated to attain the desired operation of the engine in the proper direction of rotation. a

While I have disclosed in the drawing and described a single cylinder engine and the preferred manner of putting this invention into practice thereon, and have not set forth the scope of modifications and equivalents of the specific mechanisms, I do not Wish to be understood as confining myself to these particular disclosures, as-the invention may be variously applied and modified, to suit special types of single or multicylinder engines, upright or horizontal, without departing from the spirit of the invention set forth in the following claims.

I claim:

1. In an internal combustion engine, a valve mechanism including a pivotal valve shaft; a trip fixed upon said shaft and having a head inclined transversely to the axis of said shaft; a'push rod operated synchronously With the stroke of the engine, and engaging said inclined head; means for varying the point of engagement between said inclined head and the push rod; and a fuel valve operatively connected With said valve shaft.

2. In an internal combustion engine, a valve mechanism including a pivotal valve shaft; a trip attached to said valve shaft and inclined transversely thereto; a push rod operated synchronously with the stroke of the engine and engaging said inclined trip; means for varying the point of engagement between said trip and the push rod; a fuel valve operatively connected to said valve'shaft; and a scavaging valve operatively connected to said push rod.

8. In an internal combustion engine, a valve mechanism including a pivotal valve shaft; a trip attached to said valve shaft and inclined transversely thereto; a push rod operated synchronously With the stroke of the engine and engaging said trip; means for sliding said valve shaft, to vary the point of engagement between said trip and the push rod; a sleeve splined on said valve shaft and having an arm, a fuel valve engaging said arm; and a scavaging valve operated by said push rod.

4. In an internal combustion engine, a valve mechanism comprising a valve shaft, a valve trip fixed upon said shaft, a push rod engaging said trip, means for operating said push rod synchronously with the stroke of the engine piston, means for slidsaid valve shaft, an arm splined on said valve shaft and engaging the fuel valve of the engine, and an auxiliary air valve mechanism comprising a lifter guided in a bracket on said valve shaft and adapted to be 0perated by said pivot rod, and an air valve communicating with the engine cylinder and operated by said lifter.

5. In an internal combustion engine, a valve mechanism comprising a valve shaft, a valve trip fixed upon said shaft, a push rod engaging said trip, means for operating said push rod synchronously With the stroke of the engine piston, means for sliding said valve shaft, an arm splined on said valve shaft and engaging the fuel valve of the engine, an auxiliary air valve mechanism comprising a lifter guided in a bracket on said valve shaft, and adapted to be operated by said push rod, and an air valve communicating with the engine cylinder and operated by said lifter; and a reverse mechanism comprising an arm pivoted on said valve shaft and having one end engaging said lifter and the opposite end operated by said push rod mechanism.

6. In an internal combustion engine, a valve mechanism comprising a bracket mounted upon the engine, a valve shaft slidable in said bracket, means for adjustably sliding said shaft, a valve trip fixed upon said shaft having a head inclined transversely to the axis of said shaft, a sleeve on said shaft and having an arm, a fuel valve engaging said arm, a push rod engaging said inclined head operated by the engine synchronously With the piston stroke and guided in an oscillatable sleeve mounted on the engine, and a scavaging valve operated by a lever linked to an arm on said oscillating sleeve.

In an internal combustion engine a valve mechanism comprising a bracket mounted upon the engine, a valve shaft slid able in said bracket, means for adjustably sliding said shaft, a valve trip fixed upon said shaft having a head inclined to the axis of said shaft, a sleeve splined on said shaft and having an arm, a fuel valve engaging said arm, a push rod engaging said inclined head and guided in an oscillatable sleeve, an arm on said oscillatable sleeve, a connecting rod, a lever, a scavaging valve operated by said lever, and a rocker arm plvoted on the engine having one end engaging said push rod, and the opposite end linked to the engine piston.

8. In an internal combustion engine a valve mechanism comprising a bracket mounted upon the engine, a valve shaft slid able in said bracket, means for adjustably sliding said shaft, a valve trip fixed upon said shaft having a head inclined to the axis of said shaft, a sleeve splined on said shaft and having an arm, a fuel valve engaging said arm, a push rod engaging said inclined head and guided in an oscillatable sleeve, an arm on said oscillatable sleeve, a connecting rod, a lever, a scavaging valve operated by said lever, a rocker arm pivoted on the engine having oneendengaging said push rod,

and the opposite end linked to the engine piston; a rocker cam pivoted on said valve shaft, a valve lifter guided in a bracket,

mounted upon the engine,a valveshaft slid able in said bracket, means vfor adjustably sliding said shaft, a valve trip fixed upon said shaft having a head inclined to the axis of said shaft, a sleeve splined on said, shaft 7 and having an arm, a fuel valve engaglng said arm, a push rod engaging said inclined head and guldedln an oscillatable sleeve; an arm on sald osclllatable sleeve, a connectlng rod, a lever, a scavaging valve operated by saldlever, a rocker arm plvoted on the engine having one end engaging said push rod and the opposite end'linked'to the engine piston; a rocker cam pivoted on said valve.

ed lever engaging saidair-valve, and said lifter, and means for manually operating said auxiliary a1r valve. n V- In testimony whereof, I havehereunto set my hand at San Francisco, California, this 31st day of January 1913. v

7 JOHN A. BROMADL In presence of v BALDWIN VALE, J AMES FITZGERALD.

copies of this patent inay be obtained for five cents each, by addressing the Commissioner of Patents,

. Washington, D. 0. V

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