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Oct. 15, 1946.
F. M. LEWIS
,
2,409,218
STRAIN RELIEVING AND DEPHASING STOP MEANS FOR FREE PISTON ENGINES
Filed Dec. 26, 1944‘
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$343
4 sheets-sheet 1
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Get. 15, 1946.,
F. M. LEWIS
_
2,409,218
STRAIN RELIEVING AND DEPHASING STOP MEANS FOR FREE PISTON ENGINES
Filed Dec. 26, 1944
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I Oct. 15, 1946.
F. M. LEWiS
2,409,218
"TRAIN RFJZIIEVINGv AND DEPHASING STOP MEANS FOR FREE PISTON ENGINES
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Filed Déc. 26, 1944
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Oct. 15, 1946.
F. M. LEWIS
2,409,218
STRAIN RELIEVING AND DEPHASING STOP MEANS FOR FREE PISTON‘
Filed Dec: 26, 1944
ENGINES
4 Sheets~$heet 4
Patented on. 15, 1946
2,409,218
UNITED STATES PATENT OFFICE
2,409,218
'STRMN IRELIEVING AND 'DEPHASING STOP
MEANS FOR FREE PISTON ENGINES
Frank M. "Lewis, ‘Weston, Massg assignor to Gen
eral Machinery Gorporation, Hamilton, Ohio, a
corporation of Delaware
Application December 26, 1944, Serial No. 569,871
22 Claims.
1
2
This invention relates to internal combustion
engines of the free piston type, and particularly
to means in connection therewith for stopping
the operation of the engine when a dephased or
rack-bars broken away, and including certain‘op
crating features of the invention; Fig. 3 is__a
cross~section thereof on the line 3—3 in Fig. 2;
Fig. 4 is a central longitudinal section thereof
unsynchronized running of the engine pistons
on the line 4—-4 in Fig. 2; Fig. ‘5 is an end view
develops.
of the device shown in Fig. 2-, with one of the
In an operation of ‘such engines, the so-called
rack-Hears in section; Fig, 6 is an e'nlargedsec
free pistons comprise two opposing piston sets
tional detail of one of the fluid pressure line con
which move outward under the force of an ig
trol valves associated with the means shown in
nited fuel charge injected therebetween and mov- 10 Fig. 2; Fig. 7 is a longitudinal sectional‘deta-il of
ing inward under direct bounce action of comthe trip control ‘means for the fuel feed ‘pump;
pressed gases to compress and ignite the next
Fig. 8 is a sectional view of a conventional form
fuel charge. The opposing pistons are connected
of fuel pump; Fig. 9 is a modi?ed form of the ‘in
in a manner to cause a proper synchronizing of
vention embodying a valve in the fuel injection
their movements, and in operation of the engine 15 line from the pump to the engine, which valve
it is common occurrence for the parts of the
is moved bya predetermined dephasing action of
synchronizing means to be harmfully stressed ‘due
the pistons to relieve injection pressure in such
to the sticking or dragging of one of the piston
line; Fig. 10 is a fragmentary detail of such mod
sets, which creates a dephasing condition of the‘
i?cation; Fig. 11 is another modi?cation‘ of the
piston movements,
20 invention embodying an electrical control feature
The object of the present invention is the provision of simple and efficient means in connection
with, and automatically operable by, the piston
for the fuel feed shut-off; Figs. 12 and 13 are
fragmentary details thereof, and Fig. 14 is a mod
i?cation of the electrical control means shown in
synchronizing means of an engine of this char-
Fig. 111.
actel" to interrupt the engine Operation when a 25
endency arises for the pistons to become dephased or unsynchronized in their motions due
to either set of pistons sticking or dragging in
Referring to the ‘drawings, 1 designates an in
ternal combustion engine of the free piston type
having opposed piston sets, each com-prising a
working piston 2 operating in a combustion
its action, or to other causes.
chamber 3, an air compressor piston 4 operating
A further object of the invention is the provi- 30 in a chamber 5, and a direct bounce piston 6 cp
sion of means for governing the automatic stopcrating in a chamber 1, all for the purpose and
ping action of the engine upon a dephasing 0011-
dition of the pistons occurring, whereby the stopping means will be brought into effective action
only by a predetermined magnitude of the dephasing stressess.
