|Publication number||US872039 A|
|Publication date||Nov 26, 1907|
|Filing date||Sep 30, 1903|
|Priority date||Sep 30, 1903|
|Publication number||US 872039 A, US 872039A, US-A-872039, US872039 A, US872039A|
|Inventors||Daniel B Adams|
|Original Assignee||Daniel B Adams|
|Export Citation||BiBTeX, EndNote, RefMan|
|Referenced by (15), Classifications (1)|
|External Links: USPTO, USPTO Assignment, Espacenet|
PATENTED NOV. 26, 1907.
. D. B. ADAMS.
AUTOMATIC ALARM AND STOPPING DEVICE FOR ENGINES.
APPLICATION FILED SEPT.30, 1903.
2 SHEETSSHEET 1.
TTORN EYS No. 872,039. PATENTED NOV. 26, 1907.
V D. B. ADAMS.
AUTOMATIC ALARM AND STOPPING DEVICE FOR ENGINES.
APPLICATION FILED SEPT. 30, 1903.
2 SHEETS-SHEET 2.
WITNESSES: INVENTOR .1 WAW 06A W BY \ ATTORNEYS UNITED STATES PATENT OFFICE- DANIEL BQADAMS, OF SUMMITVILLE, NEW YORK.
AUTOMATIC ALARM AND STOPPING DEVICE FOB ENGINES.
To all whom it may concern:
Be it known that I, DANIEL B. ADAMS, a citizen of the United States, residing at Summitville, in the county of Sullivan and State of New York, have invented certain -new and useful Improvements in Automatic Alarms and Stopping Devices for Engines; and I do hereby declare the following to be a full, clear, and exact description of the same, such as will enable others skilled in the art to which it appertains to make and use the same.
invention relates to automatic alarms and stoppin devices for internal combustion engines, suc for example as oil and gas engines, and for other machines having cylinders which require to be cooled.
My -invention consists in the novel hydraulically-operated contact device adapted, when the flow of cooling water ceases or decreases, to stop the engine and operate an alarm; in. the use of a diaphragm, operated by pressure in the circulating system of the engine or machine, for stopping such engine or machine when the water pressure decreases; and in various other features of invention, hereinafter set forth and particu larly pointed out in the claims. I
The objects of my invention are, to 1mprove. and simplify automatic stopping. de-
.vices and alarms for internal combustion engines and other machines having watercooled cylinders, and to render the same light, compact, free from liability to derangement, and relatively .inex ensive.
I will now proceed to descri e my invention with reference to the accompanying drawings, illustrating certain forms of my invention, and will then point out the novel features in claims.
In the said drawings, Figure 1 is a diagrammatic view showing a portion of the cylinder of a gas or oil engine having my improved alarm and stopping device applied thereto. Fig. 2 is a detail view, taken at right angles with respect to Fig. 1, showing the arrangement of contact points. F1 3 is a detail view illustrating the use of a diaphragm for operating a fuel valve mechanically. Fig. 41s a diagrammatic view showing another form of hydraulically-operated alarm and stopping device, and showing also an automatic switch for breaking the shuntcircuit used in starting the engine, after the engine is started. Fig. 5 shows a side view Specification of Letters Patent.
Application filed September-80, 1908. Serial No- 175.174.
nution of the water Patented Nov. 26, 1907.
and partial section of the said automatic switc I will describe my invention as applied .to
a gas or oil engine having a water-jacketed.
cylinder. From such description, the application of the invention to internal com us-.
tion engines having other systems of cooling, and to other machines having cylinders which require to be cooled, will be obvious to those skilled in the art.
In the o eration of water-cooled explosive or interna combustion engines, it sometimes happens that the circulation of cooling water ceases, or becomes deficient. This may be due to a variety of causes, such as failure of the Water su ply, the accidental closi of a valve, the derangement of a circu ating pump, a leak in the water supply pipe or the jacket, an obstruction in the Water pipes or Lacket,':and a variety of other causes, well nown to those having experience in the use of such engines. to run after the circulation ceases or becomes deficient, the cylinder becomes overheated, and this may result in burning out the asket If the engine is allowed in scoring, burning or cracking of the cylinder. It is important, therefore, that provision be made for stopping the engine automatically in case the circulation of cooling water ceases or becomes deficient. It is desirable, also, that warning shall be given when the engine is so stopped, so that the cause of its stopping shall be known imme diately, thus avoiding the necessity of looking the engine over to discover the reason for its stopping.
