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Publication numberUS1173415 A
Publication typeGrant
Publication dateFeb 29, 1916
Filing dateDec 19, 1914
Priority dateDec 19, 1914
Publication numberUS 1173415 A, US 1173415A, US-A-1173415, US1173415 A, US1173415A
InventorsCharles Day, George Edward Windeler
Original AssigneeGen Electric
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Engine.
US 1173415 A
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Description  (OCR text may contain errors)

D- DAY & G.- E. WINDELER.

ENGINE.

APPLICATION FILED DEC. 19, 1914.

Patented Feb. 29, 1916.

2 SHEETSSHEET I Irv/enters: C parLes Dag, 6e E.WincleLer; P95: '2

Tbei r-dlttornqy Witnesses: I

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C. DAY & G. E. WINDELER.

ENGINE. APPLICATION FILED DEC-19,1914.

Patented Feb. 29, 1916.

2 SH-EETSSHEET 2.

Im/ntors: CbarLes Da Geoe E%WindeL er-, bi Miter-neg UNITED srarns r rnn'r OFFICE.

CHARLES DAY AND GEORGE EDWARD WINDELEB, OF HAZEL GROVE, NEAR STOCKPORT, ENGLAND, ASSIGNORS 'IO' GENERAL ELECTRIC COMPANY, A CORPORATION OF NEW YORK.

ENGINE.

1 173 415. Specification of Letters Patent.

Application filed December 19, 1914. Serial No. 878,052.

Patented Feb. 29, 1916.

To all whom it may concern:

Be it known that we, CHARLES DAY. and GEORGE E. WINDELER, subjects of the King of Great Britain, residing at Hazel Grove, near Stockport, England, have invented certain" new and useful Improvements in Engines, of which the following is a specification.

The present 1nvent1on relates to engines and more especially to those of the internal tive fluid to the engine, thereby stopping it when the pressure in the lubricating system falls below what is considered safe even for periods of short duration.

In the accompanying drawings which illustrate one of the embodiments of our invention, Figure 1 is a view in end elevation of an engine equipped with our improved apparatus; Fig. 2 is a view in side elevation with certain of the parts in section of the means responsive to changes of pressure of the lubricant; Fig. 3 is an end view of the same; Fig. 4 is an axial section through the pressure-responsive means; and Figs. 5 and 6 are detailed views showing the positions of the difl'erent parts under different opcrating conditions.

Our invention may be applied to any engine wherein the main parts are lubricated by a system of forced lubrication. As

shown, however, it is applied to aninternal combustlon engine of the high compression type in which 7 represents the cylinder and 8 the supporting column or frame therefor,

the latter being seated on a base casing 9' that incloses the crank shaft and contains more Or less lubricant. The main shaft 10 drives the vertical shaft 11 through sultable gearing,- the latter driving the cam shaft for actuating the valves and also the speed governor, the latter bein inclosed in the casing 12. On the end 0 the cam shaft. is an eccentric 13 ,which actuates theplungers 14 of the fuel pump 15. Fuel under high truncated cone.

by the pipe 17 and contained therein is a valve 18 for shutting off the-supply of fuel to the'engine under emergency conditions, as will appear more fully hereinafter.

On the left-hand side of the engine is a a reciprocating air compressor 19 of any suitable construction, which supplies air for injecting fuel into the cylinders.

20 indicates the valve chest of the com,-

- pressor. The compressor is driven from the main shaft of the engine through suitable means. The shaft of the compressor drives a suitable lubricating pump 21, indicated in dotted lines, which receives lubricant from the sump 22 by the pipe 23. Lubricant under the desired pressure asses by the pipe 24 and branches thereof to the main parts of the engine, such as the bearings, etc. From the pipe 24 extends a small pipe 25 to a pressure-responsive device 26 which controls the operation of a signal device 27, in this case illustrated as an electric'bell, and also the fuel supply valve 18 previously referred to.

28 indicates a fuel supply pump of suitable construction that receives fuel from a tank by the pipe 28 and delivers it to the pipe 17 leading to the supply chamber in ump 15. Any excess fuel thus delivered is returned to the source by a suitable drain.

Referring now to Figs. 2 to 4, 29 indicates a cylinder supported by the engine frame and to which lubricating oil is admitted by the pipe 25. Inside 0 the cylinder is a piston 30, whose movement to the right is is a cam 32 of suitable confi'guration. In

the present instance it takes the form of a As it is possible that some slight amount of lubricant will creep past the piston into the cylinder space on the right, adrain 33 is provided which commue nicates with the interior of the crank case through the pipe 34.