Another object of the invention is the provision
of simple and efhcient means of a cushion nature
forming a part of the piston synchronizing means
of free piston engines t0 absorb and materially
reduce engine shock loads, especially when the
shocks are due to unequal loading, and therefore
to offer a certain amount of resiliency to the
engine.
Further objects and advantages of the invention will be apparent from the following detailed
description, and from the accompanying drawings illustrating one embodiment thereof, and in
which—
Figure l is adiagrammatic View of a free piston
engine equipped with means embodying the invention, with the pistons at substantially the limit
of their outward strokes; Fig. 2 is an outer side
elevation, partly in longitudinal section, of the
synchronizing means for the pistons, with the
in a manner well understood in the art.
The two piston sets are connected by suitable
means to cause them to operate in proper syn‘
35 chronized relation. In the present instance, this
means includes a rackebar 8 projecting inwardly
from one piston 4 and a rack-bar 9 projecting ‘in
wardly ffom the other piston 4 through the inner
end wall of the respective cylinder 5, with the
4-0 bars in laterally ‘spaced parallel relation at a side
of the cylinder I0 forming the combustion cham
her 3. A pinion ll (Fig. 2) is interposed be
tween the rack-bars, in mesh with each, and has
trunnions i2 journaled in a carriage [block I3 for
45 ?oating movements therewith lengthwise of said
rack-bars, for the purpose and as hereinafter
more fully described;
The engine is equipped with a fuel injection
pump [5 which is conventionally shown in the
50 drawings (Fig, 8) as including a charge cham
ber l6 receiving its fuel oil supply from a con
stant pressure supply pump 52 through a pipe
line 59, 5| and having its discharge to the asso
ciated fuel injection nozzle IQ of the engine
55 through the line 20. A plunger .2! is reciproi
2,409,213
3
cably movable in the pump casing to force a fuel
charge from chamber IE to the nozzle, and is
rotatable about its longitudinal axis whereby a
controlled metered charge of fuel is admitted to
the charge chamber from the pipe 56 during one
stroke of the plunger and is ejected therefrom to
the fuel nozzle during another stroke thereof.
Rotary adjustment of the plunger to vary the
4
with a supply line 5| leading through a pressure
pump 52 from a tank, or other suitable supply
source 53.
Each branch line 49, 56, has a normally closed
valve 55 therein. Each of such valves includes a
casing 56 (Fig. 6) preferably secured for length
wise adjustment’to a convenient part of the en
gine frame by screws 51 projected through slots
58 in the casing. A valve stem 59 operates in the
fuel feed is e?ected by longitudinal movement of
a rack-bar 22 in engagement with a pinion 23 10 casing with one end projected therefrom and
is adapted, when in one position, to close a cross
on the plunger, as is common in the art. In
passage 66 in the casing which forms a part of
the present instance, the fuel charge is increased
the respective branch line 49, 56 in which the
when the rack-bar 22 is moved to the left and
valve 55 is disposed. The valve stem has a recess
is reduced when the bar is moved to the right.
6| disposed in position to register with the cross
The plunger 2| carries a roller on its outer end
passage 66 and open the respective branch line
which travels on a side edge of the rack-bar 9,
when the stem is moved inward a slight extent
in the present instance, and is actuated to cause
from its outward position. A spring 62 acts on
the plunger to eject a fuel charge at a prede
the valve stem to normally hold it in closed-posi
termined point in an engine cycle by engagement
of the roller with a cam 25 on said rack-bar.
This engagement is customarily timed to take
place just before the working pistons have
reached the ends of their inward‘ or compression
strokes.