Referring now to the drawings, and at first to Fig. 1, said figure shows an engine cylinder 1, provided with a water su ply ipe, 2, and a water discharge pipe, 3. t is aiso provided with an igniter, 4, only the external portion of which is shown. To the ipe 3 is attached a contact device operated y dimiressure of the engine, and consisting of a diaphragm chamber or casing 5, connected preferably to the discharge pipe 3, and provided with a diaphragm 6. This diap ragmI preferably an range to operate contact points controlling some electric circuit, such as the ignition circuit, the breaking or completing of which controls the operation of the engine. To this end, a flexible spring contact piece, 7, is
. secured to the diaphragm casing, and is prorather than to the water sup ly plpe,
vided with a screw; 8,resting against the diahragm and arranged to be moved thereby. To insure that this contact iece 7 shall always follow the dia hragm, further provide a flat spring 9, fixe( at oneend, and provided at the other end with an adjusting screw 10 the point ofwhichrests against the contact piece 7. Said contact piece, near its-end, works between two spring contact pieces, 11 and 12, insulated from each other, and from the contact piece 7 except when in contact therewith, and arranged, the one to make contact with contact piece 7 when the diaphragm is distended by pressure behind it, the other to make contact with contact piece 7 whenthe pressure behind the diaphragm has decreased to such extent that said dia-. phragm is pressed inward by the spring 9. Circuits whlch may be used with this contact device are shown inFig. 1, said circuits being theignition circuit of the engine, which said contact device is arranged to break whenop erated', and a bell circult arranged to be completed when the ignition circuit is broken. The ignition circuit shown is one which may be employed with the touch splark system of ignition, in which the igniter as a movable contact point, actuated by some moving.
portion of the engine. The said circuit includes'a battery 13, a wire 14 leading from one terminal thereof through. a spark-coil 15 to one terminal of the igniter 4, another wire 16 leading from the other terminal of the igniter to contact piece l1, and a wire connecting the contact spring 7 with the other terminal of the battery. This circuit is complete so long as water pressure in pi e 3 keeps contact spring 7 'in contact w1t contact piece 1 1 ;'but if for any reason the water pressure decreases to such extent that the circulation is insuflicient to keep the engine cylinder at proper temperature, the spring '9 will press spring 7 and the diaphragm lnward, breaking the ignition circuit, thus stopping the engine, and completing a circuit from the battery'through'contact springs 7 and .12,
conductor 17, bell 18, and conductor19 back to battery, thus causing the bell to ring. It is preferable to apply this stoplping device and alarm to the water disc arge pipe,
I cause ther'e'may be considerab e water pressure in the supply pipe without water being present in the acket, in sufficient uantity. Thus,'there may be a stoppage-in t e water supply pipe, or in the jacket, or there may be a leak in the jacket, or'the jacket drain-cock may be open. In all of these cases, a stopping device attached to the supply pipe may not sto the engine, while one attached to the disc arge pipe will do so.
To provideln the discharge pipe the slight back pressure necessary to keep the diaphragm pressed out while the circulation continues, it may be advisable in many cases to provide, in the discharge pipe, beyond the point of connection'of the diaphragm chamer thereto, a contraction 20.
It is obvious that various other circuits, which may be operated by the diaphragm contact device to stop the engine, may be employed. If the engine is provided with the jump-spark system of ignltion, in which the ignition battery is in a primary circuit of an induction coil, the igniter being in the secondary circuit of such coil, the stopping device wlll be arranged to break the primary circuit of the coil, just as it breaks the igmtion circuit shown in Fig. 1.
In startingthe engine, 1t may be necessary to complete the ignition circuit around the automatic stopping device until circulation at the normal rate is established. This is necessary for example when circulation is produced by a circulating pump drivenv by the engine. For this purpose, I provide a branch circuit 24 bridging the automatic stopl ing device, and containing a key v25 whic when depressed, completes the branch circuit. Instarting the engine, this key will be closed until the engine is in full operation. But instead of the key 25,
I may use the automatic deviceshown in Fig. 4 for closing the branch circuit when starting the engine, and opening said branch 'circuit'automatically at the proper time.
