US2030939A - Internal combustion engine and automatic control therefor - Google Patents

Description

Feb. 18, 1936. w A ROBIN ON 2,030,939

INTERNAL COMBUSTION ENGINE AND AUTOMATIC CONTROL THEREFOR Filed July 23, 1932 Z'Sheets-Sheet l INVENTOR.

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ATTORNEYS.

Feb. 18, 1936. w A. ROBINSON INTERNAL COMBUSTION ENGINE AND AUTOMATIC CONTROL THEREFOR Filed July 25, 1932 2 Sheets-Sheet 2 THT . INVENTOR. W/umw f7. Roam 5am BY2 ATTORNEYS.

Patented Feb. 18, 1936 UNITED STATES PATENT OFFICE- INTERNAL COMBUSTION ENGINE AND AUTOMATIC CONTROL THEREFOR Haute, Ind.

Application July 28, 1932, Serial No. 625,338

1 Claim.

This invention relates to apparatus for controlling a prime mover, which apparatus is manually adjustable so that it is automatically operable by the prime mover for stopping the prime mover after a predetermined amount of prime mover operation has occurred.

A prime mover of thecharacter indicated may be a gas engine or an 011' engine, and herein the invention is embodied in a control for a gas engine, although the same principle and the same mechanism may be, with slight alterations, associated with an oil engine. Gas and oil engines are utilized in the oil and gas fields for the pumping of oil from wells that do not flow with sufflcient capacity to not require pumping. Usually wells gradually decrease in their volume output and at a certain production volume, the well is equipped with a pumping arrangement and this pumping arrangement is operable, for but a part of any predetermined period; for example, 18 hours per day, 12 hours per day or six or eight hours per day, depending upon the flow of the well or, as otherwise expressed, the accumulation of oil in the well.

The present invention, when applied to a prime mover for the purpose set forth, is adapted to automatically stop the prime mover and hence the pumping operations after a predetermined amount of prime mover operation has occurred. This permits a single operator to control a plurality of prime movers each of which, as is customary in the oil industry, mechanically operates a plurality of pumps at a plurality of wells. The

operator after starting the prime mover, sets the stopping control mechanism embodying the invention for a predetermined amount of prime mover operation and then may proceed to another prime mover and similarly initiate the operation thereof and the adjustment of the cutoff mechanism thereof. This permits of the economical supervision and control of a plurality of prime movers scattered over a relatively large area and by a single operator.

When a water-cooled gas engine is employed as a prime mover, the mechanism is also arranged to automatically cut off the gas supply to the gasometer, the gas supply from the gasometer to the engine, the ignition to the engine, the water supply to the engine, whereby the latter is cooled, and to open the drain for draining the water jacket of the cylinder. This latter drain may be included as a part of but usually is separate from the water jacket discharge normally employed in the operation of the engine and which may be normally open, but which upon cutting off of the cooling water supply, would trap in the jacket a certain amount of Water. The purpose of draining the water jacket is to insure that in cold weather there will be no water trapped in the water jacket so that in the event of freezing weather the cylinders will not be cracked by the possibility of freezing.

The chief feature of the invention, as before mentioned, consists in the accomplishment of the foregoing object, to wit, the automatic cut off of the prime mover after a predetermined amount of prime mover operation has occurred and by apparatus that is relatively simple in construction, positive in its action and readily adjustable to any predetermined desired period or interval of operation and which moreover is operable by the prime mover itself.

Another feature of the invention is the construction of the automatic cut off whereby it may be manually adjusted so that the prime mover may operate continuously when desired.

A further feature of the invention consists in constructing the automatic cut off whereby it may be manually actuated to stop instantly the prime mover in the event of an emergency.

The full nature of the invention will be understood from the accompanying drawings and the following description and claim:

In the drawings, Fig. 1 is a top plan view of a gas engine embodying the invention and associated parts.

Fig. 2 is a side elevation of the engine with the invention applied thereto.

Fig. 3 is an enlarged side elevational view of a major portion of the invention, the parts being shown in the engine running position.

Fig. 4 is' a transverse sectional view taken on line 4-4 of Fig. 3 and in the direction of the arrows.

Fig. 5 is a side elevation of the ratchet drive mechanism for control operation by the prime mover.

Fig. 6 is a side elevation of the release mechanism which when actuated secures stoppage of the prime mover.

In the drawings It) indicates a cylinder structure of a horizontal gas engine having the piston rod l I connected to the crank portion l2 of the crank shaft I3 mounting fly wheels l4 and supporting a power pulley l5 which through belt I6, or other suitable driving means, is adapted to drive mechanism in turn connected to a plurality of individual pump mechanisms for simultane-.

ously operating said pump mechanisms which are remotely positioned with respect to a prime mover, such as at each individual oil well, for the pumping of said oil well for a predetermined period.

The gas engine is connected to a supply of gas under pressure, indicated by the numeral H, which discharges to a gasometer l8, in turn discharging by conduit I!) to an air mixing structure 20. Controlling the conduit |9 is a valve having the operating arm 2|, the same constituting the gas intake control.