A control for the pump rack-bar 22 to impart
reciprocatory movements thereto to increase or
reduce the fuel feed charge to the injection nozzle
|9 includes a rod 36 (Fig. 7) connected to or
forming a, continuation of the left end, in the
present instance, of the pump rack-bar 22. This
rod projects at its opposite end into the open end
tion.
‘
The carriage |3 for the pinion II is in the
nature of a cross-head and is guided for move
ments longitudinally of the engine | by upper
and lower guides 65 provided in the attachment
66 secured to the side of the engine cylinder ID
by screws 67. The rack-bars 8 and 9 of the piston
synchronizing means are also guided for recipro
catory movements in the attachment 65 and are
held thereby in meshing engagement with the
30 pinion II at opposite sides of its axis. The car
~riage i3 is yieldingly held in central or neutral
of a cylinder 3| where it connects to a hollow
position by a spring pressed pad 68 at each end
open ended plunger 32 which is reciprocally
mounted in a trip sleeve 33 that is slidingly
mounted in the cylinder 3|. A compression
spring 34 is disposed in the hollow of the mem
bers 32 and 33 between the opposed closed ends
its spring ‘H are carried by a cup 12 at the re
spective end of the carriage. The screw 69 may
engaging an adjustable screw 69 in an end por
tion it! of the attachment 66, Each pad 68 and
be locked in adjusted position by a lock nut 13.
A valve opening rod 15 is mounted in each part
thereof and exerts an outward moving force on
'10 in line with the movement of the carriage I3
the rod 30 to move the rack-bar 22 tothe right
or in fuel feed reducing direction. The move 40 and normally slightly spaced therefrom, so that
upon a predetermined movement of the carriage
ment of the trip sleeve 33 to the left is opposed by
a compression spring 35 in the closed or left end
of the cylinder 3 I.
A block 36 is slidingly mounted on the rod 30
in either direction from neutral position, it will
strike one or the other of the rods 15 and, upon
a continuation of such movement, move it out
ward against the tension of a spring 16. Such
spring, in the present instance, acts at one end
against a stop collar 11 which is adjustable on
the rod to vary the normal spacing 18 between its
inner end and the carriage. Each rod 15 pro
apart. Movement is imparted to the block 36
jects at its outer end from its mounting part 16
lengthwise of the rod 36 by a lever 36 which is
in longitudinal register with the stem 59 of the
fulcrumed to the engine frame at 39 (Fig. l)
respective valve 55 and in position for an out
and has one end in sliding pivotal connection
ward movement of the rod from normal position
with the block and its other end connected by a
to move the valve stem to open position.
link 46 to a manually operable control lever 4|.
In the operation of this feed control, it is set
This lever is retained in adjusted position by re
by an adjustment of the hand lever 4| for desired
leasable engagement of a hand latch thereon
running conditions. In effecting such adjust
with a ratchet sector 42. The spring 31 opposes
ment, the block 36 is moved to the right or left
the pressure of the spring 34, being normally of
on the feed control rod 36, its movement to the
greater tension, and the spring 35 opposes and is
60 right permitting a reduction in the fuel feed and
of greater tension than both springs 34 and 31.
its movement to the left effecting a tensioning
The trip sleeve 33 is held in retracted position,
of the spring 31 and causing a movement of the
with the spring 35 compressed, by a trip pin 43
control rod to the left to increase the fuel feed
operating through a side aperture in the cylinder
until the tension of the spring 3'! is equalized with
3| and engaging at its inner end in an annular
recess 44 in the circumference of the sleeve. 65 that of the opposing spring 34. It will be under
stood that during such adjustment of the fuel
The outer end of this pin is attached to a piston
feed the trip sleeve 33 is retracted and held in
45 in a cylinder 46 mounted on the cylinder 3|.