Mounted on one side of the cylinder is a small box or casing in which is supported a to make contact with a stationary contact member 37 carried by the lower wall of the box. When the two parts of the circuit are closed at this point the bell 27 will riragl To actuate the contact arm, an L-shape ver 38 is mounted on the rock shaft, which extends into the path of movement of the conical cam 32. The weight of this- ,lever slightly overbalances that of the contact arm so that as the cam moves to the right, indicating an increase of pressure in the lubricating system, the circuit will be broken. On the other hand, when it moves a predetermined amount in thev opposite direction the circuit will be closed. Between the rock shaft and contact arm 36 is a lost motion connection comprising in the present case a pin' acarried by the shaft 35, and a pin 6 carried by the arm 36 and extending perpendi'c ularly to the pin a. This permits the lever 38 to continue its movement under the action of cam 32 after the hell or alarm circuit has been closed. In other words, when the contact between the parts 36 and 37 is closed the rock shaft 35 and lever 38 can continue their ovements.

The means for operating the fuel shut-0d or supply valve 18 to the engine will now 'be described. To the stem of the valve, which ifs'of the plug type, is attached a short arm and this in turn is connected to an actuator or motor, in this case shown as a rod .40, the lower end of which is pivotally connected to a' sliding member 41, the latter being provided with a shouldered notch into which projects the stop 42. When the upper shoulder engages the stop the valve 18 should be closed, and when the lowerv shoulderengages the stop the valve should be opened. Mounted on the member Is an enlargement 43 having a flange or shoulder 44 on its upper end which acts as a stop or means to restrain the actuator against movement. The weight of the actuator, parts 40, 41, 43 and handle 45, is sufiicient'whenreleased to close the valve 18. To insure prompt closing the actuator may, however, include the -"'coiled compression spring 46. Surrounding the member 41 and free to slide thereon is a sleeve 47* having an enlargedlower end." Mounted in suitable bearings carried by a bracket 48 is a rock shaft 49, shown in dotted lines, Fig. 4, and mounted thereon is a three-arm lever, of whicharm 50 is arranged to engage the conical cam 32,

while arm 51 is adapted to pass under the flange or shoulder 44' and act as a prop or support to hold the actuator in its raised or restrained position. The third arm of the lever carries an ad ustable weight 52, the

latter moving the lever arm or device 51 underthe flange 44 when permitted to do so by the position of the cam 32.

When the engine is at rest the switch 53 i the lower edge of the sleeve 47. This may bedone automatically or by hand as desired. If the lower end'is heavy, as shown, it will engage automatically. After the engine commences to work the pressure of the lubricating system rises because of the fact that the lubricating pump 21 is driven by it, and the piston 30 of the pressure-responsive device is forced to the right, the spring 31 being so proportioned that when the required lubricating pressure is attained the cam 32 allows the support or prop 51 to pass under the collar 44, thus preventing the actuator from moving downward. In this position the rounded end of the piston rod, due to its engagement with the upper end of the latch 54, has caused the latter to withdraw its hook from the under side of the sleeve into operating conditions if desired. v

If the pressure in the lubricating system falls the piston 30 moves to the left and the parts are so proportioned and arranged that the circuit of the bell 27 is first closed, thus giving an alarm. This takes place when the pressure in the system falls below what is considered desirable for continuous working. Should the pressure continue to fall and reach a point where the absence of the proper amount of-lubricant will be likely to cause damage, the cam 32, acting on the lever arm 50, removes the support 51 from under the flange 44 and allows the actuator to shut valve 18 in the supply pipe.

In accordance with the provisions of the we desire to have it understood that the ap- The switch 53 should now be' closed. It will be understood that the switch can be closed before setting the other parts paratus shown is only-illustrative, and that the invention can be carried out by other means.

What we claim as new and desire tosecur by Letters Patent of the .United States, is, r

11. In combination an'eiigi-ne having a system of forced luldricatiom'tof a means mined. distance tem, and means responsive of the engine, changes of pressure in the lubricating sysmovable inresponse to changes of pressure in the system,

a signal device which is started into operation by said means upon a predetermined change of pressure in said systo the action of said. pressure-responsive means for shut oil the supply of motive fluid to the engine upon a further and predetermined change of pressure in said system. 2. In combination with an engine having a system of forced lubrication, of a cylinder and piston, the former communicating withv said system and the latter moving in response to changes of pressure in said system, a signal device which is set into operation. by a certain movement of the piston, and a valve which is set into operation by the piston when it has moved a predeterfor shutting off the supply of motive fluid to the engine.

3. In combination with an engine having a system of forced lubrication, of a member movable in response to changes of pressure in the system, a cam which is moved by the member, a signal controlling device that is actuated by the cam when it has moved a predetermined distance, a valve ll the motive fluid supply system of the engine, and a means actuated by the cam after it has caused the signal to operate for causing the valve to shut oil the supply of motive fluid to the engine.

4. In combination with an engine having a system of forced lubrication, of a member movable in response to changes of pressure in the system, a cam which is moved by the member, a signal device, a lever moved by the cam for causing the signal device to act, a valve in the motive fluid supply system of the engine, and a le\ or also moved by the cam for causing the valve to shut oif the supply of motive fluid to the engine.