The engine is equipped with a governor structure 23, whereby predetermined speed of operation is maintained, said governor being driven by an auxiliary driving shaft 24 which is rotatable by the crank shaft through any suitable connection, indicated generally at 25.

The exhaust valve structure 25 includes a valve, the stem of which is operable by an exhaust' valve lever 28 which pivotally supports at 30 a roller 3| that is engageable by a cam 32 carried by the auxiliary shaft 24.

The exhaust pipe from the engine is indicated by the numeral and the upper outer end thereof terminates in a co-ugher structure 34 having a restricted discharge 35 at its outer end and a notched portion 35 adjacent said end so that as the engine exhausts, it amplifies the exhaust by a coughing or whistling action that may be readily heard at a considerable distance so that if the direction of the Wind is right, the operator at a considerable distance, may hear the engine operate.

The cylinder jacket is supplied with cooling water through the conduit 31 controlled by a valve 38 having an arm 38, said arm being connected as by the members 40 and I40 to the main control lever 4| to which reference will be had later.

The normal discharge of the water from the water jacket is obtained through the conduit 42 which includes a check valve 43. This conduit may have a. free discharge.

The water jacket to the cylinder also includes a drain conduit 44 controlled by a valve 45 having an arm 45 connected by a member 41 to the lever 4| and so connected thereto that when the valve 38 is opened, valve 45 is closed and when valve 38 is closed, valve 45 is opened.

The engine also is provided with an ignition system 48 which is operable by a member 49 carried by the auxiliary shaft 24. The ignition system at 48 includes a control lever arm 50.

The supply line I! to the gasometer includes a valve 5| having an arm 52 adjustably connected by a link 53 to a bell crank lever 54, in turn connected. by a rod 55 to a bell crank 55 pivoted at 51 upon or adjacent the engine, the other arm of the bell crank 55 being connected to a rod 58, in turn connected to a lever 59 pivotally supported at 60 upon any suitable support 6|, a slotted or bifurcated guard 52 having the stop portion 63 straddles the lever 59 which terminates in a combination handle and counterweight 64. The lever 59 is connected by the link 65 to the bell crank lever 4| which is the main control lever.

Likewise connected to the lever 55 is a loop member or catch 56, the end portion 51' of which is pivotally connected as at 58 to said lever 59 which connection also constitutes the same connection for the link 65 and the rod 58.

It will be apparent, therefore, that when the loop member 56 is permitted to escape from the catch, see Fig. 6, that, through the counterweight 64 and lever 59, the lever 4| is tilted, the bell crank lever 56 is tilted, which cuts oil the gas supply to the gasometer, the valve 5| being rotated clockwise and the lever 54 being rotated counterclockwise. Likewise, the lever 4| is rotated clockwise and since said lever has an arm portion 69 and the latter is connected by rod 1!! to the control arm 53 of the ignition. control mechanism and by the rod or cable H to the arm 2| of the gas supply control and by the rod 41 connected to the water jacket drain control valve and by the rod 40 to the water jacket supply control valve, the following operations occur simultaneously, to wit, the engine is stopped because the ignition is cut ofi, the gas supply is cut off directly at the engine, the gas supply to the gasometer is cut oil and the water supply to the water jacket is cut off and the Water jacket drain valve is opened.

The specific mechanism per se for releasing the loop member 66 is as follows:-Suitably supported on the engine is a base plate 12 and extending upwardly therefrom is a rod 13. Supported by said rod as at 14 is a plate 15 apertured as at Hi. Extending through the aperture 76 is a vertical, threaded member H. The vertical threaded member 11 has an upper bearing l8 in a parallel plate 19. Plate 19 is adjustably but rigidly secured as at 8!! to a pair of rigid standards 8|, the lower ends of which are supported as at 82 by the plate 15. The upper ends of the standards or the plate 19 is suitably supported as at 83 from the engine.

Suitably secured to one of the rods 8| and at a plurality of points and extending oppositely from the other rod, is a scale 84. Adjustably mounted on said threaded member 11 is a split nut struc- :3

ture 85, the .same being shown clearly in Fig. 4 and including a half nut 85a and another halfnut 85b. Half-nut 85b is movable towards and away from the half-nut 85a and is slidably supported on the U-shaped member 86 and carried by the half-nut 85a. The central portion of the U-shaped member 85 is enlarged as at B1 and an aperture therein is threaded as at 88. A threaded bolt 89 has a threaded connection therewith and with the half-nut 85a as at 98.

The threaded bolt 89 includes a hand wheel or similarly manually adjustable member 9|, whereby the two half-nuts are drawn towards each other or are caused to move away from each other through the instrumentality of the threaded member 89. When drawn towards each other, they ultimate-1y engage the vertically threaded member ll and since each half -nut has a complementary threaded portion 92a and 92!) respectively, it will be apparent that the nut structure 85a and 35b will be caused to move axially of the threaded member 11 in the rotation of the latter, since each of the members 85a and 8512 include extensions 93 that are so arranged that the extensions from two of the halfnuts embrace the adjacent vertical standard.