Instead of controlling the engine by its ignition circuit, the diaphragm may be caused to operate a fuel valve, to shut off the supply of fuel. Such an arrangement is shown in Fig. 3, in'which the diaphragm, 20, is arranged, when the pressure behind it decreases, to operate a trip 21 ,releasing the weighted arm' 22 of a fuel-valve 23 in the fuel-su ply pipe of an engine, thus causingsaid va ve to cut off the supply of fuel. In Fig. 4 I show another form of h operating an alarm and stopping the engine.
- This device comprises two diaphragm chame bers, 26 and 27, both connected preferably to the same water discharge pipe of the engin'e. These diaphragm chambers are provided with sockets 28 and 29, adapted to receive plugs 30 and 31 of. insulating material. Each of these plugs is provided'with a central bore adapted to receive a rod 32 or 33, normally resting on the diaphragm 34 or 35, and provided at its u per end with a flanged piece of cop er or ot er electrically conductive matena 36 or 37 The sockets 28 and 29 further contain plugs 38 and 39 of insulating material, carrying binding osts and corresponding contact piecesa apted to make contact with the contact piece 36. or 37. The contact pieces, 40 and 41, of the diaphragm chamber 26, are below the flange 40 and 41. This diaphragm device operates a circuit containing analarm bell 18. The contact pieces 42 and 43 of diaphragm chamber 27, are arranged to make contact with contact iece 37 when said contact piece is raised y pressure behind the diaphragm. These contacts are in the ignition circuit of the engine, and correspond to contact pieces 7 and 11 of the device shown in hlg. 1. Springs 44 and 45, arranged to be adjusted by screws 46 and 47, tend to press rods 32 and 33 against their respective diaphragms.
In the operation of this device, supposing the engine to be in full operation, if the water pressure in the discharge pipe decreases seriously, both diaphragms 34 and 35 will be pressed inward by said s rings, and thereby contact piece 37 will brea contact with contact pieces 42 and 43, thus breaking the ignition circuit and stopping the engine, and contact piece 36 will make contact with contact pieces 40 and 41, thus closing the alarm circuit. For starting the engine I provide, as in Fig. 1, a branch circuit 24 to complete the i tion circuit around the automatic stopping device until the engine is in full operation; and in this branch circuit is an automatic switch illustrated diagrammatically in Fig. 4, which breaks the branch circuit as soon as' contact is established between contact piece 37 and contact pieces 42 and 43. The said switch comprises a magnet 48 having an armature 49 and armature lever 50; and two contact springs 51 and 52, adapted to make contact with said armature lever. The switch is inclosed in casing 54, through which rejects a button 55, having at its inner en a T-head 56, of insulating material, adapted ,to press in both springs 51. and 52. The end of the armature lever and the ends of these springs are so formed that when said springs are pressed inward by the push button, they s ring into engagement with the head 64 of t \e armature lever; and when the magnet 48 is energized by the completion of the circuit through it, and its armature nection with this switch may be traced as folcuit, completed when dia hragm 35 is raised,
passes from 58, througi contacts 43, 37,
anda contact similar to 42, but hidden in the drawing by spring 45, to binding post 61, and thence by wire 53, through the magnet 48 of the automatic switch, spring 52 of that.
switch and insulated end section 64 of the armature, and through a continuation of wire 53 back to battery. This last circuit is .broken when magnet 48 attracts its arma- 42 and 43, and thereby the ignition circuit'is completed around the automatic switch, and at the same time the circuit through wire 53 and the magnet 48 of that switch is completed, thus energizing said magnet and causing it to attract its armature, releasing contact s rings 51 and 52, and thereby breaking t 1e circuit through the magnet and the ignition circuit first established through contacts 50 and 51. I ordinarily provide in the circuit 65 of the alarm' bell 18, a switch 63 which may be opened by hand to prevent continuous operation of the bell while the e ine is not running. I
he automatic sto pin and alarm operating devices above (escribed, embody certain features illustrated, described and claimed, in prior applications for Letters Patent filed on May 23, 1902, Serial No. 108,630, and on August 29, 1002, Serial No. 121,416; also certain features covered by a companion application, filed September 30, 1003, Serial No. 17 5,173, and by another application filed Nov. 30, 1903, Serial No. 183,112, a division of application, Serial No. 108,630, above mentioned.