such position by the trip pin 43 against the ten
A spring 41 applies an inward force to the piston
sion of the spring 35. During normal operation
to yieldingly hold the pin in looking engagement
within the recess 44 of the trip sleeve 33, and 70 of the engine it functions on the two-stroke cycle
principle, so that the cam 25 on the rack-bar 9
fluid pressure is admitted through a pipe line 48
of the engine piston synchronizing means engages
to the cylinder at the inner side of the piston to
the roller on the pump plunger and actuates the
move it outward to cause the pin to release the
pump to inject a fuel charge into the combus
trip sleeve. The line 48, in the present instance,
has connection through two branches 49 and 56 75 tion chamber of the engine each time the pis
in spaced relation to the plunger 32 and a com
pression spring 31 is mounted on the rod be
tween the block and plunger in end-thrust en
gagement with each and tends to move them
5
2,409,218"
tons are substantially at the ends of their inner
charge compressing movements. However, should
either ‘of the engine pistons fail to function prop
erly, thereby throwing an'undue stress upon the
rack-bars 8 and 9, or on the coacting pinion H,
pin, designated 43*‘ in Fig. 13, is held yieldingly
engaged with the trip sleeve 33 by a spring lil'5L and
is released from’ the sleeve by the energizing of a
solenoid 90 associated therewith. One end of the
solenoid coil is grounded through a lead 9| while
the pinion carriage it will move in the direction
its ‘ other end is connected, through a control
of the applied stress, If such movement is of
switch 92 and leads 93 and 94, to an electric cur
su?icient magnitude for the carriage to traverse
rent supply source 95; This switch, in the present
the space 78 between it and the pin 15 toward
instance, includes a frame 96 attached to the en
which it is moving and to move such pin to push 10 gine frame and having two spaced contacts 91, 91,
valve rod 59 to open the coacting valve 55, the
Which are in connection with the positive side of
respective branch pressure line 49, 55 will be
the solenoid coil through the lead 93. These con
opened to the cylinder 46, thus instantly admit
tacts are in normal predetermined spaced rela
ting pressure thereto to move the trip pin 43
tion and each is permitted to move outward from
outward to release the trip sleeve 33. Upon such 15 such position against the tension of a spring 98.
release taking place, the sleeve 33 will be quickly
In the space between the two contacts 91 are
moved to the right by the action of the spring
mounted two ?oating contacts 99, 99, each carried
35 and will act through the spring 34 on the con
by a respective oscillatory spring ?nger I90, and
trol rod 39 to move the pump-rack 22 the full
normally held thereby in spaced relation both to
extent to the right and shut off the pump fuel
each other and to the contacts 97. The contacts
supply. The amount of effort required to cause
99 are connected by lead 94 to a battery or other
the carriage 13 to shift from neutral position is
suitable current supply source 55. A ?nger llll
determined by the adjusting screw 69 acting
projects from the carriage block I 3 between the
against the carriage springs ‘H. The adjustment
two contacts 99, and upon a predetermined move
of the space 78 to determine the magnitude of
ment of the carriage in either direction from neu
movement of the carriage before one or the other
tral will move one or the other of said contacts,
of the pressure control valves 55 is opened is
depending on the direction of movement of the
obtained by an adjustment of the stop collar ll’
carriage, into engagement with the companion
on the control pin 15. An adjustment of the
contact 91, thus closing the solenoid circuit to
clearance spaces 18 may be compensated for by 30 effect a release of the trip pin.
moving the entire valve unit '55 relative to- its
If desired, the control for the rack bar 22 of
mounting screws El, thus maintaining proper
the fuel pump I5 may have its “off” movement
relationship between the valve stem so and the
electrically actuated instead of utilizing electrical
rod ‘:5.
means to release the trip pin 63a to permit quick
' In the modi?cation shown in Figs. 9 and 10, a 35 movement of the sleeve 33 to move the rack bar to
relief valve 80 for the fuel injection pressure is
oif position. This is illustrated in Fig. 14 wherein
provided in the fuel injection line 28 and is actu
the pump rack bar 22 is yieldingly connected at
ated upon predetermined movement of the pinion
one end to a manual control 33% and at its other
carriage block !3 in either direction, through an
end to a solenoid M5, the core H16 of which is at
interposed lever 8!, to relieve the pressure in
tached to the rack bar while its coil l 01 is inter
such line and cause a stopping of the engine.
posed in the line 93, 9| in place of the solenoid
The relief valve 8i‘), in the present instance.