In combination with an engine having a system of forced lubrication, of a valve which controls the supply of motive fluid to the engine, a motor means which when released causes the valve to shut oil the supply, a latch for preventing'the motor from acting during the starting period of the engine, a device which acts to prevent the motor from acting during normal operation and a device responsive to tem which renders the latch inactive. and the device active as the lubricant pressure builds up and which releases the device and permits the motor to operate when said pressure falls below a predetermined value.

6. In combination with an engine having a system of forced lubrication, of a means movable in response to changes of pressure in said system, a signal device controlled by the means, a controlling valve in the motive fluid supply system of the engine, a normally, restrained actuator, and a device actuto the engine,-

ated by the pressure-responsive means after the signal is operated for releasing the actuator and permitting it to move the motive fluid controlling valve.

7. In combination with an engine having a system of forced lubrication, of a means movable in response to changes of pressure in said system, a controlling valve in the motive fluid supply system of the engine, an actuator which when released moves the valve, a latchfor temporarily restraining it while the engine is being started, and a device that also acts to .restrain the actuator and is controlled by the pressure-responsive means of the lubricating system. 8. In combination with an engine having a system of forced lubrication, of a means movable in response in said system, a valve in the motive fluid supply system of the engine, an actuator arranged to move the valve when released,

to changes of pressure a latch for temporarily restraining'the actutrolled in its operation by the means responsive to the pressure of the lubricant.

9. In combination wlth an engine having a system'of forced lubrication, of a Valve which controls the passage of motive fluid to the engine, an actuator arranged to move.

the valve when released, a pair of devices for holding the actuator in its restrained position, one being employed in starting the eng'ine, the other under normal running conditions, and means responsive to changes of pressure in the lubricating system for rendering one of said devices inactive and the other active.

10. In combination with an engine having a system of forced lubrication, of a valve which controls the passage of motive fluid an actuatorfor moving the valve when released, a latch for holding the actuator in its restrained position during the starting period of the engine, a device for restraining the actuator during normal operation that is moved ,to one of its positions by gravity, and, means responsive to changes of pressure in the lubricating system for per mitting such movement to take place and also for withdrawing the device from action when the lubricating pressure falls below a predetermined value.

11.. In combination with an engine having a system of forcedlubrication, of a valve which controls the supply of motive fluid to the engine, a motor means which when released causes the valve to shut oil the supply, two independent means for restraining the motor from acting, a means responsive to changes in pressure of the lubricant in said system, and a cam moved thereby whlch acts to move one of the said means to an in- I operative position and the other to an operative position upon increase of pressure of the supply of lubricant and to move the second of said means to an inoperative position upon-a predetermined decrease in pressure of said supply.

12. In combination With an engine having a system of forced lubrication, of a valve which controls the supplyof motive fluid. to the engine, an actuator comprising a rod that is connected to the valve for moving it, a shoulder on the rod, a sliding sleeve also onrthe rod, a latch adapted to engage the sleeve and support it and the rod, a device adapted to engage the shoulder and support the rod, and means responsive to changes of pressure in the lubricating system for moving the latch out of operative position and the device into operative position upon an increase in pressure of said supply and to move said device out of operative position upgn' a decrease in pressure of said supply.

13. In combination With an engine having a system of forced lubrication, of a valve which controls the supply of motive fluid to the engine, an actuator comprising a rod that is connected to the-valve for moving it, a shoulder on the rod, a sliding sleeve also on the rod, a latch adapted to engage the a system of forced lubricatiomof a cylinder to which lubricant under system pressure is admitted, a piston in the cylinder, a spring acting on the piston in opposition to the fluid pressure, a cam moved by the piston, a signal device, ashut-off valve in the motive fluid system, a lever for controlling the signal that is actuated by the cam, and a lever for controlling the action of the valve that is also actuated by the cam In Witness whereof, ,We have hereunto set our hands this 1st day of December, 1914.

- CHARLES DAY. GEORGE EDWARD WINDELER. Witnesses:

MALCOLM SMETHURST, GEoRGE WEAVER.

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US2457568 *Aug 31, 1943Dec 28, 1948Westinghouse Air Brake CoControl apparatus for plural motor propulsion systems
US2563834 *May 28, 1945Aug 14, 1951Woodward Governor CoSafety control for prime movers
US3148671 *May 14, 1963Sep 15, 1964Frank BottorffFuel control for internal combustion engines
US4990057 *May 3, 1989Feb 5, 1991Johnson Service CompanyElectronic control for monitoring status of a compressor
Classifications
U.S. Classification184/6.4, 123/196.00S, 137/87.3, 116/109, 251/73, 123/146.50C, 251/72
Cooperative ClassificationF16N29/02