It is obvious that the devices described above are only particular embodiments of I my invention, and that the same is susceptible of many variations and n'iodifications without departing from the spirit and scope thereof.
I do not limit myself to the particular details of construction and arrangement herein illustrated and described.
What I claim is:
1. The combination with an internal combustion engine having a water-cooled cylinder, a water pipe therefor, electric igniting means comprising an ignition circuit, a diaphragm chamber connected to said water pipe, and a diaphragm arranged to be operated by variation in water pressure in said pipe, of contact points operated by said die phragm, and controlling said ignition circuit.
2. The combination with an internal comsure decreases to break said ignition circuit.
3. In an engine-stopping device, the combination with fluid-pressure-operated means comprising a pressure chamber, anda waterpassage connected with said chamber having a contraction beyond the point of connection of said chamber thereto in the direction of flow of the water, of means operated by said iluid-pressure-operated means for controlling the operation of the engine.
4. In an engine-stopping device, the combination with a diaphragm chamber, a diaphragm therefor, and a water-passage connected with said chamber, having a contrac tion beyond the point of connection of said chamber thereto in the direction'of flow of the water, of means operated by said diaphragm for controlling the operation of an engine.
5. The combination with an internalcom; bustion engine having an electric ignition circuit, of means for stop ing the engine arranged to automatically reak-said ignition circuit, a branch circuit for use in start ing the engine, bridging said automatic stopping means and therefore nullifying action of said stopping means during the starting of the engine, and automatic means for completing or breaking said branch circuit.
6. The combination with an internal combustion engine having an electric ignition circuit and a hydraulically-operated stopping device arranged to interrupt said ignition. circuit, of a branch circuit for use in starting the engine, bridging said'automatic stopping device and therefore nullifying action 0: said stopping means during the starting of theengine, and an automatic switch arranged to break such circuit when the engine is in operation.
7. The combination with an internal combustion engine having an electric ignition circuit, of automatic stopping means controlling said i'gnition circuit, a branch of said ignition circuit for use .in starting the engine,
' bridging said automatic stopping means and therefore nullifying action of said stoppin means during the starting of the en ine, an a switch, arranged to complete suc branch circuit and operated by said automatic stopping means, to break said branch circuit.
8. The combination with an internal com bustion engine having an electric ignition circuit, of vautomatic stopping means controlling said ignition circuit, a branch of said ig- 1 nition circuit bridging said automatic stop- Macao and therefrom, comprising, with the jacket,
a circulating system, said engine having also an electric ignition circuit, of automatic stopping means, operated by Water flowing through the circulating system, controlling said ignition circuit, a branch of said ignition circuit bridging said automatic stopping means, and a switch, arranged to complete such branch clrcult and. operatedr' b said automatic stopping means, to brea said branch circuit.
10. The combination with an internal combustion engine having a water-jacketed cylinderfand means for conveying water t ereto and therefrom, comprising, with the jacket, a circulating system, said engine having also an electric ignition circuit, of'automatic stopping means, operated by water flowing through the circulating system, controlling said ignition circuit, a branch of said ignition circuit bridging said automatic stop.- ping means, and a switch controlling such branch circuit, arranged to be operated by hand-to complete the circuit andto be operated by said automatic stopping means to break such circuit.
l]. The combination with an internal combustion engine having an electric ignition circuit, and an automatically operated switch for interrupting said circuit, of a branch of said ignition circuit bridging said switch, a switch arranged to complete such branch circuit and comprising electrically operated means for breaking said branch circuit and means for operating said last named switch.
129The combination with an internal combustion engine having an electric ignition circuit, and an automatically operated switch for interrupting said circuit, of a branch of said ignition circuit brid ing said switch, a switch arranged to complete such branch circuit and comprising electricall operated means for breakin said branc circuit, and a circuit contro ling said last named switch and controlled by said first named switch.
13. The combination with an internal combustion engine having an electric ignishoulders and to electro-magnet and means operated thereby Y bustion en ine having an electric ignition circuit, an automatic stoppin means con-' trolling such circuit, of a branc ofsaid ignition circuit bridging said automatic stopping means, an automatic switch controlling such branch circuit, and comprising a controlling magnet, a movable armature therefor, contacts for said branch circuit operated bysaid armature, and hand-operated means for closing both said contacts; and a controlling circuit for said magnet, completed by sai automatic stopping means when the i nition; circuit is completed therethrough, Iiereb the switch is operated and the said branc circuit is broken.