One of the members 93 is further extended as at 94 and serves as an indicator. The half-nuts are caused to be spaced from each other sufficiently for disengagement from the threaded member TI and are then positioned at a. sufficient elevation so that the pointer or finger or indicator 94 is indicating the desired position of time interval on the scale 84. The manually engageable member 8| is then rotated clockwise to cause the half-nut 85b to approach half-nut 85a and to nest the half-nut threaded portions 92a and 92b, respectively, on the threads of the member I1. Rotation of member 11, therefore, since the half-nuts are prevented from rotation, causes vertical movement of the half-nuts and. this is so arranged that the nut structure moves toward the bottom of the threaded member I1 and at a predetermined position engages an actuating member that is adapted to release the loop member before mentioned The loop member before mentioned, is retained in the engine operating position by a hook or catch 96 pivotally supported at 91. Said member 95 includes a tooth 98 which is normally engaged, as shown in Fig. 6, by a slide bolt or plate 99, the latter being guided by member I secured to the base I2. The slide at its opposite end is pivotally connected as at IIII to bell crank arms I02 of lever I03 which is pivotally supported as at I04 upon a standard I05 rigid with the plate I2. When the nut structure, before mentioned, engages the bifurcated ends I96 of the lever I03, which straddles the threaded member 11, the slide will be retracted and due to the counterweight 64 the catch 96 will be tilted clockwise to release the loop member 65. The catch member 96 is so constructed that it normally is constrained toward the loop releasing position and is retained in the loop retaining position by the slide or bolt member 99.

The means for operating the mechanism from the prime mover consists of a cam I III rigid with the auxiliary shaft 24 and the same is adapted to engage a roller I II carried in the bifurcated end of the lever II2 pivoted at H3 in the spaced arms II4 extending from the base I2, the lever I I2 extending through the slot I I5 adjacent said portions H4. The upper end of the lever II2 pivotally supports as at H6, a pawl III having a toothed portion II8. A bracket II9a has a threaded connection I2I'Ia with a bolt I2I. This constitutes an adjustable stop for limiting the inward movement of the roller I I I toward the cam. The tilting movement of the lever in a clockwise direction is determinable by the size and shape of the cam III]. The pawl or dog II'I rides upon the ratchet wheel II9 having the teeth I29 on a side face thereof. The ratchet H9 is rotatably mounted about the member 11 which, as before stated, has its lower end mounted in a bearing 11a. in the plate I2. The ratchet H9 is rigid with the sleeve IZIa that surrounds the member 11 and in superposed relation to the ratchet H9 is the gear I22 which rotates with the ratchet.

Gear I22 meshes with the gear I23 which is rotatably supported upon the member I3 through a sleeve I24, to which is secured a pinion I25. Pinion I25 meshes with the gear I26 in turn rigid with the rotatable member 11. A predetermined gear reduction is obtained and for cash revolution of the auxiliary shaft 24 actuated by the engine and controlled by the governor structure before mentioned, there will be a predetermined return movement of the nut structure toward the base plate I2.

The scale is calibrated in minutes and hours and when the nut structure is positioned at a predetermined interval above the level that it engages the loop releasing member through retraction of theslide or looking bolt, then said interval must lapse before said slide or locking bolt is retracted to release the loop member 66 to stop the engine.

Merely for convenience, the reduction gear has been incorporated so that the amount of linear travel per unit of time for the nut structure is relatively small. The nut structure, however, may be caused to travel at a more rapid rate by the direct connection of the ratchet wheel to the shaft 11 in which event the'pitch of the thread of the member 11 might possibly be very much smaller than that illustrated or might be the same in which latter event, the time interval per unit of linear travel of the nut structure will be relatively rapid.

When it is desired to obtain continuous operation the nut structure is disassociated from the rotatable member 11 and the slide is positioned in the catch retaining position and the loop member is associated therewith through the elevation of the handle member in opposition to the counter weight embodied as a part thereof. When thus arranged, the mechanism has no control over the engine and it will continuously operate. It is only when the nut structure is associated therewith and said nut structure engages the bifurcated portion I06 of lever I03 that the engine is automatically stopped. When the nut structure is not employed or when it is employed and it does not engage the bifurcated portions and it is desired to immediately stop the engine, the operator may depress the bifurcated portion I06 of the lever I93 and cause immediate stoppage of the engine. Thus, the mechanism is capable of manual operation for instantaneous stopping of the engine.

While the invention has been described in great detail in the foregoing description, it is to be considered as illustrative and not restrictive in character, and the various modifications which have been described as well as those which will readily suggest themselves to those skilled in the art to which this invention applies, are all considered to be within the broad scope of this invention, reference being had to the appended claim.

The invention claimed is:

In combination with an engine having a shaft operable thereby, a fuel intake, a valve therefor, a speed control operable by said shaft, and an ignition system operable by said shaft, of a control mechanism operable by said shaft, means connecting said mechanism to the speed control, ignition system and valve, and means released by said mechanism after predetermined amount of prime mover operation to cut off the fuel supply and the ignition supply to the engine upon the elapse of a predetermined period following initiation of the mechanism for automatic control of the engine.

WILLIAM A. ROBINSON.

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