98. It is apparent that when the solenoid I05
includes a casing 82 mounted on the tube 20 and
is energized the rack bar 22 is quickly moved to
having a pressure relief passage 83 at each of two
o? position.
opposite sides of the tube and in communication
It is apparent that in the operation of the en
therewith. Each of such passages is normally
gine, full manual control is maintained over the
closed by a respective valve 84, the stem 85 of
quantity of oil injected by the fuel pump with
which projects outward from the tube through
out interfering with the automatic action of the
a guide opening in the casing 32 and is acted on
dephasing actuated stop means to shut off the
by a spring 86 to normally hold the valve in
fuel feed and stop the operation of the engine re
closed position. The stems are radially opposed
gardless of the governor or manualcontrol set
relative to the tube axis and an inward move
tings, and also that the automatic stopping means
ment of either will move its valve inward to un
will be brought intoeifective action only by a pre
cover the respective relief passage 83 to the tube
determined magnitude of the dephasing stresses.
passage, thus releasing the fuel injection pres- i
Inasmuch as the cushioning feature of the pis
sure in the tube,
ton synchronizing means is itself novel and is
The lever 8! is fulcrumed to one of the carriage
usable alone to absorb and, reduce the shock loads
block guide parts 66 and has one end forked and
of engines, especially when shocks are due to un
slidingly straddling a pin 81 on the carriage block
equal loading, and also for use in connection with
l3 and its other end provided withtwo spaced 60 or to correct other operating features of the en
arms 88 which span the valve 88, and each carries
gine than the dephasing stop means herein de
an adjusting screw 89 for engagement with the
outer end of a respective valve stem 85 to open
its valve upon a predetermined movement of the
lever. When the carriage block I3 is in neutral
position, each screw 89 is spaced a predetermined
distance from its valve stem so that a relief valve
is not opened until the carriage block has moved a
predetermined distance in either direction from
neutral.
In the modi?cation shown in Figs. 11, 12 and
13, an electrically operated trip for the trip sleeve‘
33 of the fuel feed_control is substituted for the
scribed, it is separately claimed.
The ?oating feature of the pinion in the piston
synchronizing mechanism is disclosed but not
speci?cally claimed in a co-pending application
Serial No. 558,360.
‘
.
I wish it understood that my invention is not
limited to any speci?c construction, arrangement
or form of the parts, as it is capable of numerous.
modi?cations and changes without departing
from the spirit of the claims.
Having thus described my invention, what. I
claim as new, and desire to secure by United
hydraulically operated trip pin 43 of the means
States Letters Patent, is:
shown in Fig. 7. In the present form, the trip 75
1. In an internal combustion free piston en-,,
2,409,218
7
8
with i a fuel feed control means for the engine,
gine having a piston synchronizing means includ
meansfor actuating said control means to reduce
the fuel feed, and means operable by predeter
mined movements of said mounting means from
neutralposition to render said last named means
ing a rack-bar projecting inwardly from and mov
able with each of the opposing free pistons, and
pinion means-connecting and rotatable by oppos
ing movements of the rack-bars, a carriage form
ing a mount for the ‘pinion means and mounted
active.
for reciprocatory movements lengthwise of the
rack-bar movements, and means normally hold
gine having piston synchronizing means, movable
ing said carriage in a predetermined neutral po
sition and yieldable to relieve load shocks and pis
ton dephasing strains on the pinion means.
2. In an internal combustion free piston en
*
8. ‘In an internal combustion free piston en
means mounting a part of said synchronizing
10 means, ‘and means yieldingly holding said mount
gine having a piston synchronizing means includ
ing a pinion having connection with and recipro
cally rotatable by inward and outward move
ments of the pistons, means carrying said pinion
and movable lengthwise of the piston movements
and operable to yieldingly hold the pinion with its
axis in predetermined centered relation to the
piston movements, whereby to compensate for
load shocks and dephasing strains on the syn
chronizing means.