. 15. The combination with an internal combustion en ine having an electric ignition circuit, an automatic stopping means controlling such circuit, of a branch of said ignition circuit bridging said automatic stopping means, an automatic switch controlling such branch circuit and comprisin a controlling magnet, a movable armature t erefor having shouldered portions, one insulated from the other, two contact springs arranged each to be pressed into en agement with one of said be released therefrom by movement of the armature, and means for pressing said sprin into on agement with such shoulders; an a controfiing circuit for said magnet passing through one of the contacts of-the switch and arranged to be completed by said automatic stoppin means when the ignition circuit is comp ete said automatic stopping means.
through 16. The combination with an internal combustion en inc and automatic stopp' means therefor, o a starting device arrange I to render said automatic stopping device mefiective when starting the engine, and means for rendering said startin device inefiective after the engine is, in ful o eration.
1 7. The combination wi an internal combustion engine having a water jacketed cylinder, and automatic stoppin by diminution in the flow 0% cooling water to stop the engine, of a startin device adapted to be operated to render sai automatic stop-4 ping device ineffective when starting the ene, and means for rendering said st evice ineffective after the engine is in operation. Y
18. In connection with a water cooled explosion en ine provided with means for supplying coo ing water to it, a sparking circuit,
.an alarm circuit, and switching means actuated by varying pressure in the cooling circuit, arranged to break the ignition circuit and to complete the alarm circuit upon diminution of pressure in the cooling circuit.
19. In connection with water pipes arranged to convey cooling water to an explosive engine, a sparking circuit, an alarm circui't, a switch and means actuated by varying pressure of water in the cooling'clrcuit, for shifting the switch between the spar cirmeans operated cuit and the alarm circuit, substanti y as described.
In testimony whereof I 'affix my signature, in the presence of two witnesses. v
. DANIEL B. ADAMS. Witnesses:
C. F. CARRINGTON, MINERVA PAPE.
|Citing Patent||Filing date||Publication date||Applicant||Title|
|US2469942 *||Mar 13, 1947||May 10, 1949||Carter Carburetor Corp||Control for fuel supply systems|
|US2475069 *||Nov 9, 1945||Jul 5, 1949||Wood Delos R||Warning device for refrigerators|
|US2492449 *||Feb 1, 1947||Dec 27, 1949||Albert Tuller||Air pressure signaling device for molding apparatus|
|US2497029 *||Dec 30, 1946||Feb 7, 1950||Carter Carburetor Corp||Oil pressure control and warning device|
|US2505539 *||May 14, 1946||Apr 25, 1950||Gill John O||Pressure operated switrch|
|US2510460 *||Jan 8, 1948||Jun 6, 1950||Albert Brooke||Automatic starter switch|
|US2532182 *||Oct 11, 1948||Nov 28, 1950||Murphy Frank W||Safety switch for engine cooling systems|
|US2629085 *||Dec 22, 1948||Feb 17, 1953||Higgins Harold T||Safety control and signal system for motor vehicles|
|US2727225 *||Mar 27, 1952||Dec 13, 1955||Marcello Lorenzetto||Signaling apparatus for indicating the presence of a combustible gas|
|US2728192 *||Jun 20, 1945||Dec 27, 1955||Aerojet General Co||Combustion chamber for gas generation provided with cooling means and a system for operating the same|
|US2928913 *||Mar 20, 1957||Mar 15, 1960||Berg Airlectro Products Co||Double throw switch|
|US3005675 *||Mar 16, 1956||Oct 24, 1961||Lab For Electronics Inc||Fluid bearing control for a magnetic head|
|US4020818 *||Dec 1, 1975||May 3, 1977||Controlled Power Products Company||Oil pressure delay check valve and pressure switch for shutting off diesel engine upon drop in oil pressure|
|US5559650 *||Mar 23, 1995||Sep 24, 1996||Seagate Technology||Lubricated disk drive|
|US6122143 *||Sep 20, 1990||Sep 19, 2000||Visqus Corporation||Wet rigid disk drive assembly with a conical spindle bearing|