3. In an internal combustion free piston engine
having a piston synchronizing means including a
ing means in a neutral piston synchronized posi
tion-and permitting movement thereof from such
position to relieve load shock or piston dephasing
strains on the synchronizing means, together with
a fuel feed means for the engine, and means
operable to quickly move at least a part of said
means to impart a predetermined fuel feed con
trol movement thereto upon movement of said
mounting means a predetermined extent from
neutral.
9. In an internal combustion free piston engine
having piston synchronizing means, movable
means mounting a part. of said synchronizing
means, and means yieldingly holding said mount
ing means in a neutral piston synchronized posi
rack-bar projecting inward and movable with 25
tion and permitting movement thereof from such
each of opposing free pistons, and a pinion con
position to relieveload shock or piston dephasing
necting the rack-bars and tending to cause them
strains on the synchronizing means, together with
to operate in synchronizing relation, a mountro
a fuel feed control means for the engine, trip
tatably carrying said pinion and reciprocally
means
automatically operable when released to
movable lengthwise of the rack-bar movements, 30
and means yieldingly holding the mount in a
predetermined position of its movement whereby
it may move from such position to relieve load
shock or piston dephasing strains on the syn
chronizing means.
4. Inan internal combustion free piston engine
having a piston synchronizing means including
a, rack-bar projecting inward and movable with
each ‘of opposing free pistons, and a pinion con
necting the rack-bars and tending to cause them
to operate in synchronizing relation, a mount ro
tatably carrying said pinion and reciprocally
movable lengthwise of the rack-bar movements,
and a cushion acting on said mount at each end
and tending to yieldingly hold it in a neutral posi- .
tion and to yield under load shock or piston de
phasing strains on the synchronizing means.
5. In an internal combustion free piston engine
move at least a part of said control means to
impart a predetermined fuel feed control move
ment thereto, and means operable by said mount
ing means when moved a, predetermined extent
from neutral to effect a release of said trip means.
'10. In an internal combustion free piston en
gine having a periodically operable fuel charge
means and a, piston synchronizing means, the
latter including a rack-bar projecting inward
from each piston and pinion means in meshing
connection with said bars, a carriage for the
pinion means mounted for yielding movements in
either direction from neutral lengthwise of said
rack-bars, control means for said fuel charge
means operable to vary the fuel charge volume
thereof, and means automatically operable by
predetermined movement of said carriage from
neutral upon occurrence of a dephased piston
having piston synchronizing means, movable
condition to render the pump inoperative.
neutral position and permitting yielding move
ments thereof to absorb load shocks and piston
a control for said last means, means normally
11. In an internal combustion engine of the
means mounting a part of said synchronizing 50
free piston type having fuel injection means, rack
means, and means yieldingly holding said mounte
barsprojecting inwardly from the pistons in lap
ing means in a neutral piston synchronized posi
ping relation and a synchronizing pinion inter
tion and permitting movement thereoffrom such
posedbetween the bars in connection therewith,
position to relieve load shock or piston‘dephasing
means
carrying the pinion for movements length
strains on the synchronizing means.
wise of the rack-bars when a dephased piston con
6. In an internal combustion ‘engine of the
dition is present and for normally holding the
free piston type having a piston synchronizing
pinion
in a neutral position, and means operable
means including reciprocally movable rack-bars,
by
predetermined
movements of the pinion car
a connecting pinion means, and a shaft for the
rying means from neutral position to render the
pinion means, means forming a guideway length
fuel injection means inoperable to inject fuel
wise of said rack-bar movements, a carriage
charges into the engine.
guided for movements in said guideway and form
12.‘ In an internal combustion free piston engine
ing a mount for said shaft, and cushion means for
having a piston synchronizing means including a
said carriage tending to hold it and the shaft in a
rotatable pinion, and fuel charge feeding means,
movable to actuate said control to reduce the fuel
charges a predetermined extent; trip means oper
ableto hold said last means against normal move
having piston‘ synchronizing means; movable
means mounting a part of said synchronizing 70 ment, a carriage carrying said pinion and mount
ed for reciprocatory movements transverse to the
means, and means yieldingly holding said mount
pinion axis and lengthwiseof the engine piston
ing means in a, neutral piston synchronized posi
movements, means yieldingly resisting movement
tion and permitting movementthereof from such
of the carriage from a neutral pinion position,
position to relieve load shock or. piston dephasing
and means rendered operative by a predetermined
75
strains on the synchronizing. means, together
dephasing strains on the synchronizing means.
'7. In an internal combustion free piston engine
9
2,409,218
movement of the carriage from neutral position
to release said trip means.
13. An arrangement as called for in claim 12
wherein the means which is operable to release the
trip means is of a hydraulic nature.
14. An arrangement as called for in claim 12
wherein the means which is operable to release
the trip includes a hydraulic pressure line, a nor
mally closed valve in said line, and means mov
10
upon a predetermined movement of the pinion
mounting means from neutral position.
18. In an internal combustion free piston en
gine, a piston synchronizing means, and a fuel
charge pump having a reciprocally movable fuel
charge control member, means yieldingly oppos
ing movement of said member to increase the fuel
charges, manually controlled means operable to
yieldingly move said member in opposition to said
10 yielding means, and to control movement of the
15. An arrangement as called for in claim 12
member in the opposite direction to reduce the
wherein the means which is operable to release
fuel charges, and means rendered operable by said
the trip means is of an electrical nature.
synchronizing means when subjected to a prede
16. In an internal combustion free piston en
termined strain caused by load shock or a de
able by the carriage to open the line.
gine having a fuel charge pump, and a piston 15 phased piston condition to quickly move said con
synchronizing means, a control for said pump
trol member to predetermined charge reducing
including a reciprocally movable member movable
in one direction to increase the fuel charge and
in the other direction to reduce the fuel charge,
means movable to retracted position and operable
when released from such position to quickly move
said member a predetermined extent in charge
reducing direction, and means rendered operable
by said synchronizing means to release said re
tractable means from retracted position when a
predetermined stress resulting from load shock
position against the tension of said yielding means
and without disturbing an adjusted position of the
manual control means.
19. In an internal combustion free piston en
gine, a fuel feed means, a piston synchronizing
means with a part yieldlngly movable in response
to piston dephasing stresses, means for actuating
the fuel feed means to reduce the fuel feed, and
means operable .by predetermined yielding move
ments of said part to render said last means
or a dephased piston condition is applied to the
active.
synchronizing means.
20. An arrangement as called for in claim 19
17. In an internal combustion free piston en
wherein the last-mentioned means includes an
gine having a fuel charge pump and a piston syn 30 electrical control feature.
chronizing means including a pinion, means
21. An arrangement as called for in claim 19
mounting the pinion for yielding reciprocatory
wherein the last-mentioned means includes a hy
movements transverse to its axis and from neu
draulically operable control feature.
tral position when a stress resulting from load
22. In an internal combustion free piston en
shock or a dephased piston condition is applied 35 gine, a fuel feed means including a feed line, a
thereto, a fuel control for said pump operable to
valve in said line operable to render the fuel feed
shut off the fuel charge supply, means normally
held inactive and being operable, when released
from inactive position, to effect a sudden move
ment of- said control to shut-01f position, trip
means for holding said last means in inactive
position, and means rendered operative by said
pinion mounting means to release said trip means
to the engine inoperative, a piston synchronizing
means with a part yieldingly movable in response
to piston dephasing stresses, and means connect
ing said part and valve to move it to inoperative
fuel feeding position when a predetermined piston
dephasing stress is applied to said part.
FRANK M. LEWIS.
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